Railway Board appoints 5 new GMs


The Railway Board has appointed five new General Managers (GMs) — four for opening lines and one for a production unit.

The four new open line GMs are Rajiv Bishnoi for East Coast Railway (Bhubaneswar), Navin Tandon for South East Central Railway (Bilaspur), Hemant Kumar for Western Railway (Mumbai) and P.K. Srivastava for South Central Railway (Secunderabad). Perambur-based Integrated Coach Factory too has got a new GM, A.K. Agarwal. These are all promotions.

Lateral transfers

However, the positions of several other GMs continue to remain vacant. One reason for this is believed to be the delay in considering the proposals for some lateral transfers, reportedly due to objections raised by certain quarters.

Thus the transfer of Radhe Shyam, currently GM of Chittaranjan Locomotive Works with additional charge of Metro Rail, Kolkata, to South Eastern Railway has not been considered.

Similarly lateral transfers of two other GMs, namely, Rajiv Bhargava, now in Wheels & Axle plant, Bangalore, and B.P. Khare, now in Diesel Locomotive Works, Varanasi, too have not been considered, it is learnt.

It might be noted that the GM positions in at least three zonal railways, namely, Central Railway (Mumbai), North Central Railway (Allahabad) and South Western Railway (Hubli), have been lying vacant.

Top-level vacancies

These are in addition to the top-level vacancies persisting for quite some time at Metro Rail, Kolkata, and South Eastern Railway, Kolkata.

The position of GM in Eastern Railway, Kolkata, too will vacant in December and that in West Central Railway, Jabalpur, this month, it is learnt.

64. Tunnels on IR

 India's longest railway tunnel through Pir Panjal mountain range

27 Jun, 2013


An 11-km-long tunnel across the treacherous Pir Panjal mountain range on the Banihal-Qazigund railway line in Jammu and Kashmir, is the longest such transportation passage in India and second longest in Asia. 

The 18-km long Banihal-Qazigund section of the ambitious mountain railway, connecting Kashmir Valley with Jammu region, was inaugurated on June 26. We take a look at some interesting facts about this engineering marvel:

Name (number on route)LengthBetween stationsStateZonal RailwayYear of commissioningCoordinates
Pir Panjal11,215 metres (36,795 ft)QazigundBanihalJammu & KashmirNorthern Railway2012
Karbude (T-35)6,506 metres (21,345 ft)UkshiBhokeMaharashtraKonkan Railway199717°6′9″N 73°24′59″E
Nathuwadi (T-6)4,389 metres (14,400 ft)KaranjadiDiwan KhavatiMaharashtraKonkan Railway199717°53′37″N 73°23′14″E
Tike (T-39)4,077 metres (13,376 ft)RatnagiriNivasarMaharashtraKonkan Railway199716°58′48″N 73°23′42″E
Berdewadi (T-49)4,000 metres (13,000 ft)AdavaliVilawadeMaharashtraKonkan Railway199716°53′43″N 73°36′22″E
Savarde (T-17)3,429 metres (11,250 ft)KamatheSavardeMaharashtraKonkan Railway199717°27′35″N 73°31′19″E
Barcem (T-73)3,343 metres (10,968 ft)BalliCanaconaGoaKonkan Railway199715°3′49″N 74°1′54″E
Karwar (T-80)2,950 metres (9,680 ft)KarwarHarwadaKarnatakaKonkan Railway1997
Chowk (T-3)2,830 metres (9,280 ft)PanvelKarjatMaharashtraCentral Railway200618°55′5″N 73°17′10″E
Parchuri (T-27)2,628 metres (8,622 ft)SangameshwarUkshiMaharashtraKonkan Railway199717°9′30″N 73°28′57″E
Khowai (T-2)2,472 metres (8,110 ft)MungiabariTeliamuraTripuraNortheast Frontier Railway2008
Sangar (T-4)2,445 metres (8,022 ft)SangarManwalJammu and KashmirNorthern Railway2005
Monkey Hill (T-25C)2,156 metres (7,073 ft)KarjatKhandalaMaharashtraCentral Railway1982
Aravali (T-21)2,100 metres (6,900 ft)AravaliSangameshwarMaharashtraKonkan Railway1997
Chiplun (T-16)2,033 metres (6,670 ft)ChiplunKamatheMaharashtraKonkan Railway199717°29′45″N 73°31′50″E
Saranda(T-1)Template:2000GoilkheraSaranda HaltJharkhandSouth Eastern Railway190025°00′00″N 85°30′45″E


By IBTimes Staff Reporter | October 11, 2012 12:14 PM IST

Indian Railways Launches Train Tracker on Google Maps



 The Indian Railways on Wednesday launched an online application, RailRadar, which tracks details of 6,500 trains running across the country on a real-time basis on Google Maps. This is the first sort of initiative taken in the history of a railway board. 

"The live tracker is shown on an interactive map which permits users to watch the movements of trains running across the country," a railway official said to The Times of India.

The Rail Radar system, a live tracker of the trains, was developed by PSU Centre for Railway Information System (CRIS) in a tie-up with Rail Yatri. The system will enable the user to track train timings, locations, stoppages and routes. To track any train on the new system a person is not required to remember the train number or the name, as just the entry of two station names will give the user details of the train.

"You no longer have to remember train numbers," the official said to Press Trust of India, adding "just enter any two station names (like Delhi to Bhubaneswar) and it will bring all the trains available on that route."

At present, the system is introduced as a pilot project and would soon become a permanent facility in the country. The Rail Radar works using a colour code system. When a person tracks a train status by giving necessary information, the trains will be highlighted either in blue or in red. The blue indicates that the train is on time while red points out that the train is running behind the scheduled time.

Besides this, the zoom in and zoom out feature of the system will allow the user to see the exact station where the train was stopped and can also get the information like the expected time to reach a particular station and the departure time.

The Indian Railways operates around 10,000 trains in the country. The users can access the new system, which tracks details over half the number of these trains, through the railway website


Sad News: Er Raj Kumar Vir, IRSEE, Born on September 29, 1928 in undivided Punjab and India, Er Vir graduated as Engineer from BHU. His batch-mate has been among others Prof. Mohinder Singh Sachdev, a renowned Protection Engineer, now settled in Canada,after serving Indian Railways, retired in September 1986 as General Manager, Chittaranjan Locomotive Works,is no more. 
The end came at 11:55 am (IST) today, August 13, 2012 (Monday). Cremation has been scheduled tomorrow at 4 pm at Lodhi Road crematorium while Uthala on August 16, 2012 (Thursday) from 3 to 4 pm at Mata Ka Mandir, New Friend's Colony

Railways losses at `2,461cr in FY11

By Yogima Seth Sharma May 15 2012 , New Delhi

Tags: atLossesRailwaysEconomy
The comptroller and auditor general of India (CAG) on Tuesday flayed Indian Railways for 
incurring avoidable losses of Rs 2,460.89crore in 2010-11 due to irregularities in freight concessions, procurement and maintenance operations and time overrun in projects.

CAG’s 2011-12 compliance audit report on Indian railways tabled in the parliament said there was large undue benefit of Rs 1,795.51 crore given to consigners of iron ore though they were not complying with the conditions for availing the freight concessions on traffic booked as domestic traffic.

The CAG audit found that 99 consigners, mainly iron and steel companies, from Kirandul, Bacheli and Jagdalpur stations, had booked consignments from May 22, 2008 to March 31, 2011 either without submitting the required documents or had submitted incomplete documents.

“Despite this, the east coast railway administration had allowed them the benefit of

concessional rates, resulting in undue benefit of Rs 1795.51 crore,” it said.
The CAG report further says that railways have incurred avoidable loss of Rs 284.20 crore due to delay in completion of new rail bridge over Sona river on the Delhi-Howrah route besides incurring losses on account of another avoidable expenditure of Rs 13.64 crore in strengthening of old bridge across river Tungabhadra on Wadi-Guntakal section in lieu of rebuilding a new bridge.

As per the CAG findings, central and western railways had incurred revenue loss of Rs 70.27 crore by allowing movement of steel, coal and salt to be carried on longer route though charging them for the shorter route.

The auditor has accused railway ministry for not finalising tenders within the valid time and its failure in properly assessing the quoted rates, which in turn resulted in avoidable extra expenditure of Rs 52.9 crore towards procurement of steel in the subsequent contracts in March 2009.

The other avoidable expenditure made by railway ministry in 2010-11 include loss of Rs 29.69 crore due to empty haulage of unutilised parcel vans, loss of Rs 15.4 crore owing to sub optimal leasing of parcel cargo express, poor quality of linen service in departmentally managed trains at higher cost resulting in loss of Rs 14.87 crore, non recovery of wagon hire chrages of Rs 26.81 crore at revised rate and loss of Rs 25.77 crore due to heavy detention of wagons.




WR successfully carried out the mega block between Churchgate–Andheri to complete the conversion of traction from Direct Current to Alternate Current between Churchgate–Vile Parle o­n Sunday, 5th February, 2012. The mega block was completed at 15.45 hrs, ahead of its scheduled timing of 16.30 hrs. With this, Western Railway has bid farewell to 84 years old DC traction o­n its suburban network which was started in 1928.   Shri Mahesh Kumar, General Manager, WR, visited Mahalaxmi electric sub-station and various sites along with senior railway officials and monitored the conversion work which was carried out by a strong men power of 800 workers and engineers of Electrical, Signalling & Telecommunication and Civil Engineering Deptts of WR under the leadership of Shri Mahesh Kumar.  During the block, extensive activities were carried out meticulously with the commissioning of two sub-stations at Mahalaxmi and Bandra and seven switching stations at Marine Lines, Grant Road, Mumbai Central, Elphinstone Road, Mahim, Santacruz & Vile Parle. 3 transformers of 30 MVA were commissioned at Bandra sub-station while 2 transformers of 30 MVA have been commissioned at Mahalaxmi sub-station. Shri Kul Bhushan, Member Electrical, Railway Board, New Delhi also inspected the DC-AC conversion work. General Manger, WR was also with him during the inspecton.   In the final stage of the block, the DC system was disconnected and AC system was connected and tested successfully. Meanwhile, 124 trains were run between Andheri and Virar while 3 pairs of diesel run special trains were operated in the block section. It was the final leg of DC-AC Conversion of WR's suburban section as the conversion from Borivali–Virar has been completed in 2010 and between Vile Parle–Borivali in 2011. With this feat, new WR's suburban section is integrated with the rest of the country where the OHE is o­n Alternate Current. Alternate Current is the need of the hour as it has more efficiency and capacity and is also economical than Direct Current owing to less loss of energy in transmission.

Now the whole suburban network of WR will operate Alternate Current.

Shri Mahesh Kumar, General Manager, Western Railway visiting the  electric sub-station at Mahalaxmi during the mega block between Churchgate–Andheri on Sunday, 5th February, 2012 for DC to AC conversion of traction between Churchgate-Vile Parle. Also seen with him are Shri Suinl Goyal, Chief Electrical Engineer; Shri Girish Pillai, Divisional Railway Manager of Mumbai Division of WR and other senior officers.

Shri Mahesh Kumar, General Manager, Western Railway addressing the electronic media about WRs mega block between Churchgate–Andheri on Sunday, 5th February, 2012 for DC to AC conversion of traction between Churchgate-Vile Parle. Also seen with him are Shri Suinl Goyal, Chief Electrical Engineer, Shri Girish Pillai, Divisional Railway Manager of Mumbai Division of WR.


Indian Railways authorize SMS tickets

In a step to further make train reservation ticketing system passenger friendly, the ministry of railways has decided to permit Short Messaging Service (SMS) sent by Indian Railways Catering & Tourism Corporation (IRCTC) equivalent to Electronic Reservation Slip (ERS).

The decision has come into effect from 1st February, 2012.

The message will be considered valid only if- it contains all the vital ticket details like PNR, train number, date of journey, class, name and number of passengers, coach and seat number and fare paid; also if possible, the SMS will accommodate the names of all passengers booked on the e-ticket, otherwise maximum number of passengers.

The authorized SMS containing all the mentioned important details when displayed through laptops/palmtops/mobile phones combined with valid photo-id in original, shall be treated as an instrument on par with the ERS.

The railways earlier decided to treat the screen shot of the e-ticket displayed through laptops/palmtops/mobile phones, referred to as virtual reservation Message (VRM) and the Mobile Reservation Message (MRM) for tickets booked on mobile phones combined with valid photo-id in original, as an instrument on par with the Electronic Reservation Slip (ERS).

The SMS will have to be displayed during the course of On-board/Off-board checking. If the passenger fails to produce/display this SMS due to any eventuality (loss, discharged mobile/laptop etc.) but has the prescribed proof of identity, a penalty of Rs 50 per ticket as applicable to such cases will be levied.


Managers need to get to grips with new technologyPDFPrintE-mail

IT appears that some senior railway managers are unaware that a revolution is underway in signalling, telecommunications and train control which will change the way railways and metros are operated and managed. 

Whether people like it or not, the technology is here to stay, so managers need to embrace it, take charge of its implementation, and get the best out of it, rather than burying their heads in the sand, continually finding fault and complaining about the cost. 

Systems such as Atacs in Japan, Positive Train Control (PTC) in the United States, ERTMS/ETCS in Europe, and communications-based train control (CBTC) for metros are all based on software and radio transmission of data. 
When developed to their full potential to include cab signalling and moving block, these systems have the ability to reduce costs and increase capacity and safety. The elimination of lineside signalling, which is expensive to install and maintain, will be a huge benefit in itself especially with the current surge in the theft of copper signalling wires. 

Many railways are experiencing significant growth in both freight and passenger traffic, and a steady increase in line speeds, while there is potential for greater cross-border operation within continents. But a busier railway puts greater strain on existing infrastructure and safety, and demands a modern solution. 

Customers - both passenger and freight - are much more demanding than they used to be. They expect high levels of punctuality and frequency, and accurate and up-to-the-minute information. Railways should no longer accept a situation whereby they don't know where their trains are, or only have a vague idea of their location, because of dark territory. As we report this month, PTC has the ability to eliminate this deficiency of North American railroading. 

It is clearly a huge challenge to develop and implement a radically-new train control system and to ensure that it functions efficiently and safely without degrading operations. To be successful, the development of computer-based train control systems requires much greater cooperation between railways and suppliers, which is a challenge in itself. 

The technical problems associated with PTC sound very similar to ETCS' difficult and protracted birth. ETCS was originally supposed to be an overlay to existing systems to facilitate interoperability, but it has evolved into a train control system in its own right. PTC is viewed as an overlay but with the primary objective of improving safety. 

There is ardent opposition to both systems from some major railways, which cannot see beyond the initially high development costs. 

However, other railways have adopted a positive attitude to the new technology. With ETCS, a few railways have simply got on with the implementation to make it work and without the need for fall-back systems, while others have made heavy weather of installing it, encountering huge problems, and consequently lacking the confidence to rely on ETCS alone. 

A major difference between the development of PTC and ETCS is that the US Congress has set an arbitrary date of 2015 for the implementation of PTC, which means there is insufficient time to implement advanced PTC architecture which would allow moving or virtual block. Whilst setting deadlines is good for spurring people into action, they must be realistic. Hopefully, Congress will take heed of requests to push the deadline back to allow more time to develop a really-beneficial version of PTC. 

The greatest challenge to developing and implementing new technology is not technical but human. There is a natural resistance among many people to change, usually because they do not understand the new technology and therefore fear the unknown. There are also those who subscribe to the philosophy "if it ain't broke don't try to fix it," but this assumes that life remains the same, which it doesn't. 

This is why it is so important that everyone in an organisation, from the senior managers down to the people who will install and use the new technology, is fully aware of how it works, what its potential benefits are, and how its implementation will affect the way the railway is run. 

The 13-point plan to improve the deployment of PTC, drawn up by Mr Steven Ditmeyer, has some excellent recommendations, many of which can be applied to the implementation of other projects. 

Railways have made great strides in pushing the boundaries of railway technology, for example by increasing the axleloads of heavy-haul freight trains and raising the maximum speed of passenger trains. Now is the time to take train control out of the 19th and 20th centuries so that railways can meet the challenges of the 21st century. In years to come we will probably wonder what all the fuss was about. 


Rs 14 lakh cr needed to modernise railways: Trivedi

February 02, 2012 19:15 IST
Aiming to take railways to the next generation, Railway Minister Dinesh Trivedi [ Images ] on Thursday said his department has prepared a blue print envisaging Rs 14 lakh crore investment in the next 10 years.

"The present railway system has outlived its utility. We are in some kind of Victorian age as far as the railways are concerned. Signalling is archaic. We have to embark upon a new generation," Trivedi said.

He said there is a requirement of Rs 14 lakh crore for the next 10 years for modernisation of rail network, which include automation of signalling system, strengthening of track and procurement of modern rolling stock.

Asked how the massive amount will be generated, Trivedi said, "I am hopeful of getting the Planning Commission to support the modernisation plan. I am in constant touch with the Commission and they are aware of it. I will be also meeting the Prime Minister for this."

Besides the Planning Commission, he said, "A part of it will also be from internal generation and private investment through public-private partnership (PPP) model."

On the commission's role, he said, "Our plan should be in tune with the Planning Commission. If we are not in tune with it, then the Planning Commission becomes redundant. The commission has a bird's eye view." Trivedi also favoured a national policy for railways. 

"I am for a national rail policy taking the opposition on the board. Let it be a collective decision." Linking the national transporter with GDP growth, he said, "If the railways are not modernised, then there is no way we can hold to our GDP growth. Whether it is seven per cent or eight per cent, the railways have a major role to play." 

On passenger safety, Trivedi said, "The signalling system has to be automated. At the moment there is human intervention at every stage. As long as there will be human intervention, there will be human error also. We have to minimise the human intervention with complete automation in the system."

Giving comparisons with other railways, he said, "I am visualising Indian Railways as a totally modern... as modern as European rail system or like Japan [ Images ]. In Japan for 47 years there was not a single train accident."

Referring to Train Protection Warning System (TPWS), he said, "In order to prevent accidents, TPWS is a must."
He expressed dismay over the time being taken for putting into use the anti-collision device (ACD) system. "ACD trial is going on for the last ten years as a pilot project. A pilot project cannot go on for ten long years."

Advocating for e-tendering and e-auctioning as part of the modernisation exercise, Trivedi said the file movement should be less in the railways and "we should be doing it on e-mode because e-tendering and and e-auctioning are more transparent. Our scrap  should be sold through e-auction only."

He also mooted the idea of expanding the Railway Board to a nine-member body. Currently, it is a seven-member body including the chairman, he said, adding, "There should be a member revenue and member safety also."


E. Sreedharan: Railway Board Needs To Shed Some Of Its Executive Powers

E. Sreedharan: Railway Board Needs To Shed Some Of Its Executive Powers

Former managing director of Delhi Metro E. Sreedharan feels that the Railway Board needs to delegate authority to zonal railways to improve efficiency and safety
ailways is the lifeline of the nation. It has been doing a wonderful service so far. But it has not been keeping pace with the advances made in rail technology worldwide. Today, I am not confident of sending my family on a train given the number of accidents. So, improving safety of the railways is a very urgent necessity. But to be truly world class, the Indian Railways also needs to improve its speed. 

For safety, the Railways urgently needs to adopt the automatic signaling systems, which improve safety by almost 80 percent, [and ensure they] are installed throughout the country. Such systems also help run more trains on different lines, thereby contributing to the overall efficiency of the network. We also need to replace level crossings with rail over-bridges. As of now, more than 300 people die each year in level crossing accidents. 

For better speed, Railways needs to disaggregate freight traffic from passenger lines. The Dedicated Freight Corridor project is already planned and is a step in the right direction. Similarly, at a number of places in the country, additional lines to carry freight should be built. High-speed trains are also required to improve on transit time and a pilot project is already underway in Kerala. The speed of goods trains should be improved from around 70 kmph to 120 kmph.

There is also the issue of passenger comfort and overall hygiene. The toilets installed in trains are a huge eyesore and we need to move towards discharge toilets such as the ones used in planes. The passenger trains should have better coaches that provide better comfort to passengers. But to implement these ideas, decision making has to be quick and effective.

Today, the pace at which decisions are taken by the Railway Board is slow. This is because the Board has centralised control. Powers have to be delegated to general managers and other officers in order to improve the ability of the railways to deliver. I am not advocating corporatising the Railways. It is a service organisation and therefore should be under government control. However, the organisation has to be run on business lines.

Across the world, many railways have undergone a process of privatisation. But fortunately, the Indian Railways is still under government control. If you study the privatisation efforts in the rail sector in these countries, one will notice that although they have managed to modernise at a fast pace, the role of the Railways in the transport sector is coming down in such places due to tariff issues.

However, structural reforms are required at the Railway Board. Today, the Board serves as the ministry as well as the executive. There is a need for the Board to preserve its role as the ministry and shed its executive powers. There is no need for the Board to approve every tender that needs to be floated by the ministry. This leads to a slow system of decision-making, which in turn, causes delays in ordering equipment and completing important projects on time.

The railway bureaucracy today takes decisions that are not in line with its commercial interests as well. For instance, after handing over the charge of catering to the IRCTC, one fine day the ministry decided to take over. If a particular organisation has been given charge of running a particular business, it needs to be given support as well. Political interference in day to day matters is another cause for concern and the officials should have spine and be able to argue their point.

In my opinion, the Railway Board needs to shed some of its executive powers and delegate authority to the zonal railways in order to ensure that the Railways modernises and improves its efficiency and safety. 

(As told to K.P. Narayana Kumar)

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Railway to get 10 locomotives in 18 months

Bangladesh Railway penned a Tk 349 crore deal with an Indian company, RITES Ltd, on Tuesday to procure 10 broad gauge diesel electric locomotives from India in next one and a half years.

As per the agreement, the Indian company will supply two locomotives to Bangladesh in first 13 months. The railway will receive the rest of the engines in five months after receiving the first supply.

Additional Director General of railway Khalilur Rahman and Executive Director of RITES Ltd VK Jain signed the deal at Railway Bhaban in the city.

Railways Minister Suranjit Sengupta, Railways Secretary Fazle Kabir and acting Indian High Commissioner Sanjay Bhattacharyya were present, among others, at the ceremony.

Speaking on the occasion, Suranjit Sengupta said they asked the Indian company to provide the engines in the stipulated time.

The locomotives are being purchased under a small project of $ 1 billion credit given by India to Bangladesh for different infrastructures development.

Of the total 349 crore project, Tk 246.39 crore will come from the Indian credit while the rest will be provide by the Bangladesh government.


Railway minister calls for National Policy on Railways

Pankaj Doval, TNN | Jan 31, 2012, 04.01PM IST

NEW DELHI: Railways minister Dinesh Trivedion Tuesday underlined the need for a national policy for railways that lays down a clear road-map for a revenue model, accents on customer orientation and creates a culture of zero tolerance towards accidents.

Speaking at the 'India PPP Sumit 2012' organized by industry chamber Ficci, Trivedi said, ""The time has come to de-politicise the Indian railwaysand modernise the system which is obsolete for today's time. Automation is to be introduced in a big way to reduce human intervention in the running of the railways as safety is a paramount concern and the main imperative.""

Trivedi observed that while improving the carrying capacity of the railways is critical, it is equally important to look at changes in passenger fare and freight structure with a view to making them customer-centric.

The Railway minister favoured the setting up of an independent Railway Stations Authority to oversee the makeover of railways stations by way of shopping malls, eating places and other amenities for the travelling public. This has the potential of generating 30 per cent of the overall revenue for the railways, he added.

"We need a revenue model that is built around customers' needs."

In this context, he said that even the Railway Board may have to be revamped by bringing in Members in charge of revenue, customer service and freight.


Railways going the Air India way?

Raghu Dayal : Fri Jan 27 2012, 03:09 hrs

It is an old ploy of governments that inconvenient issues are referred to committees, to languish there till forgotten. The Indian Railways (IR) are already the most studied and analysed wing of government. The problem is the guardians refuse to administer the medicine to the patient. Today, only because it manages to limp along cannot hide the serious concern at its ailment getting terminal.There is much talk of the social obligations and responsibilities of railways. Under cover of this useful catch-all label, all manner of blatant chicanery takes place. Clear examples of IR being bled by free-loaders are unviable rail lines, increasing passenger services straining infrastructure, and static lower-class passenger fares. IR must be allowed to function mainly as a commercial carrier, to earn well to grow and adequately serve the economy.It is important to insulate IR’s long-term strategic action plan from the whims and vagaries of individual railway ministers. IR needs to reorganise the management structure by businesses — segregating freight from passenger; reform and upgrade its accounting and costing systems; ensure quality in investments; revamp railway R&D; corporatise and privatise development and manufacture of railway equipment; and designate dedicated management teams for projects from inception to end. There is a lot it has to invest in; there is far more for it to divest and disinvest.The amalgamation of the railway budget with the general budget is long overdue; a separate rail budget today is a glaring anachronism; the rationale of a dominant share in country’s traffic or its scale of revenues is no longer valid. It has just become a peg for every new rail mantri to hang his/ her personal agenda on and enjoy the euphoria of jagirdari.Building new lines with sound economic purpose is important; maintaining them is more important. Let there be a moratorium on all new rail lines for now, except those required for defined capacity increases, viable industrial projects or strategic considerations.

There is no silver bullet, no single solution. What is required is a greater clarity on policy objectives and strategies, and expeditious implementation. IR needs to benchmark against productivity on Chinese railways, its only comparable peer. It must build an ethos of zero defect, zero failure of assets.

IR’s own White Paper and Vision 2020 Documents explain how, consistent with a rail renaissance worldwide, it must strive for larger modal share of freight and passenger traffic against its steadily shrinking share of just 30-35 per cent of nation’s freight and 10 per cent of passenger market. Traffic for rail has been smothered; capacity crunch has been endemic. Capacity enhancement on the saturated corridors is indeed the paramount need. Trains have to be longer, heavier and faster like what is happening on several systems: against IR’s heaviest freight trains of 4,500 tonnes with 22.5t axle load wagons, Chinese railways runs 20,000 tonne coal trains.

As part of its perceived social obligations, lR runs some 3,000 short-distance passenger services daily, including on branch lines. These slow sectional passenger trains are the worst offenders for loss-making; they also devour scarce capacity on high-density routes. IR must rationalise and drastically reduce the number of these trains. It may well have an autonomous corporate body manage all suburban and special passenger services as well as sectional passenger trains through an optimal modal mix. IR will thereafter be better placed to address the acute short supply of inter-city passenger services, substantially accelerating them, to run at 160-200 kmph, and developing a whole panoply of modern terminal and maintenance facilities. Simultaneously it can ill-afford to dither in regard to high speed “bullet” trains on selected corridors.

IR’s investment requirement in the decade 2011-20 is estimated at Rs 47 lakh crore ($950 b). It needs to raise revenues and cut costs. For justifying a special government stimulus package, it must sincerely squeeze and trim the apparatus. Excessive operating costs arise from a combination of operational inefficiencies, inadequate maintenance of assets, over-staffing, and poorly targeted capital investment. The myopic framework to keep raising freight tariffs has hurt IR. Ludicrously low fares for ordinary second class maintained for years at 14.9 paise/ pkm are wholly untenable.

IR must perforce induct substantial private investment. The much desired PPP is no free lunch — no private firm will volunteer for a project that will probably fail to cover its costs through freight and fare revenues. The Railway Reforms Committee’s advice some two decades ago that renewals and replacements of assets be accorded the highest priority has been often flouted. In fiscal 2009-10, Mamata Banerjee’s first budget, IR’s annual accounts registered the lowest ever net profit of Rs 0.75 crore; an amount of Rs 29,564 crore was withdrawn from the Depreciation Reserve Fund, Development Fund, Pension Fund and Capital Fund for the balance sheet to look somewhat healthy.

How do we ignore the stark reality of Air India, once the nation’s pride and the region’s envy, going down and under? Aren’t we pushing IR too hard towards a similar abyss? India can well survive without an Air India; it is inconceivable it can ever do without a healthy IR. IR’s ills are as multifarious as they are well known. Remedies too are not unknown. The need is to scrupulously follow the prescription. It will have to prioritise and pick up its ailments for cure — by surgery, if necessary.

The writer was the first MD of the Container Corporation of ,



Now, photo ID must for AC train travel

After considering the matter for over a year, the Indian Railways has finally made photo identity cards compulsory for passengers travelling in the air conditioned compartments. The move is expected to check widespread menace of travel on transferred tickets sold by touts.From February 15 this year, AC I, II and III passengers will have to produce a government-approved identity card even if he or she has purchased a ticket from the counter. Currently, only electronic and tatkal tickets require such IDs and counter tickets, sold from passenger reservation systems, are not covered under this.The Indian Express had reported about the policy decision on December 13.Now, AC compartment passengers will have to carry photo-ID cards, and if asked, show it to the ticket examiner. The move is also meant to ward off unauthorised use of train travel since every ticket will be booked with a government-sanctioned photo ID.In the run up to the decision, zonal-railways were asked for feedback, including possible impact on passengers and feasibility. In response, 11 of the 14 zonal railways favoured the move while some advocated starting it in a phased manner or on trial basis. Railway Board Member, Traffic, K K Srivastava gave the final go-ahead last week.While non-AC travellers have been kept out of the new policy’s ambit, sources said that the decision on photo IDs may be widened in future so that every passenger on board a train has a valid identity card.

52.   Indian Railways launches mobile ticketing

05 Jan 2012  by Jagdish-Kumar  in Rail NewsTechnology  0 Comments

Indian Railways now allows passengers to book rail tickets from their mobile phones.

After initial registration and downloading the software, mobile users can book a ticket through their phone, a Railway official said.

Indian Railways have already launched an initiative to take a photo of the tickets on their mobile phones and show it to ticket checkers on long distance trains.

This service is being implemented by Indian Railway Catering & Tourism Corporation (IRCTC), a government owned company responsible for all e-ticket bookings for Indian Railways.

After booking is done through mobile phones, the passenger will receive a reservation message with full details of the ticket including PNR, Train No, date of journey, class etc.

The new initiative means passengers will not be required to take a print-out of e-ticket to be carried with them as the ticket will be visible on their phone.

‘Showing the reservation message of the confirmed ticket on their mobile during travel will be sufficient’, the Ministry of Railways said.

The software can be downloaded from the IRCTC website.

The service charge for the mobile ticketing will be on the lines of e-tickets, which is currently, Rs.10 for Sleeper Class and Rs.20 for other higher class.

Once launched, ‘which will be shortly’, the software will be downloadable from the IRCTC website.


Nothing moves in the Railways 
By Kumar Anshuman
Story Dated: Monday, January 2, 2012 17:52 hrs IST 
INTERVIEW/E. Sreedharan, former MD, DMRC; 
The Wonder worker: Sreedharan
His village in Kerala saw a bus for the first time when it came to fetch his wedding guests. As a child, E. Sreedharan went to school on the shoulders of his servants. Decades later, he shouldered the responsibility of several prestigious railway projects.
On December 31, his last day in office, the 79-year-old managing director of Delhi Metro Rail Corporation handed over the reins to his successor, Mangoo Singh, who was his trusted aide for 14 years. In an exclusive interview with THE WEEK, Sreedharan opens up on his career, achievements and the problems in the Indian Railways. Excerpts:
What do you feel when you look back?
I look back with pride and satisfaction. When I joined the Delhi Metro Rail Corporation in December 1995, we didn't even have an office. I used to operate from Rail Bhavan. Today we have this huge office in the heart of the city. In 14 years we have 190km of metro network, with 140 stations. There are 3,000 service trains making 208 trips. On a busy day we carry around 18 lakh passengers. 
The people of Delhi have accepted it very enthusiastically. They own Delhi Metro. They don't dirty the coaches or scratch the windows. It's a great tribute to the social sense of Delhiites. This did not happen overnight. Of course, we had to educate them. But they have responded well. With their support and response, DMRC is not only the pride of Delhi but the whole country. 
There is always a fight between the Congress and the BJP to take credit for Delhi Metro.
I can't comment on any party. But Sahib Singh Verma, who was the chief minister of Delhi at that time, asked me to join DMRC, which was a joint project of the Central and state governments. 
You are credited with completing some of the key projects within record time. 
I always challenge myself with tougher deadlines and it has been there right from the beginning. I joined the Railways on December 17, 1954, as probationary assistant. My talents were first discovered when the 2km Pamban bridge connecting Rameshwaram island with the mainland was washed away in a tidal wave in December 1963. 
It took some time for the government to assess the damage and decide whether it was possible to build a bridge. S.K. Patil, who was the railway minister, decided to build the bridge and I was given the job as an executive engineer to finish it in six months. My general manager reduced the target to three months and I completed it in 45 days. That time people used to call me Pamban Sreedharan. 
You became a role model for subordinates after the Konkan Railway project. How was the experience? 
At that time George Fernandes was the railway minister and I was an engineer of the Railway Board. Immediately after taking charge, Fernandes called a meeting of all the senior members. There he expressed his dream of a rail network from Delhi to Mangalore. I told him that it was not possible under the current structure of the Railways. I said that for construction, there had to be a special purpose vehicle and funds. 
After a few days, I was announced as the head of the Konkan Railway project, which was post retirement in June 1990. My calculation was seven years' time, but he insisted that I complete it in five years. It took seven years to complete the project. 
You are among the best managers of the nation though you don't have a management degree. 
The credit goes to the Indian Railways. There, the engineers are managers, too. The Railways made me a technocrat, and I developed this work culture in Konkan Railway itself. Being the head of the family I need to take care of it in the best possible way. That's what I do wherever I work. 
What difference do you see in the Railways of yesteryear and today? 
In those days, the Railways was more like a public sector unit with lots of freedom for the senior people. Today it is a government department fully bound by red tape. Nothing moves in the Railways today. I am also in different railway committees. Once I sent a letter to the minister with a copy to the chairman of the Railway Board. Even after 15 days the minister didn't receive it and I wrote another letter. The reply took another month to reach me. It's too slow. An organisation like the Railways can't afford to move at a snail's pace. 
What's the reason behind this? 
The Indian Railways has become too top heavy. There are too many people doing the same job and there is no freedom for people sitting in different zones. You can't execute everything from Rail Bhavan. Big network is not a problem at all. The Indian Railways has been divided into different zones and they have their zonal heads. Let them function and do things. Today if I start interfering in the job of an engineer from my office, the efficiency is bound to go down. 
Are the ministers in charge of the Railways responsible for it? 
When I came to Rail Bhavan, Madhavrao Scindia was the railway minister. He never had the parochial feeling that he should first do something for Gwalior or Madhya Pradesh. Today ministers come with their own agenda to give benefits to Bihar or Bengal, whichever state they belong to. They put their personal agenda first. My suggestion is, have your agenda but put it behind the Railways' agenda. 
Do you support Anna Hazare in his movement against corruption? 
He is doing good for the nation. At least there is awareness and debate about corruption now. But he thinks that Lokpal is going to be a panacea for preventing corruption. No single law or a new law can stop corruption. You need more and more talented and motivated people coming out from schools and colleges. 
At 79, do you feel tired? 
I don't feel tired as such. I didn't have time in the past to sit back and feel something. One after the other, challenges were thrown at me and I was working on that. In 2010, I was a little stressed when an under-construction metro bridge collapsed. Everyone was accusing me of running the show on my own. I suffered a severe heart attack and underwent a bypass surgery. After that I do feel a little tired in the evening. But otherwise I am totally fit. I will go back to my village in Kerala, where I have a big house. 
Any word of advice for the new chief?
Our new MD, Mangoo Singh, is a person of repute. I don't need to suggest anything. I know he will take DMRC to new heights. His expertise in underground track is well known. 
Are you in touch with your schoolmate T.N. Seshan? 
We were not very intimate. Actually he was the class topper till the time I joined that school. After that he used to get the second position. For the high school final exam, he beat me by one mark to become the topper. The last time I met him was in Delhi airport four years ago. We just said ‘hi' to each other.


दिल्ली मेट्रो रेल कॉरपोरेशन के प्रमुख ई श्रीधरन 16 वर्षों के सफल कार्यकाल के बाद 31 दिसंबर को अपने पद से रिटायर हो रहे हैं. श्रीधरन के बाद उनकी जगह उनके सहयोगी मंगू सिंह दिल्ली मेट्रो के प्रमुख का कार्यभार संभालेंगे. वर्ष 1995 से दिल्ली मेट्रो से जुड़े 79 साल के श्रीधरन शनिवार को मेट्रो भवन में होने वाले एक कार्यक्रम में मंगू सिंह को ये ज़िम्मेदारी सौंपेंगे.56 साल के मंगू सिंह ने रुड़की से सिविल इंजीनियरिंग की पढ़ाई की है. वे 1981 बैच के इंडियन रेलवे सर्विस ऑफ़ इंजीनियर्स के अधिकारी हैं.


मंगू सिंह ने श्रीधरन के साथ कोलकाता और दिल्ली मेट्रो प्रोजेक्ट में काम किया है. उनकी देखरेख में ही दिल्ली मेट्रो की एयरपोर्ट एक्सप्रेस लाइन का निर्माण किया गया था.

मेट्रो मैन

मेट्रोमैन की नाम से मशहूर ई श्रीधरन को दिल्ली की यातायात व्यवस्था को बदलने और आधुनिक करने का श्रेय दिया जाता है. उन्होंने ये काम 16 साल के कम समय में किया है.

दिल्ली मेट्रो से जुड़ने से पहले श्रीधरन ने 58 साल तक सरकारी नौकरी की. रिटायर होने के बाद वो अपनी बाक़ी की ज़िंदगी अपने गांव केरल के त्रिशूर में बिताएंगे.

श्रीधरन ने दिल्ली मेट्रो से जुड़े अपने अनुभवों को काफी संतोषजनक बताया. उन्होंने इसका श्रेय 'काम करने के विभिन्न तरीकों' और 'जल्दी फ़ैसला लेने की क्षमता' को दिया.

श्रीधरन के नेतृत्व में दिल्ली मेट्रो ने न सिर्फ़ दिल्ली के विभिन्न इलाक़ों बल्कि राष्ट्रीय राजधानी क्षेत्र के तहत आने वाले शहरों नोएडा, गुड़गांव और ग़ाज़ियाबाद तक अपनी सेवा शुरू कर दी है.श्रीधरन के नेतृत्व में दिल्ली मेट्रो की सभी परियोजनाओं का काम समय से पहले पूरा होने का रिकॉर्ड है.

शुरुआती साल

श्रीधरन का जन्म 12 जून 1932 को केरल के पलक्कड़ ज़िले में हुआ था. श्रीधरन की शुरुआती पढ़ाई 'बेसिल इवांजेलिकल मिशन हायर सेकेंडरी स्कूल' और फिर पालाघाट के 'विक्टोरिया कॉलेज' में हुई. उन्होंने इंजीनियरिंग की पढ़ाई काकीनाडा के 'गवर्नमेंट इंजीनियरिंग कॉलेज' से की.

बाद में वे भारतीय रेलवे से जुड़ गए.

1963 में आए एक तूफ़ान में रामेश्वरम को तमिलनाडु से जोड़ने वाला पंबन सेतु टूट गया था, जिसे ठीक करने के लिए रेलवे ने छह महीने का समय तय किया था, लेकिन श्रीधरन ने इसे सिर्फ़ 46 दिनों में बनाकर तैयार कर दिया था.

श्रीधरन को इस उपलब्धि के लिए रेलवे की तरफ से पुरस्कृत भी किया गया था. 1970 में श्रीधरन उप प्रमुख इंजीनियर के तौर पर कोलकाता मेट्रो से जुड़े.

वर्ष 1990 में श्रीधरन भारतीय रेल से रिटायर हो गए, इसके तुरंत बाद वे सीएमडी के तौर पर कोंकण रेलवे से जुड़ गए.

यहां भी उन्होंने सात साल के रिकॉर्ड समय में इस अति-आधुनिक रेल परियोजना को पूरा कर लिया.


1995 में दिल्ली मेट्रो से जुड़ने के बाद वर्ष 2005 आते-आते ई श्रीधरन को दिल्ली मेट्रो का प्रबंध निदेशक बना दिया गया था.

मीडिया ने उनके काम को देखते हुए 'मेट्रो मैन' की उपाधि दी, तो वर्ष 2005 में फ़्रांस की सरकार ने उनके योगदान को देखते हुए उन्हें फ्रांस का सर्वोच्च नागरिक सम्मान 'नाइट ऑफ द लिज़ों ऑफ ऑनर' से सम्मानित किया.

जुलाई 2009 में दूसरे चरण के मेट्रो लाइन निर्माण के दौरान, दक्षिणी दिल्ली के ज़मरूदपुर में हुए एक हादसे में पांच लोगों की मौत होने के बाद श्रीधरन ने अपने पद से इस्तीफ़ा दे दिया था, जिसे मुख्यमंत्री शीला दीक्षित ने स्वीकार नहीं किया था.

श्रीधरन ने तभी ये घोषणा कर दी थी, कि दूसरे चरण का निर्माण कार्य ख़त्म होने बाद वे रिटायर हो जाएंगे.

भारत सरकार ने श्रीधरन को उनके प्रभावशाली काम और उपलब्धियों के लिए वर्ष 1963 में रेलवे मिनिस्टर अवॉर्ड, 2001 में पद्मश्री और 2005 में पद्मविभूषण से नवाज़ा गया था.

इसके अलावा भी उन्हें उनके उत्कृष्ट काम के लिए कई पुरस्कारों से सम्मानित किया जा चुका है.


Indian Railways, Now Tracked by Satellites

By SiliconIndia, Wednesday, 28 December 2011, 05:03 Hrs 
Bangalore: The Railways are soon shifting to a satellite-based tracking system to get the exact time information regarding the movement of train. The pilot project implemented on Chennai section is soon to be completed. It will be in production from next year. P Bala Bhaskar Rao, VP (Operations) of Hyderabad-based Avantel Limited, "We will commence installation of the Mobile Satellite Service (MSS) system from the next week covering 107 locomotives that run on the Chennai section. The installation of the technology will be completed by February of next year,"as quoted by Business Standard. 
Indian Railways, Now Tracked by Satellites
India's first certified indigenous MSS system for defense and aerospace applications has been developed by Avantel and the first 12 unit of system including four spare systems is to be delivered to Boeing Company under a contract worth about $ 2.2 million. Supplied by the American aircraft company to Indian defense forces, these MSS systems would be fitted on 8 P-8I Maritime Reconnaissance Aircraft. 
The Boeing Aerospace in compliance with Directorate General of Aeronautical Quality Assurance (DGAQA) standards produced the MSS system for the P-8I. According to the company, it has been qualified by the Center for Military Airworthiness & Certification (Cemilac). Rao said that the system involving the technology is same for the aircraft and Indian Railways. The MSS-based tracking system is planned to be implemented in the Railways across the country once its pilots demonstrate its efficiency.
The first phase of the Real Train Information System, based on the satellite imaging for rail navigation has been opened by the Railway. It has been mutually developed by the Research Design and Standards Organization and IIT-Kanpur. Despite the fact that the locomotives are fitted with GPS equipment, the system runs on Global System for Mobile (GSM) communication technology that is used in mobile phones. After the implementation of new system the movement and location of each train will be tracked on a realtime basis. Rao said, "Once the system is in place several value-added services like providing passengers with accurate information on train arrival time among others will be developed around it,"Avantel has also come up with ultra high frequency (UHF) communication systems and products, and it will be delivered to Antrix Corporation, the commercial arm of the Indian Space Research Organisation (Isro) under a contract for 25-crore in the next six months.The Indian army extensively uses the MSS system mainly on the Navy warships and Cost Guard vessels. The MSS system for defence applications are developed from various platforms like submarines, torpedoes, ground-based vehicles, ships, and aircraft. Founded in 1995, Aventel had started developing Type-C terminals for one-way messaging following a technology transfer agreement with Isro in 2000. A turnover of Rs 24.5 crore was recorded for the BSE-listed company in 2001 and revenue of 26 crore is expected for the present year. Its share closed up at 58.25 whereas its 52-month price stood at 69.5 and 41 respectively. 


चीन के दो बड़े व्यवसायिक केंद्रों शेंजन और ग्वांजो शहरों के बीच हाई स्पीड रेल सेवा शुरु हो गई है. एक शानदार समारोह में रेल सेवा का उदघाटन किया गया. ये ट्रेन 300 किलोमीटर प्रति घंटा तक की रफ़्तार से चलेगी. दोनों शहरों का 102 किलोमीटर का फ़ासला मात्र 35 मिनट में पूरा हो जाएगा. ट्रेन के अंदर सब सुविधाएँ लोगों को मिलेंगी. कुछ वर्षों में ये ट्रेन हॉंगकॉंग तक भी जाएगी.चीन ने रेल के मूलभूत ढाँचे को विकसित करने के लिए काफ़ी पैसा लगाया है. लेकिन दो हाई स्पीड ट्रेनों में जुलाई में हुई दर्घटना के बाद रेल सुरक्षा को लेकर चिंता भी जताई जा रही है.

47. Bullet Train Between Chennai And Hyderabad To Reduce Travel Time

The travel between Chennai and Hyderabad in just more than two hours may soon be possible with the Indian Railways planning to introduce a bullet train in that route. A senior railway ministry official spoke of the possibility of having a bullet train soon running in the route. He said that Japan External Trade Organization (Jetro) and Oriental Consultancy along with Parsons Brinkhoff India have bagged the contract that is to perform the pre-feasibility report of running the high speed train in that route(Hyderabad-Vijaywada-Chennai) . If it all goes well, in few years the fast travel will make travelers happy since it will be terribly cheaper than the air travel.

The rail distance between Chennai and Hyderabad is 664 km and the train travelling at 300 kmph will take just a little over two hours. This development has made the Southern Railway Officials happy and eager. “Besides reducing the travel time between the two cities by almost 12 hours, the bullet train will transform the economy of the region as well as greatly contribute to the economic growth of both Hyderabad and Chennai,” SCR chief PRO K Sambasiva Rao told.There were 13 companies including Korean, French, British and Spanish consultants bidding for this contract. The selected consortium has said that they’ll be submitting their report, which is estimated to cost 3.5 crore, in seven months. The high speed trains Shinkansen is known to operate at speeds up to 300 kmph. They are also punctual, efficient and ensure the comfort and safety of the passengers.To execute this project quickly and efficiently Railways is now forming the National High Speed Rail Authority. A study has also showed that the cost for constructing one km long High Speed corridor is 100 crore. This project will be executed in Public Private Partnership (PPP) basis. So State governments and financial institutions are to be the stake holders.It is also worth mentioning that similar studies are being taken up for the rail routes in other parts of the country as well. UKbased consultant Mott McDonald will be conducting the pre-feasibility study of the longest Delhi-Agra-Lucknow-Varanasi-Patna (991km) route.

46.  Senior divisional operating manager of Danapur Adhar Raj  suspended 

Minister seeks report on denial of Rajdhani berths to MPs

PATNA: Over one dozen MPs from Bihar created a furore at Patna Junction and Mughalsarai station under the East Central Railway (ECR) over denial of berths in AC-1 coach of the Patna-New Delhi Rajdhani Express (12309) on Tuesday evening. They lodged a complaint with railway minister Dinesh Trivedi about the apathetic attitude of the railways towards during their journey. Trivedi is said to have sought a report on the matter from Railway Board chairman Vinay Mittal.According to sources, as many as 27 MPs had given their requisitions for allotment of berths in AC-1 coach on Monday. These MPs were going to New Delhi along with their spouses and companions as they were entitled to travel in AC-1 class under the Indian Railway rules, sources said. There is only one AC-1 coach in the Rajdhani Express, comprising 24 berths. Accordingly, 12 berths were given to these MPs as the rest of the berths were already booked in the names of other passengers."How can the railways allot berths booked for others to MPs? In such a short notice, the railways could manage only 12 berths for them and adjusted other MPs and their companions in AC-2 and AC-3 coaches," said an ECR official.According to Danapur DRM L M Jha, it was unfortunate that the railways could not attach an extra coach of AC-1 to accommodate all the MPs and their spouses. Under the recent directive issued by the ECR's commercial department, any division could give requisition to the headquarters for attaching extra coach to any mail and express train four days in advance. The railways could not attach extra coach in the Rajdhani Express as the requisition was made just a day before departure of the train, he said.The DRM admitted that extra coaches of Rajdhani were available in the division. "I was also kept in the dark by the operating and commercial officials of Danapur division about the demand of extra coach by MPs in the Rajdhani Express," he said, adding the railways would try to check recurrence of such incidents in future.According to sources, the Board has approved the sanction load of 14 coaches for Patna-New Delhi Rajdhani Express which includes AC-1 (one), AC-2 (five), AC-3 ( five), one pantry car and two generator cars, sources said, adding the railways was earlier attaching extra coaches at a short notice to premier trains in which waitlist of passengers was too long.Meanwhile, senior divisional operating manager of Danapur Adhar Raj has been suspended by ECR GM Varun Bharthuar in the wake of the development.

45.            AS ON 09-11-2011 NEW GM POSINGS

New High Level Appointments in Indian Railways 

General Managers (GMs) of 13 Zonal Railways and Railway Production Units have been appointed with effect from 9.11.2011 as per the list given below: 

Shri Indra Ghosh, Chief Operations Manager/Northern Railway as General Manager/East Coast Railway, Bhubneshwar. 

Bay News Network, Bhubaneswar: Indra Ghosh, an officer of the Indian Railway Traffic Service has taken over as the new General Manager of East Coast Railway on 9th November 2011.Prior to the new posting, Mr. Ghosh was working as Chief Operations Manager of Northern Railway at New Delhi. A graduate with Mathematics (Hons) and Post Graduate in Western History from Lucknow University, Mr. Ghosh joined Indian Railways Traffic Service in 1976.Thereafter, he has worked in various Operating posts on Northern and Northeast Frontier Railway before being sent on special assignment with Canadian National Railways in Montreal. Later he worked in CRIS for 5 years before returning Railways. After having worked as Dy. COM/Chg. and Dy. COM/Goods on Northern Railway he was promoted to SAG in 1994. In SAG he worked as CPTM, CTPM and CSO on Northern Railway before having a successful tenure of over 5 years as Executive Director/Safety in Railway Board.Apart from the above he also worked as Executive Director (Freight Marketing) in the Railway Board during which time he was instrumental in boosting freight and parcel loading on Indian Railways through his innovative policies. He was posted as Divisional Railway Managers (DRM) in Waltair Division of East Coast Railway from 2006 – 2008. After completion of his 2 year tenure as DRM he was promoted to HAG and posted as Adviser (Rates) in Railway Board before his present assignment as COM.Mr. Ghosh is a keen Sportsman apart from being a good Badminton & Chess player


 Shri S.K. Jain, Chief Administrative Officer (Construction), Western Railways as General Manager of Central Railway, Mumbai. 

3. Shri Mahesh Kumar, Additional Member (Signal), Railway Board as General Manager, Western Railway, Mumbai. 

4. Shri A.K. Verma, Chief Mechanical Engineer, Central Railway as General Manager, South Eastern Railway, Kolkata. 

5. Shri Arunendra Kumar, Additional Member (Production Unit), Railway Board as General Manager, South East Central Railway, Bilaspur. 

 Shri G.C. Agarwal, Principal Chief Engineer, Eastern Railway as General Manager, Eastern Railway, Kolkata. 

Shri Varun Bharthuar, General Manager, Eastern Railway as General Manager, East Central Railway, Hajipur. 

 Shri S.V. Arya, Additional General Manager, Central Railways as General Manager, West Central Railway, Jabalpur. 

 Shri G.N. Asthana, General Manager, West Central Railway as General Manager, South Central Railway, Secunderabad Shri G.N. Asthana, took  charge as General Manager of South Central Railway on 09.11.2011. Shri G.N.Asthana belongs to Indian Railway Service of Mechanical Engineers (IRSME) - 1975 batch. He held several important posts in Indian Railways and has rich experience of working as Additional Member (Mech. Engg.), Adviser (Mechanical Engineering), Adviser (Projects), Adviser (Workshops), Executive Director ME (Workshops), Divisional Railway Manager Vadodara Western Railway, Joint Director, RDSO, Lucknow.

 Shri B.N. Rajasekhar, Addl. Member (Planning), Railway Board as General Manager, Rail Coach Factory, Kapurthala. 

11. Shri Abhay Kumar Khanna, Addl. Member (Budget), Railway Board as General Manager, Integral Coach Factory (ICF), Chennai. 

12. Shri Rajeev Bhargava, Addl. Member (Works) as General Manager, Rail Wheel Factory, Bangalore. 

13. Shri Jagdev Kalia, Chief Electrical Engineer, South Central Railway as General Manager, Central Organization for Railway Electrification (CORE), Allahabad. 


44. Hike 2nd-class and sleeper fares: Finance ministry to Railways  Mahendra Kumar Singh, TNN | Sep 10, 2011, 12.47AM IST

NEW DELHI: The finance ministry has asked the Railways to increase fares for second-class and sleeper categories to help the state-run transporter raise resources and reduce its reliance on the government budget. 

The move comes at a time when the government is trying to streamline its spending and find additional resources to meet its fiscal target set for the current financial year. The government has already announced some belt tightening measures to keep a tight leash on its spending.

"Ministry of Railways need to look at revision of passenger tariff particularly on second-class and sleeper category which have not been revised for many years. This category of passengers accounts for more than 90% of total passenger traffic," R Gopal, secretary, department of economic affairs, wrote in a letter to Railway Board chairman Vinay Mittal.

"In order to generate additional resources both in the short and medium terms to sustain the process of fiscal consolidation undertaken by the government, a need has been felt to review and align the tariff to present cost of delivery/operation," Gopal wrote.

The Railways last raised fares in 2002-03, when the minimum fare for second-class mail and express trains went up from Rs 15 to Rs 16. Passenger fares were marginally reduced for three consecutive years during Lalu Prasad Yadav's tenure as railway minister in the first term of the UPA government. But Yadav had raised money from other sources such as Tatkal tickets and express charges. During her tenure in UPA-2, Mamata Banerjee did not touch fares, keeping an eye on the West Bengal assembly elections. 

According to the economic affairs secretary, the Sixth Pay Commission and high fuel costs have seriously impacted the operating ratio of the railways. Therefore, there is a need to reduce the dependence on government budget and generate resources for capacity addition.

An increase in passenger fares would come against the backdrop of rising price pressure. Inflation is hovering around the 9% mark while food inflation has hit double digits. The Reserve Bank of India has raised interest rates 11 times since March 2010 to tame inflation. This has raised borrowing costs and increased the outgo on monthly equated instalments on home and auto loans.

"The finance ministry wants the Railways to recover its cost of operation from the increase in passenger fares," said an official, who did not wish to be identified. Railway minister Dinesh Trivedi has also told the planning commission last month about urgent need for a fare hike to address the financial problems faced by the transporter. Financial constraints have hurt its ambitious modernisation and safety plans. Many expect an increase, but only in AC-class fares which will not affect the aam admi.

The Railways ministry has also argued before the Commission for setting up of independent tariff regulator for determining passenger and freight rates and linking it with wholesale price index.

Successive railway ministers have shied away from raising passenger and freight fares bowing to populist pressures. The Sixth Pay Commission had imposed an additional burden of around Rs 70,000 crore on the Railways.

The railways employee's unions have also raised the issue and asked the railway minister to consider raising fares. In a letter to the minister, All India Railwaymen's Federation (AIRF) general secretary Shiva Gopal Mishra said, "For the past eight years, not a single penny has been raised in the passenger fare. Instead, Rs 1 has been reduced in each of the last three years. With the result, about Rs 20,000 crore has been drained out on the subsidy on passenger fare and is likely to go up this year."

The Comptroller and Auditor General has also raised the red flag on railways finances, saying the transporter was left with a revenue surplus of a paltry Rs 75 lakh during 2009-10. It has said the railways need to consider rationalization of freight and passenger tariffs through some form of pre-determined non discretionary inflation indexing.

It has also said there is a need to cut heavy cross-subsidization from freight to passenger service which ranged between 16-26 % during 2004-05 to 2008-09.

43.  05/09/2011   Indian Railways has no idea how much money it loses on account of free passes provided to its retired employees.Rajya Sabha member Rajkumar Dhoot sought to know the category-wise break up of free passes given for rail travel to ex-employees and others.Minister of State for Railways Bharatsinh Solanki said information on the subject was being collected.‘As the holders of complimentary passes may also undertaken journeys without reservation, the data of expenditure on free passes is not maintained,’ he said.

42.  05/09/2011  Posts of 11 senior officers in Indian Railways are vacant, Minister of State for Railways Bharatsinh Solanki Friday told the Rajya Sabha.The minister identified these posts as: Member (Traffic) and General Managers of Central Railway (Mumbai), East Coast Railway (Bhubaneswar), South Central Railway (Secunderabad), South Eastern Railway (Kolkata), South East Central Railway (Bilaspur), Western Railway (Mumbai), Integral Coach Factory (Chennai), Rail Wheel Factory (Bengaluru), Rail Coach Factory (Kapurthala) and Central Organisation for Railway Electrification (Allahabad).He said these posts were vacant ‘following superannuation or promotion of the incumbent officers.‘Filling up of these posts is underway as per laid down procedure. Meanwhile suitable arrangements have been made to look after the work of these posts.’ 


41. PM dislikes free AC travel by Railway employees

Kumod VermaKumod Verma, TNN | Jun 21, 2011, 04.26am

PATNA: The railways is seriously mulling over an idea to restrict free travelling facilities of railway officials and employees in AC class across the country. This decision is being contemplated after Prime Minister Manmohan Singh, who is at present holding the railway ministry with him, has recently directed the general managers (GMs) of all 17 zones to give a thought over it with an aim to increase the railway revenue. According to a Railway Board official, the PM, who reviewed the entire functioning of the railways at the recent high-level meeting held in New Delhi with the Board members and GMs, expressed concern over increasing expenditure as well as no substantial profit from AC bogies, he said.

According to sources, the PM wanted to know as to how free travelling in AC bogies by the railway officials and employees was making a telling effect on railway revenue. "The GMs of all zones have thus been directed by the Board to assess the exact position in each zone of the railways and suggest ways and means to increase revenue by way of AC class in particular," sources said.

According to sources, the railways has been giving free pass facilities in AC class to railway officials belonging to Class I and II category as well as Class III employees. While railway officials are being given six set of free privilege passes in one calendar year, Class III employees are given three sets of free passes. Besides, Class IV employees, including coolies and gang men, have also been provided with free pass facility to travel in AC class once in a year, sources said, adding MPs, MLAs, MLCs, freedom fighters and gallantry award winners are also beneficiaries of free travel in AC bogies.

According to a Board official, about 12 lakh railway employees have been given facility to travel free in AC class at least thrice in a year along with their family members. While the number of passenger trains is about 11,000 across the country, the number of mail and express is about 4,000 now. The railways has been running fully air-conditioned trains like Rajdhani and Shatabdi Express at the country level, he said.

Sources said that the railways has been giving free travel facility to the railway officials and employees in AC class while they are on duty. As such, the railways has to provide berths to them in AC class on priority basis ignoring the claims of bonafide passengers.

The railways is thus busy taking stock of number of berths available in each class and their occupancy rate in each zone. Accordingly, the PM is likely to take some hard measures to streamline railway revenue. Besides, the railway fare has not been increased for the past seven years in any class while the cost of petroleum products has increased several times, sources said



World's highest railway bridge to come up over Chenab river in J&K

May 30,  1:35 PM
The World's highest railway bridge with a height of 359 metre will come up over the Chenab river in Jammu and Kashmir. The railways have designed the signaling system at the bridge in such a manner that it shows the stop light automatically when wind speed is over 90 kilometres per hour. 

AIR correspondent reports the bridge will get a special coat of paint with a life span of around 35 years to protect it from rough weather. 

The construction of one kilometre three hundred fifteen metre long bridge will use 25,000 million tonnes of steel. The bridge after completion will be an engineering marvel, as it will be five times the height of Qutab Minar in Delhi and 35 metres taller than Eiffel tower in Paris. 

The bridge will rise 359 metres over the Chenab river, on the ambitious Udhampur-Srinagar-Baramulla rail link project. 

As of now, the world's tallest rail bridge is on France's Tarn river and its tallest pillar rises 340 metres while the actual height at which trains run on the bridge is 300 metres. 

After completion of the bridge, India can showcase to the world that Jammu and Kashmir is not only paradise on earth, but also has a landmark which touches its heavenly mountains.

39.  Bureaucratic reshuffle? Trusted' officials on the list

Ajanta Chakraborty , TNN | May 22, 2011, 01.27am IST
KOLKATA: Mamata Banerjee is likely to get her own principal secretary from the central secretariat service. Gautam Sanyal, currently officer-on-special duty (OSD) to the minister of railways (MR), is tipped to be the next secretary to the chief minister. In what is being seen as the first bureaucratic reshuffle under the new chief minister's tenure, Sanyal will be flown in from Delhi to work in tandem with Mamata. He will replace Subesh Das, a 1982-batch IAS officer who has served former chief minister Buddhadeb Bhattacharjee for the past four years. Das is secretary in the CM's secretariat. His brother, Debesh Das, was the former information technology (IT) minister in the Left Front government. The move to have Sanyal over to Writers' Buildings will be unprecedented as officials from the central secretariat service, a Group B service unlike the Group A IAS, IPS and IFS, have never been transferred to state governments. Central secretariat service officials are posted in Delhi. "Sanyal has won Didi's trust, working efficiently and diligently for the past few years. He was in the railways when she was railway minister in the NDA government. Didi had him back when she took charge as the railways minister in UPA-II," said a source. However, there is speculation over Sanyal's next position as he is due to retire in September. "The chief minister would wish to have him continue in the CMO. He might be given some other matching post that could be created for him," the source said. Among other officials likely to be in the chief minister's office (CMO) is Barun Ray, who took a transfer from Bengal to be shipping minister Mukul Roy's private secretary. The 1992-batch IAS officer is already in Writers', working in tandem with Mamata.
The former railway minister's private secretary, Santanu Basu, a 2000-batch IAS officer, too, is back in Writers' waiting for a formal appointment in the CMO. Both Ray and Basu are serving as the new chief minister's eyes and ears in the Bengal government. These officials were among the many who had left the state after the Left Front's debacle in the panchayat and Lok Sabha elections. Some managed to get transferred to Delhi as the Trinamool Congress, with its 19 MPs, had got many ministerial berths in the UPA-II.



38.  Now, watch live TV on Delhi-bound Shatabdi trains

22 May, 2011, 11.01AM IST,PTI

NEW DELHI: Passengers of Delhi-bound Shatabadi trains will now be able to watch their favourite programmes on live television free of cost while on the go. According to a plan finalised by the Northern Railway, passengers of select Shatabadi trains will be offered the live TV service as part of an infotainment package without being charged for it."As per the plan, an eight-inch LCD TV screen will be installed behind every seat in Executive Class and Chair Cars in six Shatabdi trains originating from the capital," said a senior Northern Railway official. The trains which are being considered for installation of TV sets include Amritsar Shatabdi, Kalka Shatabdi, Lucknow Shatabdi, Bhopal Shatabdi, Ajmer Shatabdi and Dehradun Shatabdi."This will be a free of cost value-added service for Shatabdi passengers who will have a good time catching up on news and entertainment including cricket matches," said the official. Northern Railways had a trial run of the service in Kalka Shatabdi before deciding to introduce it in all six Shatabdi trains originating from here. "Response was very encouraging. There are many service providers who are are keen to provide the service," he said, adding, "tenders will be floated soon for selecting the service providers." Envisaged on a PPP model, the service providers will install TV sets and provide manpower to run the system. "The TV service will be operationalised by the service providers who will be allowed to air advertisement and share a part of the ad revenue with the railways," said the official. While passengers will be catching up on news and entertainment free of cost, the private service provider will share the revenue earned from the programmes. While some Shatabdi trains have a total of 900 seats, other such trains have 1,100 seats. The number of coaches in each Shatabdi also varies. "The annual payment for service providers will be ranging between Rs 13 lakh to Rs 18 lakh depending upon the number of seats and coaches in that particular Shatabdi train," said the official. It is being estimated that railways will earn Rs 27 lakh approximately a year per seat from the TV service scheme. However, the official said the purpose behind launching the TV service is to provide value-added service and not to earn additional revenue. "The infotainment package is being offered as additional amenities to passengers and it is a win-win deal for passengers, railways and the agency providing the service," he said.

37.Want to watch a Charlie Chaplin classic or track Sensex? Hop on a CR local
Manthan Mehta, TNN | May 15, 2011, 12.45am IST

MUMBAI: You can watch news, keep tabs on cricket score, track Sensex or enjoy a Charlie Chaplin classic, all aboard your suburban train. Entertainment while commuting is a reality now that the Central Railway (CR) has begun installing television screens on locals. A CR official said, "To begin with, TV sets will be installed on 27 trains. Each compartment will have two TV screens." The railways has entered into a five-year contract with an agency, Fortune Creative Media Ltd, which has tied up with content providers, including entertainment companies and news channels, to supply feed to the televisions on trains. The railways expects to rake in crores from this deal. It's a risk-free revenue model for the railways as it is not required to pump in money into this venture, except for earmarking space for the installation of 26-inch screens. For the railways, it's a win-win situation-happy commuters and a steady stream of income. "A 9-car local will have 18 TV screens, while 12-car trains will have 24," said Ayaz Surti, media advisor of Fortune Creative Media Private Ltd. "Unlike the TV screens in BEST buses, these TVs will provide live coverage." Asif Nirban, chief executive officer of Fortune Creative Media Ltd, said, "We will pay CR Rs 6 lakh per year per nine car train and Rs 8 lakh per 12-car train. The railways can expect its income from this project to increase by 10% every year." So far, the screens have been fitted in three trains. "We will instal the screens in the remaining trains by the end of July," Surti said. Besides news, live scores and Sensex-related information, the TVs will also show movies and cartoon series. "We will air classics like Charlie Chaplin movies, cartoon shows, movie trailers so that the viewers are not bored during their journey." The medium will also be used to show awareness skits on issues related to trespassing, cleanliness and security. "We plan to promote local talent from schools and colleges and rope in kids to create movies on social awareness," Nirban said. TV screens have not been successful in the past. WR had to do away with such a facility due to fear of vandalism and complaints about noise pollution. Surti discounted such apprehensions. "The volume of the TV sets will be fixed at such a level that it will not inconvenience the commuters." The TV sets have been secured with sturdy glass cases and have tamper-proof fitting to prevent theft or protect it against vandalism from miscreants.


36. Race hots up to take charge of Mamata’s Railways

Posted: Sunday, May 15, 2011 at 0354 hrs IST
Kolkata: As Mamata Banerjee prepares to take charge of West Bengal, hectic parleys are on about who should inherit her Railways portfolio. According to sources, the UPA top brass has offered the Trinamool Congress two ministers of state in lieu of Railways, but Banerjee is keen to keep the portfolio with TMC. Loyalist Mukul Roy, minister of state for shipping, is tipped to be the frontrunner for the post. Roy has been a close aide of Banerjee since her days of struggle. He has also been instrumental in expanding TMC’s base in the state. The other names making the rounds are Dinesh Trivedi, Saugata Roy and Sudip Bandyopadhyay. A section of TMC supporters point out that Trivedi has been Banerjee’s pointsperson in New Delhi. This makes his chances brighter. But Trivedi’s equation with Banerjee has not been good for the last few months. Sudip Bandyopadhyay had defied Bannerjee when she was an ally of NDA and Banerjee may not trust him with as crucial a ministry as the Railways. Saugata Roy, who is one of the most articulate TMC members and senior enough to handle administrative jobs, may also be considered for the post. But as Mukul Roy has been her most trusted lieutenant, sources in TMC gives him an edge over other contenders.Banerjee is keen to keep Railways because it has a pan-India jurisdiction and a massive budget. Moreover, she has already announced a host of projects in the state which need constant supervision. “She is likely to take the decision in a day or two,” said a TMC leader who did not want to be named.Economists like Abhirup Sarkar say, Railways can be an initial source for Mamata to start the drive for industrialisation in the state.

35. Inquiry indicts 2 Railway officials



Srinagar, Apr 30: The Northern Railways has indicted its two officials for negligence in the incident of train plying without a driver in south Kashmir 2-weeks ago, sources told Greater Kashmir on Saturday. They said the 2-man inquiry team has held the station master and traffic porter responsible for negligence on their part for train plying from Qazigund to Awantipora. They said that inquiry conducted by Chief Area Manager Kashmir Opinder Singh and Senior Divisional Mechanical Manager have found that chain was not locked on the evening of April 16. Pertinently, following the incident Railways had ordered an inquiry and suspended its five employees. Train after covering a distance of 34 kilometres and traveling via stations Panzagam, Bijbehara, Islamabad (Anantnag) and Sadura, had halted abruptly near Awantipora station due to a steep gradient. The inquiry report states that the train started at 1:41 am and left Qazigund station at 1:43 am, however it fails to establish how it rolled down. “Had the chain been tied, then there was no chance of the train starting,” the enquiry reveals. “Both the officials have been held responsible for lapses on their part. They would be charge- sheeted and would be provided ample chance to defend themselves,” Divisional Railway Manager Ferozpur Division Vishesh Choubey told Greater Kashmir. Meanwhile, the police are also waiting for the internal inquiry report of the Railways to conclude its investigation. “We have recorded the statements of a few persons and have also got the technical viewpoint. We will also look into their report,” Senior Superintendent of Police Railways Showkat Malik said.

34.    5 officers shortlisted for MRVC chief’s post

Shashank Rao, Hindustan Times
Mumbai, April 30, 2011

Five names have cropped up for the top post of Mumbai Rail Vikas Corporation (MRVC), the agency handling Mumbai’s suburban railway upgrade project worth Rs10,000 crore. The incumbent managing director, PC Sehgal, retires on April 30. The shortlisted officers are on the higher-grade scale in the government sector either in the Indian Railways or other public sector enterprises.Some of the proposed names on the list are S Ingle from West Central Railway, V Asthana, director of Indian Railways Catering and Tourism Corporation, P Srivastava of Central Railway, R Bahugana of Railtel Corporation of India and A Rawal of Indian Railways Institute Of Electrical Engineering.“These officers will be interviewed by the chairman of the railway board and other officials in the railway ministry and only then they will be selected,” said a senior official from Mumbai Rail Vikas Corporation, on condition of anonymity because he is not authrosied to talk to the media.However, the proceedings of selection for the coveted post would take at least five months.The managing director of MRVC –  it has equal sharing of Indian Railways and the government of Maharashtra – plans new railway routes across the Mumbai and its metropolitan region.In January, the Hindustan Times first reported that no one evinced interest for this post, though it initially received six applications. Sehgal, who has brought nearly 120 new-age Siemens trains in the city, was instrumental in planning several new railway lines.

33. Sr Railways officer's son found dead in city   TNN | Apr 18, 2011, 03.56am IST

LUCKNOW: Panic gripped Gomtinagar area, when a decomposed body of the son of a senior Railways official's son was found lying on the third floor of his house at Virat Khand under Gomtinagar police station area on Sunday morning. The 25-year-old boy prima-facie looked to be a drug addict, police said and added that he was identified as Mudra, son of Premnath Ram, a native of Bihar and posted as a divisional railway manager (DRM) in Tamil Nadu. "The post-mortem report said that no mark of injury was detected from Mudra's body," Gomtinagar police said and added that cause of death, however, could not be ascertained and hence the viscera has been preserved. Premnath owns house number 2/264, Virat Khand and have tenants living on the ground and first floor.The complaint in this regard was filed by Vimal Kumar, a native of Bijnore, who had been residing at the DRM's house as a tenant. In his complaint, Vimal stated that while he was getting the house cleaned up, he experienced some foul smell emanating from the third floor of the house. Out of curiosity and to ascertain the source of the foul smell, Vimal went to the third floor and peeped inside the room to find Mudra lying dead. Mudra, according to Vimal, used to frequent the house and he had been here for the past over a week or so. Vimal immediately informed the police, which rushed to the spot and broke open the door locks. The police found wrappers of drugs and sleeping pills near the body of Mudra. Police said, "Mudra was an engineering dropout and that the family members have been informed about Mudra's demise." In another incident, which took place in Alambagh police station area, a decomposed body of an epileptic patient was found in a drain. The victim was identified as Mohd Arif, a resident of Azadnagar locality under Krishnanagar police station area. Mohd Arif's father Shahid told the police that his son who was an epileptic patient had been missing since April 14. The police said that Mohd Arif may have fallen in the drain after attack and might have died. The matter, however, was being investigated, the police said. 

32.  Bombardier delivers Central Railway’s traffic management system TMS Project in Mumbai

India Infoline News Service / 08:28 , Apr 18, 2011

The contract, with a value of approximately 4 million euro ($6 million US), is for the design, supply, installation, testing and commissioning of the TMS for the Central Railway in Mumbai.

A ceremony attended by leading Indian Railways officials and dignitaries, Chairman of the Railway Board - Vivek Sahai, General Manager of Central Railways - Mr Kul Bhushan, and the President, Managing Director & Chief Country Representative of Bombardier Transportation India - Rajeev Jyoti, witnessed the inauguration of Central Railway’s Control Room for Phase 1 implementation of Bombardier’s Traffic Management System (TMS) Project in Mumbai.In 2008, Bombardier Transportation won the order to supply an advanced TMS for Indian Railways. The contract, with a value of approximately 4 million euro ($6 million US), is for the design, supply, installation, testing and commissioning of the TMS for the Central Railway in Mumbai.

The TMS will significantly improve safety in the Mumbai CST-Kalyan suburban section of the Central Railway – as the control room will be able to monitor some of the busiest train traffic in the world, on a real time basis. The system manages train arrivals at each station every three minutes, and provides the information for rapid decision-making in case of disruption.With Phase 1 of the TMS from Bombardier successfully implemented, around 3 million passengers using the Central Railway line daily will receive a continuously updated, minute-by-minute countdown showing the exact train time arrival at the platform. In addition, there will be automatic multi-lingual passenger announcements on the train, bilingual displays at station entrances, and information relating to the next two incoming trains at each platform.The first installation of Bombardier’s TMS in India was in 2004 at the Western Railway section in Mumbai. It was the first of its kind on Indian Railways and has made a major difference to the railway system’s train management. With the new technology, traffic controllers have been able to significantly increase the number of daily services safely. The Western Railway section is an equally complex route which – on a 60km section – also transports some 3 million people. With more than 1,000 services daily; the system manages train arrivals at each station every three minutes. 

Rajeev Jyoti, President, Managing Director & Chief Country Representative of Bombardier Transportation India, said: “With this latest successful delivery of Phase 1 of the TMS in Mumbai, we continue to consolidate our excellent position and provide support to the railway systems in India. Building on our long-standing commitment to India spanning nearly 4 decades, Bombardier will continue to provide leading-edge rail technology and support in this country.”

A testimony to Bombardier’s commitment to India is its Savli manufacturing site. Inaugurated in 2008 in Vadodara, India, the site was built in a record 18 months and involved a great deal of skill and co-operation from Bombardier teams in India and abroad. The site has provided a strong impetus to the local economy; generating 1,000 new jobs and more than 2,000 indirect jobs through the local supplier network to date. Bombardier's new manufacturing site in India was designed and built from scratch following the most modern industrial standards worldwide. Bombardier is one of the first companies in India to use robotic welding technology in the manufacture of car bodies and has reached an excellent manufacturing rate of producing one car every day.

The BOMBARDIER MOVIA metro cars are the very first vehicle type manufactured at the railway vehicle production site in Savli, Gujarat. Since 2007, Bombardier has received orders from the Delhi Metro Railway Corporation to deliver 538 MOVIA metro cars, of which more than 300 are already operating successfully on Delhi’s metro. 


30.   DRM's ORDERS     DATED 07/04/2011

VK YADAV as DRM/Lucknow-NE; 

SS Soin as DRM/Nanded; 

Lokesh Narain as DRM Ratlam; 

Anil Ku. Gupta  as DRM Jabalpur 



OTHER CIRCULARS AT,1,304,366,548,670

28.Hefty pay driving railway officers to change track Simit Bhagat, TNN | Apr 5, 2011, 12.36am IST

MUMBAI: As the boom in the infrastructure development market continues, several private sector firms are making a beeline for government babus. In the last couple of years, many Indian Railway Traffic Service (IRTS) cadre officers across the country are being showered with hefty pay scales and plum postings that are too tempting to let go. Expert in handling the complex railway network systems, general administration, logistics and thousands of tonnes of freight, railway officials often get unimaginable offers from the corporate world. "Two years back, my friend from the 1992-batch left the Indian Railways for a job in a private company that offered him Rs 1.50 crore for a two-year stint," said a senior railway official, adding, "In the past few years, at least 50 officers have quit railways for greener pastures in the corporate world." Railway officials say most of these offers are pouring from various fields ranging from ports, transport, petroleum, mining, logistics and even general administration. The trend gained momentum after the open container rail movement was opened up by the railway ministry in 2006 to the private sector. A 1985-batch officer, Sajal Mitra, who has worked in various managerial positions in Mumbai for 12 years, quit the railways to join the Arshiya Rail Infrastructure in 2008, which acquired a licence to operate a pan-India rail service. Mitra was offered the post of chief executive officer, which he took. Another 1981-batch IRTS officer, Suresh Joshi, quit after 25 years of service to join Dubai Port World's Kochi operations as CEO in 2005. "What make them sought upon is their experience in the government field and their expertise in handling logistical issues," said Rajnish Kumar, a 1991-batch IRTS officer, who is now the chief operating officer of head strategy in Gateway Rail Freight Limited. He added, "An IRTS officer has worked in freight operations of railways is used to handling thousands of tonnes of goods. So for a private shipping firm or one that is looking after marine terminal operations, an IRTS officer becomes the obvious choice." Kumar has started his own firm, Pristine Logistics and Infraprojects Private Limited, and is joined by another IRTS cadre officer Amit Kumar, who has worked as head of operations in the railways. Also, IRTS officers are adept at handling traffic movement, opportunities in sectors like the cement industry where the raw materials like coal, limestone, gypsum come from different parts, are immense.. While an average IRTS cadre officer is paid between Rs 35000 – 1.20 lakhs, private firms are offering salaries as high as Rs 70–75 lakhs per annum. In the past few years at least 50 officers have quit the railway services for greener pastures in the corporate world, said a railway official. 

27. Now ‘like’ Delhi’s railway stations on FaceBook Avishek G Dastidar, Hindustan Times New Delhi, April 02, 2011

After the traffic police and the municipality, it is the railway stations’ turn to befriend you on Facebook. Realising its potential, the Delhi Division of Northern Railway has put the Capital’s stations on Facebook. Only four stations of the Capital—New Delhi, Old Delhi, Nizamuddin and Anand Vihar have been put on the social networking website. The Facebook profile, sporting the logo “150 years of Indian Railway” as its profile picture, is ready to be launched officially. Currently, it is being tested among a few Railway officials and their friends in a sort of “Beta” form. It has already created a buzz among officials and netizens, thanks to heated discussions and debates on topics related to train services.These topics include “How can passengers be involved in maintaining cleanliness at stations”, “Should disposable pillow covers and face towels be provided in trains”, “What additional facilities should the stations have”, etc.There will be hourly updates on the page, which will include pictures of various new projects and status updates on passenger-friendly information. Along with discussions, one can upload pictures, share links and posts on the profile. So fleecing coolies, rude staff, late trains, filthy toilets—every slip on the Railways’ part can be put under the Facebook scanner.But more than complaints, officials want some perspective from its patrons. “We have several complaint forums. On Facebook, we want to discuss how to better our services,” said Ashwani Lohani, Divisional Railway Manager in Delhi.Bloggers and other netizens are a very vocal community. They are blunt in their feedback. We want to engage them to learn more about our work,” Lohani addedSenior Divisional Mechanical Engineer (Freight) will be monitoring the page round-the-clock and compile the responses. Even with the “Beta launch”, the page has earned around 61 “Likes” and the number is constantly growing.

26. Siemens Consortium Bags Rs.747 Cr. Railways Contract  (RTTNews) - Siemens Ltd. said it had secured a contract, in consortium with Siemens AG, Germany, for Rs.585 crore from Chennai Metro Rail Ltd. for electrification and signaling, platform screen doors and telecommunications, design, and build.The company further stated that it had also bagged a contract, in consortium with Siemens AG, for Rs.162 crore from Kolkata Metro Rail Corporation Ltd. for supply of complete railway electrification systems for Kolkata's new east-west metro lin

25.  Railways bust illegal travel agencies

 HT Correspondent, Hindustan Times New Delhi, April 01, 2011

In a surprise swoop, the railways cracked down on four travel agencies in the Capital that sold confirmed tickets booked on fictitious names to needy passengers at a hefty premium. The agencies, in Karol Bagh, Paharganj, Seelampur and Kapashera near the Gurgaon border, were part of a common racket with identical modus operandi. Signages to their offices claimed they were “approved by the railways”. All four travel agencies had “field agents” spread around railway stations to catch passengers.During the raids, 46 reserved and four cancelled tickets besides other reservation-related documents were recovered from the agencies.The owners of the agencies, along with seized items, were handed over to Railway Protection Force for prosecution under the railway act.Along with this, the anti-fraud team of Northern Railway also nabbed 17 touts at stations in Delhi, Ghaziabad and Meerut. Officials said a demand and supply mismatch was reason why this menace keeps coming back to haunt the railways. “Unauthorised travel agencies and touts try to cash in on this because obviously the number of people the railways can carry at a time is limited, so the supply cannot always match the demand. We have been carrying out these raids regularly,” said Manish Tewari, Northern Railway spokesman.While the railways have been conducting such raids periodically, there has not been any long-term solution to this menace. These agencies and their touts book confirmed tickets on popular trains in bulk and sell them in black.The growth in the demand for more berths has outpaced the growth in the carrying capacity of the railways. Officials blame that as the main cause. “As of now, the tracks are choc-a-block with both goods and passenger trains. There is no way we can increase the number of train drastically,” said a senior railways official.A major scope for increasing the passenger carrying capacity will arise once the proposed Dedicated Freight Corridor becomes operational, taking away all the goods trains, leaving the existing tracks free just for passenger trains.

24.Railways shortlists 6 high-speed corridors

Kumod Verma, TNN, Mar 31, 2011, 07.06pm IST PATNA: Although introduction of Bullet trains on Indian Railway tracks is still a dream, the high-speed corridors have finally been identified by the Railway Board for pre-feasibility studies.The governments of respective states through which the project would pass, have also agreed to share the cost of the project.According to a Railway Board official, railway minister Mamata Banerjee has given her nod to this ambitious project conceptualized long back. Railways has identified six corridors for conducting pre-feasibility tests for running high-speed trains. They are Delhi-Agra-Lucknow-Varanasi-Patna (991 km), Delhi-Chandigarh-Amritsar (450 km), Pune-Mumbai-Ahmedabad (650 km), Hyderabad-Darnakal-Vijaywada-Chennai (644 km), Chennai-Bangalore-Coimbatore-Ernakulam (649 km) and Howrah-Haldia (135 km), he said.Under the plan, railways intends to run some trains at the speed of 160 km to 200 km per hour while a few pairs of trains would have restriction to run at the speed of 160 km to 180 km per hour in different zones of railways due to track condition.The high-speed train corridors have become the need of the hour for railways to face competition with air services. The railways is keen to provide fast running trains to people on the pattern of European countries. The high-speed corridors would thus fulfil the needs of railways at a time when it is facing tough competition with air and road transport services, said the Railway Board official.According to him, the Patna-New Delhi route seems to be the most viable for converting it into a high-speed corridor. Tracks of superfine quality have replaced the old tracks all along the route. However, signalling system is yet to be improved on this particular route, he said.According to sources, a high-level team comprising Railway Board officials has already held meetings with different state governments in connection with the survey work of the project's pre-feasibility.In Bihar, Railways intends to carry out the pre-feasibility test at a cost of about Rs 15 crore, sources said, adding the total area falling under Bihar is about 200 km while the rest falls under the jurisdiction of Uttar Pradesh and Delhi state government. Introduction of high-speed trains would yield revenue to the railways as well-off passengers would prefer to travel by these trains. Railways must get uninterrupted power supply to run high-speed trains. IIT, Kharagpur, has been working on this project to make the dream project of railways a reality, sources said.

23. Railways adds 700 km of new lines in 2010-11

New Delhi, March 31:  The congestion on rail networks is likely to ease marginally. Indian Railways has completed construction of 709 km of new lines in 2010-11, which is the highest ever achievement in construction of new line and doubling projects. This is according to an official release of the Ministry. “The Railways achieved the progress of construction of 709 km of new lines in the year 2010-11, against the annual average progress of 180 km new lines since independence,” it stated.  Since independence :The highest achievement in construction of new lines in one year has been 357 km in the year 2008-09. “Therefore, the 709 km in 2010-11 is almost four times the average achievement and double the highest annual progress achieved since independence,” it stated. In the case of doubling projects also, the progress during 2010-11 has been 769 km, which is the highest ever and almost three times the average annual progress of 260 km of doubling achieved since independence. :Gauge conversion In terms of gauge conversion, Railways completed 837 km in 2010-11. “The overall achievement in construction of new lines, gauge conversion and doubling projects during 2010-11 has been 2315 km, which is also the highest ever achieved in a year since independence,” it stated. The Railways has completed electrification of 972 km route during 2010-11 which is again more than the average annual target of electrification planned during the Eleventh Plan. In addition, approximately, 254 km of lines have been electrified as part of works of doubling, 3rd and 4th line and other traffic facilities.


22.  Smt. Pompa Babbar Joins as Financial Commissioner, Railways By NewsDesk News,Rail 21 hours ago


Smt. Pompa Babbar, has taken over as the charge of the office of Financial Commissioner and ex-officio Secretary, Railways. Prior to this, she was General Manager of Integral Coach Factory, Chennai. Belonging to 1975 batch of Indian Railways Accounts Services, she has worked in various capacities as Divisional Railway Manager (Alipurdar Division of Northeast Frontier Railway), Financial Adviser & Chief Accounts Officer (FA&CAO) in Western, Central and Northern Railways. She has also worked as Senior Professor, Railway Staff College, Vadodara. She has also worked in Rajkot Division, Workshop and Stores (Finance) at Lahod and Divisional Finance in Rajkot Division and Baroda Division.She has worked as General Manger (Accounts), while on deputation to Gujarat State Electricity Board between 1995 and 1998. During her tenure as Senior Professor, Vadodara, she had conducted courses for Financial Management, Training for Trainers, Communication skills, Stress Management, Transactional Analysis and Team building.She has visited Moscow to attend a meeting on Steering Committee for signing of MOUs between Indian Railways and Russian Railways. She has also visited France in connection with Accounting reforms. She has also visited Australia as part of a High Level Delegation for Study of Heavy Hual System.As Advisor (Finance), Railway Board, she has rendered financial advice on new initiatives of Public Private Partnership and Joint Venture on Indian Railways.

21.   Indian Railways struggles with empties – Report

Wednesday, 30 Mar 2011Bl reported that the movement of empty rakes, according to one estimate, accounts for nearly one third of the rake movement of the indian railways.the reason: mismatch of traffic in either directions. For example, the rakes carrying coal from eastern region to northern region or from chhattisgarh to gujarat come back as empties and the distance is substantial. The movement of finished steel is generally one directional.earlier, the empty movement was even larger. This was because food grains from punjab and haryana used to move to various states but the traffic was in one direction. The same was true about cement movement as there were three major cement producing clusters in andhra pradesh, madhya pradesh and rajasthan and the whole country depended on them. The situation has changed with the improvement in production of rice and wheat in states earlier known to be grain deficit.similarly, cement production too is now more wide spread. On certain routes, there is enough cargo in both directions. For example, rakes carrying iron ore exports to ports are back loaded with imported

20. Performance of Railway Production units during April 2010 – February 2011

Chittranjan Locomotive Works (CLW) produced 219 electric locomotives against the target of 209 electronic locomotives and Diesel Locomotive Works (DLW) produced 242 diesel locomotives against the target of 229 diesel locomotives during April 2010-February 2011. Rail Coach Factory (RCF) produced 1468 coaches against the target of 1468 coaches where as Integral Coach Factory (ICF) produced 1324 coaches against the targets of 1393 coaches during the same period. Rail Wheel Factory (RWF) produced 161573 wheels and 74733 axles against the target of 161181 wheels and 73238 axles respectively during April 2010-February 2011. During the month of February 2011, CLW, DLW, ICF, RCF and RWF have produced 23 electric locomotives, 18 diesel locomotive, 159 coaches, 128 coaches, 17040 wheels and 8001 axles respectively against the target of 22 electric locomotives, 20 diesel locomotive, 168 coaches, 128 coaches, 16648 wheels and 6506 axels. Railways have realized an amount of Rs. 33.62 crore approximately during the month of February 2011 through ticket checking.

19.Railway's new worry: filling top vacancies  Srinand Jha, Hindustan Times  New Delhi, March 27, 2011 

Railway Ministry officials have a predictable subject for discussions these days: The continued vacancy of top posts. The Railway Board has not had a full-time Member Traffic (MT) for the past nine months, while the crucial post of finance commissioner will also be falling vacant on March 31. Certain railway zones including the Western Zone are also headless, with appointments to the critical posts of general managers having remained pending. Certain public sector undertakings are also said to be headless. The Dedicated Freight Corridor Corporation (DFCC) — which oversees implementation of India’s most ambitious infrastructure project — has also remained without a full-time managing director since October last year, when the then incumbent VK Kaul was ignominiously sacked on charges of corruption.A railways select committee has shortlisted some candidates, but a final decision on appointing the corporation's managing director remains to be taken.Some crucial posts have been kept under additional charge. Additional member Samar Jha, for example, has been overseeing responsibilities as finance commissioner. After his retirement in December last, he was given an extension of three months.Similarly, Secretary, Railway Board VK Gupta has continued to hold charge as Advisor (Land and Amenities). "There have been aberrations in the promotion policy in the past, but decisions for not filling up critical top posts like the MT's post defy logic", remarked an official.Sections of officers believe they have been given the short shrift by being denied their promotional opportunities. One senior official, for example, recently obtained a court order to buttress his claim for promotion to the rank of a general manager.Meanwhile, there arerumours that chairman, Railway Board Vivek Sahai — scheduled to retire in June — might get a one-year extension. Such speculations, incidentally, have been causing consternation in official circles.Sections of officials feel that in the event of an extension being granted to Sahai, he could well be expected to continue to hold additional charge as Member (Traffic) for one more year — blocking promotional prospects down the line.

18. Satellite-based system for tracking trains  March 27, 2011 10:08 IST

New Delhi:  Tired of getting inaccurate and snail-paced information on movement of trains? Help is expected soon with the Railways going ahead with the Rs. 110 crore satellite-based system to replace manual tracking of trains to provide its exact position on real-time basis.  The real-time train information system (RTIS) aims to provide train running information to the public through internet, SMS on mobile phones, call centres and through train indication boards at stations. It will also give information to onboard passengers through the provision of display system inside the coaches."Efforts are on to replace the manual recording system with RTIS by connecting 8,000 trains and 8,177 stations across the country," said a senior Railway Ministry official.To keep track of trains, currently station masters call up the control room at the divisional headquarters every time a train passes their station. Because of this manually controlled system, the information is sometimes inadequate.As per the plan, Railways is to install loco devices in all locomotives and stations to receive dynamic data on train movement through satellite.Name of the incoming train, speed, time duration and all relevant information required by passengers will be made available automatically once the system becomes operational."Trials are being carried out in certain Shatabdi and Rajdhani trains on a pilot project and the results are very encouraging," said the official.The system developed by IIT-Kanpur and RDSO uses global positioning system (GPS) and global system (GS) for mobile communication technology to transmit information.Digital mapping of 8,177 stations of Indian Railways have so far been done. "Since all our control offices are now computerised the system will be utilised for tracking freight trains as well," said the official."One can even track a particular train on internet through the RTIS," the official added.Other advantages of this system is that locomotive running information shall be available in the server which can be analysed to improve its efficiency.Train running information like location, speed, direction on real-time basis can be analysed to improve the train running in a particular section.Digital map of the railway station can also be used for linking various station data, yard information, signal information, city and hospital information which will be useful during any emergency.
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Western Railway (WR) engineers are preparing for an unprecedented bridge engineering project that has never been tried before in the city. It involves lifting an entire road bridge passing over railway tracks by one foot, without interrupting rail or road traffic.The project that will begin in a month is expected to be completed by June to coincide with the power upgrade along the rail lines.DNA had first reported in October 2010 that there were plans to raise the bridge using jacks.The Sandhurst Bridge at Opera House near Charni Road station will be lifted with synchronised digital jacks, girder by girder and the height raised lane by lane. “The project is of immense importance as railways need to raise the height of road over-bridges that pass above the line for faster trains and upgrading its power,” a senior official said.“The target of the power upgrade is June 2011 and we have to finish lifting the bridge before the deadline.”“It is a sensible idea of avoiding the lengthy process of demolishing an entire road over-bridge and building it all over again at an increased height. Such an attempt has not been made in Mumbai, even along the Central Railway. The structure of the bridge is quite strong and can sustain for many more years.”The railways need work on the bridges for carrying out conversion of 1,500-volt direct current to 25,000-volt alternating current that will make trains faster and smoother.WR officials are confident that the bridge can be raised using jacks at the ends. “Before we begin, we will check the quality of the bridge metal. If there is not much corrosion, then it would be easy to lift the bridge using jacks,” a senior official added. WR chief spokesperson Sharat Chandrayan confirmed that the entire bridge at would be raised with the help of jacks.


To meet the rising energy costs, the Central Railway is planning to revive its Thakurli power house in collaboration with the National Thermal Power Corporation. The NTPC had submitted its feasibility report to Railways a year ago suggesting that a gas-based plant with a capacity of generating 700 MW power or a coal-based plant of 120 MW, may be installed at a cost of around Rs. 3,000 crore. The electrical department of Central Railway has started its efforts in this direction.At present, energy costs for CR add up to Rs. 663 crore per year and its average power demand is 452 MVA (mega volt ampere), and for suburban section it’s 142 MVA.A senior CR official said, “A coal-based plant would require 22 hectares of land and will create more pollution as compared to a gas-based plant. As the population in Thakurli has increased, a coal based plant is not feasible. On the other hand, a gas-based plant requires only 7 hectares of land.”At present, Thakurli Power Station has basic infrastructure for generating power, with a 110 KV switch yard and grid connectivity. A perennial water source for generating electricity is available from Ulhas River and 110 KV transmission lines from Thakurli to Kalyan, Igatpuri and Pune are also there.“The main requirement for a plant is the evacuating system, which is already present at the Thakurli power house. Other things can be upgraded as per the requirements,” said a CR official.A year-and-a-half back, Sukhvir Singh, the then member of the Electrical, Railway Board, New Delhi, wrote a letter to MMRDA seeking its cooperation in reviving the plant. Accordingly, MRVC and MMRDA jointly inspected the area. “Though a lot of land has been occupied for different railway purposes, the remaining land is sufficient to revive the plant. Total land at Thakurli Power house is 86 acres,” said another official. When asked, Sudesh Kumar, Member (Electrical) Railway Board, New Delhi, however to comment on the matter. The Railways has decided to reduce the cost of energy at the national level too. For instance, the railway board has awarded the contract for a new power plant of 1000 MW to NTPC at Nabi Nagar, Bihar, to take direct power supply from generating company under open access model for the southern region.


When the first electric train appeared in India in 1925, construction of Thakruli powerhouse began; today, it serves the railways as a transmission station Some buildings don’t die after the purpose for which they were set up is no longer served. They are just transformed. Some virtually turn into monuments.This can be said of the peaked-roof Thakurli Powerhouse, its exhaust towers a reminder of its days of glory, when it used to power electric engines of suburban trains.It coughed out its last bit of energy some 23 years back, but for the few railway staff who still have their office there, the imposing structure evokes memories, many good, some bad. Today it serves the railways as a transmission station.Some 45 years after the electric train was invented, when electric train lines were starting to expand over the world, the first electric train appeared in Colonial Bombay in early 1925, on the Harbour Line. A need was felt for a power station and construction of Thakurli Powerhouse began in 1925.The coal-based plant was commissioned in 1929, as documents found in the basement cellars show. Maps and minutes of important meetings of British and Indian officials are still there.Along with the building, DC substations were installed at the south-east and north-east stations of Mumbai. It continued to generate power to run suburban trains but later, its decline started.The powerhouse, which once touched a generation of 150 MW, started losing steam. Generation finally fell to 25 MW.“The irony is that once this was a generating unit and supplied power to the railways and to Tata Power but today it gets power from Tata and transmits it to suburban sections of Central Railway and to Igatpuri, Pune and Khadki. We have the same infrastructure but it is being used for receiving power from Tata,” says Sanjay Deoraj, Section Engineer of the power house.Earlier 1,500 people worked at the station, today there are only 38.In the mid-80s, conflicts between trade unions and the administration over maintenance issues disrupted functioning of the administration.The plant was centrally air-conditioned in 1986 by a London firm. And then came the gruesome accident that stopped everything. On December 15, 1987, eight workers were killed in a freak accident.Vijay Maid, a typist who still works here, recalls, “I cannot forget that incident, when 8 workers were burnt badly when a tube of a boiler burst... Though we rushed them to the hospital immediately, they were declared dead on arrival,” he says.By an order of the Railway Board dated April 11, 1988, on the instruction of then Railway Minister Madhavrao Scindia, the power house was shut down.The building is still going strong. The red brick walls are still in good condition and the equipment in the power generating unit refuses to decay. “British architects made it in such a way that it was never flooded, even at the time when entire Mumbai was flooded on July 26, 2005,” said Deoraj.Today, a modern touch is visible in some parts of the old building; the control room for instance.A small kutcha temple of ‘Trimurti’ on the premises has been converted into a pucca temple.The building is now a switching yard connected to two incoming feeders of Tata Power and four transmission lines supplying power to transaction substations and OHE of railways.


The MMRDA and CIDCO are in talks to jointly set up a power plant to run Metro Rail projects in Mumbai and Navi Mumbai. CIDCO Joint Managing Director Tanaji Satre said both agencies were looking at a gas-based plant in Navi Mumbai to generate 700-800 MW.“Talks are on. Some sites have been identified but not finalised. The project will be funded by both agencies,” said Satre.Power supply is a constant problem in the extended suburbs . The railways get uninterrupted supply from agencies beyond Mumbai, at an additional cost. With Metro Rail to be launched in Mumbai, Navi Mumbai and other extended suburbs, it would be tough to get uninterrupted power, unless the government takes steps.“It’s better to be self-reliant. If we generate excess power, it can be used by Navi Mumbai or MMRDA for other purposes,” said an MMRDA official.Besides CIDCO, MMRDA is in talks with the Central Railway to revive the Thakurli plant, for which there was a communication between MMRDA and CR officials last week.An earlier bid by the MMRDA to start a power plant with the Railway Ministry was opposed by the railways on the grounds it will set up a plant on its own. Besides, an office for the RPF was also coming up at the site.The defunct plant at Thakurli has the infrastructure, adequate land, a perennial water source, Ulhas river, and 110-KV transmission lines to Kalyan, Igatpuri and Pune.“It’s a win-win situation for both. The railways take electricity from different producers. The Metro and the monorail would consume more electricity. If we both generate electricity, it can be transmitted to the state’s power grid, so there won’t be any additional load when the state is already facing a shortage,” said an MMRDA official. “If we get any proposal, it would be reviewed positively,” said Shriniwas Mudgerikar, chief spokesperson, Central Railway.


The Central Railway will not demolish DC substations, all of them over 85 years old, after traction conversion to AC. The suburban railway is now changing tracks, converting from Direct Current (DC) to Alternate Current (AC) traction. Under the Central Railway, all the DC substations are over 85 years old and the ones at Wadi Bunder, Coorla (Kurla) and Thakurli were the earliest to be constructed.They will continue to convert AC to DC for purposes other than powering the trains. The Central Railway (CR) has decided not to demolish the substations.“None of these substations would be demolished, but the number of transformers will be reduced. For instance, at Kurla we have three transformers and we would remove one. The remaining would be used to supply electricity for everything other than running the trains,” said Chief Electrical Engineer P K Srivastava.


More than five years after deciding to demolish five road overbridges (ROBs) between Dadar and Chhatrapati Shivaji Terminus (CST), the Central Railway (CR) has come up with a technical solution that could help avoid razing of these busy bridges.The CR had decided to demolish the ROBs to raise their height in keeping with the requirements as the traction along the railway section was changed from direct current (DC) alternate current (AC).The new solution involves providing insulation to the high-voltage catenary overhead line. During the conversion of the section from Vangani to Kalyan from DC to AC, the CR had effectively tried this method at the Patri bridge between Kalyan and Thakurli.“After the successful testing, we decided it could be implemented in Mumbai as well,” said Vidyadhar Malegaonkar, chief spokesperson, CR.The overhead equipment (OHE) consists of a catenary, droppers and the contact wire. These set of parallel wires are connected between the two poles that hold it. The contact wire provides current to the EMU through a pentograph.According to a senior CR official, it has been decided to insulate the portion of the catenary that runs under these bridges and also raise the main catenary to the height of the bridge and connect it to the base of the bridge. While the insulation will ensure that the ROB is protected, the contact wire remains at the same height, but the required gap between the bridge and the contact wire is thus achieved. “So, one one hand we are providing insulation to the catenary and raising it to the level of the ROB’s surface, we are also maintaining a standard gap between the ROB and the contact wire,” the official added.

11.    RAILWAY  BUDGET  SPEECH 2011-12

10       .Kul Bhushan takes over as General Manager of CR   Mumbai | Wednesday, Oct 13 2010 IST 

Kul Bhushan, an officer of Indian Railways Service of Electrical Engineers, has taken over as General Manager of Central Railway (CR). An official release here today said Mr Bhushan joined the Indian Railways in February 1976. Before joining the present assignment, he worked in Indian Railways in various capacities, including Director, Planning (Special) of Railway Board; Chief Electrical Service Engineer, Northern Railway; Executive Director Electrical Engineering (Development), Railway Board; Divisional Railway Manager, Katihar Division, Northeast Frontier Railway; Chief Electrical Engineer, Rail Coach Factory, Kapurthala and Adviser (Electrical) in Railway Board.

During his tenure as Director in Railway Board, he dealt with World Bank, Asian Development Bank and other bilateral funding agencies for sanction and funding of new railway projects. As Executive Director and later as Adviser in Railway Board, he was responsible for technology transfer from ABB, Switzerland to successfully manufacture 6,000 HP new generation electric locomotive indigenously in Chittaranjan Locomotive Works (CLW) and for planning acquisition of high power 9,000 HP and 12,000 HP electric locomotives for handling traffic on Western and Eastern Dedicated Freight Corridors being set up by Indian Railways, it added.

9.MUMBAI: For AmdavadisMumbai will soon be only two hours away if Indian Railways' Vision 2020 on high-speed trains becomes a reality. A two-day brainstorming workshop recently held in Mumbai on security and high speed trains discussed nuances of the high-speed train corridor project. Vision 2020, a blueprint of what the Indian Railways should achieve by that year, identified six high-speed corridors one of which was Ahmedabad-Mumbai-Pune. Railway Board chairman Vivek Sahai said a three-tier plan of Indian Railways was discussed at the workshop: covering 500 km in less than two hours, 1000-1500 km in four-five hours, and above 1500 km. A pre-feasibility study on high-speed trains —above 250 km/hr—in the corridor has already been successful. The fastest train in India now is the Shatabdi to Bhopal, at 150 kmph. Senior WR officials said these trains would have a socio-economic effect. "People can stay at Pune or Ahmedabad and come to work in Mumbai or vice versa," said WR chief spokesperson, Sharat Chandrayan, adding, "Carbon footprints would be one-tenth of airlines, they will use onethird the land to transport the same volume of passengers and will be nine times more efficient than planes and four times than cars." However even as the prefeasibility study is complete, the Railway Board's in-principle approval is required to start the techno-economic feasibility. The pre-feasibility study estimates the total project cost at Rs 50,000 crore. Chandrayan said the cost of the project would hike the cost per ticket. "The passenger would have to pay between Rs 4-6 per km," he said. Other problems he said, were land acquisition and that this would be a first of its kind for Indian Railways. " The project would have to be tailor-made for India to bring down costs. We may go for 250 km/h instead of 350 km/h," he said. "We would need tilting technology for coaches for better negotiation (on curves) and the lines would be a pair (one in the Up and another in Down direction) which would be dedicated only for passenger traffic," he said. There would be fewer stops, with lines in Mumbai expected to reach the central business area or at least the airport.

Read more: Vision 2020 sees train to Mumbai in 2 hours - The Times of India
This Diwali,WR & CR will celebrate diamond jubilee 

Roana Maria Costa TNN 

Mumbai: As the city celebrates Diwali this weekend,the railway family will mark a milestone in its existence.On November 5,both Central and Western Railway will enter their 60year of reorganization (diamond jubilee year.) 
On one Saturday afternoon more than 150 years ago on April 16,1853,a little train pulled by three engines chugged out of a tiny rude wooden station.This heralded the dawn of the railway era in India.However,since then the Indian Railways organization has witnessed many changes.Even as late as 2003,there were only seven zones in the Indian Railway,which were regrouped to form the current16 railway zones.
Apeek into history shows that the Great Indian Peninsula (GIP) Railway,which is todays Central Railway (CR),was merged with the Indian Midland Railway Company in 1900;this expanded its frontiers to Delhi in the north,Kanpur and Allahabad in the north-east and Nagpur in the east to Raichur in the south-east,which also resulted in the connection of the then Bombay to almost all parts of the great Peninsula.
On November 5,1951,CR was formed by integrating Nizam state,Scindia state and Dholpur state railways with the GIP Railway.These three railways were privately owned.
In October 1966,one more railwaySouth Central Railway was formed by merging Solapur Division from CR with Secunderabad,Hubli,Vijayawada divisions from Southern Railway (SR).On October 2,1977,Solapur Division was remerged with CR and Guntakal Division from SR was included in South Central Railway.Later in 2003,seven more zones were carved out wherein,Jabalpur and Bhopal divisions of CR were included in West Central Railway and Jhansi Division was included in North Central Railway.
At present,CR has 5 divisions including.Mumbai,Bhusaval,Nagpur,Solapur,Pune with a network of 477 stations,672 mail/express /passenger trains run daily,carrying 5.3 lakh people daily.While CR ran 519 suburban services in 1950-51,today it runs 1,559 services.
In the foreword of the book-Western Railway A Glorious Saga by R R BhandariA K Jhingron,ex-GM says WR came into existence on November 5,1951 as a result of the first regrouping of Indian Railways.Bombay,Baroda and Central Indian Railway as well as a large number of big and small state railways were amalgamated into a single unified system.He said that since its inception,Western Railway (WR) had eight divisions that included Ajmer,Jaipur and Kota.In 2002-03,there was another regrouping of the Indian Railways resulting in the formation of new zones.Due to this,three divisions of WR that is Ajmer,Jaipur and Kota were transferred to the newly formed zonal railwaysAjmer and Jaipur to North Western Railway and Kota to West Central Railway.A new division Ahmedabad was carved out.Since October 1,2002 WR has six divisions at Mumbai,Vadodara,Ahmedabad,Rajkot,Bhavnagar and Ratlam.

New Frontiers 

Today,CR has 5 divisions including Mumbai,Bhusaval,Nagpur,Solapur and Pune.WR has six divisions comprising Mumbai,Vadodara,Ahmedabad,Rajkot,Bhavnagar and Ratlam


8.      27-10-2010                                420 kilometers per hour, a world speed record

 SHANGHAI: Two bullet trains glided silently out of a gleaming new station on Tuesday to inaugurate China's latest high speed rail line, as officials boasted of setting world records using domestic technology. Many, but not all, of the trains plying the new railway between Shanghai's western suburb of Hongqiao and Hangzhou will travel the 200 kilometers in 45 minutes, which is about half the time trains usually take to make the trip at their fastest speeds. The China-made CRH380 train has been clocked at almost 420 kilometers per hour, a world speed record, though it will usually operate at a maximum speed of 350 kph. China already has the world's longest high speed rail network . It aims to have 13,000 kilometers of high speed rail in operation by 2012 and 16,000 kilometers by 2020. The efforts to develop China's own ultra high speed rail technology are a showcase project nearly on a par with the country's space program in terms of national pride and importance. Railway officials recently announced they were working on technology to boost speeds to over 500 kph. Railway ministry spokesman Wang Yongping said that all the technology, design and equipment of the CRH380 is China's own, though he acknowledged that the program began in cooperation with Japan and several other countries. "Beyond speeds of 250 kph it is all our own proprietary technology," Wang said. "Now other countries hope to cooperate with us." Chinese firms are vying for projects overseas, including in the US, which leads the world in freight railway technology.


7.    24-10-2010

Vangani-Kalyan   section converted from 1500 volts DC to 25 KV AC 

CR Stepping Up into the Future

    Kul Bhushan, General Manager, Central Railway inspected the newly converted Vangani-Kalyan AC section on 24 Oct 2010. Sunil Arya, Additional GM, P.K. Shrivastava, Chief Electrical Engineer, Satya Prakash, Chief Operations Manager, M.C. Chauhan, DRM, Mumbai Division, G.S. Tuteja, Chief Signal Engineer, H.K. Johri, Chief Project Manager (Conversion) and other senior officials were present during the inspection.

Posted On Friday, April 02, 2010 at 12:52:11 AM

Kochi: Officials on Wednesday carried out a trial run on the country's longest rail bridge, which cuts across the Vembanad lake in Kerala.The 4.62 km-long bridge is part of an 8.86-kilometre link, stretching from Idappally to Vallarpadam, built at a cost of Rs 350 crore.The bridge cuts across the lake through the Mulavukad Island and will push the Nehru Setu (Nehru Bridge) near Dehri-on-Sone in Bihar to the second place by more than a kilometre.Building the new bridge involved massive deployment of manpower and material.The track has been laid to the best specifications with 52 kg rails, pre-stressed concrete sleepers and 30 cm ballast cushion. The track has been fully electrified and has the latest signalling system.Officials said the trial run was a success.


5.    On  February 28,  complete switchover from the 1,500-volt direct current (DC) to 25,000-volt alternating current (AC) on the entire Borivli-Virar stretch done successfully.



INDIAN Railway IRSEE officer of 1972 batch Sudesh Kumar has taken over as Member (Electrical), Railway Board in ministry of railways. Engineering Graduate of IIT, Khadagpur and India Railway electrical engineering service officer, Mr Sudesh took charge of new office on October 8, 2009. He was now posted as General Manager, North Central Railways with headquaters at Allahabad.
During his long career in the India Railways, Mr Kumar has served at important positions which include Chief Electrical Engineer South- Central Railways, Divisional Railway Manager Asansol, Additional Member (Electrical). Mr Kumar has undertaken tours to England, South Africa and Switzerland for enriching professional & technical knowledge, a release said.