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Today (16:43)  Goyal junks report suggesting airline-like dynamic pricing in railway (
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IR Affairs

News Entry# 331781   Blog Entry# 3215588     
   Past Edits
This is a new feature showing past edits to this News Post.
Posted by: a2z~  149 news posts
NEW DELHI: Railway Minister Piyush Goyal has asked a committee, set up to review the flexi-fare scheme, to go back to the drawing board and draft a fresh report after it suggested introducing dynamic pricing, like airlines, in the railways, officials said.
The Committee, formed in December last year, had a mandate of assessing the impact of flexi-fare scheme in its current form on railway revenue and on passengers- in terms of their choice of the railways as a means of transport with increased fare.
The committee, which submitted its report on January
15, had suggested dynamic pricing, like the one applicable in the airlines, for all mail express trains.
It suggested ticket prices may vary on various factors e.g. higher prices for a train which takes lesser time to travel compared to others, additional charges for lower berth and travel during festival times.
It also recommended passengers be made to pay more for choosing premium trains and also for booking close to departure dates.
In a nearly 20-minute meeting on flexi-fare on March 13, the minister is believed to have expressed his unhappiness over the proposals and asked the committee to take a relook since data showed that in its current from the flexi-fare scheme has already resulted in higher revenue and increase in number of passengers.
The committee consists of some Railway Board officials, NITI Aayog adviser Ravinder Goyal, Executive Director (Revenue Management) of Air India Meenakshi Malik, professor S Sriram, and Iti Mani, Director, Revenue, Le Meridien, Delhi.
Senior officials of the ministry also said flexi-fare scheme has been beneficial for the national transporter. They maintained there has been an increase in number of passengers as well as earnings in flexi-fare trains (Rajdhani, Duronto and Shatabdi) in the six months period from September to February.
n 2015-2016, when flexi-fare was not applicable, the data show 138.71 lakh tickets were booked and railways earned Rs 1931.6 crore.
With flexi-fare system introduced from September 2016, in 2016-2017, 137.39 lakh tickets were booked and railways' earnings rose to Rs 2,192.24 crore. The next year, while 140.88 lakh (till February 2018) tickets were booked, the railways' earning from it further rose to Rs 2296.75 crore.
The flexi-fare system led to up to 50 per cent increase in fares. Under the formula, base fares increase from 10 per cent to 50 per cent with every 10 per cent of berths booked.

RM has taken the right step.
• It is not easy to be-fool an intelligent person like our current RM is. Every body know that the seats/berths in the premium trains are going vacant just because of the 50% surcharge imposed by the flexifare scheme and IR officials are the biggest beneficiaries as they can easily get seat in the otherwise very popular trains at the eleventh hour. Or probably the advisors usually travel by air and are not very much connected to or had real experience of rail travel.
• Time period considered for comparing the data of earnings is erratic. In 2015-16 first half of the year (Apr-Sep) was without flexifares and only the second half of the year was riddled with flexifares. If we consider advance booking period of 4 months, i.e. people who booked advance tickets for next 4 months at the time of announcement of the flexifare scheme (Sep-Dec’16), we can say that about 60-65% of seats were booked before the announcement of flexifare policy. So 2015-16 does not depict the real picture of pre flexifare era. 4 months before and 4 months after the announcement of flexifare scheme is overlapping period and may give inaccurate indications hence should not be considered for comparision. Only after 1.1.17 does all the pax booked tickets knowing about the flexifare policy, rest might have paid the flexi-surcharge during their journey.
• Most important criteria to judge the success of flexifare scheme is compare class wise % occupancy of premium trains, before and after the announcement of flexifare policy. Many flexifare trains introduced after sep’16 have added a large number of seats/ berths under flexifare, which has not been accounted in above analysis.
• Partonage of premium trains before flexifare was rapidly growing resulting in increase in frequencies and coach augmentation. The data of no. of paxs. and revenue generated by the premium trains in last few years i.e. 2012-13, 2013-14, 2014-15 is likely to show huge annual growth in number of pax. as well as in revenue. I guess the annual growth rate in no. of paxs. in premium trains may be around 10% and in revenue may be about 15-20%. Had there been no flexifare policy, the premium trains could have given about 15-30% more revenue as compared to what they are giving today and as usual the premium train would have run with long waiting lists.
• Approx. 10% annual increase in the revenue achieved is just like normal annual increase or even lesser than the normal revenue increase without the flexifares. If the occupancy of flexifare trains remain the same, the revenue jump would have been about 30-35% due to flexifares only and an additional jump due to more flexifare trains/coaches introduced after sep’16. Flexifare has put a sudden brake on the rising popularity and patronage of the premium trains and has to be done away with, if IR want to run more and more fully ac high speed trains throughout the network and earn more.
• In a nutshell the report is totally misleading and rightly thrown to dustbin by the RM.
Today (10:40)  Heavy breakup: The Light Metro Conundrum (
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New Facilities/TechnologyKMRL/Kochi Metro  -  

News Entry# 331745     
   Past Edits
Mar 18 2018 (10:40)
Station Tag: Kozhikode Main (Calicut)/CLT added by a2z~/1674352

Mar 18 2018 (10:40)
Station Tag: Thiruvananthapuram Central (Trivandrum)/TVC added by a2z~/1674352
Posted by: a2z~  149 news posts
KOCHI: The controversy over the light metro projects in Kozhikode and Thiruvananthapuram has exposed the follies in public policy-making in the state. Instead of focussing on the techno-economic feasibility of the projects, the debate has centred on Mr E. Sreedharan, an outstanding figure in building transport infrastructure in the country. Although the two projects were being bandied about as solutions to the mobility problems of the two cities for the past seven years, the government's inability to take a firm decision shows the failure in policy-making. Chief Minister Pinarayi Vijayan and Finance Minister Thomas Isaac have at last asserted that the light metro projects will be implemented only after taking into account all aspects. Mr Pinarayi Vijayan mentioned the mounting losses of the Kochi Metro while replying to questions in the Assembly in connection with the light metro projects.
Mr Sreedharan has been instrumental in bringing a paradigm change in the project implementation history of the country with his management of the Konkan Railway and Delhi Metro projects. But his insistence on metro and light metro projects as solutions to the urban mobility problems in a state like Kerala has drawn criticism from many quarters. A series of discussions was held in Kozhikode about the need for mono rail, the earlier avatar of light metro, for the city during 2012-13. The high capital investment needed for the project and its potential benefits were questioned. The issue is whether Kerala, a financially starved state, can afford to commit such huge amounts for two projects that would be beneficial for a small section of the people. Instead of focusing on this crucial matter, the discussions have been reduced to the competency and personal integrity of Mr Sreedharan which were never in question.
The state government, which has not bothered to pay any attention to the critical voices, has made matters worse by saying that DMRC has withdrawn from the project as its contract ended even as the CM and FM talked of the need for a careful look at these projects. The lack of clarity on the part of the state government was further evident from the fact that it plans to go ahead with the venture. Instead of engaging in open and transparent discussions about issues of urban mobility, the government and the bureaucracy opted for a policy of drift even as the state exchequer faced the challenge of raising resources for the venture.
The Delhi Metro Rail Corporation appointed by the state government to undertake a detailed project report of the monorail projects in Kozhikode and Thiurvnanathapuram submitted the same seeking in-principle approval of the Union government in September 2015. The Urban Development Ministry sat on the proposal for more than a year. The Union government adopting a new metro policy in November 2017 has raised fresh question marks over the future of the projects. The scheme has to be reworked as the metro policy adopted by the government insisted on private participation for any future metro projects. Although the DMRC submitted the same DPR with some revisions the Union government has not taken any decision on the matter. Instead of indulging a slugfest in the name of Mr Sreedharan, the political class should deliberate whether the state has the resources to undertake these two projects.
Key features of new metro policy
Private participation either for complete provision of metro rail or for some unbundled components (like Automatic Fare Collection, Operation & Maintenance of services etc) will form an essential requirement for all metro rail projects seeking central financial assistance” says the policy, to capitalize on private resources, expertise and entrepreneurship.
In view of inadequate availability and even absence of last mile connectivity at present, the new policy seeks to ensure it focusing on a catchment area of five kms. on either side of metro stations requiring States to commit in project reports to provide necessary last mile connectivity through feeder services, Non-Motorised Transport infrastructure like walking and cycling pathways and introduction of para-transport facilities. States, proposing new metro projects will be required to indicate in project report the proposals and investments that would be made for such services.
Seeking to ensure that least cost mass transit mode is selected for public transport, the new policy mandates Alternate Analysis, requiring evaluation of other modes of mass transit like BRTS (Bus Rapid Transit System), Light Rail Transit, Tramways, Metro Rail and Regional Rail in terms of demand, capacity, cost and ease of implementation. Setting up of Urban Metropolitan Transport Authority (UMTA) has been made mandatory which is to prepare Comprehensive Mobility Plans for cities for ensuring complete multi-modal integration for optimal utilization of capacities.
The new Metro Rail Policy provides for rigorous assessment of new metro proposals and proposes an independent third party assessment by agencies to be identified by the Government like the Institute of Urban Transport and other such Centres of Excellence whose capacities would be augmented, as required in this regard.
Yesterday (21:46)  Railways could run 100-plus new trains by cutting layover time: Piyush Goyal (
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IR Affairs

News Entry# 331666   Blog Entry# 3213548     
   Past Edits
This is a new feature showing past edits to this News Post.
Posted by: a2z~  149 news posts
Railway minister Piyush Goyal on Saturday said an analysis done by his department has found that 100-plus new trains could be run on shorter routes by cutting layover time.
Layover time is defined as the idle time of a train at the originating or terminating station before commencement of journey.
“The analysis has found that 100-plus new trains could be started just by using trains lying idle on shorter routes,” Goyal said at 58th National Cost Convention here.
minister gave the example of high-speed Gatimaan Express plying between Hazrat Nizamuddin and Agra. The train has been extended up to Gwalior and will, thereafter, be extended to Jhansi, cutting the layover time, he said.
He said the extension of service has benefited the people of Bundelkhand region at no extra cost.
The details of the analysis could be announced soon, the minister added.
On the role of cost accounts and costing at large, Goyal said they have a big role to play to make the country cost competitive in doing business and bring out the best competitive advantages of working in India.
The cost accounts, he said, also have a major role to play as far as checking corruption in the country was concerned.
“There is a cost of corruption that the country has to pay. A recent study has said 2% of the GDP is lost because of corruption,” he said.

* Goyalji you have given a very good goal to IR, hey great goody goons just go after it!!!!
* By extending the Gatimaan to Jhansi, you have hit a boundary. In the next ball please hit a sixer by extending it further to Bhopal with new time slot.
* Hats of to the RM who is constantly hitting the right buttons with aim of reducing losses & maximising revenue to make it more efficient and profitable.
* construction of JNPT-dadri and Ludhiana-Sonnagar had already been put on past track by past RM, We expect IR to maintain the tempo and kick start the construction of next 3 corridors (Mum-Kolkata, Delhi-Chennai, KGP-BZA) already announced in 2017 budget.
Yesterday (21:39)  Two Mumbai Metro lines likely to miss 2019 deadline (
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New Facilities/TechnologyMMOPL/Mumbai Metro  -  

News Entry# 331661   Blog Entry# 3213493     
   Past Edits
This is a new feature showing past edits to this News Post.
Posted by: a2z~  149 news posts
Delay in procurement of rakes and in fulfilment of technical clauses will delay the opening of Metro-7 (Dahisar East-Andheri East) and Metro-2A (Dahisar-DN Nagar) lines.
Two new Mumbai Metro lines, which were expected to be operational by next year, may now take a little longer. The Bharatiya Janata Party (BJP)-led government had proposed to throw open the two lines – Metro-7 (Dahisar East-Andheri East) and Metro-2A (Dahisar-DN Nagar) – before the Assembly polls likely to be held next year, but delay in procurement of rakes and in fulfilment of technical clauses has hit their plans.
to Mumbai Metropolitan Regional Development Authority (MMRDA) officials, the Metro lines will have to be run without passengers for six months to obtain various clearances from the Research, Design and Standards Organisation (RDSO), the Railway’s research arm. The RDSO is a statutory technical body, which certifies rail system for safety, based on international standards.
Officials are targeting a December 2018 deadline for completion of civil works for Metro-7 and a March 2019 deadline for Metro 2A. Other works related to the signalling system, viaducts and stations will take another year, after which the safety tests will be conducted.
A senior MMRDA official said, “Obtaining clearances from RDSO is mandatory for all Metro works and the process will take a minimum of six months.” The official said that MMRDA will issue tenders for obtaining rolling stock for the two lines by this month. “Policy-related issues with the Asian Development Bank delayed the process of issuing tenders for the rolling stock.”
Sources said the process of getting rolling stock will take more than a year.
The state is expected to go to polls in 2019 owing to which the BJP government has been keen on making the two lines operational.
HT had reported that till October 2017, MMRDA’s spending on the two Metro lines has been very poor. According to the Economic Survey of Maharashtra, the planning authority has spent 1.93% or Rs124 crore of the Rs6,410 crore estimated for Metro 2A and only 7.21% or Rs448 crore of the Rs6,208 crore earmarked for Metro-7.

Useful: 1
Yesterday (21:42)
1674352/a2z~   2666 blog posts
The Bharatiya Janata Party (BJP)-led government had proposed to throw open the two lines before the Assembly polls likely to be held next year.

didn't the photographer get a better place to take pics than Ghatkopar-Jagruti Nagar stretch?? :P
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