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Today (01:43)  Holi Special trains announced by Indian Railways! Click to Know (
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New/Special Trains

News Entry# 329749   Blog Entry# 3117545     
   Past Edits
This is a new feature showing past edits to this News Post.
Trains:  Kolkata - Lucknow Special Fare Special/04205   Gorakhpur - Mumbai CSMT Jan Sadharan Special/02597   Lucknow - Kolkata Weekly Special Fare Special/04206   Hazrat Nizamuddin - Pune Special Fare AC Special/04418   Anand Vihar Terminal - Barauni AC Special Fare Holi Special/04404   Pune - Hazrat Nizamuddin AC Special Fare Special/04417   Barauni - Anand Vihar Terminal AC Special Fare Holi Special/04403   Jammu Tawi - Mumbai CSMT SpecialFare AC SF Special/02072   Chhapra - Delhi Jansadharan Special/05101   Mumbai CSMT - Jammu Tawi SpecialFare AC SF Special/02071   Delhi - Chhapra Jan Sadharan Special/05102   Ramnagar (UK) - Howrah Special Fare Special/05007   Ranchi - Anand Vihar Terminal Special Fare Special/08617   Howrah - Ramnagar (UK) Special Fare Special/05008   Anand Vihar Terminal - Ranchi SpecialFare Special/08618   Gorakhpur - Chandigarh Special Fare Special/04923   Chhapra - Anand Vihar Terminal Special (Via Kaptanganj)/05115   Anand Vihar - Chhapra Special (via Kaptanganj)/05116   Delhi - Darbhanga AC Special Fare Holi Special/04406   Darbhanga - Delhi AC SpecialFare Holi Special/04405   Chandigarh - Gorakhpur Special Fare Special/04924   Jammu Tawi - Udaipur Garib Rath Special/04972   Udaipur - Jammu Tawi Garib Rath Special/04971   Mumbai CSMT - Gorakhpur Jan Sadharan Special/02598  
In order to avoid extra rush of passengers during the upcoming festival season, the Indian Railways has announced several Holi special trains. Anticipating heavy rush during the Holi festival, Railways has decided to run more special trains for the convenience of railway passengers. Here’s what you need to know.
List of trains during the festival:
Train No 04206/04205 Lucknow – Kolkata – Lucknow Weekly Express special train
No 02597/02598 Gorakhpur – Chhatrapati Shivaji Terminus Mumbai – Gorakhpur Superfast Jansadharan Weekly Special Train
Train No 04972/04971 Jammu Tawi-Udaipur-Jammu Tawi Weekly Garibrath Express
Train No 04406/04405 Delhi Junction. – Darbhanga – Delhi Junction.
Train No 04418/04417 Hazrat Nizamuddin – Pune – Hazrat Nizamuddin
Train No 04924/04923 Chandigarh – Gorakhpur – Chandigarh weekly special train
Train No 04404/04403 Anand Vihar Terminal – Barauni – Anand Vihar Terminal
Train No 05115 Chhapra – Anand Vihar Terminal Weekly Special Train
Train No 05115/05116 Chhapra – Anand Vihar Terminal – Chhapra Weekly Special Train
Train No 05101/05102 Chhapra-Delhi Jn.- Chhapra Jansadharan Weekly Special Train.
As per a press release issued by the Northern Railways, the Gorakhpur-Mumbai-Gorakhpur, Ranchi-Anand Vihar Terminal-Ranchi and Ramnagar-Howrah-Ramnagar will be operated on a weekly basis. Train No. 05007/05008 will run between Ramnagar and Howrah, 02597/02598 between Gorakhpur and Mumbai, 08617/08618 between Ranchi and Anand Vihar, and train No. 02071/02072 between Mumbai and Jammu, added the press release.
The Ramnagar-Howrah, Mumbai-Jammu Tawi and Ranchi-Anand Vihar Holi special trains will be operated with AC 2 Tier/3 Tier coaches, while the Ramnagar-Howrah Holi special will include six sleeper class coaches. The Gorakhpur-Mumbai Holi special will comprise 16 sleeper class coaches. The Mumbai-Jammu Tawi-Mumbai Holi special service will comprise AC superfast trains.
The train from Anand Vihar Terminal to Ranchi will depart every Sunday at 10.50 pm from February 18 to March 11, 2018. The Mumbai-Jammu Tawi-Mumbai AC superfast special train will depart from Mumbai at 6.45 am on March 2 and will return on March 4 at 7:25 am.
On the other hand, the Central Railways has announced eight weekly trains on special charges between Lokmanya Tilak Terminus to Barauni.
The Lokmanya Tilak Terminus-Barauni Holi special train will leave LTT at 2:20 pm on four Thursdays from March 8 to March 29, 2018 and during the return journey it will depart from Barauni at 5:15 pm on four Tuesdays from March 6 to March 27, 2018.

Trains to chala di hai. Or special train hai. Time pe chale to mane hum.
Today (01:36)  Port Ministry in talks with Railways for Indore-Manmad Rail Line to get local produce to the Exports Market (
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Other News

News Entry# 329748   Blog Entry# 3117339     
   Past Edits
Feb 18 2018 (01:37)
Station Tag: Manmad Junction/MMR added by SWR intrastate trains for Karnataka~/36147

Feb 18 2018 (01:36)
Station Tag: Indore Junction/INDB added by SWR intrastate trains for Karnataka~/36147
Indore-Manmad Rail Project is the maiden one taken up by recently constituted Indian Port Rail Corporation Limited (IPRCL) by Union ministry of shipping on December 22, 2017. The objective of constitution of the PSU Corporation is to enhance port connectivity and evacuation.
The railway board has approved DPR of the project and forwarded it to railway ministry for its formal approval. The project, which had been conceptualised about 100 years ago, was approved in 2016 by then railway minister Suresh Prabhu in the railway budget. Thereafter the project got speed and its final earth survey was completed last year and subsequently the DPR was chalked out.
Port Rail Corporation Ltd (IPRCL), which is executing projects worth Rs 1 lakh crore, will build Indore-Manmad rail corridor for shipments of containers to JNPT, Union Minister Nitin Gadkari said earlier. IPRCL is a first-of-its-kind Joint Venture Company (JVC), between the Major Ports under the Ministry of Shipping, and Rail Vikas Nigam Limited (RVNL). From Indore and Dewas 47,000 containers go to JNPT (Jawaharlal Nehru Port Trust). They go via Ahmedabad and Delhi. It takes eight days for containers to reach JNPT. We (IPRCL) are constructing a railway line between Indore and Manmad which can carry shipments in just 24 hours,” Shipping, Road Trnasport and Highways Minsiter Gadkari told reporters on the sidelines of India PPP Summit organised by FICCI.
He said the detailed project report for about 339 km-long project is ready. The project is aimed at cutting down Indore-Mumbai distance by 200 km and would offer a corridor for despatching export containers from Indore region directly to JNPT.
The minister said that 50 per cent of the about Rs 4,000 crore project would be funded by the Railways while the remaing will be offered by JNPT. “Earlier, Railway Minister has said that 50 per cent of the cost will be contributed by the states and the rest 50 per cent by the Railways. Madhya Pradesh and Maharashtra had expressed their inability to do so. I said JNPT will provide 50 per cent and the rest 50 per cent will be provided by the Railways,” Gadkari said.
The discussions on the project are on and the land will be provided free of cost by Madhya Pradesh and Maharashtra governments, which will be converted into equity. State governments have also agreed to exempt taxes, he said. Likewise, the minister said that a Rs 1,000 crore rail line is bieng built to carry coal from Talcher to Paradip where Coal India plans to augment its output from the present 60 MT to 300 MT.
“Coal can easily be transported to Kandla and Mumbai from Paradip after the project,” he said. The nation’s largest port JNPT is planning to takeover the idle port assets in its close vicinity which are struggling to takeoff, as it tries to expand into newer cargo categories beyond its stronghold of containers, a top government official said. “This port was thought of as a satellite port to the Mumbai Port, But now time has come that we have to think of satellite port to this port as well,” shipping secretary Gopal Krishna told reporters here today.
He mentioned two projects – Revas and Vijaydurg – which are under consideration apart from three others, that can be taken over from concessionaires who had bagged the project in the past. The Revas port project is promoted by largest corporate Reliance Industries, while the Vijaydurg port in south Konkan, which is located in close proximity to the Rs 1.5-trillion mega refinery, was promoted by a company run by politician-turned media entrepreneur Rajeev Chandrasekhar.
Asserting that JNPT is a financially-strong port, he said the ministry has undertaken feasibility studies for the assets and will be taking a decision accordingly. It can be noted that the JNPT has already announced a slew of projects including the multi-thousand crore terminal at Wadhavan off the Dahanu coast to be built by deep-sea land reclaiming and dry ports in four locations of Maharashtra. JNPT acting chairman Neeraj Bansal mentioned the country’s largest container port is keen on handling liquid and polluting bulk cargo in the future due to requirements of the country or the locality.
The government is cognizant of ports requiring large investments and is committed to do so. There are studies which we are doing in collaboration with some financial institutions. Once the results of the studies will come, then we will assess whether it is a good proposal or not. Everything has to be weighed in terms of its financial and technical viabilities.
He seemed to suggest that the progress on Wadhavan has not been satisfactory as the port is facing resistance from the locals, difficulties in getting green clearances and also facing trouble because it is located in close vicinity of strategic installations.
The secretary, however, said the port is moving ahead with the DPR (detailed project report) for the project.
Krishna said the ministry continues to be in talks with railways for having the Indore-Manmad railway line which can help in getting local produce to the export market.
Bansal said the JNPT is also carrying out works of over Rs 2,000 crore on the dry ports front and will be coming out with some results soon.
Progress on the Sittwe port project in Myanmar is hindered by concerns on connectivity from Indian soil, he said, adding a road will be built from Manipur for the same.
Meagre allocations in the Railway Budget
The reluctant approach of central government in handling railway projects involving great public interest as well as foreign exchequer earning got exposed in the recently presented Union budget, which included railway budget as well.
In a disappointing turn, the budget, presented on February 1, had just Rs 100 crore allocated for 339-km-long Indore-Manmad railway project estimated at Rs 10,000 crore. Strangely, the apathy was despite the fact that the project once completed would reduce the distance between Indore and Mumbai by about 150 km and thus, avail the shortest route to dispatch export consignment from Pithampur to Jawaharlal Nehru Port Trust (JNPT) Mumbai.
According to pink book of the Railway Budget for 2018-19, Rs 100 crore has been sanctioned for the important project, while as per the detailed project report (DPR) the estimated cost is Rs 10,000, with railway contributing Rs 4983.99crore and the Union shipping ministry the rest.
Criticising the move, experts said that the fund sanctioned in the budget was quite insufficient to complete the ambitious project early, and if the government continues to fund the project in such small amounts after long intervals, the project might take at least next 10 years to complete, with project cost being doubled up.
Chief of Indore-Manmad Railway Project Struggle Committee, Manoj Marathe expressed deep disappointment over the paucity of fund in railway ministry. He said that the sanctioned amount was almost nothing against the projects’ estimated cost of whopping Rs 10,000 crore. He said that “My petition on the issue is still pending before Indore Bench of MP High Court and we shall again approach court demanding it to serve notice to railway ministry to increase allocation of funds for the important project.”

Ministry of Railways has directed Zonal Railways to discontinue pasting of reservation charts on the reserved coaches of all trains at all erstwhile A1, A & B category stations as a pilot project for 6 months starting from 1st March, 2018.
Physical/digital charts will continue to be displayed at the platform of the train. At those stations where electronic charts display plasma have been installed and the same are functioning properly, physical reservation charts at such platforms can be stopped.
Earlier, pasting of reservation charts on the reserved coaches of all trains was
discontinued at New Delhi, Hazrat Nizamuddin, Mumbai Central, Chennai Central, Howrah and Sealdah Stations of Indian Railways on experimental basis for a period of 3 months.

Link for the names of  Erstwhile A1 & A category railway stations in which pasting of reservation charts on train coaches will be discontinued for 6 months with effect from 1st March 2018
Source: click here
Yesterday (16:49)  Two Special Trains between Secunderabad and Santragachi (
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New/Special TrainsSCR/South Central  -  IR Press Release  

News Entry# 329736     
   Past Edits
Feb 17 2018 (16:49)
Station Tag: Cuttack Junction/CTC added by SWR intrastate trains for Karnataka~/36147

Feb 17 2018 (16:49)
Station Tag: Bhubaneswar/BBS added by SWR intrastate trains for Karnataka~/36147

Feb 17 2018 (16:49)
Station Tag: Visakhapatnam Junction/VSKP added by SWR intrastate trains for Karnataka~/36147

Feb 17 2018 (16:49)
Station Tag: Vijayawada Junction/BZA added by SWR intrastate trains for Karnataka~/36147

Feb 17 2018 (16:49)
Station Tag: Santragachi Junction/SRC added by SWR intrastate trains for Karnataka~/36147

Feb 17 2018 (16:49)
Station Tag: Secunderabad Junction/SC added by SWR intrastate trains for Karnataka~/36147
In order to clear extra rush of passengers, South Central Railway will run two special trains between Secunderabad - Santragachi as detailed below:-
Accordingly, Train No. 02513 Secunderabad - Santragachi special train will depart Secunderabadat 21:40 hrs o­n 26thFebruary, 2018 (Monday) and arrive Santragachi at 03:00 hrs o­n the next day.
In the return direction, Train No. 02514 Santragachi - Secunderabad special train will depart Santragachi at 11:20 hrs o­n 28th February, 2018 (Wednesday) and arrive Secunderabad at 16:30 hrs o­n the next day.
these special trains will stop at Nalgonda, Miryalaguda, Guntur, Vijayawada, Eluru, Tadepalligudem, Rajahmundry, Samalkot, Visakhapatnam Vizianagaram, Srikakulam Road, Palasa, Berhampur, Khurda Road, Bhubaneswar, Cuttack, Bhadrakh, Balasore and Kharagpurstations in both the directions.
These Special trains consist of AC II Tier, AC III Tier, Sleeper Class and Brake, luggage cum generator car Coaches.
The chief of the Prime Minister’s Economic Advisory Council Bibek Debroy has now presented a paper saying the policy of 100 per cent electrification needs more study.
Last year, the government decided to electrify the entire broad gauge network of the Indian Railways by 2022. Over the years, the rate at which electrification has progressed has been determined both by how much money has been available, as well as the returns on investment that the Railways got from operations on these lines. The more the traffic, the better are the returns on electrified routes.
all electrified routes also ran diesel trains because in a network that has both tractions, total segregation is neither possible nor viable. The chief of the Prime Minister’s Economic Advisory Council Bibek Debroy has now presented a paper saying the policy of 100% electrification needs more study.
Electrification is cheaper, but…
Globally, the cost of operations has been cheaper on electrified routes. However, for it to be cheaper than diesel traction in the overall transport economics, the total traffic on that route must cross a certain threshold of Gross Tonne Kilometres (GTKM). This is the unit of measurement of total weight of locomotives and coaches carried per kilometre in a year on a route. A committee of experts headed by retired Railway Board Member (Traffic) C M Khosla determined that value at 53 GTKM in 2002. The World Bank has in the past suggested around 52 GTKM.
This is because unlike diesel, an electric engine requires heavy overhead equipment to run. Capital expenditure for this electrification is over Rs 1 crore per kilometre. The only way to recover this cost is by running trains — and if the number of trains does not cross a certain threshold, the calculation for the transporter goes into negative territory. On that parameter, the average GTKM value of currently electrified routes is around 45.
It, therefore, makes more sense to electrify routes that see heavy traffic volumes — which is what the Railways have done over the years. This is also why there is no talk of electrifying the 2,000-odd km of metre gauge and narrow gauge lines; the stress is more on converting them to broad gauge first. For the same reason, of the 22,019 km of the busiest double/multiple lines, a little over 82% already stand electrified. And everyone seems to agree that electrifying the remaining 3,842 km is a good idea.
The single-line problem
Of the 67,000-odd route km of railway network (narrow, meter gauges included), 39,658 km are single lines with mostly very poor train traffic volumes, almost less than half of the heavy-density electrified routes. This portion also includes the “uneconomic branch lines”. When the Railways say they wants to electrify the entire broad gauge network, they mostly mean the remaining single lines on the network.
Due to the poor density of both freight and passenger traffic, the Railways have not found financial justification for the electrification of these routes. Data show only 28%, or 7,190 km, of single lines are electrified — that too, due to operational reasons. With the stress on network capacity expansion, most single lines may be doubled in the future. However, the doubling will have a bearing on easing operational bottlenecks more than increasing traffic volumes — which is mainly determined by economic activity.
So the dilemma is, should the Railways also electrify these routes at a projected loss?
The cost breakup
The Railways spend around Rs 16,000 crore in diesel bills, and around Rs 10,000 crore in power bills, annually. It buys diesel at state rates, and power at an average per-unit cost of Rs 6.50.
Of the Rs 16,000 crore diesel bill, around Rs 8,000 crore are taxes. While the tax component varies from state to state, the Railways on average pay around 53% of the total diesel bill as taxes. Electric traction is more or less tax-neutral. The transporter is also purchasing directly from power producers at best-available rates per unit.
So, half of the money the Railways want to save is taxes ploughed into the economy that go into welfare schemes of the state, while most of the rest go to oil PSUs.
Also, stakeholders say, if GST is implemented on diesel, the Rs 8,000 crore the Railways pay in taxes would be almost halved even if the rate is 28%. It remains to be seen if the Railways wait for the government’s GST move before taking a final call on the choice of traction.
The power gain
The biggest argument put forth in favour of total electrification is the yearly saving to the tune of Rs 8,000-10,000 crore on the fuel bill. However, calculated at present rates, the total capital cost of electrification could be around Rs 40,000 crore. The cost of replacing the current fleet of around 5,800 diesel locomotives could be around Rs 50,000 crore. Taken with the maintenance infrastructure needed, the total figure may be Rs 1 lakh crore.
The Railways would have to borrow much of this money, while factoring in the cost of depreciation of assets. The servicing of this debt is an issue that needs to be looked at closely, experts say.
Environment, flexibility
If the Railways consume around 2,776 million litres of diesel, they currently require around 15,000 units of electricity, mostly coal-based thermal power. Total electrification might require the generation of an estimated 1,800 MW of additional power. The Railways have traditionally justified dual traction of diesel and electric on a variety of grounds, including, importantly, operational flexibility. During times of disaster or war, diesel engines have been more reassuring. While talking about 100% electrification, policymakers have discussed keeping a small fleet of diesel locomotives handy for such purposes.

Diesel or Electric in future Railway Transportation – Questions of Infra costs, Logistics & Flexibility for Railways
Source: click here

Useful: 1
Yesterday (16:52)
1012698/Aslam Shaikh   334 blog posts
Longers freights with high powered diesels are the key to achieve high profits. A freight train in USA is at least 3 kms longs with high carrying capacity as compared to our freight cars. Our freight cars look like match boxes in front of them. Money is going down the drain because of irrelevant decision of 100% electrification.
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