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News Posts by karbang~

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Dec 13 (14:05) Suburban rail systems in India: Can Bengaluru take a leaf from their books? (
Commentary/Human Interest
SWR/South Western

News Entry# 371428  Blog Entry# 4099678   
  Past Edits
This is a new feature showing past edits to this News Post.
The year was 2010. Praja RAAG — a non-profit dedicated to research and advocacy work on local civic issues in Bengaluru — started the ‘Namma Railu’ campaign in the city with the launch of a ‘Call to Action Report”.  Namma Railu was the moniker given to the campaign for Commuter Rail, also known as Suburban Rail in India.
While the term commuter rail focuses on the commuter, the word suburban rail focuses on the area served, the suburbs. Both refer to the same mode, though internationally the term ‘commuter rail’ is used more often.
advocacy campaign was launched by Praja RAAG around the report to explain the virtues of using the existing Indian Railway tracks and commerce that has flourished around these stations over many years. This advocacy campaign started with a train ride and touched all pillars of democracy along the way: society, business, government.
As part of the Steel Flyover Beda campaign, the Citizens For Bengaluru (CfB) decided to also suggest and put together some asks (‘Bekus’ – meaning wants), which led to the #chukubukubeku campaign taking off in December 2016 from the buzz already created by the Namma Railu campaign.
The new government which came to power in May 2018, in its budget, announced a 30,000 crore Elevated Corridor project consisting of seven serpentine roads cutting across the heart of the city, instead of pushing for the Suburban Railway project although an MoU had been signed between the Ministry of Railways and Government of Karnataka in January 2017. This MoU had, in fact, provided for the formation of a Special Purpose Vehicle Vehicle (SPV).
Citizens again stressed on the need to push the suburban rail first, with their #ModaluTrainBeku campaign in August 2018.
Why commuter rail?
India’s GDP is rising and there is pressure to create more jobs. A McKinsey report on urbanisation in India says 70% of net new employment will be generated in cities by 2030. The burden of this urbanisation first falls on the cities with an already existing brand and the first casualty of any increase in commerce is Mobility.
There is thus an urgent need in cities to focus on mass transport. The mobility pyramid needs to be inverted to induce more efficiencies into the transportation in the cities. Train-based mass transport pre-dates the motor car. It continues to be a reliable people mover because of its right of way.
Many types of train systems have been deployed in many countries. But let us, for now, take a look at one particular type called the commuter rail or suburban rail.
What is the difference between Metro and Suburban/Commuter Rail?
In simple words, Suburban/Commuter rail serves a population that lives beyond the city limits in suburbs (beyond 15 km) (as obvious from the name), while Metro Rail serves population within city limits (12 km to 20 km). Compared to rapid transit (or metro rail), Suburban/ Commuter rail has lower frequency, following a schedule rather than fixed intervals, and fewer stations spaced further apart. They primarily serve lower density suburban areas (non inner-city).
In India, Indian Railways operates interstate services on all tracks in the country. The Indian Railways Act did not allow trains to be operated by anyone else beyond municipal boundaries. The Metro Railways Act of 2002 allowed the NCR region to break free and build metro systems.
This act was amended in 2009 to allow other cities like Bengaluru to build metro systems beyond BBMP boundaries. Until the amendment, BMRCL had to take refuge under the Indian Tramways act to build the metro system.
Examples from around the world
London: A report by Takao Okamoto and Norihisa Tadakoshi in October 2000 documents the history of commuter railway systems across the world. London was the world’s first city to build a public transport system, starting with intercity rail links in the mid-19th century, but railway construction within the built-up city was banned in 1859, so terminals were located on the city outskirts.
As of 2013, the commuter railway had 12% ridership within the Greater London Area of 1578 The 12 commuter train networks have 52 lines and 1,325 stations forming a rail network of 4,300 km today.
Berlin: Berlin’s railway system was developed quite early and a modern network of some 300 km was already in place by the 1930s. Berlin’s S-Bahn consists of 15 lines totalling 331 km with 166 stations. It carries over 770,000 passengers each day serving greater metropolitan area having a population of 4.30 million in an area of 7340
Moscow: The first subway line in Moscow was opened in 1935 and was quickly followed by a succession of new routes and branch lines. The Stalinist regime saw the subway system as a symbol of prestige, so subway stations (or ‘palaces’) were designed with considerable grandeur. Today the Moscow trains are operated by Central PPK and its network includes 10 lines.
Paris: The Réseau Express Régional, commonly abbreviated RER, a hybrid suburban commuter/rapid transit system serving Paris, France and its suburbs was opened in 1977. The RER combines the operations and roles of a local city-centre underground rail system and suburbs-to-city-center commuter rail. Inside the city center, the RER functions much like the Métro, but is faster as it has fewer stops. This has made it a model for proposals to improve transit within other cities.The network consists of five lines and the network has 258 stations covering 587 kms and has several connections with the Paris Métro within the city of Paris.
Cities in USA: Currently, there at 26 operational commuter rail systems located in 29 major U.S. metropolitan areas. The following are the cities and suburbs having a commuter rail system: Albuquerque and Santa Fe, Austin, Baltimore and Washington DC, Boston, Chicago, Chicago and South Bend, Dallas and Ft. Worth, Denton and Dallas, Los Angeles, Miami and Ft. Lauderdale, Minneapolis and St. Paul, Nashville, New Haven, New York (2), Newark, Philadelphia, Philadelphia and Harrisburg, Portland ME, Portland OR, Salt Lake City, San Diego, San Francisco, San Jose, Seattle, Washington DC and Alexandria.
Suburban/Commuter rail systems in India
The Suburban/Commuter rail system in India too has some of the oldest and largest networks in the world. Suburban/Commuter/local trains in India form the backbone of public transport in many cities including Mumbai, Kolkata, Chennai, Lucknow, Kanpur, Delhi, Hyderabad, Pune. Bengaluru, Ahmedabad, and Coimbatore are in the pipeline.
Mumbai and Kolkata have the largest suburban network in India, with Mumbai servicing more than 400 kms and close to 80 lakh people using it every day (see table below)! Chennai and Hyderabad carry lakhs of people a day. Delhi and Pune also use suburban services, although in skeletal form.
A snapshot of some of the commuter rail systems in the major metropolitans of India are shown in the table below:
Greater Mumbai – 458.28 sq km.
Chennai City – 426
NCT (National Capital Territory) – 1,484 km²
Hyderabad City – 650 km²
(Census 2011)
Greater Mumbai: 12.4 million
Chennai City– 4.6 Million
Kolkata City – 4.5 million
NCT – 16.8 million
Hyderabad City – 6.7 million
Bengaluru does not have a dedicated Suburban/Commuter rail system yet. However, according to a Namma Railu campaigner, the dreams seem to be slowly inching towards realisation with the central government clearing Rs 17000 crore for 500 services a day and 200 kms of serviceable zone. Currently, there are about 94 services that the Indian Railways runs on these segments, carrying around one lakh passengers.
A full-fledged Suburban/Commuter rail needs a dedicated special purpose vehicle to provide focus, infrastructure, funds and operational expertise for the local shuttles. The only way Bengaluru will get to the capacity of any of the above Indian cities sustainably is by switching tracks, and doing so fast.
In the end, as IAS official Sivasailam once remarked in a meeting on commuter rail, “Where there is a will there is a railway, or we (shall) only have survey (s).”
Dec 02 (15:46) ಕೊಡಿಗೇಹಳ್ಳಿ ರೈಲ್ವೆ ಕೆಳ ರಸ್ತೆಕಾಮಗಾರಿ ಪುನಾರಂಭ (
New Facilities/Technology
SWR/South Western

News Entry# 370626  Blog Entry# 4062209   
  Past Edits
Dec 02 2018 (15:46)
Station Tag: Kodigehalli/KDGH added by karbang~/50057
Stations:  Kodigehalli/KDGH  
ಬೆಂಗಳೂರು: ಭೂಸ್ವಾಧೀನ ಸಮಸ್ಯೆಯಿಂದಾಗಿ ಅರ್ಧಕ್ಕೆ ಸ್ಥಗಿತಗೊಂಡಿದ್ದ ಕೊಡಿಗೇಹಳ್ಳಿ ರೈಲ್ವೆ ಅಂಡರ್‌ಪಾಸ್‌ ನಿರ್ಮಾಣ ಕಾಮಗಾರಿ ಪುನಾರಂಭಗೊಂಡಿದೆ. ಕೆಲ ದಿನಗಳಿಂದ ಅಂಡರ್‌ಪಾಸ್‌ನ ತಡೆಗೋಡೆ ನಿರ್ಮಾಣ ಕಾಮಗಾರಿ ಕೈಗೆತ್ತಿಕೊಳ್ಳಲಾಗಿದೆ. ಬಾಕಿ ಉಳಿದಿದ್ದ ರಾರ‍ಯಂಪ್‌ ನಿರ್ಮಾಣದ ಕಾಮಗಾರಿ ಪ್ರಗತಿಯಲ್ಲಿದೆ. ಇನ್ನೂ ಕೆಲವು ಕೆಲಸ ಬಾಕಿ ಇದ್ದು, ಜನವರಿಯೊಳಗೆ ಸಾರ್ವಜನಿಕ ಸೇವೆಗೆ ಮುಕ್ತಗೊಳಿಸುವ ಗಡುವನ್ನು ಗುತ್ತಿಗೆದಾರರಿಗೆ ಬಿಬಿಎಂಪಿ ವಿಧಿಸಿದೆ. ಬ್ಯಾಟರಾಯನಪುರ ವಿಧಾನಸಭೆ ಕ್ಷೇತ್ರ ವ್ಯಾಪ್ತಿಯ ಪ್ರಮುಖ ಮೂಲಸೌಕರ್ಯ ಯೋಜನೆಯಾಗಿರುವ ಈ ಕಾಮಗಾರಿ ನಾನಾ ಸಮಸ್ಯೆಗಳನ್ನು ಎದುರಿಸಿತ್ತು. ಅಂಡರ್‌ಪಾಸ್‌ ನಿರ್ಮಾಣಕ್ಕೆ ಜಾಗದ ಕೊರತೆ ಇದ್ದರೂ, ಅದನ್ನು ಲೆಕ್ಕಿಸದೆ ಕಾಮಗಾರಿಗೆ ಚಾಲನೆ ನೀಡಲಾಗಿತ್ತು. ವಾಸದ ಹಾಗೂ ವಾಣಿಜ್ಯ ಕಟ್ಟಡಗಳನ್ನು ಸ್ವಾಧೀನ ಪಡಿಸಿಕೊಳ್ಳಲು ನಿಖರ ಕಾರ್ಯಪಟ್ಟಿ ರೂಪಿಸದ ಕಾರಣ ಕಾಮಗಾರಿ ಅರ್ಧಕ್ಕೆ ಸ್ಥಗಿತಗೊಂಡಿತ್ತು. ಈ ವಿಚಾರವಾಗಿ ಸ್ಥಳೀಯನಾಗರಿಕರೊಬ್ಬರು ಪ್ರಧಾನಿ ಕಾರ್ಯಾಲಯಕ್ಕೆ ದೂರು ನೀಡಿ ಗಮನ ಸೆಳೆದಿದ್ದರು. ಇದಕ್ಕೆ ಸ್ಪಂದಿಸಿದ್ದ ಪಿಎಂಒ ರಾಜ್ಯ ಸರಕಾರಕ್ಕೆ ಸೂಚಿಸಿ ಕಾಮಗಾರಿಗೆ ಇರುವ ಅಡ್ಡಿಯನ್ನು ನಿವಾರಿಸುವಂತೆ ಮನವಿ ಮಾಡಿತ್ತು. ಆನಂತರ ಸ್ಥಳೀಯ ಶಾಸಕ, ಸಂಸದರ ಮೇಲೆ ಒತ್ತಡ ಹೇರಿದ್ದರಿಂದ ಎಚ್ಚೆತ್ತ ಜನಪ್ರತಿನಿಧಿಗಳು ಕಾಮಗಾರಿಗೆ ಇದ್ದ ಅಡಚಣೆ ನಿವಾರಿಸಿದ್ದಾರೆ. 3 ವರ್ಷದಿಂದ ಕುಂಟುತ್ತಾ ಸಾಗಿದ ಕಾಮಗಾರಿ: 2010ರಲ್ಲೇ ಯೋಜನೆ ಘೋಷಣೆಯಾದರೂ ಅನುದಾನ ನಿಗದಿಯಾಗಲು ವಿಳಂಬವಾಗಿತ್ತು. ಮೂರು ವರ್ಷದ ಹಿಂದೆ ಕಾಮಗಾರಿ ಆರಂಭವಾದರೂ, ಮೂರ್ನಾಲ್ಕು ಬಾರಿ ಸ್ಥಗಿತಗೊಂಡಿತ್ತು. ಇದರಿಂದ ಯೋಜನಾ ವೆಚ್ಚ 18.77 ಕೋಟಿ ರೂ.ಗೆ ಏರಿದೆ. ಬಿಬಿಎಂಪಿ ಹಾಗೂ ರೈಲ್ವೆ ಸಹಯೋಗದಲ್ಲಿ ಯೋಜನೆಯನ್ನು ಕೈಗೆತ್ತಿಕೊಳ್ಳಲಾಗಿದೆ. ಹತ್ತಾರು ಬಡಾವಣೆಗಳಿಗೆ ಸಂಪರ್ಕ ರಸ್ತೆ: ಕಾಮಗಾರಿ ಪೂರ್ಣವಾದಲ್ಲಿ ವಿದ್ಯಾರಣ್ಯಪುರ, ದೊಡ್ಡಬೊಮ್ಮಸಂದ್ರ, ಕೊಡಿಗೇಹಳ್ಳಿ, ಬ್ಯಾಟರಾಯನಪುರ, ಥಣಿಸಂದ್ರ ವಾರ್ಡ್‌ನ 100ಕ್ಕೂ...
ಹೆಚ್ಚು ಬಡಾವಣೆಯ ನಿವಾಸಿಗಳಿಗೆ ಅನುಕೂಲವಾಗಲಿದೆ. ರೈಲು ಸಂಚರಿಸುವ ವೇಳೆ ಗೇಟ್‌ ಹಾಕುವುದರಿಂದ ಎರಡೂ ಬದಿಗಳಲ್ಲಿ ಕಿ.ಮೀ.ಗಟ್ಟಲೇ ವಾಹನಗಳು ಸಾಲುಗಟ್ಟಿ ನಿಲ್ಲುತ್ತವೆ. ಇದರಿಂದ ಇಲ್ಲಿ ಟ್ರಾಫಿಕ್‌ ಜಾಮ್‌ ಆಗುತ್ತಿತ್ತು. ಜತೆಗೆ ತುರ್ತು ಕೆಲಸ ಇದ್ದವರು ಈ ಗೇಟ್‌ನಲ್ಲಿ ಸಿಲುಕಿದರೆ ಸಮಸ್ಯೆ ಎದುರಿಸುತ್ತಿದ್ದರು. ಈಗ ಸೇತುವೆ ನಿರ್ಮಾಣಗೊಂಡರೆ ಆ ಸಮಸ್ಯೆ ನಿವಾರಣೆಯಾಗಲಿದೆ. ಈಗ ಕಾಮಗಾರಿ ನಡೆಯುತ್ತಿರುವುದರಿಂದ ವಾಹನ ಸಂಚಾರ ಮಾರ್ಗವನ್ನು ಬೇರೆಡೆಗೆ ತಿರುಗಿಸಿದ್ದರೂ, ಬಳಸು ದಾರಿ ಹಿಡಿದು ಸಾಗಬೇಕಿದೆ. ಸ್ಥಳೀಯ ನಾಗರಿಕರು ಕೂಡ ಬಾಕಿ ಕಾಮಗಾರಿಯನ್ನು ಕಾಲಮಿತಿಯೊಳಗೆ ಪೂರ್ಣಗೊಳಿಸಿ ಸುಗಮ ಸಂಚಾರಕ್ಕೆ ಅವಕಾಶ ಮಾಡಿಕೊಡುವಂತೆ ಒತ್ತಾಯಿಸಿದ್ದಾರೆ.
Dec 01 (15:43) Karnataka: Track doubling between Padil and Jokatte to be completed by March 2019 (
New Facilities/Technology

News Entry# 370503  Blog Entry# 4059250   
  Past Edits
Dec 01 2018 (15:44)
Station Tag: Jokatte/JOKT added by karbang~/50057

Dec 01 2018 (15:44)
Station Tag: Padil/PADL added by karbang~/50057
Stations:  Padil/PADL   Jokatte/JOKT  
MANGALURU: MP Nalin Kumar Kateel has said on Wednesday that work on rail track doubling between Padil and Jokatte will be completed by March 2019.
This fact came to the fore during a meeting called by the MP to review the progress of railway and national highway projects in Dakshina Kannada.
“Work on the tunnel will take about a year to complete. Once this 10-km long double track is commissioned, it will decongest the train traffic between Thokuru and Mangaluru Junction that forms the main passage for all traffic that moves
towards Konkan Railway and receives traffic from there.”
An official of Southern Railway that is commissioning this project said track doubling is an important project that the zonal railway has taken up and is aimed at ensuring better North-South train traffic connectivity.
Responding to a demand by an activist to re-introduce Mangaluru-Miraj train via Sakleshpur-Hassan-Arsikere, another railway official said this could be considered from Mangaluru Junction and not Mangaluru Central railway station. Ever since the metre gauge line was dismantled in 1994-95, Mangaluru-Miraj train service has not been reintroduced. While goods trains began operating on this stretch in 2006, passenger trains started later.
G Hanumanth Kamath, president, Nagarika Hitarakshana Samiti said division of Southern Railway earned the highest revenue from Mangaluru. Notwithstanding this, the division continued to show “step-motherly” attitude to Mangaluru as it did not take up and complete the railway projects at the expected speed. A case in point is not building additional platform at Mangaluru Central station as well as the second entrance gate, he noted.
Sudarshan Puttur, railway activist averred that carving out Mangaluru railway division from Palakkad could help to address the injustice that is being meted out to railway needs and aspirations of this coastal city. Without committing himself to this emotional demand, the MP said that there are many problems in this regard. The union government has sanctioned Rs 1,500 crore for railway projects in Mangaluru region since 2014, he noted.

Dec 01 (15:57)
Salaam Rocky Bhai~   5817 blog posts   319 correct pred (55% accurate)
Re# 4059250-1            Tags   Past Edits
Some one could have demanded making Mangaluru as new division and include under SWR zone.Such demands are been listening from long time but their are no strong actions from railways on this issue.Two places Mangaluru & gulbarga are badly treated in giving services and royality just utilising their profit and Popularising some divisions with earnings of these places profits.
Dec 01 (15:23) JV finally formed for suburban rail (
IR Affairs
SWR/South Western

News Entry# 370502  Blog Entry# 4059200   
  Past Edits
This is a new feature showing past edits to this News Post.
The Registrar of Companies has given its formal written consent for the setting up of a joint venture company to implement the dedicated suburban rail corridor for the city.
BENGALURU: The Registrar of Companies has given its formal written consent for the setting up of a joint venture company to implement the dedicated suburban rail corridor for the city.
“The move was approved on November 26. As per the new shareholding pattern of the Karnataka Rail Infrastructure Development Enterprises (K-RIDE), the state will hold 51% ownership while the Railways will hold 49% share,” a
top railway official said.  
The Railways has already released its share of Rs 2.45 crore towards funding the JV, he added. This newly reconstituted JV will set up the Special Purpose Vehicle which will build the suburban rail for the city.
 A top railway official said it would take nearly ten years for the entire suburban rail network to be instituted, while RITES has suggested a six to seven year period to complete it.
Dec 01 (15:21) Construction on Iconic Chenab Rail Bridge Stops, Kashmir Rail Link Project Delayed Further (
IR Affairs

News Entry# 370501  Blog Entry# 4059194   
  Past Edits
This is a new feature showing past edits to this News Post.
The rail line is now likely to miss the latest 2020 target also as the main work on the bridge has stopped.
The project includes construction of several bridges and tunnels along the route. Image courtesy: Konkan Railway Corporation
New Delhi: After missing several deadlines, the Kashmir rail link project is likely to be delayed further as the construction of the Chenab bridge has stopped since October 2018.     
work on the main arch for the iconic bridge over the Chenab river in the Katra-Banihal section – which is a part of the flagship Udhampur-Srinagar-Baramulla Rail Link project – has stopped since October 20 due to contractual issues, according to railways sources.
The rail line is now likely to miss the latest 2020 target also as the main work on the bridge has stopped.
The work has stopped over problems involving the anti-rust painting of the main arch and other similar contractual issues, according to people with knowledge of the matter.
In order to prevent rusting, there needs to be a certain type of paint applied to parts of the main arch. This has become a problem as there is a difference of opinion between the Konkan Railway and the contractor on the quality of the painting.
Konkan Railway has been given the responsibility to execute the Kashmir rail link work, which is a national project.  
Besides the painting problem, other issues including arbitration have also cropped up between Konkan Railway and contractors which have caused stoppage of the work, thus posing further delays in the project, sources added.
When contacted, Vijay Sharma, the chief administrative officer of the Kashmir rail link project said that the issues may be sorted out soon.
“There were contractual issues because of which work has stopped. A meeting between two parties is slated on December 6 and we are hoping that it would be sorted out,” Sharma said.   
The erection of the Chenab bridge has proven to be a challenging task. The main arch in the 1.3-km-long bridge is crucial for the project as it entails carrying heavy segments from two ends of the bridge – the Kauri and Bakkal ends – and involves the world’s longest cable crane arrangement.
Estimated to cost Rs 1,250 crore, the Chenab bridge work started in July 2017 with a target of completing construction by the end of 2019.
Chenab Bridge is designed to be blast proof, wind proof and seismic resistant. Image courtesy: Konkan Railway Corporation
Railway Board Member (Engineering) Vishwesh Choubey, however, maintained that the deadline will be met despite the temporary stoppage of work.
“There are arbitration issues and work has stopped. But we are hopeful of meeting the target,” Choubey said.
The Chenab bridge is located in the Himalayas and comes with extremely complex, fragile and daunting geological features in the form of faults, folds and thrusts. Detailed site-specific seismic analysis have been carried out by IIT, Roorkee and IISc Bangalore.
About two-thirds of the 326 km Jammu-Udhampur-Srinagar-Baramulla rail link is ready. The portion that needs to be completed is a 111 km stretch between Katra, the Hindu pilgrimage town near Jammu, and Banihal on the slopes of Kashmir valley.
Banihal is connected to Baramulla through Srinagar, while Jammu is linked to Katra through Udhampur. The Katra-Banihal project is considered a tough engineering project as it the construction of 27 bridges, including the tallest rail bridge in the world, and 37 tunnels, one of which is the longest in Asia at more than 12 km.
The Katra-Banihal railway track, which is the only missing link between Jammu-Srinagar-Baramulla railway line, would link Kashmir valley with rest of the country by train.
The cost of the Kashmir rail link project was estimated at Rs 2,500 crore when it was approved in March 1995, it was expected to be completed in 2002.  After missing that deadline, the-then Atal Bihari Vajpayee government had in 2002 declared Jammu-Srinagar rail link as a national project and fixed August 15, 2007 as deadline for its completion.
Since then it has missed several deadlines set by successive governments.
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