Hon.� Sir,� ����������������� The entire line upto Ahmedabad is like a extended suburban line. Till the no. of  Raillines are increased by 2 the suburaban Rail traffic will have issues. 

You may please take up matter with Vilasrao Deshmukh, who has suggested for Indore-Manmad line. You are aware that for Delhi bound Trains that is the traditional route. On connecting Manmad-Indore  about 36 trains which (causes disturbance to Rail Traffic to island City can very well pass through to from Delhi-Indore-Manmad- Nasik -Mumbai  or Panvel and  Madgaon ,Mangalore, Ernakulum. This also reduces distance between Delhi-Banglore-Mysore via

Manmad-Daund and South.� News item :   The 75-km-long Panvel-Roha section will get an additional railway line by June. The total cost of the project, which began 2008, is estimated to be Rs 404 crores being done by CR)   . From Dahanu to Ahmedabad

372 kms line (which is plane compared to Konkan route) can be completed by KRC in 5 years within reasonable cost which WR l multiplies by 5 to 10 times> If you see WR has major achivement is�� raising platform at BCT,FOB. Otherwise Delhi Metro work could not have gone to KRC nor J& K Rail project. Even for 300 km Gandhidham -Palanpur guage conversion they formed a Kutch Railway Co. with HQ in Delhi. WR has mastery in manipulations while replying RTI , Parliament or Courts.�   �

 

������������������������ Situation is that though there are two ministers with MBA qualfications,One technocrat in PMO,� Hon. Ahmed Patel Gujarat is today the most adversely affected State on Rail Issues. One can travel in DURONTO  TRAIN in Rs.365  from Mumbai to Nagpur 835 kms (Equivalent to Mumbai-Kutch)� which is not possible in Saurashtra Express (which slower than Passenger train on Konkan Route)� for a similar distance. Gujarat is outside India for WR. I wrote letters neither Solankiji reads nor Dineshji. Yesterday I have sent a mail to  Maharshtra Minister from angle of Maharashtra to sort out the issues which affects both the states.   

When Janshatabdi Train on Konkan route covers Mumbai-Ahmedabad distance in less than 7 hours, that should be the first demand for a Janshatabdi Train.� 

�And Gujarati  community who show good amount of due diligence  in Small/micro(kodino hisab)  amount calculations have proved to be fool by crores of amount (as WR has wasted time & money merely on Surveys in Gujarat with Pluto calendar for the last three decades.  Every time Gujarat MPs when they meet Rail Minister they talk of  Bullet Train instead of talking  them to run existing high speed cost -effective trains already running in India other than Gujarat. All Inter-City Express running in Gujart are in reality a Ordinary passenger trains classified elsewhere.� 

( The 75-km-long Panvel-Roha section will get an additional railway line by June. The total cost of the project, which began 2008, is estimated to be Rs 404 crores). Two more lines are required between Mumbai(Dahanu-because upto Dahanu it is being done)� -Ahmmedabad(considering that traffic

level is just like extended suburban lines from Mumbai) Central Railway has wonder.If the task is given to KRC, they can lay these two lines in the range of Rs.2000 crs.. while it will be 8 to 10 times by WR.��

  �   

WR follows either Jupiter/Pluto calendar so that what KRC can do in 3 years it multiplies according to the Jupiter/Pluto Calendar so also the cost : 1988-89: Maski-Dahod Project is in limbo, Bad luck of Indore till date: Khandwa-Indore broadguage not carried out by WR

�

ShriSunil Kadamof Sangli-Kolhapur belt and resident of Visnagar town in Mehsana district (since the time of Gaikwad Regime) has given interesting facts ���

Every Rail Minister, when visits CM,Gujarat/MPs from Gujarat �diverts the talks from REAL ISSUES and �WR team waste time on Bullet Train between Pune-Ahmedabad /Mumbai-Ahmedabad. MPs of both States should meet to sort out the issues.

Thanks, 

R.C. Joshi

Namaskar and greetings.

Reg; Next Railway Minister should be from Maharashtra.Why? : Railways has created a State (of its own within Western States) The Stateof Railways (Rail Raj) RailBabus fooling bothMaha&Guj on Rail Infrastructure spending (This can be observed only when we see the combined picture) - Formation of West-Coast Railways Zone(may be by merger with KRC. -Instead of Worst Zone Award WR got Best Zone Award! WR has made a laughing stock of Rail vision 2030 while KRC almost complied. - Introduction of Ahmedabad –Pune Janshabdi Train on the lines of Mumbai-MadgaonJanshatabdi Train as DAY Train covering 580+580= =1180 kms(No Railway Station in Gujarat from Mumbai exceed 1000kms).Pune- Ahmedabad via Panvel(611kms) is shorter than Pune- Madgaon via Panvel(642 kms). - Some Rail Babus want us to limit our attention upto Dahanu (the causes are deep routed) and not beyond for Contracts(as staff is required to be there on-site at frequency) and made easier for Delhi side contractors).

This happens only in India!: Raju & Satyam, Telecom Sector praised-Shaheed Balwa got awards And now the Western Railway (actually the Worst Railways for its core sector passengers) gets Best Zone Award).

We have done six/four lines of Road but for carrying goods/ container still Railways are preferred because railways the world over are cost effectiveand so is with Passenger Train traffic.

The news about WR Exhibition(Rail Museum items) at Churchgate(which is a ritual by WR) indicate that during BB&CIR(Bombay Baroda & Central India Railway Company - the initiative of Great SayajiraoGaikwad in association with the British Raj , the railways on West part of India was good. i.e. Khandaan was good but what about present generation ! (Why should we look beyond Dahanu? Because it was our forte. Gaekwad Regime covered almost entire Gujarat (leaving some parts of Saurashtra& Kutch).BB&CI Railway gave opportunitiesto all those who hailed from Satara-Pune-Nasik-Khandesh-Baroda-forGaekwad State administration. That is how these families dispersed in various parts of Gujarat, and by virtue of marriages, settled there only. After Shiv Sena initiated taking up cudgels in Railway Recruitment, WR has shifted Recruitment to Ahmedabad where there is a Red Carpet for candidates coming from Bihar & UP for even grade IV posting by virtue of attaching Special Coaches for trains to & fro to Bihar & UP. Even though traditional route for Mumbai Delhi is not from BCT-Vadodara-Ratlam; Road traffic goes via Dhule-(old/New)Agra Road to Indore/Delhi, Railway Board has shelved the project suugestion by Hon. Vilasrao Deshmukh for Nasik-Manmad-Indore,Hon. Sonwane,MP from Dhule & Hon.S.A.Patil,MP from Shirur). It appears Rail Babus are Ruling both Maha & Guj.from Delhi, Churchgate/ Badhwar Park(i.e. around MANTRALAYA)Hon. Solanki and Hon. Diensh Trivedi have failed to perceive real crux and its solutions and both are ignorant about West Sector Rail Issues. Railway Board has shelvedthe suggestion of Hon. Vilasrao Deshmukh, which can reduce the Rail Traffic Congestion in and around Mumbai. Further ,Distance ranging from minimum 50kms to 280 kms get reduced for the following routes :

Mumbai-Indore-Delhi-CST,The trains from Delhi & northwards towards-Kerala like Delhi-Indore-Manmad-Panvel(these trains at present take a 260 kms turn at Vadodara and again atVasai Road for Panvel disturbing the Rail Traffic flow to island city). This fact has not been brought out in PIL by Rajkumar Chorge for Virar-Dahanu Rail Issues. )

Delhi-Indore-Manmad-Daund-Bangalore & Mysore,and South. Who can do this? KRC team of late shri Hon. Madhu Dandwate &Geoprge Fernandes who stopped at Panvelwhich otherwise could have connected Delhi from Panvel via some ghat section before Igatpuri to Nagda(left hand job for KRC team)- complying with the Chinese ethos of first reduce geographical distance as closer to air distance for Railways. This has been done for Mumbai-Kerala Trains. Under the honest guidance of Sri E. Sreedharan this becomes very easy).

It is high time that instead ofrejoicing over the past WR needs to improve upon railways services by restoring the train services with improvements that were run by British Raj(I have just given example how Vadodara Passenger train no:45 from Mumbai was made unviable systematically instead of introducing/extending/increasing the types of trains that are being operated by Konkan Railways(established in very difficult terrain within shortest time possible), Central Railways(which after coming into operation of KRC) has improved a lot. When would WR rise to this level for its core sector train issues? The train no: 45 was a boon for passengers for Mumbai-Virar-Palghar- Dahanu-Vapi-Surat, Bharuch-Ankleshwar-Vadodara. Instead of Ordinary trains it is running Saurashtra ExpressFirozepur Express which are slower than Dadar-Sawantwadi Passenger Train.

Mumbai Local Railway Network:

Mumbai-Kasara-121 Kms.(Central Railway) Mumbai-Karjat-100 kms.(Central Railway) Mumbai-Roha-144 kms.(Harbour Local Network).These trains are operated from CST. Beyond Kasara, Karjat and Roha there are Ghat sections so local Railway network is upto this station. While Britishers should be thanked for laying Railwaylines on these Ghat sections beyond Kasara-Igatpuri-Nasik-Nagpurand Karjat-Lonavala-Pune.After experiencing delay of 4 minutes for Passengers train, CR has announced ‘no entry for goods train till 10 PM, keeping the spirit of Rail Mission towards fulfillment of aspirations of Passengers. CR can very well handle Churchgate Dahanu trains. We know how much time did WR took for four lines between Borivali-Virar? How much cost ? All WR projects have Time Overrun and

hence Cost Overruns.( The 75-km-long Panvel-Roha section will get an additional railway line by June. The total cost of the project, which began 2008, is estimated to be Rs 404 crores).(Present-This is the area where even Britishers kep away to lay Raillines.

MUMBAI: Central Railway (CR) has undertaken work on expansion of tracks in the Panvel-Roha railway section.

The exercise will pave way of introduction of more services to south India and Konkan, besides aiding freight movement from ports like Rewas, Dighi, Jaigarh, Jawaharlal Nehru Port Trust (JNPT) to various parts of the country. Central Railway (CR) has undertaken "doubling" of Panvel-Roha railway section which will pave way of introduction of more services to south and Konkan, besides aiding freight operations from ports like Rewas, Dighi, Jaigarh, Jawaharlal Nehru Port Trust (JNPT) to various parts of the country.

The 75-km-long Panvel-Roha section will get an additional railway line by June. The total cost of the project, which began 2008, is estimated to be Rs 404 crore.

A senior official said, "The operations from the ports are going to increase over a period of time. There is also a proposal to set up a private freight terminal in Dharamtar. The single rail route will prove inadequate in future to cater to freight traffic in future.. The only option available is to transport the goods by road, which could turn to be out economically unviable

To cater to the increased demand, CR officials have undertaken the work on strengthening the existing network by laying additional line.

The official added, "We can also consider providing connectivity from the ports to the dedicated freight corridor(DFC) from Dadri to Mumbai, passing through Delhi, Haryana, Rajasthan, Gujarat and Maharashtra."

The surging power needs requiring heavy coal movement, booming infrastructure construction and growing international trade has led to the conception of the Dedicated Freight Corridors.

Currently, a double line exists only up to Panvel, beyond which there is single line up to Roha. "After the expansion is complete, there will be double lines up to Roha. From Roha onwards, the section belongs to Konkan railway, which also runs on single line up to Mangalore,"

The official explained doubling of Panvel-Pen-Roha will open up the path on this section as traffic will get distribute from single track to double track. This will facilitate faster movement of trains to South and North via Panvel.

The official said, "The distribution of the existing traffic on double line will open up options for introduce more train that to southern Part of India."

Now take the example of Gandhidham Palanpur Road Project :

The cost spent merely for guage conversion of existing lines with Port.

crs

Rail Vikas Nigam Ltd. 100

Kandla Port Trust Ltd 52

Guj Adani Ltd 40

Govt of Guj 04

Bal

Total Euity 200

Debt 300

Total 500

(China in its railway policy kep a theme that Railways distance between the places, as far as possible, reduce the gap between air distance & Rail distance). In India KRC had made theme possible through on Koknan Railways. If you would go through the time table the northern parts of Kerala from Mumbai which would take 44 hours now takes less than half the time. Mumbai-Mangalore 900km in 14 hours in difficult terrain and Saurashtra Express takes 20 hours though plane land(easy for Railways).

                 By going through the write up with news item  The   75-km-long Panvel-Roha section will get an additional railway line by June. The total cost of the project, which began 2008, is estimated to be Rs 404 crores). Since 1970 we have seen that Virar Passenger would not allow Andheri/Borivli Passengers and how many years it took to complete Borivali virar 2 lines.    

you would agree that there is something wrong with WR which is creating problems for both Maha & Guj and instead of reducing congestion creating passenger traffic. Suggestion for Nasik-Dhule-Manmad-Indore Rail project has been shelved by Railway Board.  Even  one  looks from the British time it is understood that  Delhi is more closer  via  Nasik- Manmad-Indore Delhi. Our Shirur MP  Hon. S.A Patil has suggested for Pune-Nasik Train. Even this  enables Train from Mysore/Bangalore to Indore /Ajmer, Jaipur and Delhi and upwards distance closer than  present route. From Kerala Train  comes to Manmad then Pune onwards as shown earlier reduces distance. Now a days Train from Kerala come to Panvel then take a left turn to Vasai and again right turn of 260 kms at Vadodara for Ratlam is causing disturbance to Rail Traffic moving in island city of Mumbai  apart from increased distance. Hon. Sonwane ,MP from Dhule has made number of suggestions.Sir, Your suggestion of connecting  Indore need to be mad active again because Mumbai- Delhi is near from this route only. This can be quickly completed by KRC team as WR follows Jupiter/Pluto calendar(so also cost)   . By the time they complete surveys again and again you would find KRC team having completed Nasik- Manmad- Indore route.  After 1998-99 survey the Railways again took up surveys for Dahanu –Nasik route.    Mr. Muniyappaji should be convinced that  Port is shifted to Nhava Sheva as it is falling on mainland and to reduce congestion in Mumbai. But from Panvel (mainland) to island landside (Vasai Road) defeating very purpose of  Rail traffic congestion. RailBabus proves supreme and challenged education level of

Hon. Dinesh, Hon. Solanki, and making redundant the science and technology knowledge of  Hon. Pitrodaji.      Passengers in Southern State can travel in Ordinary train with comfort while Passenger in WR sector even in Express and Superfast Train, there is absence of  dignity to travel (When we see Films when there are few passengers travelling comfortably- that time I think how these Railway afford with scant passengerswhile the passengers in West Sectors have to sacrifice dignity while travelling.

For surveys these suggestions time and moneys have been wasted on Surveys while KRC has done wonders. The injustice being meted out both Maharashtra & Gujarat.  When you combine the issues you get real picture of being injustice. And also how the Railways are  defeating the State Government objective of  decongesting  Mumbai. Recently there was a PIL(public interest litigation)  filed by Rajkumar Chorge for Railways from Virar to Dahanu. Only nobody has filed PIL for beyond Dahanu as it affects Maharshtra as well where Gaekwads ruled and in turn affects the entire Western Sector of India.  There are SL class  for Duronto Trains from Mumbai -Kolkata, Delhi- Chennai & Delhi-Kerala(coaches of SL Class coaches)  but not for  Pune-Delhi Duronto and Mumbai-Ahmedabad Duronto. Both Hon. Solankiji & Dinesh Trivedi has failed to perceive the threat paused to both Guj. Maha & Indore on the Rail  issues from RailBabus. 

-Some Ministers manage the BABUS to get trains or types  for their area (All Rail Ministers so far hailed from Bihar & WB).                - Some BABUS manage ministers to get trains for their area( You can get Superfast trains from Porbandar to Bihar but no such superfast train from Somnath/Porbandar to Mumbai even though there is a high demand on the lines of Mumbai- Mangalore or Mumbai-Madgaon Jan-Shatabdi Train)  -Some Rail Ministers not even able to diaognise or take cognizance of the Rail Problems in their areas.Further they are managed rather dictated by  RAIl BABUS to further create stressed conditions/ compound the Rail Issues  in the area of Origin/ Gujarat area to which they represent.They have to study the Revenue pattern of other trains to meet the challenge by RAIL BABUS.  Shankarsinh and Kashiram Ranaji for more than three decdes shouted for increase in no. of Raillines between Mumbai-Ahmedabad  but no impact. Unless Maha   Guj MPs study this Rail Babus which are prompt to increase Mumbai-Marwad-Raj.trains by a dozen  (that too of NWR)  during the last two years increased by dozen, leaving the demand for trains on the lines of Mumbai-Madgaon Janshtabdi hanging. Instead of giving separate  Rail Zone for Ahmedabad, the  NWR was formed (thanks to late shri Bhairosingh Shekhawat,the ex -VP) leaving Maha &  Guj   rail  problems compounding.  Gujarat MPs are in Utopia as instead of asking for Mumbai-Janshatbdi for Mumbai- Ahmedabad which is a past in IR history which can reach Ahmedabad faster than Shatabdi Train now running there, they are kept in dream of costly bullet train, that too under the draconian regime of WR who follow Jupiter/plutoCalendar(as also cost) whose capacity to draw out new excuses to draw more funds. Their capacity : FOB, Raising platform Otherwise KRC team would not have been called to buils Railways in J & K and also Delhi Metro.        

 Majority of inputs for  north -Gujarat has come from Shri Sunil Kadam (originally of Sangli-Kolhapur belt) and settled  in Visnagar since  the time of Gaekwad Regime. And Gujarati/Kutchi communitywho show good amount of due diligence in Small/micro(kodino hisab) amount calculations have to be proved to be fool by crores of amount (as WR has wasted time & money merely on Surveys in Gujarat

with Pluto calendar for the last three decades.

WR follows either Jupiter/Pluto calendar so that what KRC can do in 3 years it multiplies according to the Jupiter/Pluto Calendar so also the cost : 1988-89: Maski-Dahod Project is in limbo, Bad luck of Indore till date: Khandwa-Indore broadguage not carried out by WR

ShriSunil Kadamof Sangli-Kolhapur belt and resident of Visnagar town in Mehsana district (since the time of Gaikwad Regime) has given interesting facts

Every Rail Minister, when visitsCM,Gujarat/MPs from Gujarat diverts the talks from REAL ISSUES and WR team waste time on Bullet Train between Pune-Ahmedabad /Mumbai-Ahmedabad. MPs of both States should meet to sort out the issues.

WR RETROGRADES FOR ITS CORE SECTOR AND CALLS IT PROGRESS :

Mumbai- Ahmedabad is like a trunk (of a tree) upto Ahmedabad while Saurashtra, North Gujarat and Kutch and Marwad (was till Ahmedabad-Ajmer Broadguage Conversion) being like branches of the tree. Despite known to the world that Mumbai-Ahmedabad traffic is highest(even before the time computers were introduced) the crooked ideas of WR has put Train Reservation position of Gujarat bound trains at its worst and in stressed conditions. Meaning if you want to go to Chennai from Mumbai by Chennai mail You can get your reservation confirmed even if you book ticket 1 week prior to departure with 99% probability while in Gujarat Mail from BCT it is not possible 99.99% even if you book your ticket 11 weeks before. By broadguage conversion trunk of the tree got raised from Mumbai to Ajmer. This benefited onlyMarwad Passengers who had to get down along with passengers Ahmedabad for onward journey before the Ajmer-A’bad broadguage conversion.

When Ajmer-Ahmedabad broadguage conversion was in process - North Gujarat Passengers from Patan&Mehsana Branch lines (including Rail Passenger association Members) thought they will get direct connectivity to Mumbai once conversion is over. And it would also get connect Taranga-Ambaji Plan passed in 1930.

But what happened: Taranga, Kheralu, Visnagar(the names of these stations: Mehsana toTaranga -appeared as-fare list- at Mumbai Central Outstation ticket window till the premises were converted into Reservation Centre at BCT): lostdirect connectivity to even Ahmedabad (i.e. Taranga to A’bad 125 kms) which the peoplehad ever since 19 th Century and instead of getting service they have been putto disservice. Nobody has filed PIL so far. Taranga is area of Lord Budhha-Viharas visited by Huen Tsang of China.

Further, Reservation quota is not kept in NWR trains for these stations(Taranga, Kheralu,Visnagar etc.) You may be aware that at Mehsana in Arvali Express, nearest train passing through,WL runs in three figures on an average(.Palanpur-Unjha-Mehsana has meager quota.(I had 423WL from Mehsana-BDTS in Aravali Express on 26.1.11).

Now Mehsana –Patanline is converted Patan, Patan-Mumbai train is not introduced till date and forced to see NWR passing through their stations.This is how commercially viable train sector since 19th century is cut off and led to unviable.

It will not be out of place to state the great Mr. Nelson Mandela who used the phrase the “allow the people to get on the train of economic prosperity”:those who get on to the train of economic prosperity should also who look at the people who are left behind, very people who helped/allowed (passage) for the train to pass. They should not be just kept watching the train pass through without giving them an opportunity to get on to the train. Rather, they should keep the space for them. The unscrupulous authorities may trick pass the train at inopportune timings or luxury train not falling within their range. This injustice may lead to division of a nation in decades to come.

Unknowingly & surprisingly the statements were coinciding with the actual train problems faced by the 1.5M people of North Gujarat in Mumbai. While people of Jodhpur,Bikaner have their separate trains under NWR, the people of north Gujarat are just kept watching these train pass through at their stations as against the demand of 400-500 berths at Mehsana, Unjha, Patan, Palanpur allotment of berth is just 10-15 berths: while WR is yet to act on this score. We once again request your kind consideration for introduction of Patan-Mumbai-Patan train, apart from attaching coaches to & fro NWR trains passing through Mehsana, Unjha, Patan, Palanpur. Visangar-Kehralu-Taranga Stations have been given quota in Lokshakti Express (earlier Ahmedabad Janta Express) thity years back :moreover Taranga Line people have lost direct connectvity to Ahmedabad available since 19th

century-luckily WR did not face any PIL for the last over two dacades fordisservice by way of connectivity. : Reservation quota is till date not allotted in Arvalli Express at Mehsana (for Visnagar-Kehralu & Taranga people-one is required to go to Ahmdebad to catch the train instead about just 24 kms away from Mehsana Station ) as it is passing through Mehsana:Many a times people have taken risk of losing connection to Lokshakti due to trains from Mehsana not reaching Ahmedabad being late despite leaving 7 hours back by Rail Bus for 125 kms distance from Taranga to Ahmdedbad.

How this happened! WR did not take up simultaneous broadguage conversionof Mehsana branch lines as it had only certain State Passengers in mind.

Non-conversion of Mehsana Branch lines(which existed in 19th Century & British laid this only when they were viable commercially) along with Ajmer-Ahmedabad broad-gauge conversion (now compare how much time taken for merely conversion & cost incurred vis-a vis such work carried out by SCR. It would be difficult for CAG to track the Audit trail* i.e. but that is not the aspect to draw your kind attention)speak of shortsightedness on the part of WR. Rather the affected people have legal recourse against WR (as they do not have Organisations which in Mumbaiwe have) for depriving them of already available direct link - will there be inititation for staff accountability for loss of revenue to WR? from Taranga Hill-Ahmedabad since 19 th Century & the same is not restored till today while rail line already exists uptoHadad Road Station 26 kms short of Ambaji. The gauge conversion of Mehsana Branch lines should have been taken upsimultaneously along with Ajmer–Ahmedabad. WR should take interest like Britishers in administering Railways.  Rather extending from Taranga Hill(from Varetha to TimbaMetreguage line is already existing,Timba Station to Hadad Road Station 20 kms. is also existing,What is required is Hada Road to Ambaji:26 kms.) Taranga Hill to Ambaji& connecting that route from Palanpur to a nearest point would give WR an edge over road transport (Like Railways to Shirdi).

First take broadguage conversion to from Timba to Hada Road as line is not in use And complete Hadad Road to Ambaji(26 kms.) and only come back to conversion of Taranga-Mehsana lines (Prpject work be given to KRC as WR will take years.Ambaji(within top 5 most visited pilgrimage place in India about 8 years back). In 1930 ShriBhavaniDanta State Railway Project & BB &CI(Bombay Baroda & Central India Railway Company –established by SayajiraoGaekwad Regime-who hailed from Satara, Kolhapur area where Mahalaxmi Temple wished that Pilgrims from those areas would be able visitAmbaji as well-it was like Hyderabad to Ajmer train for Nizam State people) had carried out survey & projected a cost of Rs.28,79,583 with distance from Varetha as starting station with proposed Railway Stations as under:

Timba : 8 kms. Satlasana : 13 kms. Bhavagadh: 21 kms. Hadad Road: 28 kms. DantaRoad : 33 kms.Ambaji : 54 kms.

From Varetha to TimbaMeterguage line is already existing, Timba to Hadad 20 kms is also existing,What is required is Hadad Road to Ambaji : 26 kms.) Taranga Hill to Ambaji& connecting that route from Palanpur to a nearest point would give WR an edge over road transport (LikeRailways to Shirdi). For Timba-Ambaji Survey has been carried out in 1930 & Central Government, the then British Government had accorded their sanction in

1930 for construction of this Railway line. Construction work of the line had started& a track of 28kms was completed which exists now. Work requires to be resumed with broadguage. The last lag of 26 kms.from Danta Road to Ambaji passes through mostly forest/ Government land. So land acquisition is not a issue. Material for construction : Stone, Metal &labour are available at the sight at reasonable price. For KRC it is a left hand job for which WR would take years.

-In that case distance from Ahmedabad-Ambaji would be about 30 kmsmore than Churchgate –Dahanu.

Survey has been carried out in 1930 (may be post-independence again). Survey has also been carried out to link Ambaji-Abu Road by connecting Khedbrahma. All these would save traffic from being routed through Ahmedabad apart from saving in distance in terms of Kilometers. When sanction is already carried pre-independence what new excuses WR is looking for, when the facts of Ambaji visitors is also well known! It is a left hand job for KRC.

Did you know that Mumbai-Pune  Shatabdi Train which was introduced simultaneously with Mumbai- Ahmedabad Shatabdi Train was discontinued and  was substituted by  Inter-City Express with a fare of Rs.51 in 3 hrs. by Central Rail as to the Compliance of  Indian Railways Mission i.e. To fulfill aspirations of people.  The demand was for Pune-A’bad /Mumbai-Ahmedabad JanshatbdiTrain obviating the need for overnight journey. Instead of meeting aspirations of people(Railway Mission) WR introduced Mumbai-A’badShatabdi& to ensure its continuation, WR has increased the stops for this Shatabdi Train & is keeping away from meeting demand of introduction of trains on the lines of Mumbai-MadgaonJanshatbdi train in a cost-effective high-speed train for Pune-Ahmedabad/ Mumbai Ahmedabad.

Down gradation of trains being branded as upgradation (WR calling super slow passenger trains as inter-city Express which in fact are slower than passenger trains elsewhere in India and thus charging unfair fares by unfair means that too by a Government of India owned Organization. (I have given example of nearby Zone as CST is closure toChurchgate Station so that they can verify) take Mumbai to Ambajiin less than Rs.75 within 11 hours.

Britishershave already laid triangular route of Ahmedabad-Viramgam-Mehsana : There is a lot of scope to reduce pollution within Ahmedabad City(by triangular route established by British Raj) & also Day Trains provided train departure & arrival & ticketing is done on the lines     of old Delhi Station .

Taking the cue from the statement that hardly there is any talukawherefrom S.T. Bus does not ply to Ambaji as there is hardly any Railway Station without employee origination

from UP/Bihar/Raj(despite NWR formation), at least university level education should be introduced enough to get recruitment in Railways: then you can see Somnath-Mumbai or Gandhinagar Mumbai on the lines of Mumbai-MadgaonJanshatabdi Trains. Shivsena has rightly claimed 10000 marathi employees in Railways and succeeded in its mission.

News item in website/Newspapers :

The 75-km-long Panvel-Roha section will get an additional railway line by June. The total cost of the project, which began 2008, is estimated to be Rs 404 crore. A senior official said, "The operations from the ports are going to increase over a period of time. There is also a proposal to set up a private freight terminal in Dharamtar. The single rail route will prove inadequate in future to cater to freight traffic in future. The only option available is to transport the goods by road, which could turn to be out economically unviable.

To cater to the increased demand, CR officials have undertaken the work on strengthening the existing network by laying additional line.

The official added, "We can also consider providing connectivity from the ports to the dedicated freight corridor(DFC) from Dadri to Mumbai, passing through Delhi, Haryana, Rajasthan, Gujarat and Maharashtra."The surging power needs requiring heavy coal movement, booming infrastructure construction and growing international trade has led to the conception of the Dedicated Freight Corridors.

Another News item :KONKAN RAILWAY BAGS TWO MORE PRESTIGIOUS PATENTS ON SKYBUS IN UNITED KINGDOM (U.K.) FOR TRACK SWITCHING SYSTEM FOR AN ELEVATED SUSPENDED COACH TRANSPORTATION SYSTEM

KONKAN RAILWAY BAGS TWO MORE PRESTIGIOUS PATENTS ON SKYBUS IN UNITED KINGDOM (U.K.) FOR TRACKSWITCHING SYSTEM FOR AN ELEVATED

SUSPENDED COACH TRANSPORTATION SYSTEM

It is a matter of pride and prestige for Konkan Railway that it has been granted two more International Patents on SKY BUS in United Kingdom (UK) on 19th October, 2011 for ‘Track Switching System for an Elevated Suspended Coach Transportation System’ for Intellectual Property Patent Nos. GB2457864 & GB2458605 filed by the Konkan Railway. 

Features: (These features are stated to indicate that when KRC can do it in most difficult areasthen it is a left hand job for KRC to undertake Railline for Pune-Nasik-Indore connectivity which benefits southern states the most apart from Indore. Why Railway Board is not doing something easy and talking of corridor and congesting Mumbai as also southern trains to Delhican travel without going to Panvel, then left turn to Vasai Road(disturbing both local network) and again taking right turn to Ratlam by 259 kms). Sir I want to see You.

 

  Gauge : Broad gauge (1676 mm)

  Route Length : 760 km

  Ruling Gradient :1:150 (compensated) (0.67per cent)

 Rails :(UTS – Ultimate Tensile Strength)

52 kg 90 UTS (welded rails)

 Sleepers :(PSC – Pre Stressed Concrete)

PSC mono block sleepers

  No. of curves : 320

     

Earthwork  

 Maximum heightof an embankment :

25 m

  Deepest Cutting : 28 m

  Total earthwork : 88.77 million cu.m

     

Stations  

  Total No. of Stations : 59

     

Bridges  

  Major Bridges : 179 (Lineal waterway21.50 km)

Minor Bridges :1,819 (Lineal waterway5.73 km)

  Total : 1,998

  No. of Road Crossings :300 (Road over bridges/road under bridges)

     

Materials  

  Total Quantity of Cement :6,00,000 tonnes

 

  Total Quantity of Steel : 80,000 tonnes

 Total Quantity of HTS :(HTS – High Tensile Steel)

3,160 tonnes

  Total Quantity of 2,00,000 tonnes

Structural Steel :

  Rails : 1,00,000 tonnes

  PSC Sleepers : 12,87,000 nos.

Signaling :Panel interlocking withcolour light signals

  Telecommunications :State of the art optic fibrewith digital communication

     

Longest Span  

  For Concrete Bridges : 53.5 m (PSC Box Girder)

  For Steel Bridges : 124.2m (open web steel through girder)

  Longest Bridge : Across Sharavati river in Honnavar (2065.8 m)

  Tallest Viaduct : PanvalNadi (64m. high)

 First Bridge to be launched by Incremental Launching :

PanvalNadi Viaduct (420m long) PSC box girder

 

Savings in Distance (Kms.) Other Konkan

 

Savings

 

Routes Railway

 

 

    Mangalore-Mumbai 2,041 914 1,127

    Mangalore-Ahmedabad 2,653 1,358 1,295

    Mangalore-Delhi 3,033 2,249 784

    Cochin-Mumbai 1,849 1,336 513

     

Cost of Major Components  

  Land : Rs. 144.88 crore

  Earthwork : Rs. 473.15 crore

  Bridges : Rs. 332.11 crore

  Tunnels : Rs. 538.40 crore

  Track : Rs. 488.65 crore

 

  Station Buildings : Rs. 71.02

 Savings in Travel Time (Hrs.) Other Konkan Savings Routes Railway

 

    Mumbai-Mangalore 41 15 26

    Mumbai-Cochin 36 24 12

    Mumbai-Goa 20 10 10

 

Note : These savings in travel time are based on a maximum speed of 100 kmph for passenger trains. However with higher speed trains, savings in travel time are likely to be significantly higher.

 

The Konkan Railway was the missing link between India’s commercial capital, Mumbai, and Mangalore. The 760-kilometre line connects Maharashtra, Goa and Karnataka States — a region of criss-crossing rivers, plunging valleys and mountains that soar into the clouds.The Konkan is a coastal strip of land bounded by the Sahyadri hills on the east, and Arabian Sea on the west. It is a land where mythology breathes side by side with economic growth,a land with rich mineral resources, dense forest cover and a landscape fringed with paddy, coconut and mango trees. The formidable terrain to be conquered and the short construction period meant that the project could only be completed with the help of several technological innovations. Apart from setting a trend for other infrastructure projects in the country, the Konkan Railway provides concrete proof of the skills of Indian engineers, their discipline, team spirit and courage. But it is also a tribute to the unconquerable human spirit. Beyond the technical jargon, it was a leap of faith that made the long cherished dream of the people of the region

possible. 

 The Konkan Railway has also in a way changed the lives of the Engineers and other people associated with the project. For them it was the glory of overcoming all odds, and the satisfaction and pride that they have built something for posterity. 

The completion of the Konkan Railway was a “tryst with destiny” for many people in the Konkan region, redeemed in the 50th year of the nation’s Independence. It is hence entirely

fitting that the first train on the completed track was flagged off on January 26, 1998, Republic Day.

But parameters of these earlier alignment surveys were not modern enough. There were sharp curves and gradients, which would have become bottlenecks. So Konkan Railway Corporation Ltd. went in re- survey to increase the hauling capacity and speed potential.  

Many half-hearted attempts had been made over the previous century, and especially since the sixties, to extend the Railway in the Konkan region by linking Panvel to Diva in October 1964, and Panvel and Apta in April 1966. But it was only in 1977, when Prof. MadhuDandavate was the Railway Minister, that Konkan Railway started really becoming a dream. Prof. Dandavate sanctioned the first stage from Apta to Roha, which was opened in March 1986 .  

 

Then, in 1989, when Mr. George Fernandes became Railway Minister, the dream was pursued with greater vigour. In fact, on the first day of his taking over as Railway Minister, he told staff and officers at the Rail Bhavan that he had two projects in mind - Bagaha-Chittauni in Bihar, and Konkan Railway.  

 Mr. Fernandes had a fierce ambition to see the Konkan Railway project through, but arranging funds for such a mega project was going to be tough. Dr. BimalJalan, then Economic Adviser in the Finance Ministry, suggested the idea of a Corporation with the Centre and beneficiary states taking up the project and raising money. With this concept, MrFernandes could convince Mr, V P Singh, the then Prime Minister, and the Chief Ministers of the four states. Prof MadhuDandavate gave his whole-hearted support as Finance Minister.

  Mr. E Sreedharan was Member, Engineering, of the Railway Board and being a born construction engineer, he was very enthusiastic about the idea of the Konkan Railway as it would be a challenging assignment. All paper work for obtaining the approval of the Planning Commission, Cabinet approval for the project, and floating of the Corporation was quickly gone through in 1989. By the time the Railway Budget was presented by Mr. George Fernandes in February 1990, the scheme was ready and included in the Budget. Mr. Sreedharan, who was to retire from Government Service on June 30, 1990, was earmarked to head the Corporation as Chairman and Managing Director.  

 On July 19, 1990, Konkan railway Corporation Limited (KRCL) was incorporated as a public limited company under the Companies Act, 1956. For the first time, the Government of India had departed from its policy of controlling railway projects. Instead, it made the four beneficiar y provinces of Maharashtra, Goa, Karnataka and Kerala partners in the autonomous Corporation, with Mr. Sreedharan as Chairman and Managing Director. The Corporation had a seemingly impossible task. After the laying of the foundation stone at Roha by Mr.SharadPawar on September 15, 1990, it had to conquer the unrelenting terrain between Roha and Mangalore, cross dozens of mountains and rivers, and build a 760 Km. railway line. The project was huge, the time extremely short.

 Where 100 km over easy territor y had taken 20 years, KRCL initially had a mere five years to build the Konkan Railway, a time frame which was further reduced by six months. Four and a half years were by no means realistic, but Mr. Sreedharan's team had yet to realize what kind of terrain they would have to battle, and though some surveys had been conducted, there was no data for the entire stretch in Maharashtra - a route which involved half the length of the line.  

 

The setting up of the organization was one of the most important steps in the execution of this project. With his years of experience on the Indian Railways, Mr.Sreedharan conceived an organizational set-up designed to deliver the goods. The entire project length of 760 Km. was divided in seven sectors, each approximately 100 Km. long, headed by a Chief Engineer. The sectors were Mahad, Ratnagiri (north), Ratnagiri (south), Kudal, Panaji, Karwar and Udupi .With the delegation of adequate powers to Chief Engineers, and compact sectors that allowed for personal attention, KRCL succeeded in overcoming the proverbial 'red tape', and kept up the pace of work . 

 At the corporate office, there was a team of senior officers specializing in civil engineering, electrical engineering, signal and telecom engineering, mechanical engineering, and stores and finance. It was they who provided the strategic inputs of design, planning, tendering and contracting of large works. In the different sectors, Chief Engineers were assisted by Deputy Chief Engineers of the civil, electrical and signal and telecom disciplines, and by Deputy Chief Accounts Officers. The field level was manned by some 400 young engineers recruited from among fresh graduates of engineering colleges — a vital step in keeping the set-up highly motivated and dedicated to the objectives.

 For the project to be a success, the organization had to be kept lean but effective. At the peak of the construction period, there were no more than 2,400 personnel, starting from the CMD to the lowest rung. The establishment of computer Wide Area Networks (WANs) and Local Area Networks (LANs) augmented their efforts, providing instantaneous fax and voice communication all along the route, which resulted in quick decision-making and prevented stalling of work.  

Hon. Patil, Hon. SonwaneSaheb& Hon. VilasraoDeshmukh’s suggestions to decongest Mumbai are for connecting Pune- Nasik and Manmad Indore so that all trains to Delhi which hethereto come to Panvel& taking left turn to Vasai Road (CREATING HUGE RAIL TRAFFIC ISSUE FOR BOTH CR &WR TRAINS) and then in taking right turn from Vadodara can savedistance of atleast 250 kms.How?

(My comments: Here Railways had carried out survey for Dahanu Nasik in 1998-99 & again taken up similarly it has not gone beyond Survey for Pune-Nasik -for which you followed up for years) likewise for Hon. Sonwane’ssuugestions.Hon. VilasraoDeshmukh and for Nasik-Manmad-Indore (350kms. Route is shelved by Railway Board. Orginally Mumbai-Delhi was via Nasik –Bhusawal and connecting Indore can give a good way for Mumbai-Delhi. Further what you have suggested can take Delhi Trains to Kerala via Indore –Manmad-Pune-Madgaon to Ernakulum can save nearly 300 kms. Why KRC not allowed in Mumbai in the form of West Coast Railways? For 30 years I keep the track of this).

(My comments : Why not Mumbai Mono Railwork be handled by KRC. MRVC team is here to Rule West Sector and waste hard earned money of Mumbaikars/West Sector people.

KRC : With this important milestone, which has added feather to its cap , the total number of National / International Patents of Konkan Railway on its various innovative technologies like Sky Bus, Anti Collision Device and Track Identification System in India and Abroad viz European Countries and  United States, Singapore, China and Russia has gone upto  22 Patents, which itself is a great achievement for Konkan Railway in the National / International Arena so far as Intellectual Properties are concerned.

BB&CI Railway Co of Gaekwars (Gaekwads) had done wonderful job in Vadodara (Covering Gujarat for Railways. I have got inputs from Sunil Kadam(who hails from Sangli-Kohapur belt) and for years settled in Visnagar in Mehsana district of Gujarat as to how WR is fooling both Gujarat & Maharashtra, and things are not likely to improve unless KRC(or its team) takes upthe task in the form of West coast Railways. I visited places by Railways in Andhra, Kerala and

Tamilnadu. Passenger in Ordinary trains is travelling more comfortably than a passenger in Western Sector. Suggestions of three of you should be handled by KRC then it can see the light of the day during our lifetime with reasonable cost. Since inputs of ills of WR is more (running in 40 plus pages).

Railways has created a State (of its own within Western States) and particularly the same is not ‘ruled’(Managed) by people who during BB&CI Company used to rule as railways were controlled by over 80% people belonging to the Western Sector and the rest from north & south India. That is how you even today find Khandeshis (CR Patil MP from Navsari&holding many position in South Gujarat), Hon. Shukla, MP from Vadodara. Now there are Rail Babus who are not concerned and take decision for Railways in Western Sector and created a State within each State which is not the State of Western Sector i.e. Injustice to Western Sector.

In one way Maharashtra Government is trying to reduce congestion in island cityMumbai (On the other hand there are lobbies of Rail Babus around Mantralya(Churchgate&Badhwar Park) who have been successful in their malafides defeating the very purpose. The efforts of late Shri Hon. MadhuDandvate and George Fernandes everybody behind Konkan Railways where British Raj also kept away.

Konkan Railway Corporation Limited is the lifeline of Konkan region in particular and that of Nation at large. But it has to be enabled to connect by short routes (as suggested by you) but the vested interests are not implementing your suggestion. Maharshtrashouls take a lead and recapture the Gaekwads BB&CI Railway Company fort to give justice to the Rail issues of Western Sector which is now operated as WR ( input shows that how a Worst Railways get a Best Zone Award! Like Satyam Co. or DB Reality getting Awards). Newspapers have repeatedly indicated in CWG scam there are contractors -charging 10 times to 50 times-associated with Railway Contracts.

When KRC, in difficult terrain, run running Mumbai MadgaonJanshtabdi train why not for Pune Ahmedabad.(Pune-Ahmedabad via Panvel is linger than Pune Ahmedabad via Panvel). There are many firms from Pune/Mumbai which are required to depute their staff onsite in Gujarat Projects but the firms from Delhi are able to do it because Railways have blocked opportunity by various modes.

Once KRC (on formation of West Coast Railways) it can offer(renders) no. of Raillines and frequency of services in this way ,and can be reasonably competitive on pricing , this provides in its own way a key differentiator

For the last three decades what WR overlook is the need to be committed to Rail Issues of its own Zone for several years to bring the speed ,fare and classification in scheduling to fulfillment of Rail Mission/ fruition which at present appear only in case of Delhi bound trainsrunning from Mumbai.

Learning and implementing more efficient cost effective high speed trains , created significant stress by negative attitude and returns or impact on returns and nobody is immune. It is also worth stating that it is unrealistic to expect to stamp-out all ills WR has got, accumulated over the years by biases just because you are aware of them. But more about them can give you an opportunity to pause and consider potential implications of awarding best Zona Award. Further this will help you and your --- to avoid is misunderstanding the outcome of certain actions or inactions or wrongly identifying the reason for best Zone

Maharashtra Jan-SamparkKranti Express is in true sense Maharashtra Jan-Sampark when passes through Raver, Bhusaval, Jalgaon ,Nasik to CST which is presently routed through Vadodara. Moreover, grievances are not read/studied by Minister because ‘they do not have time’ but it also gives scope to the Rail Babus lobby who were not only silent but also produced figures to support ‘rosy picture of Railway Performance‘ by predecessor of Mamtaji. HadMamtaji not come to occupy the post then, the correct picture could not have come out as Mamtaji did through white paper ( i.e. Somebody in your place would just have continued with rosy picture if you had not succeeded rosy picture presentation). But certain adverse effects of rosy picture like unreasonable hike in Pay/ Perks including foreign tours have created permanent finance position leading to precarious Finance position of Railways. Secondly, announcing 78 day bonus just before making news that Railway Finance is in precarious position appears ill-logical as big amount bonus depends on the availability of surplus Finance and all these is the result of ill effects-marks of rosy picture painted earlier. After Mamtaji’s departure, it is evident that the ‘rosy picture lobby’ is active again. How? Ans:WR got Best Zone Award. Because it achieved the set parameters! After reading my write-up and verifying facts (major points I have taken is time table,fare from Internet) and getting confirmed from Minister, you may agree that WR i.e. (Worst Railways) deserves Worst Zone Award.

Now, is it not the duty of Govt. to take against Officials, who cooked up the figures for ‘rosy picture’, by way of Staff Accountability and posted in innocuous position?

It shows the dominance of lobby of Rail Babus in major decisions and lack of impact study by Minister,and the situation is compounded Rail Issues in WR shows. Somebody had interacted raising the rail issues pertaining to WR, the reply as usual was we have to see the issues at National Level? This indicates there is no study made Minister has to be alert from lobbyist.

For this purpose he has to call the database. While CR Publishes monthly news on earnings from Passengers, WR Publishes Freight earnings news, but that too at the cost of passengers Trains where high frequency is needed considering that Rail traffic between Mumbai-Ahmedabad is like extended railines of Mumbai-Suburban Railways.Further, News report indicate that malnutrition level in Palghar, Wada and upwards poverty level is not less and symptoms of naxalite is seen both in Palghar ,Boisar& southern Gujarat.

How the lobby take contracts in Gujarat. There are many firms from Pune & Mumbai whould like their Staff to be deputed in Gujarat on a weekly or fortnightly reporting basis. Because

of Superfast trains from Pune/Mumbai to Gujarat firms have to keep away while northern firms find it convenient.

There are many Those who are required to visit from Mumbai-to parts of Gujarat for social occasions are the middle class level people, who are unable financially to conduct social functions in Mumbai are typically middle class you see in Kolkata or Chennai. Had there been not organizations like Shiv Sena, you would see still Mumbai-Pune Shatabdi Train running which was introduced simultaneously with Mumbai-Ahmedabad Shatabdi Train. There are two Superfast trains & two sitting Class Express Trains running from Mumbai to Pune & return in the evening. So, people travel, not for eating but to reach by a speedy train. Trains are not to be run for Catering Contractor, if it is then it can be restricted to AC Coaches in Superfast Train just like Mumbai-MadgaonJanshatbdi does. For rush towards Ahmedabad in the morning I suggest the following trains, if IR is really implementing the Mission to fulfill aspirations of people(of course with returns more than the other trains covering similar distance.

We have done six/four lines of Road but for carrying goods/ container still Railways are preferred because railways the world over are cost effective and so is with Passenger Train traffic. So as to take advantage of increase rail traffic between Mumbai-Ahmedabad which on the lines of the extended Mumbai-Suburban Railways, the number of Raillines are to be increased by 3 to 4. (No Railway Station in Mumbai to any Railway Station in Gujarat exceeds 1000 kms- Even if one calculates from the elite residential colony of WR Officials in Badhwar Park-in vicinity of Cuffe Parade).

(The Cost-Effective High Speed Train)Train No Dep. Time Departur

e

Arrival Arrival Time

Kms. FARE Rs.

12051 5.10 CST Madgao 14.10 765/580(Mum-Vasco 603kms

197

12052 14.30 Madgaon CST 23.20 765/580(Mum-Vasco

603kms)

197

Food is provided to those who travel in AC coaches(AC fare Rs.680 for 765 kms) others buy from Railway Canteen like all other trains. This Janshatabdi can cover Mumbai-Ahmedabad in 6 hours & Mumbai-Rajkot in little over 8 hours. Mumbai- MadgaonJanshatabdi Train covers to &fro(1180kms) journey as DAY train that too in a utmost difficult terrain where even Britishers refrained to build railways who faced high cost, more time(Karjat-Khandala 10 years and similar for Kasara-Igatpuri) compared to the Railways in erstwhile Mumbai State now under the draconian rule of WR ( Even after considering effective distance against chargeable) the Janshtabdi for Pune , Mumbai &Ahmdeabad is quite feasible.

Creation of New routes and use of New Routes :The travel to northern parts of Kerala which used to take 42 plus hours in 20th Century takes less than half the time in 21sCentury by new route. From Kerala to Delhi short route is from Madgaon to Pune – Manmad: But suugestion of Hon. Patil, MP from Shirur, Hon. Sonawane, MP

from Dhule& that of Hon. VilasraoDeshmukh has not seen the light of the day. On making Patan-Bhildi Route open the distance to Kutch gets reduced by 45-50 kms, and more on extension of Patan-Harij line, which presently operate through Palanpur route.

The following are Fast passenger (not Express or Superfast) classified trains

Train No (Dep. Time) from -to (Arrival Time) Distance (kms.) FareRs

50104 (5.30)Ratnagiri- Dadar (14.20) 423/343 47

50103 (15.35)Dadar- Ratnagri(23.50) 423/343 47

5010550107

(6.20)Diva-Thane to Sawantwadi (17.10)(17.25)Sawantwadi-Madgaon (19.15), a

connecting train to Goa.

465(615)*110

68

5010850106

(6.15)Madgaon-Sawantwadi (8.15), to get connecting train to Mumbai.

(8.55) Sawantwadi-Diva-Thane (21.15)

110 68

Similarly Ordinary trains operate between Verna & Mangalore. WR to note that this Dadar-Ratnagiri distance is equal/equivalent to Mumbai-Anand while Diva-Sawantwadi distance is equal/equivalent Mumbai-Palanpur or Mumbai-Surendranagar where you run super-slow train calling it Express like SaurashtraJanata Express and Saurashtra Express. By keeping connecting trains from Surendranagar to Rajkot-Somnath person can travel during DAY time trains WR can reduce long W/L in night journey trains.*In difficult terrain 465km isequivalent to 615 kms on plane land chargeable.

For Bhavnagar Train you call it Superfast while Arvali Express is called only Express! ( SuryangariExpress,under NWR leaving in the afternoon from BDTS is a true Superfast but there are no sitting reservation to ease traffic uptoPalanpur, if commenced around 12.20 to 12.30 in the noon with stoppages at Kalol and Unjha. WR should prevail upon NWRallowing sitting Reservation in such other trains leaving Mumbai during afternoon hours to ease long WL traffic Mumbai-Ahmedabad-Palanpur in its core sector. After NWR formation WR has allowed more trains of NWR to pass through Ahmedabad Mumbai Sector almost a dozen trains(except recently one train for Kutch with ill-fated time table.) leaving long WL in its core sector compounding. Gujarat MPs including Minister who is also a MBA, have to rise to the occasion. I advise my collegue to book ticket in a NWR train to Jodhpur, when he wants to go A’bad on the same day. So he pays upto Jodhpur for Mumbai-A,bad travel The Readers can add more such trains indicating how WR has sown the seeds of disintegration and have confidence that there are no local organisations who will fight like WR fears in Mumbai, secondly there is no PIL so far on this score).

Is this the criteria(detailed above) of showing high performance by branding downgradation of trains as upgradation, manipulating the speed, but not reaching

destination even near to the level of Ordinary Trains(not Express) Trains stated above.

What WR is doing! A passenger pays for Express train but the actual standard is that of a super-slow i.e. slower than even Ordinary train and still the If the services of Train no.45 Vadodara Passenger or if run upto 615(465) kms like Diva –Sawantwadi, it would avoid multiplicity of trains as also compliance of Ethos of Rail Vision2030 instead engaging itself in manipulation of calling down gradation as upgradation of train and thus charging unfair fares by unfair means that too by GOI Department and increase Revenue to get Best Zone Award. !!

Review by PM :In TV News of 2nd June,2011 indicates that PM has Reviewed Indian Railways. Is PMO guided properly by putting riders like one sided!.(after 2Gmatters, one should doubt that whatever goes there may not necessarily be sacrosanct).

Punctualty: still bigger farceby WR : Another Best Zone criteria is that of punctuality: Here it has played bigger plot!. WR has, in most of the cases increased the time required to reach destination and passenger will feel the train has reached ‘in time’. This despite, the train having undergone number of halts to PASS Goods, Trains and Delhi side/ bound trains(even other than Rajdhani/AK. Express). The magic of punctuality! Even DadarRatngagiri, Diva Sawantwadi are faster than these so called Express trains: *What it has done. In most of the cases it has scheduled much higher time so that it is enough to reach destination as per time shown. For e.g. Mumbai-Porbandar takes 21 ½ hours to cover 955 kms while Mumbai- Mangalore Express takes less than half the time to cover 955 kms, similar situation is for Mumbai-Somnath to cover 923 kms or Mumbai-Jamnagar 812 kms. The same fate is with LokshaktiExpress(worst than ordinary train elsewhere). I may repeat here that Mumbai-Mangalore Express Train (no: 12133) covers distance of 894 kms in 14 hours and even if the number of stoppages were increased, for each stoppage of 2 minutes(which will take away 10 minutes of speed) more than an hour could not have taken for six such stoppages. Why so? How! Because it has branded Ordinary trains as Saurashtra Express,FirozepurJanata Express Train(in fact adding to this Ordinary trains elsewhere takes lesser time than Ordinary Trains branded as Express Trains).

Are you aware of the main cause of French Revolution? When people were starving for Bread , the Queen offered them to go for Cake (which is costlier). Similarly WR offered(introduced) trains like AC Express & Shatabadi(instead of Mumbai- Madgaon type Janshatbdi and fast passenger train like Diva- Sawantwadi & Dadar-Ratnagiari type train this attitude is sowing the seeds of disintegration of India. Beyond French Queen, WR offered bread but branding them as Cake (i.e. Fast/ Passenger trains being run as Inter-City Express).

How systematically rendering BCT-Vadodara Passenger Train no:45- a boon for Palghar-Dahanu-Vapi-Surat_Ankleshwar Passengers(Since the implementation of BB& CI R Co.) as unviable(instead of improving like DadarRatnagiri/Diva-Sawantwadi Passenger trains: First it shifted the train to BDTS, then train was run upto Bhilad, Passenger forced to train twice to reach Vadodara) rather than engaging in dubious terminology in the name of speed. There is treble benefit to WR by keeping the double time

1. To come out as punctual (by hiding inefficiency in punctuality),2.to earn higher as Express trains by running them as slower than ordinary trains.3. Thirdly, it gets best Rail Zone award.A SIMILIE: A school inspector found that in a particular school, the number of students getting First Class, had gone up. Luckily there was no jury from as like for Best Zone Award to WR. Jury may be from SCR/KRC/SR : On analysis he found that the School had awarded First Class to all those Students securing 30% (instead of normal criteria of 60% for First Class). He stopped the School from being declared as Best School, but here WR got the best Rail Zone.Railway Authorities, instead of admitting their mistakes, defend decisions with handicapped/criteria/defective argument instead of bringing the train classification, fare on pan-India basis and correct the wronged to the Passengers of a State who hardly has any say even in terms of employment in Railways and others who are Ministers are credulous enough to be misguided by Babus who at the time of Laluji were a part to Laluji’s rosy picture presentation, who could not question the Rail Babus that how NWR trains increased by a dozen over last two years.

When the best leaders make a mistake, they say "I did it". When their team wins they voice "THEY did it." Robin Sharma.

-WR has assumed the temporary role of freight corridor as primary at the cost of the passenger interests though the route is not convenient. d) WR should Train employees at KRC Training Centre at KRC including on Train Classification, Fare, scheduling etc as Railway Staff College(RSC) , Vadodara has proved to be the darkness below the lamp and wasting money on foreign tours.

-They have to study the Revenue pattern of other trains to meet the challenge by RAIL BABUS. Shankarsinh and Kashiram Ranaji for more than three decdes shouted for increase in no. of Raillines between Mumbai-Ahmedabad but no impact. Unless Gujarat MPs study this, the Rail Babus who are prompt to increase Mumbai-Marwad-Raj.trains by dozen (that too of NWR) during the last 2 years increase by dozen, leaving the demand for trains on the lines of Mumbai-Madgaon Janshtabdi hanging. Instead of giving separate Rail Zone for Ahmedabad, the NWR was formed (thanks to late shri Bhairosingh Shekhawat,the ex -VP) leaving Gujarat rail problems compounding. The Mission of IR: To fulfill aspirations of people and WR has made it as exception for Mumbai-Dahanu - Gujarat bound trains

It appears WR is above the constitution of India, thereby classifies super-slow trains as Express or Intercity or even as Superfast trains, by manipulating average speed otherwise how does it has proved super slow even compared to ordinary trains elsewhere in India and do not run the trains on the lines of Mumbai-MadgaonJanshatabditrains.i.e.when mapped it can cover Mumbai-Ahmedabad distance in less about 6 hours & Mumbai-Rajkot distance in about 9 hours for the last couple of years that too with a fare of Rs.197. The same train makes to & fro journey covering 1180kms without involving night journey. Not only that, the similar types of trains operate in A.P, Karnataka as well & the same can be verifies from Time Table available on Internet.

The State Government looking the Rail Issues as Central Issues , while Minister, is dominated by Rail Babus. If he has courage then he should dare to reintroduce Mumbai-Pune Shatabdi Train by discontinuing the two Superfast trains for Mumbai-Pune,the trick being played by WR to keep running Mumbai-Ahmedabad Shatabdi Train as viable. They should study to see the revenue contribution during of trains introduced during last 3 years.

Post NWR formation a dozen train gone up from Mumbai to NWR are but for its core sector even a single train from Mumbai to its core sector, reflects the WIN for lobby of RAIL BABUS, how finally a train for kutch that too with ill-fated TT & only weekly twice has come up.. There are 99% chances of getting the ticket confirmed if one books ticket from Mumbai-Chennai in Chennai Mail 1 week before, but there are 99% chances of ticket NOT getting confirmed booked in Gujarat Mail even before 11 weeks before. If any of my friend wants to Ahmedabad from Mumbai I suggest him to book the ticket for Jodhpur and get down at Ahmedabad. Why not Ahmedabad SF runs daily instead of just 3 days.I have read that Railway Minister is a simple guy. Then he should travel in a disguised manner and Board Gujarat Express with Reservation at Borivali for Ahmedabad. There is no dignity of travel as it so much crowded. And WR does not run the demanded two Superfast trains in the morning for Mumbai-A’bad as earnings for Railway Catering Contract will go away like Mumbai-Pune Shatabdi train which has been discontinued.

Hon. Dinesh Trivediji should travel with or without reservation in Karnavati SF trains and see how the people go standing in each of the D-1 to D-12 & extra Coaches from Mumbai to Ahmedabad in standing position.

If You go per train earnings by Kms as Standard : WR has quoted Rajdhani to give highest earning, then it uses the word (one sided, this is where the Babus try to put their wrong side to prove correct : ,In reality calculation has to be in terms of Kms. Mumbai- Ahmedabad is almost 1/3rd in terms of distance.

If you assess in Kms. Terms earnings from Karnavati Trains are likely to be higher than RajdhaniTrain ( People travel in standing position, well from A,bad, Vadodara to Mumbai) and Passholder has to buy the ticket: D-1 to D-10 with Extra two coaches :It has seating class with each coach having 105 seats : So Rs.132*105*12 = Rs.1.66 lakhs 700 passengers on an average unreserved Rs.132*700 Rs.0.92 Lakh Plus : C-1 to C-6 coaches with 72 seats Rs.2.03 lakhs

Mumbai—A’bad for a1/3 Mumbai-Delhi distance Rs.4.61 lakhsAfter discounting Sr. citizen & concessional cases Rs.4.5 lakhs*3 when it covers distance equal to Delhi = Rs.13.5 lakhs (Cost of food, Water, night sleeping blankets etc. is Nil in Karnavati, D Class no AC required) ) If that is taken into account the net revenue earned by Karnavati is quite competitive over Radhani.Security cost, Cost by way of Special attention monitoring Karnavati with passengers travelling in standing mode gives better revenue.

Hon. Railway Minister should consider the fact thatabout half a dozen train which leaves Mumbai during 12 hours to 18 hours from Mumbai towards Vadodara/Palanpur to Jodhpur,Ajmer,Bikanr,Jaipur be attached with sitting Reservation coaches so that they can travel at least sitting till Ahmedabad/Palanpur(this is what Southern railway practices And also allows to travel with SL class ticket. DAY Train travels can USE a single train for both to & fro journey to Mumbai.

Once KRC (on formation of West Coast Railways) it can offer(renders) frequency of services in this way ,and can be reasonably competitive on pricing , this provides in its own way a key differentiator . For the last three decades what WR overlook is the need to be committed to Rail Issues of its own Zone for several years to bring the speed ,fare and classification in scheduling to fulfillment of Rail Mission/ fruition which at present appear only in case of Delhi bound trainsrunning from Mumbai.

Learning and implementing more efficient cost effective high speed trains , created significant stress by negative attitude and returns or impact on returns and nobody is immune. It is also worth stating that it is unrealistic to expect to stamp-out all ills WR has got, accumulated over the years by biases just because you are aware of them. But more about them can give you an opportunity to pause and consider potential implications of awarding best Zona Award. Further this will help you and your --- to avoid is misunderstanding the outcome of certain actions or inactions or wrongly identifying the reason for best Zone

Sir, What is expected of is:1. Pune-Ahmedabad and Mumbai-Ahmedabad Janshatabdi trains undertaking to & fro DAY journey on the lines of Mumbai- Madgaon Janshatabdi Trains. 2.Saurashtra Express and Firozepur be classified as Ordinary trains as they are slower than Ordinary trains elsewhere.Restoration of Train No; 45 of BB&CIR Co. times on the lines of Dadar-Ratnagiri.

3. Activation of 270 kms Manmad-Indore Rail Project will congestion as Delhi Trains unnecessarily routed through 260 right turn at Ratlam Vadodara for about 25 trains. Nasik-Manmad-Indore route(Should be implemented KRC) so that Mumbai(CST) to Indore becomes less than 600 kms which now taking 829 kms from BCT Mumbai. So also it reduces distance for Indore Pune & south bound trains for Bangalore, Ernakulum, Mysore etc as well.If you see the projects by WR it is FOB or raising or extending platforms. There are many things to be discussed in person as WR Rail lobby wants to limit us at Dahanu so that we do not have easy access to /look beyond opportunities beyond

Dahanu.

(When newspaper reported CWG scam (where prices charged ranged from 10 times to 50 times) and involvement of Contractors in Rail Contractors) one Rail Official quipped that CWG should have been held in Mumbai as it would have passed off as routine and never come out as scam but that is not issued to be raised here) .

Unless you see/address the issue combined as West Sector you would not get correct picture of maladministration by Railways. Another news item (I think Mid-Day of 4th/11th Feb.,2012)is Rs.20000 crs for Panvel-Vasai corridor.Western corridor is nothing but another money spinning body and then Dinesh Trivedi asking for increase in fare. Goods train can very well ply through the Nasik-Manmad-Indore(on revival of shelved Project and should be implemented by KRC team) with a shorter route without disturbing island city Rail traffic(Nhava Sheva is already on mainland). In India Railways get so many passengers what is required in no. of Raillines. Write up would be long if I write further as to how WR got Best Zone Prize despite having made the laughing stock of Ethos of RAIL VISION 2030 of February, 2008 conference held in Railway Staff College ,Vadodara established by the grate Sayajirao Gaekwad. Now RSC,Vadodara has proved to be a darkness below the lamp. We all know that Laluji was praised at IIM-A without analysisand Mamtaji had to come out with white paper what he had done to create rosy-picture of Railways leading Foreign visits by Rail Babus. Now the same lobby has resumed its operations and Hon. Solankiji and Hon. Dinesh Trivedi are playing in their hands.

FREIGHT CORRIDORS: Spending on Freight Corridor:As per today’s ET Hon. Dinesh Trivedi slams PM for giving short shrifts to the Railways (PM for not ready to fund Rs.1 lakh crores) : From the link : http://articles.timesofindia.indiatimes.com/2012-02-06/mumbai/31029701_1_konkan-‘railway-freight-traffic-mangala-express

MUMBAI: Central Railway (CR) has undertaken work on expansion of tracks in the Panvel-Roha railway section.The exercise will pave way of introduction of more services to south India and Konkan, besides aiding freight movement from ports like Rewas, Dighi, Jaigarh, Jawaharlal Nehru Port Trust (JNPT) to various parts of the country. Central Railway (CR) has undertaken "doubling" of Panvel-Roha railway section which will pave way of introduction of more services to south and Konkan, besides aiding freight operations from ports like Rewas, Dighi, Jaigarh, Jawaharlal Nehru Port Trust (JNPT) to various parts of the country.

(Pl. refer page no:4 for details)

When you go through  you realize that is not the  task of  Railways and Private bodies do care for their goods at Pavel & every port through Private bodies( when you read in between the lines).This is necessary when you go through spending on Western Corridor(another name for corruption for Corrodor).   

Corridor partly relevant  Maharashtra for  while absolutely redundant for  Gujarat :  Further From  Nhava Sheva Goods train(Panvel)  can ply through Nasik -Manmad(without disturbing island city rail traffic) while from  Panvel, as stated earlier 4 lines two for Goods train

While Kandla- Samdari route to Delhi North India, Bhavnagar- Mehsana to Delhi/North Gujarat route -Mehsana towards north,

why Railway Ministry is bent upon creating corridor for  Malafide defeating the purpose of  shifting of port activities to mainland to decongest Mumbai City Rail Traffic to island city). Further for Rail corridor neither Mahrashtra nor Gujarat are beneficaries.   It would just indicate that so many crores of Rupees spent on corridor.  KRC team can take up  project for good train as well as speed trains (COST-EFFECTIVE HIGH-SPEED TRAINS) from Panvel to  an area before Igatpuri (some where along Dahanu-Nasik Line) to touch Nagda junction in reasonable  cost and time.      

Certain Delhi lobby wants to increase its lobby in Mumbai. BB&CI Railway company handled well despite commercially viable concept while present Railway  is punishing the passengers for a less than 1000 kms distance  compared to the fared that has been attributed over the period and claim social viability. Thanks,

CA Rajendra Joshi (B.Com(Hons)., LL.B.,CAIIB, FCA). SHREEPATI ARCADE ANNEXE-II CHS LTD., AUGUST KRANTI MARG,MUMBAI-40036.

E mail : rcjoshi2803@gmail.com Mobile : 9969985065

ANNEXUREHon. Pitrodaji,

When you would complete the entire reading you would agree that WR(the Worst Railways) for Gujarat has treated Rail Issues there as if Gujarat is not a part of India.

WR Making laughing stock Rail Vision 2030 : RAILWAYS VISION :2030 Vis-à-vis (rather Versus for WESTERN RAILWAYS).

A Conference was held at RSC(Railways Staff College), Vadodara during 29th Feb.,2008 & 1st March,2008 on Railways Vision-2030 (under the auspices of Indian Nation Academy of Engineering(INAE) -6th floor, Vishwakarma Bhawan, Shaheed JEET Singh Marg, New Delhi110016.Tel : 11-26582635 11-26856635,E mail : inaehq@inae.org, Website:www.inae.org).This would enable inefficient like WR to achieve Projections as per RAIL-VISION-2030.

A Conference was held at RSC(Railways Staff College), Vadodara during 29th Feb.,2008 & 1st March,2008 on Railways Vision-2030

(under the auspices of Indian Nation Academy of Engineering(INAE) -6th floor, Vishwakarma Bhawan, Shaheed JEET Singh Marg, New Delhi110016.Tel : 11-26582635 11-26856635,E mail : inaehq@inae.org, Website:www.inae.org).While addressing at Railway Staff College at Vadodara, Bharat Ratna Hon. Dr. Abdul P.J. Kalam presented a Railways Vision-2030 to make them on par with International Standards to improve Passenger Rail Service & Goods Transport (but WR ignored Priority to Passenger Rail Service over Goods Transport while KRC ,SCR & CR maintained priority to Passenger Rail Service).

Hon. Kalam suggested to increase the speed of Passenger Train Service to 200 kms. Per hour & Goods Train to 150 kms. Per hour

WR just upgraded classification to make passengers feel that they travel in Superfast which in fact is slower than fast passenger train & increased speed of Goods train while KRC/SCR/CR is in that direction increased the speed of passenger train in a cost effective way that is why you find cost-effective High Speed Mumbai-Madgaon Janshatbdi Train.

Hon. Kalam suggested to extend the rail lines from 63000 kms to 88000 kms

WR has rather contracted & post-independence uprooted 500 kms of railways tracks laid by British Rule in Gujarat.

Hon. Kalam stressed on need for conversion to broadguage i.e. leave no stone unturned for Conversion from Meter-guage to Broad guage i.e. more stress on Guage conversion to achieve extension.

WR has longest & oldest pending issues on this score. (As stated above WR has uprooted the meter-guage lines so that question of guage conversion does not arise Hindi Proverb: na rahega baas na bachegi bassuri). It did a part conversion to ensure that lines not converted becomes unviable so that M.Ps or Committee can be replied suitably side tracking WR’s own mistakes of part conversion leading to unviability while the routes were viable during British Rule).E.g.-Taranga Hill Ahmedabad.

Hon. Kalam suggested for improvement in Platforms, land use, use of fuel, & technological upgradation, raillines to meet the the traffic

WR has applied these suggestions for Goods Train like e-procurement, Mumbai Suburban Trains & outstation trains other than core sector trains. While KCR/SCR/CR has been in that direction for its core sector passenger trains and that is why you find Mumbai-Madgaon Janshatbdi or Mumbai-Mangalore Train in a cost-effective way.

Hon. Kalam suggested that passenger train should be utilized to the extent of minimum 500 kms a day

KCR has achieved for its passengers trains For e.g. Dadar-Ratnagiri Passenger train covers about700kms a day & for Janshatbdi Trains 1180kms a day). Though during afternoon rush is towards

Mumbai from Abu Road/ Rajkot/Ahmedabad WR doesnot correct the situation.Its objective is to create stressed conditions for availability of train to Mumbai. So that Goods traffic trains can be run in desired frequency & to keep running Shatabdi trains). Late shri Ghanshyamdas Birlaji, in his speech, had once stated that those who do want to study they will not even if the Lord Brahma comes to teach them. Similarly, even if a M.P. takes up a issue WR has its own excuses lines up for answering as inherited from Shri Lalu Prasadji.

Hon. Kalam suggested that passenger train should be utilized to the extent of minimum 500 kms a day (Hon. Kalam Suggested that punctuality should be identified with Railways

WR has done in direction goods track while side tracking Passenger trains for its core sector trains with exception of Delhi bound and NWR trains.

Railways heritage: Mehsana branch lines or to fill up the GAPS left by British Raj which can now be filled up because of technological advancement, like connecting Bhavnagar –Tarapore to Vadodara shortening the distance.

As per the scheme INAE has Research Schemes : I suggest INAE to carry out research on heritage projects :Civil (recent excavation has traced existence of Civil sewage system about 2200 years ago in . Mehsana District.)

Annual convention held in Dec.,2010 was among others addressed by Hon. Shri Sam Pitroda, showing the way for a lot of improvement.

It remains to be seen how far WR has utilized its manpower for improving its efficiency or for research projects by INAE. If one studies with scrutiny the implementation, it could be concluded that WR has made laughing stock of the themes of the sessions held at the august conferences held annually.When it applies than it has only Goods train & Delhi bound trains in focus. Railway Staff College,Vadodara where these conferences have been held has proved the proverb of darkness below the lamp. It should sniff the problems in the Zone where it is located. When it applies than it has only Goods train & Delhi bound trains in focus.

WR during last 20 years has been undoing what is done by British Raj during 19th Century in Railway lines & trains to its core Sector. Hope WR has not been relegating.

Repeated: We all know that Laluji was praised at IIM-A without analysis and Mamtaji had to come out with white paper what he had done to create rosy-picture of Railways leading Foreign visits by Rail Babus. Now the same lobby has resumed its operations and Hon. Solankiji and Hon.

Dinesh Trivedi are playing in their hands. You may suggest IIM-A to take up comparisionof train classification, fare structure etc with KRC to get correct picture.

Post 1997-98 : Improvement in other Zone : Mumbai-Mangalore Express Train (no: 12133) covers distance of 900 kms in 14 hours. But in WR Zone : Despite no Railway Station in Mumbai to any destination in Gujarat exceeds 1000 kms ( Even if one calculates from the elite residential colony of WR Officials in Badhwar Park-in vicinity of Cuffe Parade) state of Railways for core sector is worst,while there is a PIL against WR for Virar-Dahanu route the others are yet to rise to the occasion as upto Ahmedabad the traffic is like extended Mumbai Suburban Sector.

Therefore , six Rail lines for Major Route & four for side Routes are required. No. of Raillines between Mumbai-Ajmer needs to be increased. Looking to the increased traffic instead of increasing the raillines to meet the passenger traffic. But WR is creating stressed conditions and further the following news item is disappointing :

This has reference to the news item which appeared on 20th Oct,2011 in front page of TOI: Railways at the most can subsidise fare for north-east, indicating discrminatory fare structure i.e. More demanded route higher fare example sighted that of Mumbai-Surat.(Glorifyingineffciency by the name term fare)

As fare structure pan-India should not be discriminatory except for concessions that railways annouces from time to time for the eligible category. From Mumbai a lot of people also travel to Nandurbar side via Surat.Is WR bent upon to prove China’s think that India was never united as it was divided in small kingdoms(and it is Brirtishers who united India by connecting through Railways except for bifurcation in 1947 on religious grounds). WR is not only attempting to cover up its efficiencies but glorifying in different ways.Why not WR run Mumbai-Rajkot(738kms) or Mumbai-Abu Road(666 kms) train on the lines of Mumbai-Madgaon Janshatabdi Train which leaves Mumbai in the morning for a 765 kms distance & return around 11pm covering without requiring overnight journey with a fare of Rs.197+Rs.15 for reservation charges. What is required is incresing raillines from Mumbai to Ajmer and increase the frequency of trains not creating stressed conditions for availability of trains from Mumbai-Gujarat which to the bad luck of Gujrat is within drconian regime of WR.

We have done six/four lines of Road but for carrying goods/ container still Railways are preferred because railways the world over are cost effective.So is with Passenger Train with exception to Mumbai-Gujarat and within Gujarat Railways by WR.

Let us begin with Good things about Indian Railways :

Achievement of Indian Railway elsewhere in India (other than Gujarat) We are talking of trains which are already running in India.

TheKonkan Railway is a railway line(where even British Raj doid not dare to start the Railway) which runs along the Konkan ... of incremental launching of bridge spans was used for the first time in India. ...soil that was saturated with water owing to a high water table in the region. ... 265 kilometres (165 mi) from Khed to Sawantwadi Road in December 1996. ...Konkan Railway was the missing link between India’s commercial capital, Mumbai, and Mangalore. The 760-kilometre line connects Maharashtra, Goa and Karnataka States — a region of criss-crossing rivers, plunging valleys and mountains that soar into the clouds. , the Konkan Railway was opened, spanning difficult terrain through the Western Ghats

. The formidable terrain to be conquered and the short construction period meant that the project could only be completed with the help of several technological innovations. The credit goes to the Metro Man of India, Elattuvalapil Sreedharan was born on 12 July 1932 in Kerala. Apart from setting a trend for other infrastructure projects in the country, the Konkan Railway provides concrete proof of the skills of Indian engineers, their discipline, team spirit and courage. But it is also a tribute to the unconquerable human spirit. Beyond the technical jargon, it was a leap of faith that made the long cherished dream of the people of the region possible.  The Konkan Railway has also in a way changed the lives of the Engineers and other people associated with the project. For them it was the glory of overcoming all odds, and the satisfaction and pride that they have built something for posterity. The completion of the Konkan Railway was a “tryst with destiny” for many people in the Konkan region, redeemed in the 50th year of the nation’s Independence. It is hence entirely fitting that the first train on the completed track was flagged off on January 26, 1998, Republic Day.when a tidal wave washed away portions of the Pamban bridge connecting Rameshwaram with mainland Tamil Nadu : though the Railways had set a target of six months for the bridge to be repaired, Sreedharan got it restored in a record time of 46 days. He was awarded the Railway Minister's Award for this achievement. He then served as the deputy chief engineer, in charge of the implementation, planning and design of Calcutta Metro in 1970.Though he retired from Indian Railways in 1990, the Government called him out of retirement and he was appointed as the CMD of Konkan Railway on contract in 1990. This highly challenging project was completed under his stewardship in a period of seven years. The Konkan Railway was the first major project in India to be undertaken on a BOT (Build-Operate-Transfer) basis; the project covering a total of around 760 kms has 93 tunnels and over 150 bridges. He was appointed as the MD of Delhi Metro and in what is a rarity for projects undertaken by government agencies in India, most of the scheduled sections of the Delhi Metro project have been completed well-ahead of schedule.

His tenure was extended by a further three years in 2005 till the completion of the second phase of Delhi Metro. He has received many awards and accolades. He was awarded the Padma Shri by the Government of India in 2001, the Man of the Year by The Times of India in 2002 and was named as one of Asia's Heroes by TIME in 2003. Besides, he was awarded the Chevalier de la Legion d'Honneur (Knight of the Legion of Honour) by the government of France in 2005.

Plus points of Indian Railways:

1. EstablishmentNewKurduwadi- Pandhrapur :Where Mumbai- Pandhrpur Passenger (not express or Superfast) Train runs : This is equivalent to Mumbai-Unjha 2. Use of new routes. Reduction in no. of hours for Mumbai-North Kerala places. 3. Establishment & Conversion/new Miraj- Latur (Without establishment of any Railway

company( like Kutch Railway Co. with HQ. in Delhi) - courtesy : Vilarao Deshmukh) . 4. Mumbai- Bijapur(Karnataka) : Passenger Trains are run (not Express or Superfast). 5. About 40% of the trains operating from Maharashtra / within AP & Karantaka are passenger Trains and not Express or Superfast, 6. Latest: for the trains inaugurated on 20-Feb-2011 by Ms. Mamta Banerjee are Passenger Trains Pl. compare Time Table(TT) of train nos: 51426/51425 &51446/51445.WR pl. compare TT . 7. Kopargaon – Shirdi- Newly Established Rail Lines. 8. Pune-Lonavala Mumbai type local Railways – cheap & best Railways. Over the years increased frequency from a gap of two hours(about two decades ago) to about half an hour now. 9. Trains from around Hyd -Sec cheap & best. (Sir, pl. enquire revenue from all these trains by involving MPs )7. If You go per train earnings by Kms as Standard : Mumbai- Ahmedabad is almost 1/3rd . in terms of distance. Now when you enquire WR from which train earnings is highest ? If you assess in Kms. Terms earnings from Karnavati Trains are higher than Rajdhani Train( People travel in standing position standing as well from Vadodara to Mumbai) and paying.

In TV News of 2nd June,2011 indicates that PM has Reviewed Indian Railways. Is PMO guided properly by putting riders like one sided!.(after 2G matters, one should doubt that whatever goes there may not necessarily be sacrosanct).

8. Introduction of Mumbai-Madgaon Janshatabdi Train 765 kms. In Rs.197 in less than 9 hours(Why not for Rajkot & Abu Road(666 kms.)

9. New Railway line from Daund to Baramati (Passengers train run-not express)10. Continuation of attaching caches for intervening trains even to Ordinary passenger (not Express) trains on Wadi-Hyd-Bolarum route and Koyna Express at Pune so that passengers get seated. This is required for all trains coming from Marad to Mumbai via Ahmedabad.

11. Manmad-Kachiguda Rail broadguage conversion.

12. Issuance of sleeper class tickets during day hours journey in long distance trainsAs I experience in Southern Zone (which is also a part of India). 13. Sitting Class Reservation in long distance trains(Guryvayur to Chnnai-Egmore Express a night journey train. 12. How people welcomed discontinuation of Mumbai-Pune Shatabdi Train & replacement of Mumbai-Pune Shatabdi Train which was introduced simultaneously with Mumbai- Ahmedabad Shatabdi Trains. And in –place gave Mumbai-Pune Inter-City Express.

THE TIMES OF INDIA :4;MARCH,2004. PUNE: Commuters have welcomed the Central Railway (CR) decision to introduce the Mumbai-Pune superfast intercity express in place of the Mumbai-Pune Shatabdi express. Started in 1995, the Shatabdi had seen a very low

passenger response due to its steep fares. The fares for the new train will be substantially lower. 

The Mumbai-Pune superfast intercity express will have 12 coaches, including nine second-class coaches and an AC chair car. The service will commence March 15 and the timings of the train will remain the same — from Pune to Mumbai at 6 pm and from Mumbai to Pune at 6.50 am. CR spokesman Suhas Lohakare said the decision was taken because of the low passenger response to the earlier air-conditioned train. "The train will be convenient for commuters as the journey will take only around three-and-ahalf hours," he said. Businessman M.R.G. Iyer, who travels to Mumbai frequently, said, "The decision will benefit both, rail users and the railways. Passengers were unenthusiastic about travelling on the Shatabdi express due to the exorbitant fares charged." 

Added S.K. Kulkarni, who commutes to Mumbai at least twice a month, "More such trains should be introduced on the route." "What's more, the timings have been kept the same, which is even better," said commuter Sampat Shelke. Somnath Ghosh, a company executive, said, "The decision will benefit the common man but it was unfortunate that the Shatabdi express did not click with passengers," he said. Kanubhai Trivedi, president of the Pune Pravasi Sangh, said this had been a long-pending demand of the commuters.Read more: Good news for Shatabdi commuters - The Times of India http://timesofindia.indiatimes.com/city/pune/”

13) Routing the trains on new routes : Northern parts of Kerala used to take travel of 40-45 hours because of long routes before the year 2000.Post the year 2000 it takes less than half the time. Why not firozepur Janta Express from Mumbai run through Ahmedabad-Ajmer Since already broadguage route is available). It saves 300 kms and makes Mumbai-Firozepur rail distance equal to Mumbai-Delhi. At times you hear announcement of availability of vacant Berths at Kota, while people is facing long waiting list at Palanpur, mehsana, Ahmedabad for Mumbai(to & fro). If Mumbai- Mangalore Train take 14 hours for 1195 kms journey (in difficult terrain) why not Mumbai- Firozeur in 17-18 hours via Ahmedabad which is 276 kms more than Mumbai-Mangalore where train takes 14 hours. Then WR deserves Best Zone Prize

For Gujarat :

1. To keep the Mumbai-A’bad-Shatabdi Train running as viable WR is not introducing : Mumbai-Rajkot Janshatabdi 738 kms. (on the lines of Mumbai-Madgaon Janshatabdi or Mumbai-A’bad superfast in the morning fulfilling aspirations of people to run people’s train (Mission of Indian Railways). In this

budget AC express train is announced and not the type of train operated within India? Are you aware of the main cause of French Revolution? When people were starving for Bread , the Queen offered them to go for Cake (which is costlier). Similarly WR offered(introduced) trains like AC Express & Shatabadi(instead of Mumbai- Madgaon type Janshatbdi and fast passenger train like Diva- Sawantwadi & Dadar-Ratnagiari type train) this attitude is sowing the seeds of disintegration of India. Beyond French Queen, WR offered bread but branding them as Cake (i.e. Fast/ Passenger trains being run as Inter-City Express).

2. WR has made adverse ratio of Passenger train to Good trains i.e. from 20:1 about 2 decades back to about 22:1 (figure may varybut its adverse ratio is on increase) Even British Raj gave priority to Passenger train traffic over Goods trains. This has affected introduction of new trains from Mumbai-to Gujarat or slowed the speed of so called Express trains.

3. Branding Super slow trains as Express Trains : *Now see train no:19215 Saurashtra Express which leaves at 8.20am which reaches Surendranagar(615 Kms.) at 11.15pm & next morning at 1.30 am at Rajkot -738 kms. Now you can conclude that train no: 19215 though Express is slower than the passenger Train elsewhere in India. Why not treat the same train no:19215 as Passenger. All so called Inter-City Express trains running in Gujarat are slower than Passenger Trains running elsewhere thereby charging excess fare. Latest: for the trains inaugurated on 20-Feb-2011: Passenger Trains TT of train nos: 51426/51425 &51446/51445.WR pl. compare TT. When Janshatabdi 12051 covers 765 kms from Mumbai to Goa & returns on the same day covering another 765 kms. why not the similar train for Mumbai-Rajkot(lesser distance of 738 kms).Mumbai-Mangalore Express train covers 1195 kms in 14 hours.

GEETNAJALI & GYANESHWARI EXPRESS TRAINS  COVERS  1000  KM FROM MUMBAI CST in less than 15 HOURS.  EVEN FROM MUMBAI TO SOMNATH (VERAVAL) TRAINS CAN RUN WITH SUCCESS. AJMER & SOMNATH Both ARE Less than 1000 kms.From BCT.Geetanjali covers 966 kms. to Gondia leaving CST at 6.00 hours reaching Gondia at 20.43 hours.This is equivalent to Ajmer from Mumbai. Similarly distance from BCT to Somnath is 923 kms. One Superfast or Janshatbdi train : Mumbai–Somnath & vice versa & Ajmer-Mumbai & vice versa obviates the need for overnight sleeper coach journey. Ajmer & Somnath being pilgrimage Centres, Pilgrims will benefit by day travel. From Mumbai till Ahmedabad being common journey stoppages for both the trains may be need based. By scrapping Mumbai-Ahmedabad Shatabdi Train like Mumbai-Pune Shatabdi Train the Trains from Mumbai-Ajmer & Mumbai-Somnath with sufficient AC Coaches for Ajmer & Somnath needs to be introduced. The demand was for superfast train for Mumbai-A’bad & Return. But what WR has done! To keep the demand alive for Shatabadi WR is not introducing any demanded train in the morning

from Mumbai. This benefits Railway Catering Contractors the most. Central Railway has corrected itself by withdrawing Mumbai-Pune Shatabdi Train and converted it by replacing Inter-City and also running Supefast day train from Solapur-Mumbai. This shows how increasingly the unfair practices are being resorted to by WR (& there is no Ombudsman to check malpractices by WR).

Alternatively :

               SIMILARLY A MORNING TRAIN CAN LEAVE BCT TO REACH ABU ROAD

STATION BY 1.00 PM & SIMILARLY RETURN JOURNEY. IF IT IS UNABLE to reach Abu

Road ,due to inefficiency factor, HALF THE PORTION OF THE TRAIN FROM

MUMBAI CAN BE DISCONNECTED AT PALANPUR (IN UP JOURNEY) & THE SAME CAN BE

CONNECTED TO MUMBAI BOUND COACHES WITH PASSENGERS WHO ARE ALREADY

SEATED AT ABU ROAD TO REACH BCT BY 10 pm. THIS WILL AVOID OVERNIGHT

JOURNEY FOR COMING  TO ABU ROAD & GOING BACK FROM ABU ROAD. This would

also reduce longest Waiting List for Passengers of Stations between Abu Road to

Ahmedabad who are compelled to travel by Road by virtue of not getting

Reservation thus again against green India concept of Railways.

4. Not Implementing Social Objectives being implemented by other Rail Zones:

Social cause is that the passengers whose families are not in Mumbai & come from

about 700 kms. range would like to visit their Home & avoid from the ills of AIDS-

HIV+. This is applicable for Saurashtra, Marwad & Kutch Passengers. Like Diva-

Sawantwadi these trains be operated.

5. As per news reports uprooting tracks upto 500 kms. of railwaysin Gujarat established in 19th Century.

6. Not implementing Taranga-Ambaji Train Project approved in 1930.

7. Britishers gave direct Rail connectivity. This new B(Indian breed) Raj removed direct connectivity (eg. For Taranga Mehsana route Passengers to Ahmedabad ( There are at least a dozen cases ) and rendered unviable the rail lines. 8. Branding Super slow trains as Inter-City Express ( just compare Time Table of the train nos. of Passengers trains from net or or stated above. 9. Ignoring Bhavnagar- Tarapore lines.

10. 7.Further Gujarat Express(in fact a fast passenger) train before it reaches Ahmedabad Station at about 3.25 pm a train for Abu Road leaves at 3.20 pm Making sure to lose the connection. This week news item indicate that in WR 4236 passengers caught travelling in Handicapped Compartment. This Compartment is created by bifurcating Ladies Compartment which gets jam packed if not at BDTS/BCT then at Borivali. So rather Ladies are put to more discomfort.

Secondly when you click on Internet (Train Between Stations)for trains between Abu Road to Mumbai there are more sleeper coach trains during day travel (5.30 am to 10.30 pm) and none for seating class. Even for day journey

Sleeper class reservation is not available while General Class is packed from Bikaner/Jodhpur/Ajmer so people resort to Handicapped Compartment. For Sleeper Class trains for day journey Seating Class coaches should be introduced from Abu Road/ Palanpur to Vasai/BDTS so in reverse journey as well. That is why the attachment of Coaches at Ahmedabad Station is a necessity for all those trains coming from Marwad to Mumbai side.

WR has a business of Railways and inherently has a two Railway lines between Mumbai-Ahmedabad from British Raj and what is needed is increases in Raillines between Mumbai-Ajmer and SHALL NOT continue trying to make fast bucks contrary to IRs pan-India structure as it is definitely fool hardy and against the fabric of integration of India.

  The significant  problems we face cannot be solved  at the same level of thinking we were at when WR created them. You should accept the inevitable increased returns by increasing Rail lines in your cores sector or let it be merged with KRC to be called West Coast Railways.(We have East-Coast Rail Zone). The profitable WR players will be those which are able to transition from a  pure execution platform to an open architecture –based ,best-of-breed operational platform. Running Express Trains (Saurashtra Express & Firozepur Janta Expressas Passengers by discontinuing systematically the BCT-Vadodara Train is a cheating with Nation by WR.

 Once you understand why it is important to increase frequency & tracks/raillines …..within  the Zone on the lines of Mumbai-Sawantwadi-Madgaom-Mangalorein terms of scheduling., frequency and passenger convenience , you’re well on your way to grasping the timeless principles of increasing frequency of trains in traffic route instead of squeezing the passengers or throwing him to other modes. You will realize that the returns you receive are favourably proportionate to the services that you render.  

 Once WR can offer(renders)   frequency  of  services in this way,, this provides  in its own way a  key  differentiator as British Raj did in Mumbai sector and the same traffic is available upto not less than Ahmedabad.  

For  the last three decades what WR overlook is the need  to be committed to Rail Issues of its own Zone  for several years to bring  the  speed ,fare and classification in scheduling to  fulfillment of Rail Mission/ fruition   which  at  present appear only in case of Delhi bound and NWR trains running from  Mumbai. WR which, as stated above, malpractices to earn higher revenues, discriminating un discriminately from Trains operating within and towards Gujarat.

      Learning and implementing  more efficient cost effective high speed trains , created significant stress by negative attitude and returns  or impact on returns and nobody is immune. It is also worth stating  that  it is unrealistic to expect  to stamp-out all ills  WR has got, accumulated over the years  by biases just you are aware of them. But more about them can give you an opportunity to pause and consider potential implications of awarding best Zone Award.

Further this will help you and your --- to avoid misunderstanding the outcome of certain actions or inactions or wrongly identifying the reason for best Zone  

11. There are now WCRand WCR covering Kota, Bhopal : Why parts of Rajasthan and MP continued to be part of WR. So that H-Belt People can have say plus contracts : For e.g. 1988089 Maski –Dahod projects: Yopu will find part of the amount spent and project still incomplete. How GujaratRail lines be called West-Coast Railways o0r merged with KRC).

A Conference was held at RSC(Railways Staff College), Vadodara during 29th Feb.,2008 & 1st March,2008 on Railways Vision-2030 (under the auspices of Indian Nation Academy of Engineering(INAE) -6th floor, Vishwakarma Bhawan, Shaheed JEET Singh Marg, New Delhi110016.Tel : 11-26582635 11-26856635,E mail : inaehq@inae.org, Website:www.inae.org).This would enable inefficient like WR to achieve Projections as per RAIL-VISION-2030.

WR during last 20 years has been undoing what is done by British Raj during 19th Century in Railway lines & trains to its core Sector. Hope WR has not been relegating.

When Ajmer-Ahmedabad broadguage conversion was in process - North Gujarat Passenger from Patan & Mehsana (including Rail Passenger association Members) thought they will get direct connectivity to Mumbaionce conversion is over. But what happened : they lost direct connectivity to even Ahmedabad which existed even in 19th Century( Taranga-Ahmedabad) .Now Mehsana –Patan line is converted Patan, Patan-Mumbai train is not introduced till date and forced to see NWR passing through their stations.

Palanpur-Unjha-Mehsana has meager quota.(I had 423WL from Mehsana-BDTS in Aravali Express on 26.1.11.

It will not be out of place to state the great Mr. Nelson Mandela who used the phrase the “allow the people to get on the train of economic prosperity”:those who get on to the train of economic prosperity should also who look at the people who are left behind, very people who helped/allowed (passage) for the train to pass. They should not be just kept watching the train pass through without giving them an opportunity to get on to the train. Rather, they should keep the space for them. The unscrupulous authorities may trick pass the train at inopportune timings or luxury train not falling within their range. This injustice may lead to division of a nation in decades to come.

Unknowingly & surprisingly the statements were coinciding with the actual train problems faced by the 1.5M people of North Gujarat in Mumbai. While people of Jodhpur,Bikaner have their separate trains under NWR, the people of north Gujarat

are just kept watching these train pass through at their stations as against the demand of 400-500 berths at Mehsana, Unjha, Patan, Palanpur allotment of berth is just 10-15 berths: while WR is yet to act on this score. We once again request your kind consideration for introduction of Patan-Mumbai-Patan train, apart from attaching coaches to & fro NWR trains passing through Mehsana, Unjha, Patan, Palanpur. Visangar-Kehralu-Taranga Stations have been given quota in Lokshakti Express (earlier Ahmedabad Janta Express) thity years back :moreover Taranga Line people have lost direct connectvity to Ahmedabad available since 19th

century-luckily WR did not face any PIL for the last over two dacades fordisservice by way of discnnectiviy connectivity. : Reservation quota is till date not allotted in Arvalli Express at Mehsana (for Visnagar-Kehralu & Taranga people-one is required to go to Ahmdebad to catch the train instead about just 24 kms away Mehsana Station ) as it is passing through Mehsana:Many a times people have taken risk of losing connection to Lokshakti due to trains from Mehsana not reaching Ahmedabad being late despite leaving 7 hours back by Rail Bus for 125 kms distance from Taranga-Ahmdedbad.

9. Please refer to the TABLEAU PRESENTATION depicting BUDDHA ERA BY GUJARAT STATE IN on 26th January, 2011 parade at India Gate, New Delhi. (Relevant for tourist project by INAE).

(It may be noted by Shri Rawat to take up Research Project/s of & attending Indian Conferences by Indian Nation Academy of Engineering(INAE) -6th floor, Vishwakarma Bhawan, Shaheed JEET Singh Marg, New Delhi110016.Tel : 11-26582635 11-26856635,E mail : inaehq@inae.org, Website:www.inae.org).For this purpose he should remain in touch with Railway Staff College, Vadodara. Earlier INAE has carried out research Projects for South India, where later on train services were introduced. He should deliver speeches at RSC, Vadodara through proper Channel as to How the train services can improve tourist inflow/reduce pollution & make the World aware of the Heritage of the Gujarat State.

The Times of India,5 September,2009.

Third century Buddhist relics, caves found at Taranga HillsTNN, Sep 5, 2009, 01.36am IST

AHMEDABAD: A team consisting of three archaeologists of state archaeology department could not believe their eyes in early February when they spotted two terracotta figurines at the foothills of Taranga Hills, 20 km from Vadnagar town. These figurines were of Lord Buddha in 'Padmasana' pose and were as old as third century BC.

The excitement did not end there. Further investigations of Taranga Hills- Jogida hill in particular, revealed several Buddhist cave shelters with proper terraces - pointing towards the late Hinyan period. Discovery of Buddhist idols is significant as the region is believed to be hub of medieval and early medieval Jain temples. The revered Ajitnath temple for instance, built during the period of Solanki ruler Kumarpal is a popular shrine in the region.

LEARN FROM WR :

HOW TO RENDER A VIABLE TRAIN AS UNVIABLE for its core sector trains (Examples are in-exhaustive and one can add)

You are aware that our Hon. Railway Minister has emphasized the Socially viable Concepts for Railways. But WR has been bent upon killing trains which were established as commercially viable during 19th Century as well that used to run from Mumbai-Gujarat & within Gujarat. There are no. of trains in Southern Central Railways of Fast Passenger Train (Classification) covering 500 kms. in about 9 hours. While the same is classified as Express or Superfast by WR.

CR manages Kasara & Karjat with each having distance over 100kms & harbor line covers kms i.e. distance from Mumbai and beyond Bulsar while WR is having problems beyond 60kms. For Beyond Virar it faces PIL in Mumbai High court. Still it gets Best Rail Zone Award! This happens only in India! To confirm read further..

Passengers who has bitter experience can add more examples.

LEARN FROM WESTERN RAILWAYS :

How to close Rail Service or render already proved commercial viable service as unviable, thus leading to sowing seeds of disintegration of India by discrimnating undisrimantely : Why upgrade train when that service is not provided? we have already seen How Fast-Passegners are being branded as Inter-city Express like Mumbai-Surat & within Gujarat State.

WR may be aware :There are two types of Passenger (not Express)Trains : 1)One is Passenger Trains stopping at All Stations.

2)Other one which skips certain Stations called as fast passenger.

WR Authorities should visit CST (CR HQ), just a few meters away from CHURCHGATE about these two types trains being run on their sector. CARRY OUT MAPPING(for Mumbai to Palanpur /Mumbai- to Surendranagar) as HOW PASSENGER(not express) TRAINS COVER 615 KMS. In Less than 10 hours (WR pl. train employees at : Railway Staff College Lalbaug, Vadodara, Email : pms@mail.rscbrc.ac.in, as to the difference between fast passenger, Express, Superfast & Inter-City & fare structure. RSC, Vadodara should enlighten its employees for actions WR employees may invite actions (consumer court to higher courts) by alerting them as they are working in Govt. of India Dept., & their actions should not be violation of constitution of India. RSC should not just prove to be darkness below the lamp. RSC was shifted from Dehradun to Vadodara in 1952 at the instance of Gaekwars. But oblivious of what the issues are cropping up in the very sector (WR). Why people are forced to travel by bus, absence of day trains like Mumbai-Sawantwadi/ Mumbai-Madgaon etc.

Other academic Institutes engaged in teaching Infrastructure topics like IIM-A: They have got a Railway sponsored Chair-student, CEPT & others etc.etc. should look into the issues as they are located in the area of Crucial Rail Issues (and adjoining like CR /KRC) for meaningful teaching/learning on the infrastructure topics. They should engage Transport, Bridge & Road sections of local bodies in Training Programs. Thus Review of classification, Schedule vis-à-vis needs to be reviewed & revamped to stop calling fast passengers as Express or Superfast.

a) Mumbai-Vadodara Passenger train which was running well for over 8 to 9 decades was made unviable. --------------------------------------------------------------------------------

How WR achieved this? Around 1988-90 the train was first shifted to BDTS & Passengers were required to change to another train at Bhilad & again at Surat forcing Passengers to travel by 3 different trains for 391 kms. (Now compare with Diva-SawantWadi train(615 kms.in about 11 hours or Ratnagiri-Dadar passenger train leaves Ratnagiri at 6.20 am & reaches Dadar at 2.20 pm & the train leaves Dadar at 3.35 Pm to reach Ratnagiri at 11.20 pm. Covering 423+423 kms. to & fro.(Fare Rs.62). i.e.846. Kms in a dayby a passenger Train(Not Express).Vadodara Passenger Train may start from Grant Road as it used to run years back instead of starting project for Washing Linen for AC Coaches.

WR should go through TT about the TRAIN from CST-Pandharpur , CST to BIJAPUR in KARNATAKA STATE., DADAR –RATNAGIRI, DIVA SAWANTWADI & ALL SCR TRAINS.

b) Discontinuation of A’bad Janata Express. (should be restored & run upto Patan). ----------------------------------------------------------------------

There are many trains discontinued due to part broad-guage conversion of raillines or breaking in three different services as Vododara Passenger trains from Mumbai. Other readers s can add more cases where WR has discontinued services.

c) Doing just substitution instead of giving another train. Thus announcing in Railway Budget of giving a new train.

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c) Doing just substitution instead of giving another train. WE have seen in a) above how Vadodara Passenger was withdrawn. Then Saurashtra Express is being run on the lines. In net there is reduction but not addition. Similarly the case of Sayajinagari train which by notification got away. On its return in the morning Berths (not seats) are made available in Sleeper Class for day travel to Mumbai. Why not WR should have considered separate train for Kutch. Why not reintroduce Vadodara Passenger(successful during British Rule) in new avtar on the lines of Dadar-Ratnagiri fast Passenger train.

d) Uprooting 500 kms of Raillines within Gujarat after Independence as per newspaper reports.(WR action invites enquiry).

e) Till 1970 hardly one or two trains used to run on WR route for Delhi &the Rest from CST. Now the majority of trains run from BCT/BDTS … but at the cost of its Core sector. For core sector route trains are shifted to BDTS even though majority of them are residents of South Mumbai.

Then why not lay enough Railway lines( at least six lines-Pl. give the task to KRC) from Mumbai to Vadodara-actually six lines are required upto Mehsana) to run Delhi bound Trains (CR has enough ), without upsetting/restricting introduction of new trains on WR core sector. Rather core sector trains are put to stress & also why not construct more platforms to accommodate the trains as Delhi Bound trains as on many a occasions (for the convenience of Delhi bound trains) core sector trains are kept waiting outside Surat/ Vadodara stations, as Delhi trains are at the Station or going to pass, thus upsetting core sector train time table /schedule.

CST has 16-17 RAIL PLATFORMS (constructed by BRITSH RAJ 125 years ago & post-independence WR constructed how many platforms at Gandhinagar! )WHILE BCT has just five. When CR created a Dadar Terminus my uncle had written for Dadar Terminus on WR side which could cover about 4-5 additional platforms for outstation trains. But the place remained

for a tennis court on WR side,a Railway booking office building got constructed instead of platforms. Why not have more platforms at Dadar parallel to existing suburban Railways. At present WR has highest no. of platforms only at Ahmedabad. For trains to Gandhingar discharge/ boarding can be made by use of extended platform no: 1 at Ahmedabad i.e. like Old Delhi station(Rohila) for commuting people to Gurgaon & other centres.

BDTS requires at least 20 Platforms at BDTS(CST has no. of platforms at Dadar Terminus as well). The no. of Platforms at Surat & Vadodara & Gandhinagar need to be increased by 3 to 4. In that case trains on return from Bhavnagar,Rajasthan,kutch can be brought back by 8 am in the morning. Please visit Ratnagiri Railway Station & other stations on Konkan Railway route & study its costing. I am perturbed by the news that appear about surplus WR land for leasing at Bandra. BDTS need to have 20 platforms. Moreover connecting Bandra main station (at present the people are required to travel by autos from Bandra to Bandra Terminus) , by resettling those who have encroached upon RailwayLand, the land is not surplus. WR negligence has allowed encroachment to go up during last 35 years. Please study the surrounding of CST & ensure those facilities before declaring any land as surplus. Instead of keeping the trains idle, it should be utilized to the full extent. f)Non-issue of Sleeper Class ticket in the trains that pass through Gujarat during 7 am to 9 pm hours on the lines of Southern Railway nor Sitting Class Reservation in NWR trains like Suryanagari Express, Ranakpur, Meru Express etc , Jodhpur trains upto Palanpur from Mumbai & Palanur to Mumbai/Vasai on the lines of Southern Railways(Guruvayur-Chennai Egmore . Even sleeper Class Reservation coaches are not there in Ajmer-Ahmedabad Passenger trains which arrives at Palanpur at about 10 pm and reaches Ahmedabad at 4 pm. The same should be extended to Vadodara with Reservation coaches.

g) Mumbai Division :Bulsar(Valsad) Office was controlling trains beyond Virar till a few years back. You

are aware that Mumbai-Surat traffic is on the similar lines(& there is no ghat section) then why Mumbai Division be restricted at Dahanu considering thick Mumbai –Surat traffic. (so Mumbai Division be treated upto Surat. Six lines already suggested above upto Vadodara/Mehsana). Most of the National level Organisations have five or more Zonal Offices but EXCEPT IN CASE OF WESTERN RAILWAY IN NO CASE Delhi comes under WESTERN ZONE. You take eg. Institute of CAs of India, Navy Western Region etc. Western Region generally Maharashtra, Gujarat & Goa. GujaratState be merged with Konkan Railways to be called West-Coast Railways.(Considering the recent history of forming Railway Companies within Gujarat States*

Passenger trains for Vadodara & Surat should be run from Grant Road Station as it used to be during 19th Century & till sixties. But before Rail Budget news indicate that WR is planning washing linen plant for AC coaches at Grant Road. This is one more adverse proposition by WR which is already short of platforms in Mumbai. WR proposes against its own cry for shortage of platforms.

Had there not been ghat section, CR would have run suburban trains beyond Karjat on Pune & Kasara on Nasik route for CR & on Konkan Railways. But for WR there is no such problem covering Surat as a part of Mumbai Div. & running suburban trains to Surat.

h) Usual arguments from WR :Tracks are not available ? Maharashtra Jan-Sampark Kranti Express except for Mumbai to Dahanu

does not pass through Maharashtra. The train can pass through Maharashtra in true sense as Mahrashtra Jan-Sampark-Kranti Express when travel through Raver-Bhusawal-Jalgaon-Nasik-shifted to Central Railways.

i) To form a Railway Company with HQ in Delhi even for guage conversion (For eg. Kutch Railway Company) instead of Railway Dept. undertaking the same elsewhere like Latur(Shri Vilasrao Deshmkh’s dream project), Manmad –Kacheguda etc.etc.

j) At Kota you would frequently listen announcements as to availability of Berths in Dehradun Express. Why not this train be run via Ahmedabad-Marwad junction where there is always rush(to ensure full occupancy.Dehradun Express Service was shut down in Jan.,2011)    

k) GREEN INDIA: Ahmedabad-Viramgam-Mehsana-Ahmedabad : Traingular tracks are available & suggestion for three trains making 5 services each can make the train available at every hour reducing pollution on the roads & the passengers who have been forced to Road travel can comeback to Railways. We are talking of green India but WR works contrary to that. Express train need to stop only one or two places (like Borivali/Andheri once the train enter suburban section) once they enter triangular route where already frequent services are available. Till 1970 Buses was 2% to 5%- Because of callous attitude of WR it has gone upto 80% which works exactly against Eco-friendly trains concept being announced by WR.

l) Duranto Train in WR. Pl. ensure class, distance & fare. m) There are many trains for which coaches are attached at stations like Pune , even to passengers(not express) trains to Hyderabad (after Wadi Station -name forgotten) & almost at about 80 Stations as seen. At Ahmedabad Station every train coming (from Rajasthan) towards Mumbai & every train from Delhi (except for Rajdhani require to be attached with coaches(Seating Class) so as not to disturb the passengers already seated from long distance.For eg. Delhi/Rajasthan bound trains which leave BDTS upto by 4.55pm should be with Seating Class Reservation as it reaches Vadodara A,bad before 10pm/around 10.30pm. So why charge for Sleeper Class when travel is during 7am to around 11pm? This can be resolved by seating class coaches. Garib Rath not relevant which passes through Ahmedabad at about 2 am & at Palanpur Berths not available. Why not have a single Garib Rath for to & fro use. This can be evident when you click TRAIN BETWEEN STATIONS FROM AHMDABAD/VADODARA to MUMBAI/via VASAI for travel during 6.30 am to 11 pm you would find more SLEEPER CLASS TRAINS & THAN TRAINS

With SEATING CLASS TRAINS with Reservations. People are forced to take up road travel. They knew that Railways are Central Govt responsibility & remain annoyed at Govt. in Delhi. You find many insignificant stations when you click train between stations but you would not find Rajkot/ Gandhidham/ Bhuj.

There are little less than 5 million people of Gujarat originally having settled during British Raj (& not post-independence who just prefer travel once or twice in a month because of social reasons (deaths, marriages etc), as such it was a part of Mumbai State during British Raj. The affected people are annoyed at the Government at Delhi for the last one decade. WR authorities have given unscrupulous /evasive reply to Hon. a Member of Parliament (on the issue of guage conversion) written by him in the past (I have copy).

n) WR is good for Delhi bound Trains & killing at Core Sector Trains. Of course running local trains in Mumbai & that is why suggest

them to extend Mumbai Div. upto Surat.

n) WR CALLS DOWNGRADTION OF TRAINS AS UPGRADATION : Indiscriminating discriminating in terms of Train Classification vis-a-vis fare, speed for its core sector than what is prevalent in CR/SCR, thus playing with a border state. Please visit CST to study its train classification, fare.

o) Worst of the Coaches of Passenger Trains in Gujarat. WR authorities should see the type coaches used at CST, Dadar & Diva for outstation Passenger trains. I observed the use of thrown out coaches from Valsad to Vadodara. Till 1980 people in Gujarat used Railways but WR policies(regionalism) forced people to Road travel which increased pollution defeating green India slogans. The passenger transport- by S.T. Buses & Pvt. Buses has gone up multifold as WR by its malpractices thrown them instead of taking advantage of increased passenger traffic,as being done in Mumbai/Maharshtra.

p. Decision to put up extra coach or Train is taken very late. Eg. Karnavati Express giving scope for malpractices. Both at Mumbai & A‘bad Special Trains Announcements need to be put in a conspicuous manner and well in advance. Minister level persons should be invited for inauguration functions. Even RBI circulates Draft policy guidelines before implementation to all those concerned. Why don’t you do with Passenger Association, Transport Dept. of State Govt.

q) Avoid short-distance passengers trains for outside Mumbai. Run Passenger Trains like Dadar- Ratnagiri (To & fro 423+423 kms. With Rs.62 with res. Chgs/ Diva-Sawantwadi (615 kms.With Rs.84 incl. res. Chgs. This would save wastage of multiple trains. Use as to & fro if the distance is about 400 kms. & One way if the distance is more. This would ensure full capacity utilization.

For its viability. (study ? No. WR may waste/ take months to study. Rather Copy or do MAPPING from CST) :FOR DAY JOURNEY USE : (All from South Guj & Saurashtra via A’bad trains are as under: ) Bhavnagar-Gandhinagar, Rajkot/Porbandar- Gandhinagar , Porbandar Gandhinagar, Valsad Ganhinagar. (either distance is similar Dadar-Ratnagari train which covers to & fro distance of 423+423 kms. That too in a ghat & difficult section). People will use Railways as they used during British Raj Gandhigham-via Palanpur to Gandhinagar, Bhavnagar-Abu Road, Porbandar will also give a good no. of passengers. These are used by people from all walks of life.

r)Non-conversion of Mehsana- Taranga Hill is just an example as to how centres lost direct connection to Ahmedabad (Wonder nobody took legal action against WR for disservice which is still not corrected) & forced to take up other modes of travel. Then WR produces adverse Records about Revenue generation (Refer joke stated above).SCR/KRC are best at guage conversion as well as extension. Why waste decades in every budget for survey & extension for restoring disconnected direct raillines.

SAURASHTRA REGION GAPS : if the GAPS are filled up it can become a BIG BOMBAY-Mumbai (in terms of Railways network) & then can become a BIG MUMBAI with larger sea coast surrounding the same. For Bhavnagar shorter routes are available.WR needs to convert Meter-guage into Broadguage.

s)Inconvenient Time– Table & inconvenient frequency & the absence of Mobile ticketing which is available at Indore & Ujjain has forced passengers to take up other modes of travel. Mobile ticketing needs to be introduced at least 50 stations in Gujarat.

t) For the last 40 years studies have shown that passenger traffic is highest in Mumbai-Ahmedabad sector in India. Even my South Indian friends say that every half an hour train will go full. When WR is already stressed (not able to solve passenger train traffic) why in the name of Freight earnings go on undertaking Goods Trains passage at times to clash with Passenger trains. From JNPT Goods trains can very well ply via Diva-Kalyan to UP & Bihar, rather that is closer & can become more closer on coming up of Nasik-Indore route. The British Rulers gave secondary status to Goods train passage (who believed in commercial viability & WR while talking of Social viability practices contrary). Even today in UK or USA or China You would find passengers schedule being maintained on priority over Goods train.

u) Despite having Rail connection Gandhinagar, Capital of the State has remained unconnected : Somnath – Gandhinagar, Mumbai-Gandhinagar day train should be started.

v) To keep inconvenient Time Table feature to render train unviable by WR For e. g. Train Time Table between Patan- Ahmedabad.Train in the evening leaves at 8.25pm instead of 6.25 pm. Why not extend Patan-Ahmedabad as fast passenger to Mumbai in the morning to & fro. WR will see the timings

which are most inconvenient to prove that the train service is not viable (when every other means to render the train as unviable fails).

w) About 15 years back the ratio of Goods Train to Passenger Train was 1:22(roughly). Now the same roughly 22:1 has turned inverse. Why not convert Khandwa- Indore line to broadguage and route the Goods train via Nasik Khandwa (till Nasik –Indore track comes up). It is painful to read in newspapers Freight Earnings figures by WR(It has been converted to Goods Train Corridor i.e. Western Corridor) because it is at the cost of passenger trains where traffic is very heavy & only two lines are available putting stress on Core sector. They have become impediment for core sector Trains. Is it Socially Viable concept? No country has this situation.

Why not WR take advantage of Passenger traffic availability. Six lines are required on Western Sector Route for passenger traffic requirement because upto Vadodara Passenger traffic is like Mumbai suburban. So for slow & fast passengers trains 4 tracks could be used. While remaining for Express, Superfast, Rajdhani etc.(two more tracks more till the time Goods Trains are shifted to CR).

x) Above is only a tip-rather pin-of iceberg. *Those Contractors involved in Common Wealth Games Contracts are alleged linked (either family/ next generation or Associates to contracts from WR. They grew with the WR contracts. We read newspapers that cost inflated in CWG is 10 times to 14 times. The same possibility in inflating projects cost out of Budget allocation can be traced… But that is not the issue I/we want to raise).

y) The Issues raised pertain to WITHIN WR ZONE otherwise WR could have argued that they have to talk to other Rail Zones. WR officials have developed creativity to raise some excuse for not starting the & then suddenly announcing AC Express trains used by 2% of the passengers & not meeting the People’s Train aspirations.

z) Railway Ministry instead of sending officials for Visits abroad (wasting Money) should depute them to KRC for on the job training. They should travel in Diva- Sawantwadi fast assenger(which is equivalent to Superfast for WR & WR Officials would call CST-Madgaon Janshtabdi as Mahashatabdi). At least they would become Nationalist: stop regionalism in train classification etc etc. They should be trained at Ratnagiri, Sawantwadi & other stations. Rather in British Raj though called Commercial viable but did social cause while IR(WR) calls it Socially viable but exploitative beyond constitutional norms. By writing more on malpractices by WR I can get Phd. but the people would repent for saying Quit India to British Raj & lead to increased annoyance towards Govt. at Delhi. That is why suggestion is to merger of WR with Konkan Railway Corporation to be named as West-Coast Railways. KRC carries out projects in cost-effective & timely manner against making mountain out mall ( both in terms of time & cost).

Za) RSC(Railway Staff College) in Vadodara has proved to be a darkness below the

lamp : RSC, Vadodara should enlighten WR employees for actions WR

employees may invite actions (consumer court to higher courts) by alerting them as they are working in Govt. of India Dept., & their actions should not be violation of constitution of India. RSC should not just prove to be darkness below the lamp. RSC was shifted from Dehradun to Vadodara in 1952 at the instance of Gaekwars. But oblivious of what the issues are cropping up in the very sector (WR). Why people are forced to travel by bus, absence of day trains like Mumbai-Sawantwadi/ Mumbai-Madgaon etc. Zb) Not giving sitting Reservation in demanded sleeper class trains. : Even after having Sleeper Class Reservation for Passengers from Palanpur, Mehsana, Ahmedabad to Mumbai in Arvali Express, Suryanagari S/F Train people stand/sit near toilets in coaches. Why not introduce sitting Class Reservation in Trains which pass in Gujarat during day hours as when you click internet you will find more sleeper class trains passing through Gujarat than sitting class. Southern Zone example given above.

Zc) Both Firozepur Janta Express and Saurashtra Express running in the morning run slower than Ordinary classified trains running elsewhere. Why not restore Vadodara Passenger day trains(on the lines of Dadar Ratngagiri-Passenger train-doing to & fro round of 423kms +423 kms and then run Firozepur Janta Express and Saurashtra Express(covering as true Express train on the lines of Mumbai-Mangalore Express.

THERE ARE MANY MORE ISSUES WHICH I HAVE RESTRAINED FROM WRITING HERE: If I write more the affected people will repent for saying quit India to Britishers and will realize that people of Gujarat look others as Indians while those in WR admin look as Gujarati( no need to solve the problems as they are not going to face any problems like local organization in Mumbai do). Other leaders have solved local rail problems while Gujarat leaders have national view leaving local rail issues in mess.

Britishers have already laid triangular route of Ahmedabad-Viramgam-Mehsana : There is a lot of scope to reduce pollution within Ahmedabad City(by triangular route established by British Raj) & also Day Trains provided train departure & arrival & ticketingis done on the lines     of old Delhi Station .

Every month you will find a news item showing WR's freight earnings while CR's Passenger Train Earnings. In no country or even within India no Rail Zone has lowered the status of passenger train services over Goods train. Freight Corridor(Pl. refer ANNEXURE: SPEED UP OF FREIGHT CORRIDOR) is yet to commence because of environmentalists. The environmentalist should infer that despite four lanes of roads the Goods Train (and even passenger train) services is preferred over road because the train services world over are cost-effective. The WR has spoiled the services of

passenger train towards to Ahmedabad & within Gujarat. The majority (more than 65-70%) of Gujarat bound passengers from Mumbai & return to Mumbai are forced to use Bus Service. However WR has taken care of Delhi bound passenger trains and allowed NWR trains at the cost of core sector trains. To record the highest earnings frequency of services the Railines (as done in case of Four lanes or six lanes roads) need to be increased as for the last 40 years various studies have shown that there is highest rail traffic between Mumbai-Ahmedabad.

WR is expected to runDAY time Passenger Trains like Dadar- Ratnagiri (To & fro 423+423 kms. With Rs.62 with res. Chgs/ Diva-Sawantwadi (615 kms. With Rs.68 incl. res. Chgs. This would save wastage of multiple trains(restoration of Mumbai-Vadodara Passengers and running Saurashtra Express and Firozepur Janta Expressvia A’bad on the lines of Mumbai-Mangalore train is required instead running Saurashtra Express & Firozepur ) Save from pollution as people are forced to travel by Buses which cause more pollution. Use as to & fro if the distance is about 400 kms. & One way if the distance is more. This would ensure full capacity utilization. For its viability. (study ? No. WR may waste/ take months to study. Rather Copy or do MAPPING from CST) :FOR DAY JOURNEY USE : (All from South Guj & Saurashtra via A’bad trains are as under: ) Bhavnagar-Gandhinagar, Rajkot/Porbandar- Gandhinagar , PorbandarGandhinagar, Valsad-Ganhingar. (either distance is similar to Dadar-Ratnagari train which covers to & fro distance of 423+423 kms. That too in a ghat & difficult terrain). People will use Railways as they used during British Raj Gandhigham-via Palanpur to Gandhinagar, Bhavnagar-Abu Road, Porbandar will also give a good no. of passengers. These are used by people from all walks of life.

Moreover, Mumbai- Ahmedabad is like a trunk (of a tree) upto Ahmedabad while Saurashtra, North Gujarat &Kutch and Marwad(was till Ahmedabad-Ajmer Broadguage Conversion) being like branches of the tree. Despite known to the world that Mumbai-Ahmedabad traffic is highest(even before the time computers were introduced) the crooked ideas of WR has put Train Reservation position of Gujarat bound trains in stressed condition. Meaning if you want to go to Chennai from Mumbai by Chennai mail You can get your reservation even if you book ticket 1 week prior to departure with 99% probability while in Gujarat Mail from BCT it is not possible 99.99% even if you book your ticket 11 weeks before. By broad guage conversion trunk of three got raised from Mumbai to Ajmer. This benefited only Marwad Passengers who had to get down along with passengers Ahmedabad for onward journey.

In 2 G matter, we are aware(still the amount involved is known to God only) , how the matter passed through PMO, one of the highest offices in India. On 2n June,2011 TV News stated that PM carried out Review of Indian Railways. Even before that above

information(I have added more information now) was sent to highest authority. But what happened, reply came from the ‘accused’ like Police authority asking the accused to give justice and I am no Subramanian Swami who whiste blowed in 2 G matter. That is how the WR (Worst Railway Zone got Best Zone Award). Mamtaji came announced white paper on Railways but previous to her the minister had given very rosy picture of IR finance and announced pay-hike, foreign trip for certain officers. Could the Govt. withdraw the way hike in PERKS given away. Before announcing 78 days bonus did Ministry verify the position of Finance availability with Indian Railways and within less than a month Railway Finance Commissioner announcing about precarious Finance position about Indian Railways. I have in my earlier write-up stated that those contractors involved in Common Wealth matter, they have to master or second generation of master contractors who played with WR Contract is not ruled out as newspaper frequently pointed out Kalmadiji’s Rail Connected Contracts(These are not the issue I intend to raise here).THIS HAPPENS ONLY IN INDIA.

My request is to remove the injustice being meted out to Passengers travelling from to Gujarat and within the state for which, what is required, apart from scheduling ,increased frequency in high traffic routes, train classification, fare structure as per pan-India and to meet this end increase in railines beween Mumbai-Ajmer by 3 to 4 lines as traffic between Mumbai-Ahmedabad is just the extended version of Mumbai suburban Railway. This write up shows that it is right time to merge Gujarat Railways with KRC to be called West-Coast Railways and come out of draconian rule of WR. This will be good tribute to the great Sayajirao Gaikwad, the founder of Bombay Baroda & Central India Railway Company(BB&CI Company).

CA R.C. Joshi,Shreepati Arcade Annexe-II/D 6th floor, August Kranti Marg, Mumbai-400036. 09969985065 (Gujarat : Which gives highest respect to Hindi (You can verify at Telecom,Highway Boards,Railway Exams etc) and Hindi Speaking people (At Railway Recruitment Special Coaches provided for UP & Bihar Candidates: elsewhere in non-Hindi State, the position is well known).