हमसे सीखे कोई जीने का सलीका। सफर कैसा भी हो, मौज़ उडाये जाते हैं।। - Amir

Thanks for your info. I agree with you. But I have my viewpoints too.
1) I don't understand why SWR is denying trains on MAO-LD section. Only one daily train, one quadra-weekly and others weekly trains. So less amount of trains. Add to this the freight trains. But still I don't think so one train will be a big issue. Konkan railway being a single line operates more than 70 trains (I don't know exact figure) daily, why cant SWR? Even existing trains are not allowed to run with 24 coaches. Railways must think about passengers and generating good income from them
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I have organised this train as a tourist train towards Dudhsagar, and also for Konkan/Goa tourists. The primary reason to run this train ends at Castle rock itself. But this train should have a destination which could serve as a good terminus. That's why I chose UBL. If we extend it to SBC/YPR it will be used by Bangalore people and the very purpose of the train might destroy. The Udyan Express and some other trains passing via Vasai/Kalyan are doing their job.
3) We are railfans. Whatever we talk about changes, railways doesn't seem to bother :P So basically check the Dudhsagar chains created by me which are practical at current scenario.
P.S. They are just my viewpoints. Sorry if u feel hurt, I don't mean anything wrong about you

(1) There is nothing to get hurt friend, it were just my views. Earlier I read in a news paper that IR has discouraged the old practice of tourists using railway track (or trains stopping at spot or something like that) for seeing Doodh sagar falls due to safety and operational reasons.
(2) I appreciate your feelings for the spot & I too would like my train to stop at that spot so as to enable the prolonged viewing/ clicking snaps of the scenic beauty of the spot.
(3) One reason...
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for poor sectional capacity may be due to the fact that the gauge conversion of Londa-Goa section was done hurriedly by the then RM/Govt, probably without considering the necessity of realignment at critical sections which is normally done during the GC of hilly/ghat sections. This might have resulted in poor sectional capacity of the converted section. There were allegations of corruptions that tender was not awarded as per guidelines and some sort of favouritism was done.
(4) KR has been constructed at standards equivalent or higher than the Golden quadrilateral routes of IR (160kmph) which have resulted in higher costs and Mr. E Sreedharan was very particular about it. Hence the first 150-179 kmph trial was done on KR route.

1)In terms of safety, i think it is the responsibilty of people to take care of their own lines. Dont know whether i ll be allowed to visit dudhsagar by train due to this.
2)Corruption ruins everythings.
3)KR is definitely superior in terms of planning, construction and maintainence. (because it was constructed by a private corporation and not by Indian railways)
Even if I...
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don't know you much, seeing your answers, it seems that you are a true railfan, with in-depth info and think practically. The things you conveyed to me made me think about current scenario. Thanks :) i don't know why you aren't on the admin list by now.