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CRJ/Chittaranjan (3 PFs)
চিত্তরঞ্জন     चित्तरंजन

Track: Double Electric-Line

Type of Station: Regular
Number of Platforms: 3
Number of Halting Trains: 116
Number of Originating Trains: 0
Number of Terminating Trains: 0
Jamtara-Chittaranjan Road, Mihijam Pin: 815354 , Dist - Jamtara
State: Jharkhand
Elevation: 182 m above sea level
Zone: ER/Eastern
Division: Asansol
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Rating: 4.2/5 (55 votes)
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Nearby Stations

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Station News

Page#    Showing 1 to 8 of 8 News Items  
Jul 31 2016 (11:18)  RS 26K-CR RAILWAY PROJECTS IN PROGRESS FOR J’KHAND (www.dailypioneer.com)
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IR Affairs

News Entry# 275480     
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Jul 31 2016 (11:18AM)
Station Tag: Singrauli/SGRL added by Ghost Rider/356854

Jul 31 2016 (11:18AM)
Station Tag: Ramna/RMF added by Ghost Rider/356854

Jul 31 2016 (11:18AM)
Station Tag: Garhwa Road Junction/GHD added by Ghost Rider/356854

Jul 31 2016 (11:18AM)
Station Tag: Son Nagar Junction/SEB added by Ghost Rider/356854

Jul 31 2016 (11:18AM)
Station Tag: Ranchi Road/RRME added by Ghost Rider/356854

Jul 31 2016 (11:18AM)
Station Tag: Patratu/PTRU added by Ghost Rider/356854

Jul 31 2016 (11:18AM)
Station Tag: Barkakana Junction/BRKA added by Ghost Rider/356854

Jul 31 2016 (11:18AM)
Station Tag: Tori/TORI added by Ghost Rider/356854

Jul 31 2016 (11:18AM)
Station Tag: Ranchi Junction/RNC added by Ghost Rider/356854

Jul 31 2016 (11:18AM)
Station Tag: Dhanbad Junction/DHN added by Ghost Rider/356854

Jul 31 2016 (11:18AM)
Station Tag: RafiGanj/RFJ added by Ghost Rider/356854

Jul 31 2016 (11:18AM)
Station Tag: Chittaranjan/CRJ added by Ghost Rider/356854

Jul 31 2016 (11:18AM)
Station Tag: Chirimiri/CHRM added by Ghost Rider/356854

Jul 31 2016 (11:18AM)
Station Tag: Rampurhat/RPH added by Ghost Rider/356854

Jul 31 2016 (11:18AM)
Station Tag: Jasidih Junction/JSME added by Ghost Rider/356854

Jul 31 2016 (11:18AM)
Station Tag: Dumka/DUMK added by Ghost Rider/356854

Jul 31 2016 (11:18AM)
Station Tag: Basukinath/BSKH added by Ghost Rider/356854

Jul 31 2016 (11:18AM)
Station Tag: Gaya Junction/GAYA added by Ghost Rider/356854

Jul 31 2016 (11:18AM)
Station Tag: Barwadih Junction/BRWD added by Ghost Rider/356854

Jul 31 2016 (11:18AM)
Station Tag: DaltonGanj/DTO added by Ghost Rider/356854

Posted by: Ghost Rider  9 news posts
A total of 28 railway projects worth Rs 26,025 crore are in progress in the State of Jharkhand. It includes projects for lying 12 new lines at estimated cost of Rs 13,379 crore, gauge conversion of one line at cost of Rs 48.73 crore and doubling of 17 lines at cost of Rs 12,598 crore. Rajen Gohain, Minister of State for Railways stated in Rajya Sabha on July 29, 2016 in reply to the question raised by member of Rajya Sabha Parimal Nathwani.
The minister informed that the works for laying 12 new lines including Chitra-Basukinath (37 km), Godda-Pakur (80 km), Barwadih-Chirmari (182 km), Gaya-Bodhgaya-Chatra, Gaya-Natesar (Nalanda) (97 km), Gaya-Daltonganj via Rafiganj (136.88 km), Giridih-Koderma (102.5 km), Hansdiha-Godda (30 km), Koderma-Ranchi (189
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km), Koderma-Tilaiya (68 km), Pirpainti-Jasidih (97 km) and Rampurhat-Mandarhill via Dumka (130 km) with new MM for Rampurhat-Murarai (29.48 km) 3rd line are in progress.
Gauge conversion of Ranchi-Lohardaga with extension to Tori (113 km) is also going on, according to the statement laid on the table of the House. The work for doubling of lines including Garwa Road-Rail over rail (10 km), Gomoh-Flyover for down trains (15 km), Bondamunda-Ranchi (166 km), Chakradharpur-Goelkera 3rd line (34 km), Denea-Ranchi Road (25.2 km), Dhanbad-Sonnagar-Patratu 3rd line (291 km), Dongoaposi-Rajkharswan 3rd line (65 km), Garhwa Road-Ramna (32.32 km), Goelkera-Manohrpur 3rd line (40 km), Jarangdih-Danea (29.2 km), Khargpur-Adityapur 3rd line (132 km), Manoharpur-Bondamanda 3rd line (30 km), Rajkharswan-Chakradharpur 3rd line (20 km), Ramna-Singrauli (160 km), Ranchi Road-Patratu (31 km) and Sini-Adityapur (22.5 km) 3rd line are going on, as per the statement.
Nathwani wanted to know about on going and pending railway projects in the States of Gujarat and Jharkhand along with estimated cost of the projects. In Gujarat, total 20 railway projects with estimated cost of Rs 17,073 are in progress.
The minister stated that every railway project requires a number of clearances from various Ministries and Departments of State/Central Governments. These, inter-alia, include clearances inherent to land acquisition, forestry clearances and permission for crossing from departments like National Highway Authority of India, Public Works Department, Irrigation canals etc., and also clearances of Archeological Survey of India if the alignment is passing in vicinity of a protected monument, local bodies for project passing through urban areas, etc. which are part of project execution, he said. The progress of works is based on above factors and availability of funds, said the minister.
Dec 03 2015 (11:03)  चिरेका में सिंगल फेस इंजन का उत्पादन बंद (epaper.jagran.com)
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New Facilities/Technology

News Entry# 249789   Blog Entry# 1669126     
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This is a new feature showing past edits to this News Post.

Posted by: 4πu¶am*^~  4373 news posts
जामताड़ा : 140 की प्रति घंटा की रफ्तार से दौड़ने वाली सिंगल फेस रेल इंजन डब्ल्यूएपी-4 का उत्पादन अब चितरंजन रेल कारखाना में नहीं होगा। बुधवार को यहां निर्मित आखिरी इंजन को रेलवे बोर्ड के सदस्य सह पदेन सचिव नवीन टंडन ने हरी झंडी दिखाकर देश को समर्पित किया। 1990 से सिंगल फेस डब्ल्यूएपी-4 रेल इंजनों का उत्पादन रेल कारखाना कर रहा था। इसकी क्षमता 26 कोच के साथ यात्री ट्रेन को 140 किमी प्रति घंटा दौड़ाने की है। मगर चिरेका अब थ्री फेस रेल इंजनों का उत्पादन कर रहा है, जो कई मायनों में सिंगल फेस से बेहतर है। यहां पहुंचे टंडन ने चिरेका के विद्युत लोको टेस्टिंग शॉप एवं विद्युत लोको असेम्बली शॉप का निरीक्षण किया तथा पेंट शॉप के भीतर नवनिर्मित पेंट बूथ का उद्घाटन किया। यहां उन्होंने चिरेका में विद्युत इंजन उत्पादन की भी समीक्षा की। टंडन ने चिरेका के वरीय अधिकारियों के साथ संबंधित मुद्दों पर...
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विस्तार से बातचीत की। इस मौके पर चिरेका स्टाफ काउंसिल के सदस्यों ने एक ज्ञापन भी उन्हें सौंपा। उन्होंने पारंपरिक रेल इंजन डब्ल्यूएपी-4 श्रेणी (25051) एवं अंतिम जीटीओ रेलइंजन डब्ल्यूएपी - 5 श्रेणी (30089) को हरी झंडी दिखाकर रवाना किया। इसके बाद टंडन ने चिरेका के शैलहरी हिल टॉप का भ्रमण किया। उन्होंने देशबंधु लोको पार्क में फेयरी ¨प्रसेस टॉय ट्रेन पर भी सवारी की। इस मौके पर मुख्य बिजली इंजीनियर पंकज गुप्ता, मुख्य यांत्रिक इंजीनियर ए सिंह, भंडार नियंत्रक एस बारिक, मुख्य चिकित्सा अधिकारी ए मजूमदार, मुख्य अभियंता बीआर कंवर, मुख्य कार्मिक अधिकारी जी श्रीनिवास राव तथा चिरेका के सभी वरीय अधिकारी मौजूद थे। इस मौके पर वरीय कार्यकारी सदस्य महिला कल्याण केन्द्रीय संगठन अमिता टंडन, अध्यक्ष चिरेका महिला कल्याण संगठन अमिता तायल व संगठन के अन्य सदस्य उपस्थित थे। शाम में अतिथि के सम्मान में चिरेका सांस्कृतिक संगठन द्वारा चितरंजन क्लब में सांस्कृतिक कार्यक्रम का आयोजन किया गया। इस अवसर पर चिरेका के उत्कृष्ट कार्य निष्पादन पर प्रोत्साहन के लिए 50 हजार रुपये सामूहिक नकद पुरस्कार की घोषणा की गई।

4 posts - Thu Dec 03, 2015 - are hidden. Click to open.

1281 views
Dec 07 2015 (13:25)
† ♥ ⚡ WAP5 ⚡ ♥ †   6326 blog posts   278 correct pred (91% accurate)
Re# 1669126-7            Tags   Past Edits
And WAP4 will be treated like WAM4/WAP1 (grandpas) :P
Jun 24 2015 (22:11)  Railways: Dream, Design & Make in India: I (swarajyamag.com)
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Commentary/Human Interest

News Entry# 230812   Blog Entry# 1523119     
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Sep 27 2015 (11:34PM)
Station Tag: Chittaranjan/CRJ added by JAI MAA TARA**/378817

Posted by: rdb*^  127239 news posts
If we aspire to shift our man and material shipment on to rail, it is imperative to have structures which foster internalisation of technology purchased.
Prime Minister Narendra Modi’s ambitious vision of leadership in railway technology, seen with the ‘Make in India’ initiative, presents very interesting possibilities. Make in India is a war cry and in it lies embedded the need of Dream in India and Design in India. Leadership in railway technology isn’t just about railways; this development would be inset in the larger industrial landscaping being envisioned and boldly attempted. Ease of doing business translates into creation of an enabling ecosystem for Dream, Design & Make in India.
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this vision, the Railway Budget presented this February, announced setting up of four railway research centres in association with universities and one chair in material science in honour of Pt. Madan Mohan Malviya at IIT(BHU). Further, national initiatives in mission mode on Electric Vehicles, Smart Cities and Smart Grids have been rolled out —these are the fields which see immense research efforts across the world. In these three fields lie humanity’s attempt to rewire and hard reboot the urban milieu.
As the country seeks economic salvation in technology-led growth with railroads being central to this vision, it is imperative that we examine the current state of affairs, juxtaposed with the story of the emergence of the Chinese as railway technology exporters and figure out the path accordingly. Also, we need to examine the monies involved and whether we can leverage domestic needs to create the competence being looked at.
On 14 November 1998, Chittaranjan Locomotive Works became second in Asia (after Japan) to have manufactured a modern 6,000 HP electric locomotive with solid state drive (this railway factory was dedicated in the memory of Deshbandhu Chittaranjan Das on the day we declared ourselves a republic—26 January 1950—and was created with the ambition of becoming self-sufficient in locomotives; being able to make a locomotive was swavlamban personified).
This was one of the finest example of Make in India, as the technology received from Europe was transferred to several private and public entities and a whole new breed of vendors were exposed to the world’s best manufacturing practices and technology. Come 2008, India was once again in the market for electric locomotive technology, and this time apart from the Japanese, the Chinese were serious contenders!
The story of those intervening 10 years is the story of China’s determination to be counted amongst the world’s leading locomotive players, instead of having to live through the ignominy of standing in the market as a yachak. All in a short span of 10 years.
It is instructive to note that the China jumpstarted its locomotive sector about the same time as India and with the same technology providers. But, if the next 10 years were largely downhill for us, for them, they just claimed all that they could survey. Chinese rolling stock has already come into India in a metro system.
Railway Research in India
Rail research in India has been principally carried out by the Railway’s Production Units (PUs; unlike PSUs, these aren’t corporate entities—they are government entities under administrative control of the Ministry of Railways) and RDSO (Research Designs & Standards Organisation, which is treated as a zone of Indian Railways). There has always been an element of overlap between the PUs and RDSO with the thrust of work shifting to the entity with the greater initiative. To give a design focus to the PUs, Centres for Design & Development were created in the PUs in the late 1980s. BHEL at its Bhopal unit also created a design facility and established the country’s only roller test jig (lying grossly underutilized since inception).
What does railway research entail? We need to distinguish between platforms, products and components. Making a Shinkansen (the legendary Bullet Train), a TGV, a metro train, a new coach or for that matter, a locomotive would be platform based research. A new bogie, traction motor or a pantograph would constitute product research. A new alloy of copper to be used for traction motors or new material for the wheel would be component or material level research. For research to be meaningful, it must encompass all the elements. Hence, applied railway research must be framed by platforms followed by products (a not so distant parallel can be the passenger aircraft. An aircraft engine isn’t made by the company whose name the aircraft carries).
Indian Railways always saw research as a subordinate activity. It is ironical that being the only customer of rail solutions—if Indian Railways didn’t lead rail research, it could not have been done elsewhere in the natural course. The system expected small incremental inputs. Still, driven engineers alive to the developments elsewhere in the world undertook work to improve technologies deployed. Short tenures of officers at RDSO—the principal design entity—meant-long term in-house research wasn’t possible.
Notable attempts of world’s leading research were attempted by RDSO in 1980s/90s with BARC. However, failure of railways to keep its design teams intact during the currency of the project and lack of commitment to resolve the inevitable issues which arise in design phase gave these projects and knowledge generated a summary burial.
Over the decades, the system grew accustomed to induct technology from the First World. The in-house research centred about design improvements on existing platforms, products and components with technology infusion from the First World when the options to further improve ran out. The onus wasn’t on the mastery of the technology—with the PUs and RDSO expected to keep the systems running.
Short tenures of officers ensured that the advanced design tools procured arrived by the time they were packing their bags. IR also erred in treating advanced training and inspections overseas as patronage with no expectation from the officials so deputed upon their return. Many a times officials didn’t even work for a day on the platforms they received training on.
Imported products are inspected overseas by sending officials from India. Also with few senior railwaymen posted in Indian missions in Europe, such opportunities have been routinely squandered. This flies in the face of the fact that technological development can’t happen in a disjointed manner. One wonders where we would have been if the ISRO chose to transfer its scientists every few years!
Despite this, there has been enough resident talent which chose to push the envelope, giving sporadic development. Thus, one notices that the systems failed to meaningfully deal with rail research essentially on HR. Nowhere in the world has research been carried out on the strength of tenured researchers—institutional knowledge has to be built layer by layer over a period of time with institutional continuity being central to the process.
Let’s examine Chittaranjan Locomotive Works, the flagship and the oldest locomotive builder of India.
Chittaranjan Locomotive Works
CLW presents a very interesting case where one notices a regular flow of technology which was then further worked upon to make variants suitable for Indian operating needs.
As the world embraced diesel locomotion post WW II, the Ministry of Railways undertook ToT (Transfer of Technology) from ALCO, a failing US locomotive builder in 1962 (this technology was seeded in Diesel Locomotive Works at Varanasi). This locomotive’s bogie (CoCo trimount bogie) was adopted for the indigenously developed class of locomotive, WAM-4 (1970-71) and was thereafter used for WAG-5 class of locomotives (1983-84).
These two locomotives became a mainstay of electric traction and represented fusion of a diesel locomotive’s bogie and standard electrics which were indigenously developed. This development was key to meet IR’s motive power needs especially between 1970-2000. This was a successful platform design effort. However, it needs to be noted that IR undertook ToT from Alstom, France (1968) and Hitachi, Japan (1974, 1983) for traction motors and worked on them to improve their reliability. This was directed infusion of product technology playing an important role in platform development.
Table 1
List of ToTs undertaken by CLW
Railway tableclick to enlarge
After 1960s, IR undertook the first radical shift in motive power technology by adopting three-phase traction technology in step with the emerging global consensus. Accordingly, a ToT agreement was signed on Jul-1993 between Ministry of Railways and ABB Transportation. CLW was mandated to undertake the ToT (not RDSO). A dedicated cell with young engineers was tasked to undertake the complete ToT (know-how) and imbibe know-why as well.The second part of such evolutionary platform designing is seen in WAG-7 class of electric locomotives (1991-92). This development was a crest of a journey where in electric locomotives evolved from 2800 hp (1960s) to 5000 hp on largely common design philosophy—with largely indigenous design resources.
This contract aimed at the import of 22 units of 6000 HP freight locomotives and 11 units of 5400 HP passenger locomotives (partly received in knocked down condition). The passenger locomotives were much lighter and were selected to permit operations at 160-200 kmph. These locomotives were not suitable for 24/26 coach train operations, with frequent start/stops, but were designed for shorter but faster trains.
CLW’s design team undertook customisation of 6000 hp freight locomotive in to a passenger class and thus was born WAP-7 class in 2000 (within 1.5 years of the first indigenous locomotive being built as per the ToT). WAP-7 is now the workhorse for long passenger trains. This transfer of technology was acclaimed globally and was discussed as one of the most successful transfers of technology in the world (Enabling Knowledge Creation: How to Unlock the Mystery of Tacit Knowledge and Release the Power of Innovation, Krogh, Ichiko, Nonaka, Oxford University Press).
However, from this high, how we came about being a yachak in just a few years is an alarming matter—have the lessons been internalised? It has lessons for why India lags seriously in platform and product development despite having spent substantial monies.
A key lesson is discerned when we juxtapose Table 1 with the foregoing—there has been immense potential for platform redesign with Indian Railways. CLW and RDSO handled Steam, Diesels and Electrics and delivered locomotives on all the principal gauges, despite having received technology for one gauge. Accordingly, Indian Railways have supplied diesel locomotives and coaches to Third World countries.
Based on the experience gathered as part of the ToT of new generation three-phase locomotives, CLW led the effort in 2001-02 to participate in a mega locomotive supply and rehabilitation of the South African rail operator (Spoornet) and gave viable bids in competition with companies from whom we aspire to take locomotive technology again (this tender was dropped and Spoornet underwent massive restructuring).
It was interesting that while the new technology was being assimilated and the railway engineers were pushing the frontiers in a globally acclaimed effort, in an act of bureaucratic bloodbath, the core design team was disbanded just four years after first locomotive was turned out. The pleas of not letting go the acquired skills were dealt bureaucratically.
Now Indian Railways are again looking at the Japanese for technology for CLW and trying since 2008 for setting up locomotive factories under PPP. In 2008, when the first round of bidding took place, Chinese, who were behind India in the new locomotive technology in 1990s were very keen to participate!
Though the foregoing dealt with just one aspect of railway research (that is of electric locomotives), the story is not very different elsewhere.
Metros in India and Make in India Compliance
DMRC heralded the Metro age in India. With it came new technologies and massive infusion of modern technology in civil, motive power, signalling and communication. Swanky air-conditioned coaches with automatic doors and Passenger Information System provided salient contrast vis-a-vis suburban trains and circular railways. DMRC insisted that part of the rolling stock should be made in India. Accordingly, BEML set up an assembly line in Bengaluru and Bombardier Transport set up a factory in Gujarat. Alstom has created a factory in Tamil Nadu to meet similar requirements. Bombardier and Alstom serve global markets from these factories.
However, these all remain largely assembly lines with design work remaining firmly overseas. Though metros vociferously argue that their model is the sterling example of make in India—a small little detail that goes unmentioned is that sweatshops are in India but not the real capability to conceive and design—something which is at the very heart of Make in India vision.
The real value creation
The real value creation lies in conceiving platforms, their design, (sub)systems designs and system integration. System integration (components and products assembled to create a platform which can perform in a certain railway network and meet specified load duty) is a key element which would enable India to offer trains in the export market and also deliver better trains for domestic use.
The rail platforms like air frames linger around much longer. Hence, even to contain the cost of ownership, resident system integration skills are needed, which allows part retirement of sub-systems (products). In the absence of local residence of this skill set, the cost of ownership, despite robust contractual binding is likely to be substantially higher even for large Metro operators. For smaller operators, the cost of ownership can be prohibitive.
If we aspire to shift our man and material shipment on to rail in public or private ownership, it is imperative to have structures which foster internalisation of technology purchased and made resident.
Can we in India make this happen?

1 posts - Wed Jun 24, 2015 - are hidden. Click to open.

1738 views
Jun 25 2015 (00:01)
Guest: 7fc2cb12   show all posts
Re# 1523119-2            Tags   Past Edits
Why 3 Phase technology can't flourish in IR ?
Probably the following statement is the answer:
"It was interesting that while the new technology was being assimilated and the railway engineers were pushing the frontiers in a globally acclaimed effort, in an act of bureaucratic bloodbath, the core design team was disbanded just four years after first locomotive was turned out. The pleas of not letting go the acquired skills were dealt bureaucratically.
The
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Future of 3 Phasers is really uncertain.(/blog/post/1520203)
Jun 12 2015 (13:46)  Two New 6000Hp Engines are made by CLW for Gatimaan Express (www.anandabazar.com)
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New Facilities/Technology

News Entry# 228927   Blog Entry# 1509533     
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This is a new feature showing past edits to this News Post.

Posted by: xxx  983 news posts
গতিমান এক্সপ্রেসের ইঞ্জিন গড়ছে চিত্তরঞ্জন
আসানসোল, ৭ জুন, ২০১৫, ০২:১৫:৩৬
দেশের কিছু শহরে দ্রুত গতিসম্পন্ন ট্রেন চালানোর কথা ঘোষণা করেছিল রেল মন্ত্রক। গতিমান এক্সপ্রেস নামে ওই ট্রেন প্রথমে দিল্লি থেকে আগ্রা পর্যন্ত চলার কথা। সেই ট্রেনের জন্য ইঞ্জিন তৈরি হচ্ছে চিত্তরঞ্জন রেল কারখানায়। কারখানার তরফে জানানো হয়েছে, ইঞ্জিন তৈরির কাজ প্রায় শেষের মুখে। শুধু এই ইঞ্জিন তৈরি নয়, সম্প্রতি এমন বেশ কিছু উন্নয়নমূলক পরিকল্পনা হয়েছে যার ফলে ইঞ্জিন তৈরির ক্ষেত্রে বড়সড় পরিবর্তন আনা সম্ভব হবে বলে মনে করছেন কারখানা কর্তৃপক্ষ।
গতিমান
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এক্সপ্রেসের জন্য সাদা ও লাল রঙের দু’টি ইঞ্জিন তৈরি হচ্ছে চিত্তরঞ্জনে। শনিবার উৎপাদন প্রক্রিয়া ঘুরিয়ে দেখানোর পাশাপাশি সেগুলির কর্মকুশলতাও ব্যাখ্যা করেন কারখানার আধিকারিকেরা। তাঁরা জানান, ৬ হাজার অশ্বশক্তি ক্ষমতার এই দু’টি ইঞ্জিন ঘণ্টায় ১৮০ কিলোমিটার বেগে দৌড়তে পারে। সেগুলি সফল ভাবে চললে ভবিষ্যতে এই ধরনের আরও ১১টি ইঞ্জিন এখানে তৈরি করা হবে বলে জানিয়েছেন তাঁরা।
সংস্থার জেনারেল ম্যানেজার (জিএম) সিপি তায়েল শনিবার জানান, তাঁরা সিদ্ধান্ত নিয়েছেন আগামি অর্থবর্ষ থেকে আর কোনও প্রথাগত বা জিটিও কারিগরির ইঞ্জিন তৈরি করবেন না। পরিবর্তে উন্নত প্রযুক্তির আইজিবিটি কারিগরির ‘থ্রি-ফেজ’ ইঞ্জিন তৈরি করবে তাঁদের সংস্থা। এর জন্য কারখানায় আধুনিকীকরণ প্রকল্পের কাজও শেষ করা হয়েছে বলে জানান তিনি। চলতি অর্থবর্ষেই তাঁরা প্রথাগত ইঞ্জিন তৈরির সংখ্যা অনেক কমিয়ে দিয়েছেন।
জেনারেল ম্যানেজার জানান, এই অর্থবর্ষে তাঁদের ইঞ্জিন তৈরির লক্ষ্যমাত্রা ঠিক হয়েছে ২৮০টি। এর মধ্যে তাঁরা জিটিও কারিগরির প্রথাগত ইঞ্জিন তৈরি করবেন মাত্র ৬৫টি। বাকি ২১৫টি ইঞ্জিন তৈরি করা হবে আইজিবিটি কারিগরির থ্রি-ফেজ। নমুনা হিসেবে সম্প্রতি একটি থ্রি-ফেজ ইঞ্জিনের কাজও শেষ করা হয়েছে বলে কারখানার তরফে জানানো হয়। এর জন্য সংস্থার শ্রমিক-কর্মীদের অভিনন্দন জানিয়ে ৬০ হাজার টাকা পুরস্কার ঘোষণা করেছেন জিএম। তিনি আরও জানান, এই ইঞ্জিনগুলি ৬ হাজার অশ্বশক্তি ক্ষমতাসম্পন্ন। প্রযুক্তির দিক থেকে অতি উন্নত। ঘণ্টায় প্রায় ১৬০ কিলোমিটার বেগে অনায়াসে দৌড়তে পারবে। এই ইঞ্জিনের গুণাগুণ, নিরাপত্তা ও বিশ্বস্ততার বিষয়টি নিয়ে কিছু দিন আগে চিত্তরঞ্জনে একটি আলোচনা চক্রের আয়োজন হয়। সেখানে দেশের সব ক’টি রেল জোনের আধিকারিকদের আমন্ত্রণ জানানো হয়েছিল। কারখানার তরফে ইঞ্জিন সম্পর্কে সামগ্রিক বিষয়গুলি তুলে ধরা হলে আধিকারিকেরা সন্তোষ প্রকাশ করে গিয়েছেন বলে জানান তিনি।

কারখানা সূত্রে জানা গিয়েছে, নতুন প্রযুক্তির ইঞ্জিন তৈরির খরচও অনেক বেশি। একটি প্রথাগত ইঞ্জিন তৈরিতে যেখানে খরচ হয় প্রায় আট কোটি টাকা, সেখানে একটি আইজিবিটি থ্রি-ফেজ ইঞ্জিন তৈরির খরচ হয় প্রায় ১৪ কোটি টাকা। জিএম সিপি তায়েল বলেন, ‘‘কারখানায় নতুন প্রযুক্তি আনায় আমরা আত্মবিশ্বাসী। আমরা মনে করি, চলতি অর্থবর্ষে উৎপাদনের লক্ষ্যমাত্রা পূরণ হয়ে যাবে। আগামি বছরে আমরা ৩৩০টি ইঞ্জিন তৈরি করব। কারখানায় বেশ কিছু নিয়োগও হবে।’’ তাঁর আশা, অদূর ভবিষ্যতেই এখানে ৯ হাজার অশ্বশক্তি ক্ষমতার ইঞ্জিন তৈরি হবে। শুধু তাই নয়, আরও বছর কয়েক পরে ১২ হাজার অশ্বশক্তি ক্ষমতার ইঞ্জিনও বানানো হবে।
এ দিন জিএম জানান, ডানকুনিতে তাঁদের দ্বিতীয় কারখানাটিও সাফল্যের দিকে এগোচ্ছে। নভেম্বরে ওই কারখানা থেকে প্রথম ইঞ্জিন বেরোবে। আগামি অর্থবর্ষে ডানকুনিতে কমপক্ষে ১০০টি ইঞ্জিন তৈরির পরিকল্পনা আছে। তিনি আরও জানান, দেশীয় শিল্পের উন্নতির কথা ভেবে বিদেশ থেকে যন্ত্রাংশ ও সহায়ক সামগ্রীর আমদানি কমানো হয়েছে। উদাহরণ হিসেবে তিনি জানান, গত বছর দুর্গাপুর স্টিল প্ল্যান্ট থেকে ৫০০ এক্সেল চাকা আনা হয়েছিল। এ বার তা বাড়িয়ে ১৩০০ করা হয়েছে।

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1626 views
Aug 07 2015 (01:22)
† ♥ ⚡ WAP5 ⚡ ♥ †   6326 blog posts   278 correct pred (91% accurate)
Re# 1509533-51            Tags   Past Edits
The 200 km/h variant has been commissioned it seems!
Field trials are expected this month.
click here

1731 views
Aug 07 2015 (01:30)
Guest: 7fc2c23d   show all posts
Re# 1509533-52            Tags   Past Edits
This Loco should be provided with Gatiman Exp and it should be started now.
May 28 2015 (14:55)  IR’s 15-day Railyatri Upbhokta Pakhwadan 2015: CLW launches Awareness Campaign through Posters (www.railnews.co.in)
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IR AffairsER/Eastern  -  

News Entry# 226523     
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This is a new feature showing past edits to this News Post.

Posted by: xxx  983 news posts
Chittaranjan: Chittaranjan Locomotive Works (CLW), under the ongoing Railyatri/Upbhokta Pakhwada, the Public Relations deptt has displayed major achievements of CLW though posters at different locations of Chittaranjan township. It is hoped that these posters will highlight the major achievements of CLW and also will inculcate the sense of pride among the inhabitants of this township.
The major achievements that were highlighted in those posters are, CLW produces state of the art 6000 hp locomotive capable to run at 160 kmph and upgradable upto 200 kmph, production of 250 electric locomotives in 2014-15, record production of 145 three phase electric locomotives in 2014-15, Head-on-Generation(HOG) loco of WAP-7 type, Indigenous development of IGBT based propulsion system, Multiple loco (MU) WAP-5 next generation motive
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power of 11000 hp, Indigenous development of TCN compliant Vehicle Control system, from next financial year complete phasing out of GTO based technology by new IGBT based technology loco, Wireless Loco Control in Electric Loco (DPWCS), Indigenous development of wheel disc.
Also State of the art Operation Theatre and ICU developed in KGH, Swachh Bharat Mission has been successfully implemented in CLW from 2nd October 2014, Quality management system of Loco Works & Steel Foundry has been upgraded to ISO 9001:2008 standards, Environment Management of CLW township & Workshop has been upgraded to ISO: 14001-2004 standards, OHSAS 18001:2007 for Occupational Health & Safety Management Systems has been awarded recently, were highlighted.
Mar 26 2015 (10:54)  Good Luck Steel gets approval from CLW for manufacturing of Armature Shaft of HTM for Electric Locos (www.railnews.co.in)
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IR AffairsER/Eastern  -  

News Entry# 218139     
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Mar 26 2015 (10:54AM)
Station Tag: Kapurthala/KXH added by Alexander/1228376

Mar 26 2015 (10:54AM)
Station Tag: Kapurthala Rail Coach Factory/RCF added by Alexander/1228376

Mar 26 2015 (10:54AM)
Station Tag: Chittaranjan/CRJ added by Alexander/1228376

Posted by: Katni Grade Separator~  61 news posts
Chittaranjan (CRJ): Good Luck Steel Tubes has received an approval from Indian Railway for manufacturing of specific components, one more step of the company towards its focus sector. Good Luck got approved by Chittaranjan Locomotive Works (CLW) for manufacturing in its forging unit the Armature Shaft of HTM for Electrical Locomotives. The company has become part-I supplier to the CLW by successfully supplying Armature Shafts. Another critical part i.e. Rotor Shaft is under advance development stage against CLW’s developmental order.
The company has also got development order for Set of Under Frame Front Part for LHB coaches from Rail Coach Factory (RCF), Kapurthala. It will be manufactured in its structure division. The LBH coaches, the German technology, are superior to conventional coaches
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and could run at higher speed. The development Order/Approval from Integrated Coach Factory (ICF), Chennai and Rail Coach Factory (RCF), Rae Bareli is underway.
Good Luck Group is an ISO 9001 certified organization, engaged in manufacturing and exporting of wide range of Automobile CDW Tubes, Forged Engineering Products, T&D Towers & Boiler Structure, Galvanized Pipes, Roofing Sheets & Annealed Sheets.
Jan 31 2014 (21:11)  चित्तरंजन स्टेशन पर एनटीइएस शुरू (www.jagran.com)
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New Facilities/TechnologyER/Eastern  -  

News Entry# 166220     
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Feb 01 2014 (8:43AM)
Station Tag: Chittaranjan/CRJ added by অনুপম**/401739

Posted by: 4πu¶am*^~  4373 news posts
चित्तरंजन और मिहिजाम के लोगों को अब ट्रेनों की ऑनलाइन सूचना स्टेशन परिसर स्थित पूछताछ केंद्र से ही प्राप्त हो जाएगी। यह जानकारी नेशनल ट्रेन इंक्वायरी सिस्टम (एनटीइएस) के तहत यात्रियों को निश्शुल्क मुहैया करायी जायेगी। यह जानकारी चित्तरंजन स्टेशन प्रबंधक आरएन साव ने दी। उन्होंने बताया कि हमारे यहा यह सिस्टम देर से शुरू हुई लेकिन इससे लोग लाभान्वित होंगे। गुरुवार से नेशनल ट्रेन इंक्वायरी सिस्टम (एनटीइएस) की शुरूआत यहा हो गयी। अब यात्रियों को ट्रेन की पूर्ण जानकारी मिल पाएगी। ट्रेन कहा है और कितनी विलंब से चल रही है आदि महत्वपूर्ण जानकारी मिल सकेगी।
Oct 21 2013 (12:13)  चित्तरंजन स्टेशन में बनेगी कॉमन लूप लाइन (www.jagran.com)
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Other NewsER/Eastern  -  

News Entry# 153319   Blog Entry# 934535     
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Oct 21 2013 (12:34PM)
Station Tag: Chittaranjan/CRJ added by অনুপম**/401739

Posted by: 4πu¶am*^~  4373 news posts
अब चित्तरंजन स्टेशन पर आने जाने वाली ट्रेनों को लंबा इंतजार नहीं करना पड़ेगा। यहा सिर्फ तीन प्लेटफॉर्म हैं। इस कारण कई बार एक्सप्रेस ट्रेनों को पास कराने के लिए रूपनारायणपुर और जामताड़ा में दूसरी ट्रेनों को खड़ा करना पड़ता है। प्लेटफॉर्म बढ़ाने के लिए जगह की कमी है। इसलिए यहा कॉमन लूप लाइन बनाया जाएगा। यह कहना है आसनसोल के डीआरएम एसएस गहलोत का। वह शुक्रवार को चित्तरंजन स्टेशन का निरीक्षण करने आए थे। उन्होंने बताया कि मिहिजाम वासियों की माग को देखते हुए रेल फाटक के पास ओवरब्रिज बनाने के लिए झारखंड सरकार से सहयोग लिया जा रहा है। चित्तरंजन स्टेशन के बाहर वाहनों की भीड़ कम करने के लिए वहां के साइकिल स्टैंड को अन्यत्र भेजा जाएगा। रेलवे लाइन से होकर मिहिजाम में जलापूर्ति की पाइप बिछाने के मुद्दे पर डीआरएम ने कहा कि वह लगातार अधिकारियों से संपर्क में है। जल्द ही इसका समाधान ढूंढ लिया जाएगा।...
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कहा कि किसी भी हाल मे अवैध कोयला यात्री ट्रेनों में लादने नहीं दिया जाएगा। अवैध उत्खनन पर रोक लगने से ही यह समस्या खत्म हो सकती है। इस दौरान सीनियर डिविजनल ऑपरेटिंग मैनेजर एके मिश्रा, डिविजनल सिग्नल टेलीकॉम इंजीनियर मुकेश कुमार मिश्रा, सीनियर डीइएन -2 एमके मीणा मौजूद थे।

1237 views
Dec 14 2013 (14:40)
LHBfy Himgiri SF~   648 blog posts   20 correct pred (53% accurate)
Re# 934535-1            Tags   Past Edits
a good News But how it will be used??
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