Kolkata Local - আমি তোমাকে ভালবাসি

Yes But I want To include more things in your blog that Ir need to do something related to tracks Consider Jharsugda Bilaspur That route is now going towards quadcrupling But the section between Rajnandgaon ITWARI is not ready for third line, yesterday one passenger tweeted to Drm BSP that our train was stationed for 20 minutes due to passing given to the freight train in katni aunpur section .And even those delayed projects by IR Like Gondia Jabalpur rlwy Spented 20 years and money but still not completed and if this route were exist at that time when ET incident occurs so Ir was able to minimise the loss not completely but upto some extent.And ir should complete those delayed projects as early as possible .And our tracks are able to handle 160 but we need to maintain the tracks and convert those tracks for 160...
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KM/H those unfit for high speed like this .Because we need to proceed one by one for everything. We want Bullet or other High speed trains but at first we need BETTER MANAGED RAILWAY,Like your screen Name.

SECR is predominantly freight traffic with no. of freight trains being twice the number of passenger trains.
Freight traffic on BSP-DURG, & BSP-JSG is higher than Durg-NGP due to Heavy coal traffic from SECL ( Korba, Chirimiri region) Bhilai Steel Plant and many other Power plants/ large industries. So tripling started about 2 decades back which, quite slowly, is almost at the verge of completion. Anuppur-KTE, BSP-Anuppur have heavy coal traffic but poor terrain limits its sectional capacity. Durg-RJN tripling is going on at leisurely place since about 3 years. RJN-NGP tripling project is being taken up. I have stressed earlier that SECR had received ridiculously low investments in spite of being the most profitable zone with OR of about...
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50. Little funds were allocated to highly profitable SECR capacity augmentation projects and many a times they too were diverted to loss making projects of some VIP area.
Earlier the allocations had been on the basis of the political dispensation of IR, with area of RM getting lions share and rest was shared between remaining states roughly in proportion to the weightage/activism of respective PRs. There was a time when very high amounts almost 50% of total new lines of IR were allocated to Kolkata Metro which had a negative rate of return (OR about 250-300) but not today. Financial consideration no where in picture.
With Mr. prabhu as RM, he has delegated most of financial powers of RM to Rly officials esp. GMs & DRMs. The power of Officials have increased like never before. If politicisation has decreased with reduced interference of RM, there is another old problem in IR which is likely to increase if not checked, i.e. departmentalism. Now Rly officials with typical Head Qtr orientation being more powerful, the favor may shift more to places of Rly officials (i.e. divisional & zonal HQs) which find favour by new trains, more reservation quota, better stations, & other facilities. HQs may find more favor than before in project proposal too. One thing is evident that in last couple of years, SECR is pressing more to develop KTE-BSP-JSG route over JSG-BSP-NGP route in spite of the fact that the terrain of BSP-KTE is mountainous and train operation shall be costlier than flat BSP-NGP section. In other words there are chances that zones may work with more focus on zonal interest rather in national interest.
New lines/trains, doublings etc BSP-JSG tripling is going on. Even before tripling is completed, the SECR is pressing for quadrupling rather than tripling of Durg-NGP is a bit surprising esp. when SHS train is proposed on BSP-NGP. And for BSP-Durg section SECR officials plan to develop & use third line for 160 kmph train.

We can say that trials of existing Talgo coaches (9 coach of 13 M length) were successful.
These coaches/rake have to be adopted to Indian conditions i.e. dimensions, foot board height, and longer train i.e. about 550m length instead of about 140m length of trial rake. (i.e. with much higher number of coaches and/or longer coaches).
But this Indianised Talgo rake will be successful or not we can not say with certainty. If sech Indianised rake could give similar results to that of the present one, then it is fit for...
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India.
So we cannot say with certainity that it is fit or unfit for Indian conditions.