It is unfair to actually compare DHN & ALD PP, it is like comparing apples to oranges....
Still I will try to list out the differences between ALD & DHN and give the edges to both the division based on the following points.
1. ALD has most of the lines under it's jurisdiction of Class A, only some parts such as CPU-CAR are relatively slower while baring the 200 kms from DHN-GAYA which is Class A, most of DHN Division has slower lines. Cannot really compare two divisions with different lengths of different...
more... track types, as slower tracks are often given higher slacks which boosts up their PP.
EDGE :- CANNOT BE DETERMINED.
2. Stations like ALD & CNB are cursed with multiple crossovers and illogical designs that causes unavoidable delays. Furthermore ALD's location and an poorly planned station design means that LRs and LCs at ALD are very common which further jams up the platforms and tracks. Furthermore there are a plethora of unelectrified tracks in UP which have LC points at ALD compounding the problem. DHN used to face this problem when it was under ER & GMO-CRP route had not been constructed. Trains like Purushottam and Neelanchal had to undergo LRs and LCs at DHN earlier. Moreover trains towards PNBE & RNC had to undergo LC in DHN. However post electrification this problem have been eradicated.
EDGE :- ALD (ALD has a much harder life than DHN)
This is a reason whether ALD is geniunely at a disadvantage and people should give ALD some slack here.
3. Passenger traffic in DHN Division is lesser than passenger traffic in ALD, however most passing trains stop at multiple stations due to ECR effect but most trains passing through ALD halt at ALD & CNB & mostly TDL or ALJN.
If ALD has more passing trains, DHN has more number of halts for every passing trains.
EDGE :- ALD TAKES A SLIGHT EDGE HERE. MUCH HIGHER PASSENGER TRAIN VOLUME
4. Freight traffic :- While NCR is certainly the heavyweight carrier of IR & NCR as a zone can boast of much more freights when compared to ECR, ALD Division would definitely come up short when compared to the number of freights that DHN has under it's command. While there are heavy freights in Satna region and around the Kanpur industrial regions and ALD 'chokezone', practically every station on the CIC route has a dedicated siding. You really need to come to CIC to see the sheer volume of freights here. Freights are easily upto 20-25 times of the passenger traffic. Furthermore multiple loading and unloading points are present and these also block the tracks as getting into and out of loop lines take appreciable times. ( These data will likely won't be shown in the ICMS datasheet). DHN outgrosses the rest of ECR by a massive margin due to this enormous freight traffic.
EDGE :- DHN
5. Controlling :- While every zone has some bias towards it's own train, ALD NCR takes this obsession to the extreme. Trains are held up at ALD & NYN outers for hours so that 'A particular SF train' departs RT. There are several other instances that had been repeated here some many times, that I don't need to go over these again. In contrast the controlling of DHN & MGS is praised mostly by ER, ECoR & SER members who are otherwise severely critical of the rest of ECR. Although IMO KOTA WCR sets the golden standard for controlling, DHN & MGS are very good too....
EDGE :- DHN
PP of mere 52.7% for express trains indicates that there is something fundamental wrong in ALD NCR, even if you give some relaxation on account of congested tracks! Mere congestion is not the problem here....
