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Railgadi- Indian rail app - IRCTC- Train info
Railgadi- Indian rail app - IRCTC- Train info's posts

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अब घर बैठे पैसा खर्च किए बिना ट्रेन की ऑनलाइन टिकट बुक कराई जा सकती है। जब घर पर टिकट डिलिवर होगा, उस समय किराए का भुगतान करना होगा। आईआरसीटीसी ने 'पे-ऑन-डिलिवरी' नाम से यह फैसिलिटी शुरू की है। इसके लिए एक्स्ट्रा चार्ज भी देना होगा। धोखाधड़ी की तो कार्रवाई भी होगी...
- आईआरसीटीसी ने इस पूरी प्रक्रिया में यह भी प्रोविजन किया है कि अगर कोई आईआरसीटीसी के साथ धोखाधड़ी करने की कोशिश करे तो उसके खिलाफ कदम उठाया जा सके।
- डिलिवरी से पहले पैसेंजर टिकट रद्द करता है या डिलिवरी के वक्त टिकट लेने से इनकार करता है तो वह कैंसिलेशन और डिलिवरी चार्ज देने के लिए बाध्य होगा।
किनके लिए है यह फैसिलिटी?
- आईआरसीटीसी के एक अाॅफिशियल के मुताबिक, यह फैसिलिटी उन लोगों के लिए है जो ऑनलाइन टिकट तो बुक कराना चाहते हैं, लेकिन ऑनलाइन पेमेंट करने से बचते हैं। ऐसे लोगों को उनके घर पर ही टिकट भेजा जाएगा और वहीं टिकट की राशि नकद ली जाएगी।
कराना होगा रजिस्ट्रेशन
- पे-ऑन-डिलिवरी’ के लिए पैसेंजर को एक बार रजिस्ट्रेशन कराना होगा।
- रजिस्ट्रेशन के वक्त पैन कार्ड या आधार कार्ड की जानकारी देनी होगी।
- आईआरसीटीसी की वेबसाइट या मोबाइल ऐप से टिकट बुक हो सकेगा।
- टिकट यात्रा से कम से कम 5 दिन पहले बुक कराना होगा।
देना होगा सर्विस चार्ज + टैक्स
टिकट की राशि शुल्क
5,000. से कम 90 रु.+बिक्री कर
5,000. से अधिक 120 रु.+बिक्री कर

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इसे कहते हैं ‘डेथ ट्रेन’, ये है अमेरिका में घुसपैठ कराने वाली मालगाड़ी:

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#Ralgadi #IRCTC
Indian Railways passenger segment loss at 80% in some categories; only AC 3-tier gives positive returns
For the unreserved ordinary sleeper class on the Indian Railways network, the national carrier’s loss is as high as 80% of the cost incurred. And for categories such as the reserved first class and unreserved ordinary second class, the losses are up to 70% of the cost. Across all categories, it is only the air-conditioned (AC) 3-tier category which gives a slight positive return of 7.5%.
Two separate committees headed by DK Mittal and Bibek Debroy had earlier pointed out that AC 3-tier is the only profit-making segment in the heavily subsidised passenger category. While the unreserved ordinary second class at around 4,20,000 million passenger kilometre is the highest travelled category, reserved second class in mail and express trains is a close second with around 3,47,000 million passenger kilometre followed by the reserved sleeper class in mail and express trains at 2,37,000 million passenger kilometre.
The overall loss due to subsidised passenger business, or the social obligation cost, for the railways is Rs 30,000 crore-plus every year. On the back of the Indian Railways implementing surge pricing on select categories of trains and introducing new categories, the national carrier was able to increase its passenger earnings by Rs 1,996 crore in 2016-17 compared with 2015-16. The revised estimates for 2016-17 of Rs 48,000 crore were still unmet as it managed to garner Rs 46,279 crore.
The burden of social obligation cost, apart from high staff cost, has led the railways to report an operating ratio of 97 for 2016-17, worst in the last 16 years, against its revised target of 94.9. A close look at the zone-wise data for operating ratio shows that zones with dense passenger traffic movement report the highest amount of losses, as reported by FE earlier.
The Debroy committee in its report had said almost 80% of losses in passenger operations in any year is due to non-suburban operations including mail, express and ordinary classes. And out of the losses, a miniscule 4% can be attributed to various concessions, but a lion’s chunk of as high as 76% is due to the railways charging fares lower than the actual cost of operations.
According to a railway official who requested not to be identified, a 10% hike in passenger fares across all categories can make the railways earn additional Rs 4,500 crore. Also, the Comptroller and Auditor General of India (CAG) in March 2017 had observed that the railways should increase passenger fares in order to make its operations profitable.

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Indian Railways capex jumps 19% to Rs 1.2 lakh cr; big thumbs up for Narendra Modi policy direction
capital investments rose 19% to Rs 1.12 lakh crore in 2016-17. Coming as it does on top of a steep and unprecedented 59% surge in capex in the previous year, the transporter has indeed helped the economy’s investment rate improve marginally from the third quarter of last fiscal. PSUs and some other government undertakings like the National Highways Authority of India have been the other players which have salvaged the investment climate, vitiated by a prolonged sluggishness in private investment.
IR met 92% of the 2016-17 capex target as it undertook significant expansion of tracks, traffic facilities, passenger amenities and electrification. It was the biggest investor among PSUs and other government outfits, followed by NHAI at Rs 53,800 crore.
The spurt in the railways’ investment, after years of stagnation, came when the Narendra Modi government gave a big boost to the carrier’s capex at Rs 93,520 crore in 2015-16, relying heavily on extra-budgetary resources. The overall capex boost by the Center helped economy grow by 7.9% in that year despite headwinds to growth.
“Achievement of over 90% of the capex target is creditable, especially since this is after the huge increases in targets over the last couple of years,” said former Railway Board chairman Arunendra Kumar. The national carrier has already announced a Rs 8.56-lakh crore investment plan over the five years ending 2019-20. Apart from budgetary resources and internal generation funds through institutional financing, public-private partnership and debt form part of the investment plan. In its three-year proposed action plan unveiled recently, NITI Aayog has said budgetary support to the railways should be increased to Rs 1,18,768 crore by 2019-20 from the current level of around Rs 40,000 crore to give boost to the country’s transportation system. IR network registered 1,140 billion passenger km in 2014-15, the highest in the world.
However, the operating ratio — paise spent to earn a rupee — hit the worst in 16 years in 2016-17 at 97. Robust PSU/departmental investments coupled with increased capital spending by state governments give credence to the Central Statistics Office’s estimate that gross fixed capital formation grew 3.5% in the third quarter of the last fiscal, after declining in the previous three quarters.
Central PSUs and departmental undertakings (excluding railways) have bucked the investment famine by investing Rs 2.54 lakh crore in projects worth Rs 500 crore and above in the last financial year, achieving a creditable 96% of the annual target.

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शुक्रवार सुबह दिल्ली रेल खंड पर पोरा रेलवे स्टेशन के निकट ‘सेल्फी विद राजधानी’ के लिए युवक ने लाल झंडी दिखाकर तीव्रगति से जा रही राजधानी एक्सप्रेस को रोक दिया। ट्रेन के रुकते ही युवक ने सेल्फी ली और मौके से भाग गया। चालक ने इंजन से उतर कर रेल ट्रैक व कोचों के चक्कों को चैक करने के साथ ही पूरे मामले से मुख्य नियंत्रण कक्ष को अवगत कराया। इसके चलते ट्रेन करीब 35 मिनट तक खड़ी रही। सियालदाह से चलकर नई दिल्ली जाने वाली 12313 राजधानी एक्सप्रेस अपनी निर्धारित गति से दिल्ली जा रही थी। ट्रेन करीब सुबह 11 बजे पोरा रेलवे स्टेशन के समीप पहुंची तभी ट्रेन के चालक को रेल ट्रैक पर इशारे करते हुए एक युवक हाथ में लाल झंडी लेकर लहराते हुए दिखाई दिया।
इस पर चालक ने खतरा भांपते हुए इमरजेंसी ब्रेक का प्रयोग करते हुए ट्रेन को रोक दिया। ट्रेन के रुकते ही युवक ने अपनी जेब से मोबाइल निकाला और राजधानी एक्सप्रेस के साथ सेल्फी लेकर मौके से भाग गया। वहीं चालक ने फिर भी किसी खतरे को भांपते हुए मुख्य नियंत्रण कक्ष को अगवत कराया।
राजधानी के रोके जाने से रेल प्रशासन में हड़कंप मच गया। तत्काल पोरा स्टेशन से टीम को भेजा गया। इसके साथ ही रेल चालक ने इंजन से उतर कर आगे चलकर ट्रैक को चेक किया और उसके बाद कोचों के चक्कों भी देखा कि कहीं चक्कों से चिंगारी तो नहीं उठ रही, परंतु चालक को ऐसा कुछ नहीं मिला। इस बीच पहुंचे रेल कर्मियों व आरपीएफ ने भी ट्रैक का बारीकी से निरीक्षण किया। सबकुछ ठीकठाक मिलने के बाद ही गाड़ी को रवाना किया। इन सब में करीब 35 मिनट तक राजधानी ट्रैक पर खड़ी रही। इसके चलते गरीब रथ एक्सप्रेस सहित आधा दर्जन ट्रेनें प्रभावित रहीं।

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Why Trains Suck in America??

Why Trains Suck in America??

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#Railgadi #IRCTC #PNR
Indian Railways To Soon Go Completely Digital, Will Save About Rs 60,000 Crore
The Railways is developing a common digital platform integrating information from all departments as a roadmap for the future for bringing transparency in the system and enabling the public transporter to save about Rs 60,000 crore.
Besides, the entire supply and procurement chain of Railways will be digitised to curb corruption. "Our entire supply chain is being digitised. Payment will be made electronically and procurement will also be made electronically. It will curb corruption," Railway Minister Suresh Prabhu told PTI today in an interaction.
Spelling out his vision for the Railways, Prabhu said, "We are also doing ERP - enterprise resource planning - a complete digitization process. All rail operations will be online. It aims to save about Rs 60,000 crore, according to industry estimates." Enterprise resource planning system will be an IT-based platform for system-wide integration and planning.
"Vision for Railways is to address those issues for which Railways is suffering today. Complete digitisation will enable operation can be managed from one place," he said. Highlighting various issues that are plaguing the national transporter, he said, "Organisations like Railways which are vast and complex must have a vision. We must have short term, medium term and long term vision and we must ensure a pan-India vision."
Referring to the congestion problems, he said though rail traffic has increased 16 times after independence, the infrastructure did not grow even four times. "As a consequence, we are operating 150 to 160 per cent of our capacity which is recipe for disaster." Currently 60 per cent of rail traffic is handled on 16 per cent of the network. "So obviously there were congestion and it affected the revenue stream also. We are not been able to capture more traffic," he said.
Congestion is also affecting punctuality as many trains are passing on the same line. Currently Railways' punctuality is about 79 per per cent. "Punctuality is a casualty today because so many trains are passing on one line.A train coming to Delhi may have come in time but cannot enter Delhi because of congestion. Same thing happens in Delhi airport like you hover around the airport," he said. Prabhu said he has sanctioned 16,500 km of doubling and tripling as against only 22,000 km in the last 70 years.
He further said the Railways' vision is to save Rs 41,000 crore in the energy bill in the next 10 years which includes solarisation. "We have plan for producing 1000 MW solar power... All our plants are subjected to energy audit so as to bring energy efficiency. We are also using LED bulbs to conserve energy," he said. Forty two per cent of Railways' lines are electrified today.
"All broad gauge will be electrified in the country and and all meter gauge will be converted into broad gauge. It will benefit the Railways as train speed will increase and most importantly also help in reducing cost of energy."

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South Asia needs more bridges than walls
India’s phobia about developing communication and connectivity with China prevents seamless connectivity in the region. It is high time that a consensual strategy is adopted in the best interests of the region. South Asian nations should work toward dissolving frontiers to facilitate trade, tourism and people-to-people contact.
THE new train and bus services between Kolkata and Dhaka, via Khulna, flagged off during Sheikh Hasina's recent visit are small change compared to the vast, untapped potential for cross-border transportation in South Asia and its periphery. Seamless connectivity in one of the world's most densely populated and volatile regions — dominated by India, Pakistan and China — is a hostage to trust deficit among the three warring nuclear-armed states.
Today, India would give its right arm to clinch rail-road connectivity with Afghanistan through Pakistan. In 1947, an India-Afghanistan frontier existed but Pakistan's illegal occupation of a big chunk of Jammu and Kashmir wiped it off the sub-continental map. If we can somehow recapture territory that is rightfully ours, then an India-Afghanistan border will once again become a ground reality. At present, we have no option but to request Islamabad to throw open its roads to cars, buses and trucks from India. Our bilateral relations are so strained that Pakistan keeps stonewalling our overtures for an overland transit route to Afghanistan. On record, Pakistan cites “technical issues” and “inter-ministerial delays” but its real concern is security-related. Islamabad's logic seems to be that why grant India a passage to Afghanistan when New Delhi's real objective is neither trade nor tourism but to open a new theatre for covert war against Pakistan.
If Pakistan is so distrustful and paranoid, New Delhi is even more wary of Chinese intentions in eastern and North-Eastern India. We have been systematically undermining the proposed Bangladesh-China-India-Myanmar (BCIM) highway from Kunming to Kolkata via Mandalay, Chittagong, Dhaka and Silchar in Assam, promoted by a Track II group to boost tourism and trade. China considers it an offshoot of its rapidly expanding One Belt One Road (OBOR) initiative. India fears that the BCIM highway will not only facilitate espionage and subversion by China — which Atal Bihari Vajpayee cited as the reason for India's 1998 nuclear tests in his written explanation to Bill Clinton — but also flood India with Chinese goods worsening the trade imbalance. As India-China ties worsened over our Nuclear Suppliers Group (NSG) bid, Beijing's soft corner for Masood Azhar and pursuit of China-Pakistan Economic Corridor (CPEC) and our patronage of Taiwan and the Dalai Lama, there was a suggestion from Nirupama Rao, no less, that India should test China's real intentions by exploring the possibility of reviving the old land route between Lhasa and Kolkata, via Nathu La in Sikkim, and air connectivity between Urumqi, the capital of Xinjiang province, and New Delhi. Rao spoke two months ago but South Block ignored her advice, revealing India's phobia about developing communication and connectivity with China.
As Pakistan dug its heels in over granting India access to Afghanistan, the Narendra Modi government inked the BBIN (Bangladesh, Bhutan, India and Nepal) Motor Vehicle Agreement for Regulation of Passenger, Personal and Cargo Vehicular Traffic. India gloated over BBIN proclaiming that sub-regional cooperation is the answer to Pakistan's intransigence and validation of Modi's strategy of “SAARC — minus-one” by integrating SAARC countries, leaving out Pakistan. But India's joy proved to be short-lived. Bhutan pulled out of BBIN, citing environmental concerns over lakhs of cars, buses and trucks polluting its pristine, rarefied atmosphere. Thimphu, in all probability, acted on Beijing's instructions to embarrass New Delhi for opposing China's OBOR plan, particularly BCIM and CPEC. India's repeated entreaties haven't melted Bhutan's heart so far, indicating China's growing clout in the secluded Himalayan nation which we think is in our zone of influence.
Frankly, does it behove a country of India's size and military might shuddering at the thought of Chinese trains running from Lhasa to Kathmandu in our backyard? We also get panicky over reports of Chinese railheads in Tibet in close proximity of Arunachal Pradesh. The nervousness is not a new trait of the Modi era. We were equally shaky during the Congress rule. On the one hand, we try to sabotage BCIM and oppose the full-scale revival of the old Silk Route through Nathula, but on the other we hanker after connectivity between India, Bangladesh, Nepal and Bhutan envisioned in the yet-to-be-implemented BBIN pact. We talk in hushed whispers about the security threat China poses but openly say that six-lane roads between China and India via Bangladesh, Myanmar or Thailand will destroy our industry and economy. True, last year India's trade deficit with China climbed to $46.5 billion in bilateral trade of nearly $71 billion. Won't Indian businessmen flood Bangladesh and Nepal markets with their goods when the BBIN pact becomes operational?
Even without BBIN, India has been singularly lucky in cajoling Bangladesh into granting transit facilities through its territory — dramatically shrinking the distance and cost of transportation between our mainland and far-flung North-Eastern states. Besides roadways, India makes full use of Bangladesh's railways and waterways, including sea ports. India's penetration is in stark contrast with facilities given to Bangladesh. A day after Hasina and Modi pressed buttons to inaugurate new train and bus services, Muhammad Azizul Haque, a retired Bangladeshi ambassador complained in Dhaka's Daily Star that although Nepal and Bhutan are in close proximity of Bangladesh, India hasn't granted them transit rights through its territory.
India's good fortunes vis-à-vis Bangladesh apart, seamless connectivity in South Asia is still a distant dream. The biggest players like India, Pakistan and China — which enjoys observer status at SAARC — have a lot at stake. If they really want frontiers to dissolve for trade, tourism and people-to-people contact, they must sit across a table, air their worst fears and extract iron-clad guarantees of good behaviour before lowering guard. As a faster rate of growth is non-negotiable for developing nations, neighbours must stop trying to get the better of one another.
The year 2017 witnessed the first-ever freight train from China to Britain and back pushing the frontiers of connectivity in today's world. South Asia too is working on a container train on the Dhaka-Kolkata-Delhi-Islamabad route which will be later extended to Tehran and Istanbul. Let's see if Bangladesh, India and Pakistan can pull it off.
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