12.6 billion $ is still a bargain for almost 3400km of double track, grade separated railway.

@MohdArif-pl3sy

2 жыл бұрын

What boggle me is who think in initial proposal, project of this scope only cost 2.6billion.

@martiandeath

2 жыл бұрын

given melbourne's suburban rail loop is estimated at 50-100 billion for 90km of track, yeah its a bargain lol

@OK-ws7ti

2 жыл бұрын

@@martiandeath cmon chief we both know urban infrastructure is always more expensive than cross country

@countdown4725

2 жыл бұрын

That's like 40 meters of HS2

@stephanweinberger

2 жыл бұрын

@@MohdArif-pl3sy Yes, 2.6bn is completely unrealistic. Even if labor is extremely cheap in India: the materials alone probably cost more than that.

734 km Western DFC completed 618 km Eastern DFC completed by Aug 2022.

@moonbalancedd

Ай бұрын

Update as of June 2024, Eastern DFC is 100% complete 1800km and running. Western DFC is 93% complete of the 1500km with about 100km remaining and should open soon.

1:35 That is a local train in Mumbai. Normal express trains are usually not that densely crowded & a main reason for the crowd is that metro rail construction is still underway in Mumbai (with only a small section being operational)

@parvadhami980

2 жыл бұрын

Mumbai got the Metro train quite late as compared to other cities like Delhi or Kolkata

@shreyanshswami5923

2 жыл бұрын

@@parvadhami980 It has also been unnecessarily delayed for years

@utkarshshukla6228

2 жыл бұрын

@@shreyanshswami5923 Dirty politics hindering growth of infrastructure

@ad2050

2 жыл бұрын

@@parvadhami980 it's being unnecessarily delayed by Udhav Thackeray of Shiv Sena. That's why we want the BJP in Maharashtra. They're better for our city & the state.

@schrodinger1811

2 жыл бұрын

He is talking about number of trains using tracks , mainly there is over utilisation of capacity in Delhi Howrah route. Even with multiple route it is most densely used route of IR.

In India, Dedicated freight corridor is more important than high speed rail. Given the size and growth of Indian economy

@KanishQQuotes

2 жыл бұрын

Which is why it has been build before high speed railway

@jarjarbinks3193

2 жыл бұрын

High-speed rail is a waste of money!! Money spent on the useless HSR is better spent on several thousand miles more of dedicated freight corridors. Moving freight is what helps the economy, moving people's a**ses does not!

@in-human1698

2 жыл бұрын

@@jarjarbinks3193 no it's the one of the best idea to decrease reliance on air fuel.

@jarjarbinks3193

2 жыл бұрын

​@@in-human1698 Air fuel is THE LEAST of our concern in India. Most of our power stations are burning coal anyway, and much of it is imported. So, what is the point?!

@in-human1698

2 жыл бұрын

@@jarjarbinks3193 no most are now transformed to solar and CNG in our area. CNG is 2 times cleaner and more energy producing than coal. 60 percent energy is from solar and 40 from CNG. I'm talking about electric locomotives.

My dad was a Signal & Telecom Engineer in the Eastern Indian railways so I know just how problematic it was to keep the trains running on time, given the kind of challenges (from the super - complicated to the super - comical) that the railways face on a daily basis. He used to say that it is God who runs the Indian railways because given the creaking infrastructure it was impossible for even the very best railway staff to run the network without serious accidents happening on a daily basis! But the Indian railways have come a long way & I am very happy about it.

@Dr.Kraig_Ren

2 жыл бұрын

I remember when I was around 7 year old, I was on a eastern railway station and there were more announcements of delays then the arrivals. Also, I have seen the speeding up of railway. It took my father 3 days to commute to home few years ago. _(My father worked in city, but we were firmly settled in hometown)_ Now it take less then 24 hours. I hope DFCs would decrease it more.

In Europe we tend to focus on improving rail services by improving passenger rail lines, which, don't get me wrong, are absolutely great things, but sometimes re-routing the freight traffic could be a cheaper and more effective solution in the mid-long term. By decongestioning the older routes from freight trains, it is easier to get better passenger services (as you will not have heavy and slow freight trains drastically reducing capacity of the line) and eventually you can always try to improve the passenger line at a later time, knowing that you don't have to deal with freight trains. Furthermore, a great freight corridor give a giant boost to goods transportation and probably has bigger and quicker positive effects on the economy in respect of an improved mixed line/dedicated passenger hs line. I always think about Italy, my home country, where we have decent ports in the South that could potentially attract all ships from the Suez Channel but all the ships just go through all Mediterranean Sea and go to Rotterdam. And guess who receives the goods the latest? Italy. This is because we don't have freight corridors that can quickly move containers from the ports in the South (in the middle of the Mediterranean Sea) to the North, where we have one of the most productive area of Europe. A South-North freight corridor would be much more beneficial than some high speed lines around the country.

@Hortifox_the_gardener

2 жыл бұрын

Don't blame just your country. It would for instance mean Italy would have to deal with the slowest and most incompetent rail fraight operator DB and the German government to create rail lines into and through Germany to make this happen. The rail lines would be finished in Austria/Switzerland and under (heavily corrupt) condtruction in Italy while it would still be in the concept phase in Germany while already over budget and 10 years behind with a single slab being laid yet.

@davidsteger1

2 жыл бұрын

In Switzerland we built the Gotthard and Ceneri basment tunnel for this very reason. At the moment most of the treffic comes from the north but the line would also work the other way arround. Unfortunately, Germany is the bottleneck right now...

@dwijbhandari7914

2 жыл бұрын

Another reason why India is investing so much in DFCs over improving passenger rail tracks like Europe is because freight operations is the sole profit making segment of the Indian railways. The passenger segments huge losses are often not just compensated but even exceeded by the freight division’s profits.

@teenteamproductions

2 жыл бұрын

US be like "wtf is a passenger train"

@dwijbhandari7914

2 жыл бұрын

@@teenteamproductions eh usa is a different ballgame altogether lol

Chinese built Ethiopian and Kenyan New SGR Railway line cost 4 billions dollars each for 500-600km. India took 12-13 billion dollars for 3400km broad gauge, double stack electrified, heavy rail, New stations & facilities ... Railway lines.

Also the second reason may be that edfc has more mineral traffic and less container traffic which doesn't require double stack whereas wdfc is just opposite of edfc leading to double stack

@BlackHawkTejas

2 жыл бұрын

Another reason is deliberate neglect act done by the centre of yester years to the Eastern Part!

@vrfunppl

2 жыл бұрын

@@BlackHawkTejas doubtful....The eastern part you mention is beyod the EDFC route and the terrain is REALLY tough

@BlackHawkTejas

2 жыл бұрын

@@vrfunppl Doubtful about what? The Eastern part was neglected? It's quite evident & clear Eastern side has been used for its resources & nothing else. Yes! DFCIL have chosen the standards based on thier study but the politics sure plays it's part!

@atharvapatil9500

2 жыл бұрын

@@BlackHawkTejas maybe true . But its also true that eastern part have always been hostile to industries setting up there ofcourse various political organization were responsible for this. Thats why there is a difference between eastern and western part and works its way how plans are made. Recently they have been more open to industries and you never know the progress that Western part saw maybe can be seen by the eastern part. And do read about the natural resources curse .

@BlackHawkTejas

2 жыл бұрын

@@atharvapatil9500 Some part is true!! Hostile?? Seriously!! Just because WB is, you gonna paint the whole as hostile. Natural resources curse I know. But that means your own central govt can loot you with other states? Then what's the difference between British colonialism & upto 1990 colonialism by central govt? Lame excuse at best. The east was always given the step brotherly treatment, whether you accept it or not that's your pov. The lack of attention what drove widespread poverty & hunger & it's obvious fightback by the locals. If East was hostile to industries how come some off the earliest & largest industries were setup there. The fact of the matter the unabated resource mining funded the development of North, West & South, with peanuts being thrown at East to pacify them. Hopefully those things changes quickly & East overtakes other regions in all aspects of development.

the western double stack portion allows semi trucks to be parked directly onto the car platform. This can be advantageous for moving trucks off the roads and onto rail as wel as some benefits for moving tanks and similar defense equipment around by rail

@Vlasov45

2 жыл бұрын

That's a fascinating point. Investing more heavily in more height clearance on the western portion of the track to allow military equipment to move West makes more sense than taking it east into the jungles.

@Abhi-qn4xv

2 жыл бұрын

Actually that was one of the reason for this. In last few years it has become a practice to use train for transporting trucks from one place to another as its cause less pollution and more efficient but this method was not suitable for large and heavy trucks. Western dfc connects Delhi to Mumbai and this region witness largest truck transportation in India as it connects largest port of India to largest consumer base of India

@death_parade

Жыл бұрын

@@Vlasov45 The alignment of the WDFC and the movement of Indian Army formations during wartime are directly perpendicular for the most part. So I doubt that WDFC would contribute much to any major wartime movement of capital military equipment. Maybe for logistics of FOL, ammo and spares it will be used. But not for moving tanks or such.

Loved the map used, China and Pakistan triggered

The goal of the EDFC is to connect Kolkata and Delhi, which it does (Dadri being near Delhi). The single track section starts from some 46 kms north of Dadri, (the point at which WDFC & EDFC join). It is more a offshoot of EDFC to connect more industrialised zones to the north than a dedicated corridor. The single track section lies mostly in the state of Punjab, which has mostly agrarian industries. The land there which is very fertile and population dense can be expensive and troublesome to get. Different political parties at national and state level could also be a factor.

@shadows2909

2 жыл бұрын

@T C Odisa is the MOST peaceful and silent politically for now. Odisa really doesn't get the deserved coverage on its torrisum due to its loud neighbour. Odisa really have India's historic and prestigious architectures.

@gourisankarmandal6733

2 жыл бұрын

Tajpur deep sea port is being built along with sagar port, most of odisha's ports will export only steel. Exporting good from not only wb but also up,bihar,jharkhand and also Nepal, Bhutan, north east will be cheapest through wb.

@gourisankarmandal6733

2 жыл бұрын

Not to forget haldia port which has petroleum refineries.

@shreyanghosh758

2 жыл бұрын

@T C first Go and learn who has better expressway and then Come and don't come from WhatsApp information.... And yes WestBengal has two ports Kolkata and Haldia and another deep sea port by Adani is being built.... And Bengal Ports are All used By Nepal Bhutan Bihar Jharkhand Assam western UP none of them goes to orissa and all trade between Bangladesh and India are also done from Bengal..... Orissa is much backward economically than West Bengal

@ritwikreddy5670

2 жыл бұрын

@T C bengal is a failing state with one of the lowest growth in all of India. It was once the richest state but many states are overtaking it since Bengal has stopped growing.

the JNPT port near mumbai is most busy container port in India. Currently more ports have opened along the western coast of India. To ensure greater movement they have done the double stack idea. For Eastern DFC, they are also developing waterways using Ganga river; bigger barges and smaller container ships can bring from eastern ports near Kolkatta. The main goods hauled on E-DFC route are coal and othe minerals thus making double stack is issue. For the W-DFC they have completed the construction of tallest railway tunnel which can carry double stacked containers and is electrified. DFC plans is to allow trucks to Roll On Roll Off at required destinations thus speeding the Mumbai Delhi time from 3-4days to just 12-16hrs. Amounting in reduction of trucks from highways, enormous fuel savings.

@RailwaysExplained

2 жыл бұрын

Thank you!

@divyaverma1442

2 жыл бұрын

But what about future As in future edfc will carry more cargos and contains then wdfc

@commandodoggo1932

2 жыл бұрын

@@divyaverma1442 NO

@mvalthegamer2450

2 жыл бұрын

@@divyaverma1442 Not really. The states in the east are more agrarian. Also, the massive canal system being built in the east would handle a lot of the excess freight

I think WDFC choose double stack because I read that ports of Gujrat and Maharastra trade a lot with African, North/South American, middle eastern and European countries compared to east Asian and Oceania countries. And most car industries and agricultural products produce in North and send to those areas so maybe that's why they chose this. Already being connected to Gujrat port is bringing a lot of revenue to DFC company so it's good. This is as far as I know

@RailwaysExplained

2 жыл бұрын

Thanks for the information

@aben3278

2 жыл бұрын

Maharashtra & Gujarat are the top 2 GDP states in India.

@ashwinvk4124

2 жыл бұрын

@@aben3278 isn't tamil nadu at 2

@railfan_neon

2 жыл бұрын

@@ashwinvk4124 yup

@spetznazzz5546

2 жыл бұрын

@@nikhiljain7358 UP is not as productive as other states they mentioned. UP's gdp is just a reflection of its explosive population. Industry wise maharastra, tamilnadu, gujarat lead

Excellent! There is nothing more exciting than seeing a railroad expand!

Along with Alstom, Indian Railways tied up with General Electric (GE) USA for diesel engines. Both Alstom & GE have their factories in Bihar. Moreover Chittaranjan Locomotive Work has upgraded some of its engines for DFC.

@surajbalajr.4016

2 жыл бұрын

Electric engines are exclusively built by Alstom in its Madhepura facility.

@rmazim500

2 жыл бұрын

Diesel Engines which burden Our Oil Bill Import should be phased out and All Divisions and Sections of Indian Railways should be fully electrified with state of the art High Speed Electric Locomotives.

My hometown falls on Mumbai-Delhi route and DFC corridor as well as Bullet train corridor will be passing through my hometown. As i commute to work by train, i see DFC alignment running parallelly to mainline before separating again. The freight trains have started to ply and I often see my train running parallel to such frieght trains.

@bot_nemetronicus

8 ай бұрын

Surat?

@shashanktrivedi27

8 ай бұрын

@@bot_nemetronicus not Surat another city in another district.

@shashanktrivedi27

8 ай бұрын

@@bot_nemetronicus Bharuch

@bot_nemetronicus

8 ай бұрын

@@shashanktrivedi27ohkk I'm from amdavad and I have same surname loll

I think the Western DFC has a higher height for double stack container mainly due to JNPT near Mumbai. The existing railway line to JNPT from Panvel is quite a busy line to the port. Double stack could increase the tonnage moved with almost similar number of rolling stock as JNPT handles almost/more than 50% of container freight in India. Pretty sure Western DFC will be a major boost to the Indian economy.

@RailwaysExplained

2 жыл бұрын

Thanks for your answer ☺️

@gazz01

2 жыл бұрын

But this is absurd that double stack on only WDFC not on Both. The population density of EDFC areas is more than WDFC areas. What's the point of choosing 12000hp locomotive then?

@animesh_tiwary

2 жыл бұрын

@@RailwaysExplained They have also launched customised freight containers with lower height to have double stack operations in both corridors.

@railfan_neon

2 жыл бұрын

@@gazz01 Industrial activity is more concentrated in the WDFC region. Also the busiest container ports are Mundra(Gujarat) and JNPT(Mumbai) both on west coast. Kolkata only handles around 0.6 million container traffic per year.

@gazz01

2 жыл бұрын

​@@railfan_neon Still, we should follow some standards in All DFCs. How can one train move to EDFC without offloading containers? This is not good future planning. We know how inefficient the Indian Railway was and the main goal must be efficieny.

Will these new railways be Indian gauge rail size? As a rail fan, I've always admired India gauge rail--its the perfect width for moving heavy freight at high speeds. India has a huge advantage with this standard, compared to narrow gauge rail countries such as Thailand or Japan, to name a few.

@mumbaikar8724

Жыл бұрын

Yes, they are made of Broad gauge.

@arjunraj823

10 ай бұрын

Yes

main reason why WDFC has been allowed a double stack is due to the large ports located on the western side in comparison to the eastern side. The western side of India has namely 3 big ports. Adani Mundra port one of the largest port in India, then the JNPT port in Mumbai and lastly the kandla port. These ports are gateway to the Europe and US. So, it makes sense to have higher freight carrying capacity.

the actual work for DFC started after Modi led government came in power, a lot of projects proposed by the previous government remained on papers and never actually started

@mihirm3632

2 жыл бұрын

Yes. 50% on one and 30% on another! great progress. By 2050 all DFC will be completed! I am sure of that

@riderchallenge4250

2 жыл бұрын

@@mihirm3632 lol wdfc is almost complete

@gargivaidya6086

2 жыл бұрын

Yes current BJP government is implementing projects faster, specially in the eastern sectors of India

@Edward4Plantagenet

2 жыл бұрын

@@mihirm3632 ,, actual work started in 2015. Congress Culture has eat the country

@sagard.yenchilwar1379

2 жыл бұрын

@@mihirm3632 In being anti-bjp dont became anti india A humble request

High speed rail in India should be game changer, shame about the delays....

@djp3637

2 жыл бұрын

For now expansion of the standard speed rail lines (110-200 km/h) is more important. It cost substantially less to build along with having substantially lower maintenance and running cost. That means the standard speeds rail is much more affordable, meaning a higher number of Indians could afford to travel by train. Where as high speed rail costs more to build and run and it's still slow compared to flying. Those with the money to fly and those who need to get places fast will still fly. Leaving high speed rail in a middle ground where it's to slow for the high income and to expensive for the middle and low income.

@Papa-ur3ju

2 жыл бұрын

No need

@Papa-ur3ju

2 жыл бұрын

Private transportation is better for speed, trains are only good for cargo

@Edward4Plantagenet

2 жыл бұрын

@@djp3637 , I agree we should focus on semi high speed 200-220kmph. But HSR is good for 500-900km (±100). Less than 500km is comfortable with car or other mode, more than 1000km is good with Airplanes. Airplane take too much power as compared to HSR. In long term they are not good with environment.

@ritwikreddy5670

2 жыл бұрын

@@Papa-ur3ju private transport can also be expensive, which is not ideal in country where most people are only rich enough to fulfill basic necessities.

The Modi administration has been phenomenal in mobilizing India's economy. They're improving India's expensive & resource draining logistics & supply chain.

@mihirm3632

2 жыл бұрын

Yeah. In the time it took China to build entire high speed network, they are still unable to finish two corridors. Dont worry all India dfc will be completed by 2050!

@anitathakur9340

2 жыл бұрын

@@mihirm3632 all land in china is owned by govt so if govt wants it can start construction whereever and whenever it wants , just dare to go against the ccp govt u will not be found the next day

@sohandesai818

2 жыл бұрын

@@anitathakur9340 exactly. Some people expect govts to bulldoze through land acquisition and environmental clearances.

@arihantjain8347

2 жыл бұрын

@@mihirm3632 anyone with sane mind and good intent wouldn't compare China and India's govt working process, democracy vs autocracy.

@mihirm3632

2 жыл бұрын

@@anitathakur9340 As if eminent domain doest exist here. Government takes over massive amounts of lands all the time and gives it to private developers. Look in the newspaper for these notifications. Moreover teh railways in DFC are being laid on railway land, beside the already existing track. Cannot justify the pathetic corruption here. It is false that Chinese people have no recourse against the government. They too have courts, are paid compensation, the rule of law is better in China. NO need to pay 20% share as kick back to politicians, no political gangs extorting you. No raids by ED and CBI to loot your cash.

the sections which are opened are fully functional and trains are even achieving 100 KMPH average on these new sections. covering 330 KM in little more than 3 hours. i think this is incredible for a goods train to achieve this feat.

Feel good for the poor freight train drivers who had to park on the loop line while the passenger trains passed by, now he gets his own expressway!

This is the most important railway project for India. I don't know why the WDFC and EDFC have different specifications but it does seem odd. One thing is certain, this project and its extensions will help to add capacity on the Indian Railways for passenger and freight operations. The speed of passenger trains will increase from the current 130 km/h to 160 km/h thanks to more homogeneous traffic and the reduction of uneven wear of tracks.

@duggux9672

2 жыл бұрын

That's because WDFC has Finished goods traffic while EDFC will mostly used for Raw material like coal, Ashes, Cement, Foods, Steel metals etc ... which are heavier to carry

@thetechnocrat4979

2 жыл бұрын

@@duggux9672 Yeah, you are right. But what if they did it compatible for double stack freight trains? For being future ready?

@Prashant44082

2 жыл бұрын

@@thetechnocrat4979 It's about cost efficiency sure you can invest billions more and plan for like 30-40 years ahead, but it's just better to have the container traffic re-routed to Western and other upcoming Freight Corridors. I mean, Eastern States from Odisha, Jharkhand, Chattisgarh, West Bengal are the major source of raw material for pretty much all primary industries, also Eastern ports of India receive a lot of imported goods like palm oil from Malaysia, Coal from Indonesia and Australia, Rare Earths from China etc. as such it's much more cost effective to make Eastern corridor focus on carrying mineral loads, while making WDFC focus on container traffic. Also, ignore that rambling idiot '99'.

@Edward4Plantagenet

2 жыл бұрын

@@thetechnocrat4979 , then we have to increase the height of catenary & pantograph. Because both are same in other things like axel load, rail260, more distance between two tracks etc.

@Edward4Plantagenet

2 жыл бұрын

@99 , opposition!!! Congress planned non electrified WDFC. & Built nothing. Shame

this corridor lies in up , bihar, bengal and maharashtra the most populated area of india nearly 60 percent of indias population , its a good project

I am impressed 13.000 tonnes train 🚆 it's a lot. In Russia 🇷🇺 maximum 7.100 tonnes. Also I am impressed by double stacked container and electrical locomotive 🚂. One question 🤔 I was surprised India 🇮🇳 has 1600 mm rail. How come ? I thought in British imperial every one had standard 1435 mm.

@aryankhandelwal787

2 жыл бұрын

imo british build railway in india for freight transportation mostly to transport raw material to England , wider gauge means it can carry more cargo and is more stable

@anitathakur9340

2 жыл бұрын

According to you whole world revolves around the British

@anitathakur9340

2 жыл бұрын

How come? What do you mean how come? We are free and independent people don't need white man's advise burden for decision we make . And still think we can't build up things ourselves

@kitchentreat

Жыл бұрын

@@anitathakur9340 unfortunately it's a fact. Same with whole pre Independent Bharat. 1676mm track guage.

@death_parade

Жыл бұрын

Well, Indian Railways Network is already 81% electrified going to be 100% electrified by 2025 at current pace. So electric locos are the norm now. There is also a move to convert some DE locos with residual life into Electric locos, if I remember right.

Truly impressed how indian railway system has evolved in the last decades. Thank you for sharing such good explaination. Liked and subscribed.

@2:17 - that's a clip from my uploaded video. thanks and i would be very happy to assist you. keep it up

The double wagon style loco is wag 12b with an output of 12000 hp. With a top speed of 120km/h. I suggest you Google more about it, If you are a rail fan. It's an impressive piece of machinery. 😀

The EDFC & WDFC are just the start, Government of India will be bringing out more DFC in future to, truly built a World class DFC!

@nsevv

2 жыл бұрын

Need more connections to NE india.

@mihirm3632

2 жыл бұрын

Yes by 2050 all DFC will be built! haha

@BlackHawkTejas

2 жыл бұрын

@@mihirm3632LoL! Having difficulty in life or what? 😂😂 Can't fathom development? You need to be special case to act like this, maybe visit Agra where there is famous facility for peeps like you.

For the longest time, the East Indian Railways have suffered from substandard railway network and hand me down rolling stock. Not anymore. Nice to see them getting some decent hardware and adequate funding to plan a railway properly for their expansion. Railways are the backbone of any industrialized economy.

The big reason for double stack on wdfc may be as the freight traffic here is highly congested on jnpt to industries up north and has less stations and fedder routes in comparison to edfc which is more diverse and has more fedder route and stations.

Dedicated freight corridor is one of the best infrastructure projects in India which increases the speed of freight transport and act as incentive for Indian economy 🇮🇳🇮🇳🇮🇳

Excellent coverage of all the salient features of the WDFC, EDFC and the prospective 4 DFCs. The freight revenue of Indian Railways will at the very least double once the WDFC and EDFC are fully operational. So 12.5 USD billion debt payment is certainly not a worry. Also passenger trains are slowly moving to the full train AC model and will be less dependent on cross subsidy from freight revenue as far as fares are concerned. We can expect break even or some profit from passenger train operations. Assuming the significant increase in overall revenue, we can expect operating ratio to fall below 90%. For a change Indian Railways will have cash at their disposal to the tune of 4-6 USD billion every year.

Also a very good capability to have if a certain neighbor ever invades and you need to shift you military equipment around.

Awesome videos ,I like railroad and trains, wish you good luck in further work, greetings from Serbia 🇷🇸👍

india should construct minimum 10,000 kms of modern DFC corridoors all across the length and breadth of the country to connect key economic centres.

Western part of India is economically more vibrant and contains more factories compared to east, mid & north.

@jarjarbinks3193

2 жыл бұрын

Most part of the Western dedicated freight corridor is also very sparsely populated. The route doesn't cross many hills. On the contrary, the Eastern dedicated freight corridor runs thru one of the most populated parts of the country/planet. This is all done with land acquisition cost and construction cost in mind.

@divyaverma1442

2 жыл бұрын

Soon it will change 😅

@gourisankarmandal6733

2 жыл бұрын

Mostly EDFC is double stacked apart from ludhiana to delhi.

@badbadbadcat

2 жыл бұрын

@@divyaverma1442 yeah because all the tax money of South and West is being dumped in North

@sayooj3716

2 жыл бұрын

@@divyaverma1442 hi beauty which state

I think your research is not up to the mark. First of all, those crowded trains are from Mumbai Local Trains Network, then Indian Railways don't have those outdated technology any more, and third most tracks are getting double tracked and electrified all across the country.

@commonsense1019

2 жыл бұрын

Shut upp u don't know about the efforts for a non local person

Thanks for the video. I was looking for progress update since Jun 2021 on DFC but could not find any. Seems for some reason govt is keeping it under tight raps. Which is a strong indication of unexpected delays in construction. I was hoping Western DFC would be complete by mid of 2023. But that also looks doubtful now. Anyways,, the current speed of construction is also mind blowing thanks to our PM Modi. Couple of years of delay is ok, when we were having decades of delay before Modi era :-)

@RailwaysExplained

2 жыл бұрын

Thanks for your answer.

@libshastra

2 жыл бұрын

You generally need to look at social media to get details. The entire stretch from Delhi to Palanpur is functional. Work is in progress beyond Palanpur. The Maharashtra leg is slow there's 3 bridges that's still on the works and a couple of tunnels just made their breakthrough.

@mvalthegamer2450

2 жыл бұрын

@@libshastra Also, the Maha government is really keen on stopping rail growth

@nileshpatel5573

2 жыл бұрын

@@mvalthegamer2450 true 👍🙂

@PrakashSharma-ez1ce

2 жыл бұрын

@@mvalthegamer2450 Why Maharashtra is stopping rail growth ??

In Tamilnadu many Tracks are under utilized or even without traffic . like Thirunelveli Thenkasi Rajapalayam and Thiruvaroor Karaikudi and Coimbatore Dindugal railway lines . Can be utilized for freight movement

This is the first video I'm watching on your channel, and man, your content is tooooo goood !!! Wishing you to get a million subscribers soon ! Let this new year be fruitful for you ! 😀✌

@RailwaysExplained

2 жыл бұрын

Thanks Akash ☺️ We hope you will enjoy on our other videos and we wish you successful year too.

Please don't use the wrong videos to represent 2022 India. That is how a wrong perception of India is often created. Many of the clips were nearly a decade old. One of the videos did not belong to India at all. Rest, it was a much detailed video, worth the time spent.

@argo1288

2 жыл бұрын

Give it a rest man, India is poor and rich, underdeveloped and modern, you can't really force a foreigner to close his eyes everytime!!

@helloworld.w6075

2 жыл бұрын

@@argo1288 there is a huge increase in development in Indian railways in last 1 decade , but the images are a patch work of old and some new images of Ir combined with bangladesh and pak railway images

@argo1288

2 жыл бұрын

@@helloworld.w6075 Still not good enough, huge infrastructure upgrade required, most importantly people need to change habit, beetal leaf and gutka spitters are everywhere.

@argo1288

2 жыл бұрын

@@helloworld.w6075 Still not good enough, huge infrastructure upgrade required, most importantly people need to change habit, beetal leaf and gutka spitters are everywhere.

@Dhruv-Kumar

Жыл бұрын

@@helloworld.w6075 stop being so butthurt he didnt do it intentionally. And those bangladesh trains dont look bad either

Dedicated Freight Corridor Being Game Changer should Be executed on Top Priority Basis . This will also substantially reduce dependance on Road Transport which is costly and time consuming.

From a passenger pov, I think increasing freight capacity on the existing network by building dedicated passenger high speed lines would be better, since the outcome is somewhat similar but travel speeds are much higher. However, that probably leads to smaller increase in freight capacity, is DEFINITELY more expensive and may not be all that viable for freight service depending on the state of existing infrastructure. The freight capacity of these new lines is impressive, but one wonders whether the loading gauge is too ambitious and sacrifices interoperability with the rest of the network, such as the feeder lines mentioned in the video. I could definitely see this approach taken in Europe, and maybe even be very effective, since main lines in certain parts are already very fast and already mainly service passengers. At the very least, freight bypasses of certain cities and geographical features would be viable. I can also see this happening in the US, whose railway network is a dense collection of otherwise substandard lines on old alignments that often parallel each other as infrastructure is privately owned (this is assuming some sort of infrastructure nationalization push happens). I feel like they almost need to overhaul the network entirely over there... but idk, not an expert. Maybe I'm completely off base there. Still, a part of me feels like these grade separated straight new alignments between major cities would be better off in service of passenger infrastructure. At least maybe a few city to city direct night trains or something? All the videos of these railways I've seen make them look 160kmh capable at LEAST. After all, speed matters less for freight than it does for passengers.

@kartik_sinha

2 жыл бұрын

The reason why dedicated freight corridors are build instead of dedicated passenger corridors is the alignment of track. The freight trains do not need to reach city center and infact it can just avoid a few cities on the way bypassing from outside. The existing route is made from passenger train operation point of view so everything is laid out in the manner that all passenger stations lie on the main line while industrial areas are not connected. If existing infrastructure was to be used for freight then all passenger stations might have needed some re alignment which is much more difficult.

@anuragsingh168

2 жыл бұрын

It could be true for USA or Russia but in India There are people living every where and existing network reaches everywhere. Construing a new passenger network is almost impossible.

@hong3170

2 жыл бұрын

This is the Chinese approach. China builds HSR so the legacy lines are used mainly for freight and long distance overnight trains. Intercity passenger service is shafting to HSR. After 15 years, HSR passenger volume is now 70% of the total railway passenger volume. Although there are some freight only lines mostly for coal but most legacy lines are mixed use.

@harshbasudeo1039

2 жыл бұрын

big reason for building dfcs is it will shift highway transport to tracks and make the road infra decongested.

@amanbaeeee

2 жыл бұрын

Well you might think great from pov of a passanger but the fact is that Indian Railway is already operating on huge loss because of passanger trains and freight train is only way Indian Railways is earning profit so, railways focus is on maximizing profit from freight train.

I think the reason why WDFC has been made to carry 2 level containers because It connects Delhi and Mumbai which are 2 biggest economic power houses of India. It is likely that there is more flow of goods between Delhi and Mumbai as compared to any other cities.

East dfc contain river bridge on soft soil which was reason to not select double decker freight train

That single track section is at the northern end of the Easter DFC. Let me tell you what I have understood - At the point where the route turns into single track most of industries and cities are served. So the demand would naturally be lower. Railways already has 2 passenger lines running just parallel to this line and infact on this route the DFC is built on the right of way that was already there with railways. But that right of way was not enough to build 2 tracks but only 1. And as mentioned earlier the projected demand for this leg is low and so it was not considered financially feasible to acquire more land and build the second track. So it was not built. But if and when needed the second track will be laid by acquiring more land. Till that time longer and heavier freight will use the single track section and smaller and lighter and faster freight will share passenger route. And since major cities are already served the passenger demand is also comparitivly lower so it should not make a lot of impact if faster freight trains use the passenger track as well.

Good coverage.. thanks.... Well because of geography and environmental conditions, the eastern side of india has numerous rivers rivulets canals and very long bridges some of them are quite old... Also heavy storms and rainfall is common and the soil is silty with dangers of mudslides.. while estimating heights of stacks in eastern sector they must have considered all the environment and soil issues... The west is more dry and sandy route with less rainfall and few rivers etc... Best wishes...

Hardly any investment to build a freight corridor in south India in spite of its significant contribution to the Indian economy. Sad state of India today, the lazy North is a parasite on the South.

the disappointing part is this project is more than a decade old and its still not complete. i am hopeful about its effect on economy once all the corridors have been built.

@aryankhandelwal787

2 жыл бұрын

actually from 2006 to 2014 the project was just on paper , after 2014 actual ground work begin so its been 8 year technically

@amitsingh-yk3ps

2 жыл бұрын

due to scamgress party

@duggux9672

2 жыл бұрын

Old useless congress party harmed india a lot.. destroyed golden 9yrs

@amitsingh-yk3ps

2 жыл бұрын

@@duggux9672 manmohan singh has knowledge but didnt know leadership improved our service sector but destroyed our time and money otherwise india wud have same gdp as china now

@anshagrawal6289

2 жыл бұрын

@@amitsingh-yk3ps Not at all

I'm late to this one again but thanks for the vid. It's very informative. I've always wanted to learn more about India's new freight lines but I never got round to doing it so this was very helpful. Keep up the good work😊👍

Congratulations for the construction of a Indian high speed railway together with high speed way.🌻

@uzochiokeke4328

2 жыл бұрын

ni hao 🙏

@meijiemeiji

2 жыл бұрын

@@uzochiokeke4328 bruh thats chinese say annyeong

@uzochiokeke4328

2 жыл бұрын

@@meijiemeiji konichiwa 🥰

@xijinping937

2 жыл бұрын

@@uzochiokeke4328 thats japanese😂

This project helps landlocked indian states more accessible to sea ports thus improving economy Western dfc is completed now Delhi to Kolkata dfc underway

Edfc is 100% completed and operation are starting way before it's completion Now it will operate on its 100% capacity boosting indias economy and making it 3rd biggest economy soon 😊

@HyperCity-ed7em

2 ай бұрын

Correct 💯💯

There is also the future potential to accelerate more eastern business to access western and southern ports and boost business in the east where China large shadow pervades. It might also attract a post junta Myanmar to see Indian rail+port access as a cheaper (and less diplomatically dangerous) route to market with dedicated freight traffic access vs Chinese belt and road ports (and the risks in defaulted payments to China) with the more than willing Chinese rail expertise (and all that chinese steel+concrete+expert labour) that would be required as compensation to looking west. Nepal/Bhutan and Bangladesh would also see faster market access as a stronger draw than looking east (or North to Russia). However Indian railway may suddenly see how attractive these new modern lines are vs current passenger lines (faster-cleaner-easier to manage-more potential premium seat profit) and ask for some peak time passenger rail access (just to cope with "a few" capacity constraints.....). Indian citizens may then wonder why the best rail network is inaccessible using their taxes and worried election year politicians. Double height design allows for larger passenger carriages as much as double TEU capability.....(and more election votes)

@death_parade

Жыл бұрын

Nah, DFC being used for Passenger traffic is simply not happening. For one the stations of both will be different. And more importantly, Indian Railways is upgrading its existing tracks to a similar standard and has also started transitioning into the 180-200 kmph semi-high speed trains (see Vande Bharat trainsets, 200 of which are currently on order) that are running on some upgraded stretches of the existing rail infrastructure. Overall the entire Indian Railways is undergoing a massive modernization of everything, from stations to train signalling to rolling stock to tracks and track maintenance to operating models (PPP), full electrification, etc. Its too much to keep track of. And I've not even mentioned the High Speed Rail network rollout which if it goes as per plan will see India have the second or third largest high speed rail network in the world within a decade. So I don't think there is any incentive left for passenger trains to use DFC.

@stephendoherty8291

Жыл бұрын

@@death_parade All sounds great but can DFC cope with a larger drop in coal transfer work as older coal stations are retired and not replaced (especially any farthest away from coal supplies or outside the rural sun belt. From what I read DFC earn more than 50% of their revenue from moving coal or will the new cargo network just mean coal is cheaper to burn. I still don't know how Indians will cope with "higher speed" rail and the potential "roadkill" mayham - I doubt many railway crossings are blocked off or that many indians will understand the new speed and the damage (to both the train and what it impacts)

@death_parade

Жыл бұрын

​@@stephendoherty8291 Unmanned level crossings were already eliminated in Indian Railways by 2019. They are all guarded or blocked off now. Deaths due to consequential actions have already dropped to zero in Indian Railways. But around 10,000 deaths per annum still occur due to untoward incidents. A significant portion of it happens on the Mumbai suburban railways alone but once the rollout of the world's largest metro system in Mumbai starts this year, it will reduce the overcrowding and thus deaths on Mumbai suburban drastically. As will the Mumbai Coastal Roads project that will bring down congestion on roads making it more appealing to bus commuters again. ORF online has a good article about the efforts to reach zero fatalities related to rail accidents. But to further curb that Railways is considering fencing off entire tracks which will also enable railways to run semi-high speed trains that have recently been designed and manufactured in India that can run at 180-200 kmph. This will save not only humans that get hit by trains but also animals. Without it, the new semi-high speed trains are facing frequent run-in with animals during regular operation and getting their CFRP noses destroyed needing costly replacement. So multiple reasons why tracks will simply be walled or fenced off. That will significantly reduce problem you mentioned of Indians not being able to handle higher speed trains. . No idea about the coal transport economics, but I'd imagine that railways will be able to substitute its earnings from other sources, especially the new funding models that have become available. Such as railway land monetization, savings from oil import bill, PPP model on running trains, higher revenue from even more passenger trains now all running on time on the decongested existing network (after goods trains move to DFC). Not to mention the fact that as Indian population's purchasing power rises leaps and bounds, ridership in higher classes of trains will also consequently rise. There is also the entire push to create massive factories across the North, something that hasn't yet existed but becomes possible with DFC and other larger moves such as port modernization, PLI schemes, the overall logistics revolution due to infrastructure and policy upgrades as well as digitization and things like ONDC. All this means that in the future the traffic on EDFC will simply handle more of industrial goods and products being transported instead of coal. After all, all these DFCs are only smaller part of the mega projects known as the Industrial Corridors, such as the Delhi-Mumbai Industrial Corridor.

@Edward4Plantagenet

Жыл бұрын

@@stephendoherty8291 , good that you read. But there is detail you missed. 70% of roughly 10,000 deaths on IR occurs due to falling from gate and illegally crossing tracks. Big chunk comes from Mumbai Local trains. Unmanned level crossings are being manned or entirely removed by RUB, ROB, FOB. Coal will decrease but various parcel 📦 services will increase. Cement, steel and other bulk will increase. last year, IR ordered 84,000 Wagons. Built 1100+ locomotives, 6000+ Rail coaches, 6000km+ route electrification 3000 km New lines, Double or Tripling. Indian origin companies like Medha and Titagarh are making metros and exporting to Europe, Australia. Steel companies are rolling out Speciality Steels for railways. It didn't happened till now because we had Socialist L00SERS, H@If breed Communists till 2014. Now things are changing fast for betterment.

@Edward4Plantagenet

Жыл бұрын

@@stephendoherty8291 , Kavach system is developed last year, Which is European ETCS 3 category, in 1/4 price. 2000km will be Armed with Kavach this year, Next years more and more.

Thanks for the detailed video on DFC🇮🇳❤

I'm wondering why North American well cars weren't chosen for the Western corridor. They allow for double-stacking but sit lower than on standard flatcars like the ones at 7:07

@arjunraj823

10 ай бұрын

Maybe because its broad guage.

@bot_nemetronicus

8 ай бұрын

It's broad gauge plus it's electrified so

I find it interesting that they had to modify the catenary heights and pantographs for double-stack containers, but in all the photos they are using conventional freight cars rather than well cars that would lower the height of the containers. I wonder if they did an analysis and found that having different rolling stock for that line would be too limiting, or if there are other technical reasons that they did not make the switch to allow a lower catenary.

@mariusdufour9186

2 жыл бұрын

You can carry more containers in the same train length if you double-stack them on top of flat cars than if you use well-cars. This is because well-cars don't allow you to put containers over the bogies, so well-cars transport only about 1,5-1,6x the containers compared to single stack containers on flat-cars. Moreover, flatcars are lighter and take less material to build than well-cars. Note that double-stacking on flatcars is only possible thanks to the added stability of Indian broad gauge. US railroads use well-cars because double-stacks on flatcars would be too unstable (high centre of gravity comparative to distance between rails) on standard gauge to do so safely.

@wroscel

2 жыл бұрын

@@mariusdufour9186 Agree with all your points, but do we know that this is the reason for their decision? I'll admit I don't know the primary reasons for train length limitations on freight - since platform compatibility is not an issue, I assume it is just siding lengths. I also don't know what the relative costs (in new designs and in maintenance) of the high catenary are.

@mariusdufour9186

2 жыл бұрын

@@wroscel Train length pretty much determines your minimum possible signal block length. To run safely each train will have an empty signal block in front of it and an empty signal block behind the block it is in. Each train thus takes up 3 signal blocks at least (depending on local rules related to braking distances etc. this can be more for safety reasons) Basically, the shorter your trains, the more trains per hour you can run on the same length of track (all other things being optimised). Now for freight, frequency isn't so much a factor, but throughput is. You could run very long trains (more throughput) or very short ones (higher frequency & more flexibility), double stacked flatcars will always provide more throughput than well cars because each container carried takes up less space and thus the following train can safely be allowed to be a bit closer. An additional factor is weight, when you double stack containers on flatcars you can pull more containers with the same locomotive than if you put them in heavier well cars. So not only would you have a lower throughput per track, but you would also need more tractive power (more, or more powerful locomotives) to move the same amount of containers. Siding lengths are also an issue, but those can often be lengthened if necessary, or train lengths can be adapted to them. High catenary is just that. It's catenary that's installed a bit higher than usual. Installation cost is likely only marginally higher than 'normal height' catenary because you just need longer&stronger poles but man-hours and the design cost should barely budge. The only issue is bridges and tunnels, which need to be a bit higher for the catenary to fit. This is easily managed when you build a new line resulting again in only a marginal cost increase in most cases. If you wanted to increase catenary hight on an existing line it might become very expensive if you end up having to rebuild a load of low bridges. As for maintenance, probably similar to 'regular' catenary, as most catenary maintenance is about cables and electrical equipment and that's going to be exactly the same. Finally you might also need to retrofit existing locomotives with new pantographs that can reach the higher catenary.

@mvh996

2 жыл бұрын

even if u use well cars i dont think the clearance will be enough to use the regular catenary height. also indian railways does not use wellcars so it makes no sense to start it now since they will be using the same rolling stock on DFC also..... so unnecessary acquisition.

@mariusdufour9186

2 жыл бұрын

@@mvh996 Another argument. In all fairness I'm aware that India does not currently operate any well cars, this was just a theoretical comparison in reply to @wroscel 's questions.

Brother please make video on Indians RRTS system ( Rapid Rail Transit system) in National capital region

the eastern corridor is simply an expansion of already present heavy traffic rail line that runs from kanpur to kolkata via prayagraj and pt ddu nagar.. its already been electrified in recent years with 5.1 m hight lines , before dfc construction picked up pace

Excellent topic, thank you very much

Yeah thanks for listening to my request

also railway have been experimenting with triple stack containers

@snowfox780

2 жыл бұрын

Triple stack dwarf containers*

The deadline has been pushed back to 2022 end

@kaustubhraizada

2 жыл бұрын

It will take 2 more years

Eastern DFC passes by very near form my home

Good job. Love from India

Every foreigner wants 2 attract Indian audience.. they know the potential of India n Indians .. jai bharat .. jai hind

India should and must build 8000-10000 kms of DFC network all across the country.

One of the best and detailed video on DFC.

Excellent video, thank you!

1:50 Pakistan

The eastern dfc goes through the flattest part of the country, there is absolutely no need for tunnels As the western states are more economically developed and export based, maybe that's why double stacked containers are more feasible than the east

Yes, transport needs are lesser from the west towards the east. The east is the more impoverished area where more manufacturing is being setup. It is one of (if not the) largest human resources pool in the world, the states of UP, Bihar and West Bengal that is. So there will be more goods movement from edfc towards the ports of wdfc for export, rather than the other way around is the expectation.

There will be industrial corridors adjoining the DFC. This is gr8 idea to boost economy.

If Bangladesh was still the part of india.. It would be easy to connect east and northeast India with other parts of india by railway. It's my thought anyway.

@montysharma8271

2 жыл бұрын

Their demography is not supportive of India. So for Bangladesh and India to be as one country is not possible.

@kitchentreat

Жыл бұрын

@@montysharma8271 India should strengthen the narrow 50km belt of WB that connects to NE. Infra, Military and the like.

@death_parade

Жыл бұрын

@@kitchentreat Military wise its fine. Its defended by the XXXIII Corps. That formation of the Indian Army alone has more combat units than the entire Australian and Canadian Armies combined. Or the British Army for that matter.

Tunnels are a limiting factor. All are built & there is no way these can be modified. This must be kept in mind. Only in peninsular India (that too coastal routes) the double stacked container trains, might be feasible. It is signficant & convenient for cargoes to ports. That is Delhi & beyond (& any Defence needs, demanding heavy loads) may have to be de-linked. Away from dedicated corridors, too must be used, as the situation in the country demands. The route design might be tricky but inevitable. Special freght trains for "perisahbles" (seasonal) is a special need.

The main long term effect is that Decongestion will lead to increased average speeds for passenger trains. With current rolling stock they can achieve 120km/hr. By inducting train sets of bombardier or alstom it can further be increased be upto 200km/hr. Railways trying to achieve this with train18,19, 20 is futile. We can say in next 15-20 yrs Indian Railways is gonna have decent network speeds with at grade at 200km/hr & above grade shinkansen at 350km/hr.

Nice comprehensive video on DFCs including those in pipeline. What I gathered from the video is that these freight-rail corridors (along with expressways, highways, bullet trains etc) will provide an infrastructure framework for a manufacturing (make in india) ecosystem as and when it unfolds in India. Sahil Gupta Yamunanagar

Great video brother...... I have seen this DFC operating in my area

awesome project

Collab with Japan is good as they teach quality, punctuality and time management.

Indias utilizing of their rail network, whow now I understand what the postcards with overflowing passenger trains were about

In the USA many of the railroads in the eastern part of the country are going through major construction to allow double stack container traffic through the bridges and tunnels. Maybe well cars are the answer to keep the overall height down.for the western corridor but it seems short sighted to not allow for double stacke in new construction.

Building Eastern Freight Corridor of single height will be a blunder

The railway lines for freight corridor is going tremendously fast. The tracks are just 1.5 km away from my home.

thank you for making this video

now the views fron indian railfans are gained :D i watched the other videos of this channel as well, and each one is awesome!

India have also developed Dwarf Containers. So from now WDFC will handle Double Stack Normal / High-cube Containers or Triple Stack Dwarf Containers. While EDFC, Other Corridors ( most probably ) and the normal railway will handle Single Stack Normal / High-cube Containers or Double Stack Dwarf Containers.

The way to go!

Made a Video on "delhi meerut rapid rail" System.

DFC Concept is basically to reduce logistic cost and make available goods, at cheaper rate to public. Now that for a long time, overall 70 to 80% of the corridor is operational, why commodities are still not cheaper? Why the benefits are delayed? Can any exper comments on this?😮

@hiteshadhikari

3 ай бұрын

U don't see reduction in price over years bud, u see stagnation ( which means the costs rise is reduced) The overall product transportation costs reduce. For long distance transportation of goods ur costs reduce. There will be no displayed Mrp was 10 now it is mrp 8 because dfc saved u money print on your products

You a nice and detailed video. We need more videos on Indian railways. And you got a subscriber

@RailwaysExplained

2 жыл бұрын

Thanks and welcome

@anitathakur9340

2 жыл бұрын

@@RailwaysExplained i see u fixed our map from previous video

Very informative vedeo.

Eastern DFC will have to pass through Chota Nagpur plateau which have numerous tunnels. I guess that's the reason for not going with 7.45m height cables.

Proud of Indian Railways

12 billion... Which will be recovered in less than 10 years. Take notes UK, USA

Very informative and crisp video. Key to any massive capital project is high utilization. The DFC will be no different. You have mentioned (potential) bottlenecks like different specs on E & W DFC and single line on sections. All of these are red lights. The lack of will and succumbing to local (political?) pressures has hampered India’s growth. I hope this is not going to be the case here too.

7:12 the train station is inchapuri ,it is just 8 km from my home .lol