印度铁路系统相关话题（二）
正文翻译
When Indian Railway employees are suspended from service for train accidents causing death of people, are they dismissed from service forever or are they reinstated after some time?
当印度铁路员工因火车事故造成人员死亡而被停职时，他们是永远被解雇，还是在一段时间后恢复工作?
When Indian Railway employees are suspended from service for train accidents causing death of people, are they dismissed from service forever or are they reinstated after some time?
当印度铁路员工因火车事故造成人员死亡而被停职时，他们是永远被解雇，还是在一段时间后恢复工作?
评论翻译
Prashant Tiwari
If Indian Railway asks you ideas for more revenue generation, What ideas would you suggest?
A big percentage of passengers travel without ticket in Indian Railways which results in some hundreds of crores loss per year.
This is a plan which came to my mind a few days ago when I was travelling in an inaugural special train. Almost 90% of the passengers were without a ticket as a rumour spread that on the first day, no ticket is required. Suddenly another rumour came that there is a box kept on a destination station in which you have to deposit your ticket with a name and phone number written on it and a ticket will be randomly picked. Winner will win a scorpio (car).
Believe me, After this rumour, almost 80–85% of passengers purchased the ticket and Railways earned a lot.
Any kind of offer attracts everyone and this is what Railways should do.
如果印度铁路公司问你增加收入的想法，你会提出什么建议?
在印度铁路公司，很大一部分乘客无票出行，这导致每年约数亿卢比的损失。
这是几天前我乘坐首班专列旅行时想到的一个计划。几乎90%的乘客没有票，因为有传言称第一天不需要票。突然又有传言说，目的地车站有一个盒子，你必须把写有名字和电话号码的票放在里面，然后随机挑选一张票。获胜者将赢得一辆scorpio汽车。
相信我，在这个谣言之后，几乎80-85%的乘客购买了这张票，铁路公司赚了很多钱。
提供奖励就能吸引到所有人，这就是铁路公司应该做的。
If Indian Railway asks you ideas for more revenue generation, What ideas would you suggest?
A big percentage of passengers travel without ticket in Indian Railways which results in some hundreds of crores loss per year.
This is a plan which came to my mind a few days ago when I was travelling in an inaugural special train. Almost 90% of the passengers were without a ticket as a rumour spread that on the first day, no ticket is required. Suddenly another rumour came that there is a box kept on a destination station in which you have to deposit your ticket with a name and phone number written on it and a ticket will be randomly picked. Winner will win a scorpio (car).
Believe me, After this rumour, almost 80–85% of passengers purchased the ticket and Railways earned a lot.
Any kind of offer attracts everyone and this is what Railways should do.
如果印度铁路公司问你增加收入的想法，你会提出什么建议?
在印度铁路公司，很大一部分乘客无票出行，这导致每年约数亿卢比的损失。
这是几天前我乘坐首班专列旅行时想到的一个计划。几乎90%的乘客没有票，因为有传言称第一天不需要票。突然又有传言说，目的地车站有一个盒子，你必须把写有名字和电话号码的票放在里面，然后随机挑选一张票。获胜者将赢得一辆scorpio汽车。
相信我，在这个谣言之后，几乎80-85%的乘客购买了这张票，铁路公司赚了很多钱。
提供奖励就能吸引到所有人，这就是铁路公司应该做的。
What is the plan?
1. Adhar number should be printed on every general ticket.
2. A big box or number of boxes should be installed on every station( based on daily footfalls).
Passengers have to deposit their tickets in the box after the journey and at the end of every month, one ticket from each zone will be shortlisted. Winner will get a chance to travel in one of the luxury trains of India
Such small rewards will attract passengers to purchase tickets and a heavy rise in the revenue will be seen.
Deposited tickets can be recycled and used again in the same way.
I need your feedback and suggestions for modifications to this idea.
具体计划
1.每张车票上都应印上身份证号码。
2.每个车站应安装一个大箱子或若干个箱子(根据每日客流量)。
乘客必须在旅途结束后将车票存放在箱子里，每个月底，每个区域入围一张车票。获胜者将有机会乘坐印度的豪华火车
这样的小额奖励将吸引乘客购买车票，收入将大幅增长。
存放的门票可以以同样的方式回收和再次使用。
我需要你的反馈和建议来修改这个想法。
1. Adhar number should be printed on every general ticket.
2. A big box or number of boxes should be installed on every station( based on daily footfalls).
Passengers have to deposit their tickets in the box after the journey and at the end of every month, one ticket from each zone will be shortlisted. Winner will get a chance to travel in one of the luxury trains of India
Such small rewards will attract passengers to purchase tickets and a heavy rise in the revenue will be seen.
Deposited tickets can be recycled and used again in the same way.
I need your feedback and suggestions for modifications to this idea.
具体计划
1.每张车票上都应印上身份证号码。
2.每个车站应安装一个大箱子或若干个箱子(根据每日客流量)。
乘客必须在旅途结束后将车票存放在箱子里，每个月底，每个区域入围一张车票。获胜者将有机会乘坐印度的豪华火车
这样的小额奖励将吸引乘客购买车票，收入将大幅增长。
存放的门票可以以同样的方式回收和再次使用。
我需要你的反馈和建议来修改这个想法。
Tanmay MehtaHow can the service of Indian Railways be improved?
This question requires a perspective from the other side - the Railways itself. I am writing this in a personal capacity - there are things that you, dear reader, must know. Please remember that we in the Railways are also its users and are very, very aware of the issues - a large number of the suggestions that have been made have already been tried - with varying results! I'll try to cover some here.
印度铁路的服务如何才能改善?
这个问题需要从另一方——铁路本身的角度来看待。我以个人身份写这篇文章——亲爱的读者，有些事情你必须知道。请记住，我们铁路部门的人也是它的用户，我们非常非常清楚这些问题,已经提出的大量建议已经被尝试过了,结果也各不相同!我会试着在这里讲一些。
This question requires a perspective from the other side - the Railways itself. I am writing this in a personal capacity - there are things that you, dear reader, must know. Please remember that we in the Railways are also its users and are very, very aware of the issues - a large number of the suggestions that have been made have already been tried - with varying results! I'll try to cover some here.
印度铁路的服务如何才能改善?
这个问题需要从另一方——铁路本身的角度来看待。我以个人身份写这篇文章——亲爱的读者，有些事情你必须知道。请记住，我们铁路部门的人也是它的用户，我们非常非常清楚这些问题,已经提出的大量建议已经被尝试过了,结果也各不相同!我会试着在这里讲一些。
Lets begin:
>Hotels/ commercial complexes on top of stations - The land given to the Railways is at a discount. To use it commercially, the land use classification needs to be changed to commercial first. That is the an enormous amount of money - its almost a complete non-starter. Years back, it was suggested that a 8 storey building be built over New Delhi. as a result Railways could release the land of all other Railway office complexes in Delhi - this is the most expensive real estate in Delhi! One of floors would be used as a commercial complex to pay for the development - inother words no net cash outflow. Its still an idea!
A related issue is transportation. Stations are commonly in the older parts of cities. They are now landlocked - even more importantly, the nearby ROADS are landlocked. As such, the police are reluctant to increase traffic close to stations which would happen if there is a commercial complex in stations.
让我们开始：
车站顶部的酒店/商业综合体,给铁路公司的土地是打折出售的。若要进行商业利用，首先需要将土地性质改为商业用地。这是一大笔钱——几乎是不可能的。几年前，有人建议在新德里上空建一座8层的大楼。因此，铁路公司可以释放德里所有其他铁路办公大楼的土地——这是德里最昂贵的房地产！其中一层将用作商业综合体来支付开发费用——换句话说，没有净现金流出。这仍然是一个想法！
一个相关的问题是交通。车站通常位于城市的老城区。它们现在是内陆的——更重要的是，附近的道路是内陆的。因此，警方不愿意增加车站附近的交通，如果车站内有商业综合体，就会发生这种情况。
>Hotels/ commercial complexes on top of stations - The land given to the Railways is at a discount. To use it commercially, the land use classification needs to be changed to commercial first. That is the an enormous amount of money - its almost a complete non-starter. Years back, it was suggested that a 8 storey building be built over New Delhi. as a result Railways could release the land of all other Railway office complexes in Delhi - this is the most expensive real estate in Delhi! One of floors would be used as a commercial complex to pay for the development - inother words no net cash outflow. Its still an idea!
A related issue is transportation. Stations are commonly in the older parts of cities. They are now landlocked - even more importantly, the nearby ROADS are landlocked. As such, the police are reluctant to increase traffic close to stations which would happen if there is a commercial complex in stations.
让我们开始：
车站顶部的酒店/商业综合体,给铁路公司的土地是打折出售的。若要进行商业利用，首先需要将土地性质改为商业用地。这是一大笔钱——几乎是不可能的。几年前，有人建议在新德里上空建一座8层的大楼。因此，铁路公司可以释放德里所有其他铁路办公大楼的土地——这是德里最昂贵的房地产！其中一层将用作商业综合体来支付开发费用——换句话说，没有净现金流出。这仍然是一个想法！
一个相关的问题是交通。车站通常位于城市的老城区。它们现在是内陆的——更重要的是，附近的道路是内陆的。因此，警方不愿意增加车站附近的交通，如果车站内有商业综合体，就会发生这种情况。
>lixages with other forms of transport - Keep in mind that trains came long before cars/ buses/ airports etc. These agencies who have come later, since they are starting from scratch, can adjust themselves to the existing patterns of the Railways. The onus to provide lixages is therefore with these smaller players. In Delhi it is easier for the Delhi Metro to adjust to the realities of New Delhi Station; it is practically impossible to move or in any fundamentally way change the station now.
>WiFi/ bluetooth/ wireless technologies - these have a role. The question to be asked is what percentage of the people who visit stations would benefit? and the associated opportunity cost - should the Railways spend a couple of crores on this area or on improving say, signages.
A related matter, which I personally believe in, why can't this area be handled through open source technologies such OpenStreetMaps etc. OSM can be crowd-sourced, so it will be regularly upxed; it doesn't need costly data plans (download/ sideload once and you are set) No bureacracy - just do it! I've used them abroad and they are great. Any takers?
与其他交通方式的联系——记住，火车比汽车、公共汽车、机场等出现时间早得多。这些后来者，因为是从零开始，所以可以调整自己以适应铁路的现有模式。因此，提供联系的责任在于这些较小的参与者。在德里，德里地铁更容易适应新德里站的现实；现在几乎不可能移动或从根本上改变车站。
>WiFi/蓝牙/无线技术-这些都有作用。要问的问题是，来到车站的人中有多大比例会受益？以及相关的机会成本——铁路部门是否应该在这一地区花费几千万卢比，或者改善指示牌。
一个相关的问题，我个人认为，为什么这个领域不能通过开源技术来处理，比如OpenStreetMaps等。OSM可以是众包的，所以它会定期更新；它不需要昂贵的数据计划（下载/侧加载一次，你就可以设置了）没有官僚主义，只管去做!我在国外用过，非常棒。大家是否赞成呢？
>WiFi/ bluetooth/ wireless technologies - these have a role. The question to be asked is what percentage of the people who visit stations would benefit? and the associated opportunity cost - should the Railways spend a couple of crores on this area or on improving say, signages.
A related matter, which I personally believe in, why can't this area be handled through open source technologies such OpenStreetMaps etc. OSM can be crowd-sourced, so it will be regularly upxed; it doesn't need costly data plans (download/ sideload once and you are set) No bureacracy - just do it! I've used them abroad and they are great. Any takers?
与其他交通方式的联系——记住，火车比汽车、公共汽车、机场等出现时间早得多。这些后来者，因为是从零开始，所以可以调整自己以适应铁路的现有模式。因此，提供联系的责任在于这些较小的参与者。在德里，德里地铁更容易适应新德里站的现实；现在几乎不可能移动或从根本上改变车站。
>WiFi/蓝牙/无线技术-这些都有作用。要问的问题是，来到车站的人中有多大比例会受益？以及相关的机会成本——铁路部门是否应该在这一地区花费几千万卢比，或者改善指示牌。
一个相关的问题，我个人认为，为什么这个领域不能通过开源技术来处理，比如OpenStreetMaps等。OSM可以是众包的，所以它会定期更新；它不需要昂贵的数据计划（下载/侧加载一次，你就可以设置了）没有官僚主义，只管去做!我在国外用过，非常棒。大家是否赞成呢？
> Renewable energy - the Railways uses heck of a lot of this stuff already. The Rae Bareilly Production Unit as well ICF in Chennai are almost fully powered this way. More units are getting covered - its more of a funding and logistics issue. For traction there is an issue of transmission/ distribution - these are not core competetncies of the Railways, there are other agencies doing a good job, it makes far more sense to use them.
There is a suggestion of putting solar panels over tracks. Well, panels are aligned to the passage of the sun not railway lines; they also need to be regularly cleaned of dust - every time a train would pass you'll need to clean them again. So now the Railways need to employ people to clean up after a train passes - for the full length of the track! Ever wonder why solar plants are concentrated in small areas rather than being spread in long lines - if you haven't please do so.
可再生能源——铁路已经使用了很多这种东西。Rae Bareilly生产单元以及位于金奈的ICF几乎都是通过这种方式完全供电的。更多的单位得到了保障——这更多的是资金和后勤问题。对于牵引，有一个传输/分配的问题——这些不是铁路的核心竞争力，还有其他机构做得很好，使用它们更有意义。
有人建议在轨道上安装太阳能电池板。嗯，面板是对准太阳的通道而不是对准铁路线；它们还需要定期清洁灰尘——每次火车经过时，你都需要再次清洁它们。因此，现在铁路公司需要雇佣人员在列车通过后对整个轨道进行清理！有没有想过为什么太阳能发电厂集中在小范围内，而不是排成一长串——如果你没有，请这样做。
There is a suggestion of putting solar panels over tracks. Well, panels are aligned to the passage of the sun not railway lines; they also need to be regularly cleaned of dust - every time a train would pass you'll need to clean them again. So now the Railways need to employ people to clean up after a train passes - for the full length of the track! Ever wonder why solar plants are concentrated in small areas rather than being spread in long lines - if you haven't please do so.
可再生能源——铁路已经使用了很多这种东西。Rae Bareilly生产单元以及位于金奈的ICF几乎都是通过这种方式完全供电的。更多的单位得到了保障——这更多的是资金和后勤问题。对于牵引，有一个传输/分配的问题——这些不是铁路的核心竞争力，还有其他机构做得很好，使用它们更有意义。
有人建议在轨道上安装太阳能电池板。嗯，面板是对准太阳的通道而不是对准铁路线；它们还需要定期清洁灰尘——每次火车经过时，你都需要再次清洁它们。因此，现在铁路公司需要雇佣人员在列车通过后对整个轨道进行清理！有没有想过为什么太阳能发电厂集中在小范围内，而不是排成一长串——如果你没有，请这样做。
>Sanitation (in trains + stations + tracks) - big issue.
In trains, there have been 4 generational changes in the technology used in toilets over the last few years. Way back, in '93 (yeah, 22 years back most of the current lot of technology had been investigated!) when we talked about using such technology we got scoffed at. But now it is acceptable. But, the newer technology uses electricity, which requires battery technology upgradation - which, by the way, has happened (On EOG coaches it was easier, so they got it first.) The new technology also requires major structural changes in the coaches - the retention tanks alone weigh a lot, supporting them on existing floor structures is not possible. So it also involves major structural surgery in coaches - that takes a lot of time and manpower, so the availability of coaches go down and it takes a lot of money. Now its down to logistics - the switchover started some years back and will take a few years to complete. But it will happen.
卫生(火车、车站、轨道)——大问题
在火车上，厕所使用的技术在过去几年里发生了四代人的变化。早在93年(是的，22年前，大多数当前的技术都已经被研究过了!)，当我们谈到使用这种技术时，我们就被嘲笑了。但现在是可以接受的。但是，新技术使用电力，这需要电池技术升级——顺便说一句，这已经发生了（在EOG客车上，这更容易，所以他们首先得到了它。）新技术还要求对教练组的结构进行重大改变——仅储气罐就很重，在现有的地板结构上支撑它们是不可能的。因此，这也涉及到车厢的重大结构手术——这需要大量的时间和人力，因此车厢的可用性下降，需要大量的资金。现在轮到物流了——转换几年前就开始了，需要几年时间才能完成。但这将会发生。
In trains, there have been 4 generational changes in the technology used in toilets over the last few years. Way back, in '93 (yeah, 22 years back most of the current lot of technology had been investigated!) when we talked about using such technology we got scoffed at. But now it is acceptable. But, the newer technology uses electricity, which requires battery technology upgradation - which, by the way, has happened (On EOG coaches it was easier, so they got it first.) The new technology also requires major structural changes in the coaches - the retention tanks alone weigh a lot, supporting them on existing floor structures is not possible. So it also involves major structural surgery in coaches - that takes a lot of time and manpower, so the availability of coaches go down and it takes a lot of money. Now its down to logistics - the switchover started some years back and will take a few years to complete. But it will happen.
卫生(火车、车站、轨道)——大问题
在火车上，厕所使用的技术在过去几年里发生了四代人的变化。早在93年(是的，22年前，大多数当前的技术都已经被研究过了!)，当我们谈到使用这种技术时，我们就被嘲笑了。但现在是可以接受的。但是，新技术使用电力，这需要电池技术升级——顺便说一句，这已经发生了（在EOG客车上，这更容易，所以他们首先得到了它。）新技术还要求对教练组的结构进行重大改变——仅储气罐就很重，在现有的地板结构上支撑它们是不可能的。因此，这也涉及到车厢的重大结构手术——这需要大量的时间和人力，因此车厢的可用性下降，需要大量的资金。现在轮到物流了——转换几年前就开始了，需要几年时间才能完成。但这将会发生。
Regarding platforms etc, the situation is, well, complicated. Go to any major station at around 4-5 in the morning. It is astonishngly clean - the floors shine, the toilets are clean, the dustbins are empty etc. Go there at 6 in the morning and it is a f******* mess. The Railways can only do so much; after that it is up to you, dear user of the Railways - unfortunately, you guys come up short. Here's an interesting number - New Delhi station needs to use roughly 50 tons (thats right fifty tons!) of plastic bags in a year to line up the dust bins alone - this is just one station. The implications of using plastic garbage bags and its associated disposal are mind-boggling - these are humungous size problems! The Railways needs everyoe's help to solve this problem - join in.
关于站台等，情况很复杂。早上4点至5点左右前往任何一个主要车站。它惊人得干净——地板闪闪发光，厕所干净，垃圾箱空着等等。早上6点去那里，一片狼藉。铁路部门只能做到这样了；在那之后，这取决于你们——亲爱的铁路用户—不幸的是，你们的能力不足。这里有一个有趣的数字——新德里站一年需要使用大约50吨(没错，50吨!)塑料袋来排列垃圾箱——这只是一个站。使用塑料垃圾袋及其相关处理的影响是令人难以置信的——这些都是巨大的问题!铁路需要每个人参与进来解决这个问题——加入进来吧。
原创翻译：龙腾网 http://www.ltaaa.cn 转载请注明出处
关于站台等，情况很复杂。早上4点至5点左右前往任何一个主要车站。它惊人得干净——地板闪闪发光，厕所干净，垃圾箱空着等等。早上6点去那里，一片狼藉。铁路部门只能做到这样了；在那之后，这取决于你们——亲爱的铁路用户—不幸的是，你们的能力不足。这里有一个有趣的数字——新德里站一年需要使用大约50吨(没错，50吨!)塑料袋来排列垃圾箱——这只是一个站。使用塑料垃圾袋及其相关处理的影响是令人难以置信的——这些都是巨大的问题!铁路需要每个人参与进来解决这个问题——加入进来吧。
原创翻译：龙腾网 http://www.ltaaa.cn 转载请注明出处
> HSR (High speed rail)/ competition/ smaller, but faster trains - This is politically sensitive. The fact is that the Railways ticket pricing is currently delixed from the market forces and internal costing. As such, passenger traffic is a major loss-making proposition at present. Unless this pricing is unshackled, no agency will be interested in entering it. Private trains do run on IR - they are priced to the sky, thats about it.
Currently trains are being made longer since the demand outstrips supply. Running smaller trains does not help at all. Faster trains are worse - look at it this way, you want to drive a race car through a traffic jam - all that happens is that the race car drives at a very low efficiency. If you make a special path (VIP routes on Delhi roads!) then all the other traffic gets held up - its a no-win situation.
Some wise people have given a solution - create more tracks - but where is the land? In big cities, where the maximum demand is - people stay within a foot of the tracks - displacing them is a sensitive matter. So build over the current tracks, some say - that also requires land for the pillars etc.
All is not lost - there is a solution being implemented - build new stations at the outskirts of the cities and hope that the public transport infrastructure will do the rest. The local authorities across the country are generally far, far slower than the Railways - it has happened, for example, in Anand Vihar in Delhi - but such cases are rare till now. The Delhi Metro feeder service is an example of what can go wrong.
HSR（高铁）/竞争/较小但更快的列车，这在政治上很敏感。事实是，铁路票价目前与市场力量和内部成本脱节。因此，客流量是一大损失，目前正在提出建议。除非这种定价是不受限制的，否则没有机构会有兴趣进入这个市场。私营列车确实在印度铁路上运行——它们的价格高得离谱，仅此而已。
目前，由于供不应求，火车正在加长。运行小型列车根本没有帮助。火车更快会让情况更糟糕——这样看，你想驾驶赛车穿过交通堵塞之处——所发生的一切就是赛车的驾驶效率非常低。如果你走一条特殊的路（德里路上的贵宾路线！），那么所有其他交通都会受阻——这是一个没有赢家的局面。
一些明智的人给出了一个解决方案：创造更多的轨道，但土地在哪里？在需求最大的大城市，人们呆在离铁轨一英尺的地方，迫使他们离开家园是一个敏感的问题。因此，有人说，在现有的轨道上建造铁路，这也需要土地来建造柱子等。
一线生机：有一个解决方案正在实施-在城市郊区建造新的车站，并希望公共交通基础设施能完成剩下的工作。全国各地的地方当局通常比铁路部门慢得多——例如，德里的阿南德维哈尔就发生过这种情况——但到目前为止，这种情况很少见。德里地铁支线服务就是一个可能出错的例子。
Currently trains are being made longer since the demand outstrips supply. Running smaller trains does not help at all. Faster trains are worse - look at it this way, you want to drive a race car through a traffic jam - all that happens is that the race car drives at a very low efficiency. If you make a special path (VIP routes on Delhi roads!) then all the other traffic gets held up - its a no-win situation.
Some wise people have given a solution - create more tracks - but where is the land? In big cities, where the maximum demand is - people stay within a foot of the tracks - displacing them is a sensitive matter. So build over the current tracks, some say - that also requires land for the pillars etc.
All is not lost - there is a solution being implemented - build new stations at the outskirts of the cities and hope that the public transport infrastructure will do the rest. The local authorities across the country are generally far, far slower than the Railways - it has happened, for example, in Anand Vihar in Delhi - but such cases are rare till now. The Delhi Metro feeder service is an example of what can go wrong.
HSR（高铁）/竞争/较小但更快的列车，这在政治上很敏感。事实是，铁路票价目前与市场力量和内部成本脱节。因此，客流量是一大损失，目前正在提出建议。除非这种定价是不受限制的，否则没有机构会有兴趣进入这个市场。私营列车确实在印度铁路上运行——它们的价格高得离谱，仅此而已。
目前，由于供不应求，火车正在加长。运行小型列车根本没有帮助。火车更快会让情况更糟糕——这样看，你想驾驶赛车穿过交通堵塞之处——所发生的一切就是赛车的驾驶效率非常低。如果你走一条特殊的路（德里路上的贵宾路线！），那么所有其他交通都会受阻——这是一个没有赢家的局面。
一些明智的人给出了一个解决方案：创造更多的轨道，但土地在哪里？在需求最大的大城市，人们呆在离铁轨一英尺的地方，迫使他们离开家园是一个敏感的问题。因此，有人说，在现有的轨道上建造铁路，这也需要土地来建造柱子等。
一线生机：有一个解决方案正在实施-在城市郊区建造新的车站，并希望公共交通基础设施能完成剩下的工作。全国各地的地方当局通常比铁路部门慢得多——例如，德里的阿南德维哈尔就发生过这种情况——但到目前为止，这种情况很少见。德里地铁支线服务就是一个可能出错的例子。
> Enforcement - a lot of people believe that the Railways should become like a police and arrest/ severely punish every wrong-doer, every ticket-less traveller, every person who litters etc. In other words, detterence is the order of the day - the Railways should become a police force. While there is merit in a school-masterji approach (one masterji per dustbin, eh!) but the onus is on the Railways not its consumers. Thats unfair - you, dear user of the Railways have a civic duty to not misuse facilities given to you. That is how it is done in all other areas - your electricity, your car, your building etc. The onus is on you to do your best and we in the Railways will can take up the slack - but the onus, I believe, has to be on the community.
> Use of IT/plastic money/ online services/ Use of ERP etc - Hmm, here's a statistic for you - the Railways does about 15 BILLION US Dollars worth of electronic transactions every year (this is roughly a 2 years old figure) So, go figure, where the Railways is on such matters. Here's another fact - almost all of this is done using homegrown software!
执法——很多人认为铁路应该像警察一样，逮捕/严厉惩罚每一个做错事的人、每一个无票旅客、每一个乱扔垃圾的人等等。换句话说，惩罚是当务之急——铁路应该成为一支警察部队。虽然校长式教学方法有其优点(每个垃圾桶安排一个主管)，但责任在铁路部门，而不在消费者。这是不公平的——亲爱的铁路用户，你们有公民义务，不要滥用给你的设施。其他领域都是这样做的——你的电力、汽车、建筑等等。你们有责任尽自己最大的努力，而我们铁路部门的人可以填补这个空缺——但我相信，这个责任必须落在社会上。
使用IT/信用卡/在线服务/ ERP等；嗯，这里有一个统计数据给你-铁路部门每年进行价值约150亿美元的电子交易(这是大约两年前的数据)所以，想想铁路在这些问题上的立场。这是另一个事实——几乎所有这些都是使用本地软件完成的!
> Use of IT/plastic money/ online services/ Use of ERP etc - Hmm, here's a statistic for you - the Railways does about 15 BILLION US Dollars worth of electronic transactions every year (this is roughly a 2 years old figure) So, go figure, where the Railways is on such matters. Here's another fact - almost all of this is done using homegrown software!
执法——很多人认为铁路应该像警察一样，逮捕/严厉惩罚每一个做错事的人、每一个无票旅客、每一个乱扔垃圾的人等等。换句话说，惩罚是当务之急——铁路应该成为一支警察部队。虽然校长式教学方法有其优点(每个垃圾桶安排一个主管)，但责任在铁路部门，而不在消费者。这是不公平的——亲爱的铁路用户，你们有公民义务，不要滥用给你的设施。其他领域都是这样做的——你的电力、汽车、建筑等等。你们有责任尽自己最大的努力，而我们铁路部门的人可以填补这个空缺——但我相信，这个责任必须落在社会上。
使用IT/信用卡/在线服务/ ERP等；嗯，这里有一个统计数据给你-铁路部门每年进行价值约150亿美元的电子交易(这是大约两年前的数据)所以，想想铁路在这些问题上的立场。这是另一个事实——几乎所有这些都是使用本地软件完成的!
There is this matter of IRCTC - things have improved over the last one year. However, more can be done and is being done. Just a few days back I was having an interesting informal discussion on the roadmap for the next 5 years - looks to be very interesting - I'll have to leave it at that.
> This has been a very long answer and so I'll arbitrarily cut it at this point.
I believe, we in the Railways have done a great job under very trying and very difficult circumstances - so give a smile to the loco pilot, a TTE or whoever you meet from the Railways - we will appreciate you making our day!
有关IRCTC的事情，过去一年里情况已经有所改善。然而，还有更多可以做，并且正在做。就在几天前，我进行了一次有趣的非正式讨论，探讨未来5年的路线图——看起来非常有趣——至此为止，我只能说这么多。
这是一个很长的答案，所以我在这里随意切一下。
我相信，在非常艰难和非常困难的情况下，我们铁路工作人员做得很好，所以向火车驾驶员、火车司机或任何你遇到的铁路人员微笑吧，我们将感谢你让我们度过美好的一天!
> This has been a very long answer and so I'll arbitrarily cut it at this point.
I believe, we in the Railways have done a great job under very trying and very difficult circumstances - so give a smile to the loco pilot, a TTE or whoever you meet from the Railways - we will appreciate you making our day!
有关IRCTC的事情，过去一年里情况已经有所改善。然而，还有更多可以做，并且正在做。就在几天前，我进行了一次有趣的非正式讨论，探讨未来5年的路线图——看起来非常有趣——至此为止，我只能说这么多。
这是一个很长的答案，所以我在这里随意切一下。
我相信，在非常艰难和非常困难的情况下，我们铁路工作人员做得很好，所以向火车驾驶员、火车司机或任何你遇到的铁路人员微笑吧，我们将感谢你让我们度过美好的一天!
P.S. - I would like to request people to do some groundwork before asking a question - good questions are an absolute joy. There's a lot more to discuss - so question on, guys!!
But accusatory questions, in the form of - why doesn't the Railways do xyz etc - are a major turnoff. Try to first appreciate a little about the Railways, why things happen the way they do. Then start critically questioning, with facts if possible - such specific questions make my day (or night!)!
附言：我想请求大家在提出问题之前先做一些准备工作——好的问题绝对是一种乐趣。还有很多东西可以讨论——所以请继续提问吧！
但是，那些指责性的问题，例如“为什么铁路部不做某某事”等等，会让人非常反感。请先尝试了解一些关于铁路的信息，了解事情发生的原因。然后再开始批判性地质疑，如果可能的话，请提供事实依据——这样具体的问题会让我（或者说让我夜里也能睡得安稳！）很开心！
But accusatory questions, in the form of - why doesn't the Railways do xyz etc - are a major turnoff. Try to first appreciate a little about the Railways, why things happen the way they do. Then start critically questioning, with facts if possible - such specific questions make my day (or night!)!
附言：我想请求大家在提出问题之前先做一些准备工作——好的问题绝对是一种乐趣。还有很多东西可以讨论——所以请继续提问吧！
但是，那些指责性的问题，例如“为什么铁路部不做某某事”等等，会让人非常反感。请先尝试了解一些关于铁路的信息，了解事情发生的原因。然后再开始批判性地质疑，如果可能的话，请提供事实依据——这样具体的问题会让我（或者说让我夜里也能睡得安稳！）很开心！
Pramod Sripada
Should Indian Railways be fined if the trains run late without any proper reason like fog or accidents?
All the reasons which you have mentioned in the question above are genuine according to the Indian Railways perspective.
The major reason for delay of trains would be "Crossings" and the minor mishaps on the tracks which supplement them.For the fact, if a train is late, it has a cascading effect on the trains coming after it, and due to one or two trains there are a whole set of trains which face the delay.
Coming to your point on 18 hours delay, these kind of delays will be caused mostly by natural catastrophes or due to the long running time of the trains(>40 hrs).Challenging this in the courts will be another big waste of time considering the huge amount of time it takes for a court to clear a case.
And the penalty part, Railways is already reeling under humongous cash deficit and the penalty would further hinder its water drop ambition to provide better facilities to the passengers. So there has to be innovative measures in place of populist measures and a fair pricing structure to put back the railways in good shape.
And I agree that this is completely unacceptable, but coming to the harsh realities the cash strapped Indian Railways cant lay more tracks to reduce the delay nor the common Indian passenger take an alternative means of commuting.
如果火车没有大雾或事故等正当理由晚点，印度铁路公司应该被罚款吗?
从印度铁路的角度来看，你在上面问题中提到的所有原因都是真实的。
火车延误的主要原因是“交叉路口”和轨道上的小事故。事实上，如果一列列车晚点，它会对后面的列车产生连锁效应，而由于一列或两列列车延误，会有一整套列车面临延误。
说到18小时的延误，这种延误主要是由自然灾害或列车运行时间长（>40小时）造成的。考虑到法院审理一个案件需要大量的时间，在法庭上质疑这一点将是另一个巨大的时间浪费。
至于罚款部分，铁路公司已经陷入巨额现金赤字，罚款将进一步阻碍其为乘客提供更好设施的抱负。因此，必须采取创新措施来取代平民主义的措施和公平的定价结构，以使铁路恢复良好状态。
我赞同这个问题是完全不可接受的，但面对严酷的现实，资金紧张的印度铁路无法铺设更多的轨道来减少延误，普通印度乘客也无法选择其他通勤方式
Should Indian Railways be fined if the trains run late without any proper reason like fog or accidents?
All the reasons which you have mentioned in the question above are genuine according to the Indian Railways perspective.
The major reason for delay of trains would be "Crossings" and the minor mishaps on the tracks which supplement them.For the fact, if a train is late, it has a cascading effect on the trains coming after it, and due to one or two trains there are a whole set of trains which face the delay.
Coming to your point on 18 hours delay, these kind of delays will be caused mostly by natural catastrophes or due to the long running time of the trains(>40 hrs).Challenging this in the courts will be another big waste of time considering the huge amount of time it takes for a court to clear a case.
And the penalty part, Railways is already reeling under humongous cash deficit and the penalty would further hinder its water drop ambition to provide better facilities to the passengers. So there has to be innovative measures in place of populist measures and a fair pricing structure to put back the railways in good shape.
And I agree that this is completely unacceptable, but coming to the harsh realities the cash strapped Indian Railways cant lay more tracks to reduce the delay nor the common Indian passenger take an alternative means of commuting.
如果火车没有大雾或事故等正当理由晚点，印度铁路公司应该被罚款吗?
从印度铁路的角度来看，你在上面问题中提到的所有原因都是真实的。
火车延误的主要原因是“交叉路口”和轨道上的小事故。事实上，如果一列列车晚点，它会对后面的列车产生连锁效应，而由于一列或两列列车延误，会有一整套列车面临延误。
说到18小时的延误，这种延误主要是由自然灾害或列车运行时间长（>40小时）造成的。考虑到法院审理一个案件需要大量的时间，在法庭上质疑这一点将是另一个巨大的时间浪费。
至于罚款部分，铁路公司已经陷入巨额现金赤字，罚款将进一步阻碍其为乘客提供更好设施的抱负。因此，必须采取创新措施来取代平民主义的措施和公平的定价结构，以使铁路恢复良好状态。
我赞同这个问题是完全不可接受的，但面对严酷的现实，资金紧张的印度铁路无法铺设更多的轨道来减少延误，普通印度乘客也无法选择其他通勤方式
My friend told me that similar to Berlin Railway station, being a class one railway station, there are another 4 more class A stations in Berlin city.
I was really amazed to see the the grandness, the class of the structure and the marvelous architectural beauty of Berlin Central Railway Station, but more I was impressed with the marvelous planning and integration of the multifarious train services and traffic originating and terminating from this central place . And really I was wondering why we don't do this kind of planning at our place, regarding our passenger terminal stations, at least in our Metro cities with average population not less than 3 to 4 times of Berlin city.
Being part of the Railway for last more than 24 years, I have been able to see the strength and difficulties of the Indian Railway system. At the outset like to say, Indian Railways owns the best of human resources, in terms of their skill and commitment, and its physical assets.However due to inherent inefficiency in its processes to deliver the services, it has been apparently a symbol of chaos, poor punctuality, filthyness and it's being tiringly slow to travel a passenger to her station .
Interstingly their railway traction power supply system, the tracks, the signalling system, the designing of the way side stations, the technology used for the operation of railway system, I could notice them to be simple,verily comparable to our own railway system . In respect of the railway operation technology and the infrastructure, as I could observe, our railway system is not any inferior, rather in few aspects of the technology grade, I thought we use some better and latest technology, as their railway setup and technology is largely aged and earlier than our railway system.
I travelled by their high speed train services, from Munich to Zurich, and Back from Zurich to Frankfurt, via Basel, a distance of 200 miles (320 km), almost a distance of Chennai to Bangalore, in three and half hours in the first class chair car and I was really impressed with the simple designing of their trains, the station, the platform and the railway yards, the operational planning and efficiency and above the all punctuality of their train services. I didn't notice anything extravagant or intimidatingly complex, the technology wise to use their services.
I was wondering, when in technology and infrastructure, we are not any inferior to the German railway system, rather in few aspects we use the better technology to them , then why we can't provide a train service, operationally as efficient, as fast and as punctual as the German train service.
我的朋友告诉我，与柏林火车站类似，作为一级火车站，柏林市还有4个a级火车站。
看到柏林中央火车站的宏伟、一流的结构和令人惊叹的建筑之美，我真的很惊讶，但更让我印象深刻的是，各种各样的火车服务以及从这个中心出发和结束的交通的奇妙规划和整合。实际上，我想知道为什么我们不在我们的地方搞这种规划，关于我们的客运站，至少在我们的地铁城市，平均人口不低于柏林市的3到4倍。
在过去24年多的时间里，作为铁路的一员，我看到了印度铁路系统的优势和困难。从一开始我就想说，印度铁路公司拥有最好的人力资源，包括他们的技能、承诺和实物资产。然而，由于在提供服务的过程中固有的效率低下，它显然是混乱、不准时、肮脏的象征，而且运送乘客到车站的速度慢得令人厌倦。
有趣的是，他们的铁路牵引供电系统，轨道，信号系统，路旁车站的设计，铁路系统运行所使用的技术，我可以注意到他们很简单，与我们自己的铁路系统相当。在铁路运营技术和基础设施方面，我可以观察到，我们的铁路系统并不差，而是在技术等级的几个方面，我认为我们使用了一些更好和最新的技术，因为他们的铁路设置和技术在很大程度上比我们的铁路系统陈旧和早。
我乘坐他们的高速列车服务，从慕尼黑到苏黎世，从苏黎世到法兰克福，途经巴塞尔，距离200英里(320公里)，几乎是金奈到班加罗尔的距离，在头等舱的椅子车厢里，在三个半小时内，我对他们的火车，车站，站台和铁路站场的简单设计，运营规划和效率，最重要的是他们的火车服务的准时性印象深刻。我没有注意到任何奢侈或可怕的复杂的东西，也没有注意到使用他们服务需要技术智慧。
我想知道，在技术和基础设施方面，我们并不比德国铁路系统差，相反，在某些方面，我们使用了比他们更好的技术，那么为什么我们不能提供像德国火车服务那样高效、快速和准时的火车服务呢。
I was really amazed to see the the grandness, the class of the structure and the marvelous architectural beauty of Berlin Central Railway Station, but more I was impressed with the marvelous planning and integration of the multifarious train services and traffic originating and terminating from this central place . And really I was wondering why we don't do this kind of planning at our place, regarding our passenger terminal stations, at least in our Metro cities with average population not less than 3 to 4 times of Berlin city.
Being part of the Railway for last more than 24 years, I have been able to see the strength and difficulties of the Indian Railway system. At the outset like to say, Indian Railways owns the best of human resources, in terms of their skill and commitment, and its physical assets.However due to inherent inefficiency in its processes to deliver the services, it has been apparently a symbol of chaos, poor punctuality, filthyness and it's being tiringly slow to travel a passenger to her station .
Interstingly their railway traction power supply system, the tracks, the signalling system, the designing of the way side stations, the technology used for the operation of railway system, I could notice them to be simple,verily comparable to our own railway system . In respect of the railway operation technology and the infrastructure, as I could observe, our railway system is not any inferior, rather in few aspects of the technology grade, I thought we use some better and latest technology, as their railway setup and technology is largely aged and earlier than our railway system.
I travelled by their high speed train services, from Munich to Zurich, and Back from Zurich to Frankfurt, via Basel, a distance of 200 miles (320 km), almost a distance of Chennai to Bangalore, in three and half hours in the first class chair car and I was really impressed with the simple designing of their trains, the station, the platform and the railway yards, the operational planning and efficiency and above the all punctuality of their train services. I didn't notice anything extravagant or intimidatingly complex, the technology wise to use their services.
I was wondering, when in technology and infrastructure, we are not any inferior to the German railway system, rather in few aspects we use the better technology to them , then why we can't provide a train service, operationally as efficient, as fast and as punctual as the German train service.
我的朋友告诉我，与柏林火车站类似，作为一级火车站，柏林市还有4个a级火车站。
看到柏林中央火车站的宏伟、一流的结构和令人惊叹的建筑之美，我真的很惊讶，但更让我印象深刻的是，各种各样的火车服务以及从这个中心出发和结束的交通的奇妙规划和整合。实际上，我想知道为什么我们不在我们的地方搞这种规划，关于我们的客运站，至少在我们的地铁城市，平均人口不低于柏林市的3到4倍。
在过去24年多的时间里，作为铁路的一员，我看到了印度铁路系统的优势和困难。从一开始我就想说，印度铁路公司拥有最好的人力资源，包括他们的技能、承诺和实物资产。然而，由于在提供服务的过程中固有的效率低下，它显然是混乱、不准时、肮脏的象征，而且运送乘客到车站的速度慢得令人厌倦。
有趣的是，他们的铁路牵引供电系统，轨道，信号系统，路旁车站的设计，铁路系统运行所使用的技术，我可以注意到他们很简单，与我们自己的铁路系统相当。在铁路运营技术和基础设施方面，我可以观察到，我们的铁路系统并不差，而是在技术等级的几个方面，我认为我们使用了一些更好和最新的技术，因为他们的铁路设置和技术在很大程度上比我们的铁路系统陈旧和早。
我乘坐他们的高速列车服务，从慕尼黑到苏黎世，从苏黎世到法兰克福，途经巴塞尔，距离200英里(320公里)，几乎是金奈到班加罗尔的距离，在头等舱的椅子车厢里，在三个半小时内，我对他们的火车，车站，站台和铁路站场的简单设计，运营规划和效率，最重要的是他们的火车服务的准时性印象深刻。我没有注意到任何奢侈或可怕的复杂的东西，也没有注意到使用他们服务需要技术智慧。
我想知道，在技术和基础设施方面，我们并不比德国铁路系统差，相反，在某些方面，我们使用了比他们更好的技术，那么为什么我们不能提供像德国火车服务那样高效、快速和准时的火车服务呢。
Mohammed Yasir
What are your views on merging Indian Railways service cadres into Indian Railway Management Service (IRMS)?
Railway Minister told that they have merged all the 8 different departments(technical and non technical) to Indian Railway Management Service. This means they want separate panel which can recruit officers for Ministry of Railways. So more probability is there may be a separate exam agency which would be common for all the services under Railways.
The disadvantage for aspirants will be,this reduces the number of vacancies in ESE as nearly 35–45% of vacancies in ESE comes from Ministry of Railways. Reduction of vacancies would lead to tougher competition. In my opinion this decision was taken in order to have less officers and more work , basically govt. may be thinking that there are more officers are being recruited for particular amount of work , but in my opinion they should take such decision which do not affect lives of ESE aspirants.
你对将印度铁路服务干部并入印度铁路管理局（IRMS）有何看法？
铁道部长表示，他们已经将所有8个不同的部门（技术和非技术部门）合并到印度铁路管理局。这意味着他们想要一个独立的小组，可以为铁道部招募官员。因此，更有可能的是，可能会有一个单独的考试机构，这将是铁路旗下所有服务的通用机构。
对有抱负的人来说，不利之处在于，这将减少ESE的职位空缺数量，因为近35-45%的ESE职位空缺来自铁道部。职位空缺的减少将导致更激烈的竞争。在我看来，做出这一决定是为了减少官员和增加工作量，基本上，政府可能认为有更多的官员被招聘来完成特定的工作，但在我看来他们应该做出这样的决定，这不会影响ESE有志者的生活。
What are your views on merging Indian Railways service cadres into Indian Railway Management Service (IRMS)?
Railway Minister told that they have merged all the 8 different departments(technical and non technical) to Indian Railway Management Service. This means they want separate panel which can recruit officers for Ministry of Railways. So more probability is there may be a separate exam agency which would be common for all the services under Railways.
The disadvantage for aspirants will be,this reduces the number of vacancies in ESE as nearly 35–45% of vacancies in ESE comes from Ministry of Railways. Reduction of vacancies would lead to tougher competition. In my opinion this decision was taken in order to have less officers and more work , basically govt. may be thinking that there are more officers are being recruited for particular amount of work , but in my opinion they should take such decision which do not affect lives of ESE aspirants.
你对将印度铁路服务干部并入印度铁路管理局（IRMS）有何看法？
铁道部长表示，他们已经将所有8个不同的部门（技术和非技术部门）合并到印度铁路管理局。这意味着他们想要一个独立的小组，可以为铁道部招募官员。因此，更有可能的是，可能会有一个单独的考试机构，这将是铁路旗下所有服务的通用机构。
对有抱负的人来说，不利之处在于，这将减少ESE的职位空缺数量，因为近35-45%的ESE职位空缺来自铁道部。职位空缺的减少将导致更激烈的竞争。在我看来，做出这一决定是为了减少官员和增加工作量，基本上，政府可能认为有更多的官员被招聘来完成特定的工作，但在我看来他们应该做出这样的决定，这不会影响ESE有志者的生活。
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