印度鐵路系統(tǒng)相關話題（二）
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?
譯文簡介
當印度鐵路員工因火車事故造成人員死亡而被停職時，他們是永遠被解雇，還是在一段時間后恢復工作?
正文翻譯
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?
當印度鐵路員工因火車事故造成人員死亡而被停職時，他們是永遠被解雇，還是在一段時間后恢復工作?
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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.
如果印度鐵路公司問你增加收入的想法，你會提出什么建議?
在印度鐵路公司，很大一部分乘客無票出行，這導致每年約數(shù)億盧比的損失。
這是幾天前我乘坐首班專列旅行時想到的一個計劃。幾乎90%的乘客沒有票，因為有傳言稱第一天不需要票。突然又有傳言說，目的地車站有一個盒子，你必須把寫有名字和電話號碼的票放在里面，然后隨機挑選一張票。獲勝者將贏得一輛scorpio汽車。
相信我，在這個謠言之后，幾乎80-85%的乘客購買了這張票，鐵路公司賺了很多錢。
提供獎勵就能吸引到所有人，這就是鐵路公司應該做的。
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.
具體計劃
1.每張車票上都應印上身份證號碼。
2.每個車站應安裝一個大箱子或若干個箱子(根據(jù)每日客流量)。
乘客必須在旅途結(jié)束后將車票存放在箱子里，每個月底，每個區(qū)域入圍一張車票。獲勝者將有機會乘坐印度的豪華火車
這樣的小額獎勵將吸引乘客購買車票，收入將大幅增長。
存放的門票可以以同樣的方式回收和再次使用。
我需要你的反饋和建議來修改這個想法。
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.
印度鐵路的服務如何才能改善?
這個問題需要從另一方——鐵路本身的角度來看待。我以個人身份寫這篇文章——親愛的讀者，有些事情你必須知道。請記住，我們鐵路部門的人也是它的用戶，我們非常非常清楚這些問題,已經(jīng)提出的大量建議已經(jīng)被嘗試過了,結(jié)果也各不相同!我會試著在這里講一些。
>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.
讓我們開始：
車站頂部的酒店/商業(yè)綜合體,給鐵路公司的土地是打折出售的。若要進行商業(yè)利用，首先需要將土地性質(zhì)改為商業(yè)用地。這是一大筆錢——幾乎是不可能的。幾年前，有人建議在新德里上空建一座8層的大樓。因此，鐵路公司可以釋放德里所有其他鐵路辦公大樓的土地——這是德里最昂貴的房地產(chǎn)！其中一層將用作商業(yè)綜合體來支付開發(fā)費用——換句話說，沒有凈現(xiàn)金流出。這仍然是一個想法！
一個相關的問題是交通。車站通常位于城市的老城區(qū)。它們現(xiàn)在是內(nèi)陸的——更重要的是，附近的道路是內(nèi)陸的。因此，警方不愿意增加車站附近的交通，如果車站內(nèi)有商業(yè)綜合體，就會發(fā)生這種情況。
>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?
與其他交通方式的聯(lián)系——記住，火車比汽車、公共汽車、機場等出現(xiàn)時間早得多。這些后來者，因為是從零開始，所以可以調(diào)整自己以適應鐵路的現(xiàn)有模式。因此，提供聯(lián)系的責任在于這些較小的參與者。在德里，德里地鐵更容易適應新德里站的現(xiàn)實；現(xiàn)在幾乎不可能移動或從根本上改變車站。
>WiFi/藍牙/無線技術-這些都有作用。要問的問題是，來到車站的人中有多大比例會受益？以及相關的機會成本——鐵路部門是否應該在這一地區(qū)花費幾千萬盧比，或者改善指示牌。
一個相關的問題，我個人認為，為什么這個領域不能通過開源技術來處理，比如OpenStreetMaps等。OSM可以是眾包的，所以它會定期更新；它不需要昂貴的數(shù)據(jù)計劃（下載/側(cè)加載一次，你就可以設置了）沒有官僚主義，只管去做!我在國外用過，非常棒。大家是否贊成呢？
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——鐵路已經(jīng)使用了很多這種東西。Rae Bareilly生產(chǎn)單元以及位于金奈的ICF幾乎都是通過這種方式完全供電的。更多的單位得到了保障——這更多的是資金和后勤問題。對于牽引，有一個傳輸/分配的問題——這些不是鐵路的核心競爭力，還有其他機構做得很好，使用它們更有意義。
有人建議在軌道上安裝太陽能電池板。嗯，面板是對準太陽的通道而不是對準鐵路線；它們還需要定期清潔灰塵——每次火車經(jīng)過時，你都需要再次清潔它們。因此，現(xiàn)在鐵路公司需要雇傭人員在列車通過后對整個軌道進行清理！有沒有想過為什么太陽能發(fā)電廠集中在小范圍內(nèi)，而不是排成一長串——如果你沒有，請這樣做。
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.
衛(wèi)生(火車、車站、軌道)——大問題
在火車上，廁所使用的技術在過去幾年里發(fā)生了四代人的變化。早在93年(是的，22年前，大多數(shù)當前的技術都已經(jīng)被研究過了!)，當我們談到使用這種技術時，我們就被嘲笑了。但現(xiàn)在是可以接受的。但是，新技術使用電力，這需要電池技術升級——順便說一句，這已經(jīng)發(fā)生了（在EOG客車上，這更容易，所以他們首先得到了它。）新技術還要求對教練組的結(jié)構進行重大改變——僅儲氣罐就很重，在現(xiàn)有的地板結(jié)構上支撐它們是不可能的。因此，這也涉及到車廂的重大結(jié)構手術——這需要大量的時間和人力，因此車廂的可用性下降，需要大量的資金。現(xiàn)在輪到物流了——轉(zhuǎn)換幾年前就開始了，需要幾年時間才能完成。但這將會發(fā)生。
關于站臺等，情況很復雜。早上4點至5點左右前往任何一個主要車站。它驚人得干凈——地板閃閃發(fā)光，廁所干凈，垃圾箱空著等等。早上6點去那里，一片狼藉。鐵路部門只能做到這樣了；在那之后，這取決于你們——親愛的鐵路用戶—不幸的是，你們的能力不足。這里有一個有趣的數(shù)字——新德里站一年需要使用大約50噸(沒錯，50噸!)塑料袋來排列垃圾箱——這只是一個站。使用塑料垃圾袋及其相關處理的影響是令人難以置信的——這些都是巨大的問題!鐵路需要每個人參與進來解決這個問題——加入進來吧。
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（高鐵）/競爭/較小但更快的列車，這在政治上很敏感。事實是，鐵路票價目前與市場力量和內(nèi)部成本脫節(jié)。因此，客流量是一大損失，目前正在提出建議。除非這種定價是不受限制的，否則沒有機構會有興趣進入這個市場。私營列車確實在印度鐵路上運行——它們的價格高得離譜，僅此而已。
目前，由于供不應求，火車正在加長。運行小型列車根本沒有幫助?；疖嚫鞎屒闆r更糟糕——這樣看，你想駕駛賽車穿過交通堵塞之處——所發(fā)生的一切就是賽車的駕駛效率非常低。如果你走一條特殊的路（德里路上的貴賓路線?。敲此衅渌煌ǘ紩茏琛@是一個沒有贏家的局面。
一些明智的人給出了一個解決方案：創(chuàng)造更多的軌道，但土地在哪里？在需求最大的大城市，人們呆在離鐵軌一英尺的地方，迫使他們離開家園是一個敏感的問題。因此，有人說，在現(xiàn)有的軌道上建造鐵路，這也需要土地來建造柱子等。
一線生機：有一個解決方案正在實施-在城市郊區(qū)建造新的車站，并希望公共交通基礎設施能完成剩下的工作。全國各地的地方當局通常比鐵路部門慢得多——例如，德里的阿南德維哈爾就發(fā)生過這種情況——但到目前為止，這種情況很少見。德里地鐵支線服務就是一個可能出錯的例子。
> 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!
執(zhí)法——很多人認為鐵路應該像警察一樣，逮捕/嚴厲懲罰每一個做錯事的人、每一個無票旅客、每一個亂扔垃圾的人等等。換句話說，懲罰是當務之急——鐵路應該成為一支警察部隊。雖然校長式教學方法有其優(yōu)點(每個垃圾桶安排一個主管)，但責任在鐵路部門，而不在消費者。這是不公平的——親愛的鐵路用戶，你們有公民義務，不要濫用給你的設施。其他領域都是這樣做的——你的電力、汽車、建筑等等。你們有責任盡自己最大的努力，而我們鐵路部門的人可以填補這個空缺——但我相信，這個責任必須落在社會上。
使用IT/信用卡/在線服務/ ERP等；嗯，這里有一個統(tǒng)計數(shù)據(jù)給你-鐵路部門每年進行價值約150億美元的電子交易(這是大約兩年前的數(shù)據(jù))所以，想想鐵路在這些問題上的立場。這是另一個事實——幾乎所有這些都是使用本地軟件完成的!
> 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!
有關IRCTC的事情，過去一年里情況已經(jīng)有所改善。然而，還有更多可以做，并且正在做。就在幾天前，我進行了一次有趣的非正式討論，探討未來5年的路線圖——看起來非常有趣——至此為止，我只能說這么多。
這是一個很長的答案，所以我在這里隨意切一下。
我相信，在非常艱難和非常困難的情況下，我們鐵路工作人員做得很好，所以向火車駕駛員、火車司機或任何你遇到的鐵路人員微笑吧，我們將感謝你讓我們度過美好的一天!
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：我想請求大家在提出問題之前先做一些準備工作——好的問題絕對是一種樂趣。還有很多東西可以討論——所以請繼續(xù)提問吧！
但是，那些指責性的問題，例如“為什么鐵路部不做某某事”等等，會讓人非常反感。請先嘗試了解一些關于鐵路的信息，了解事情發(fā)生的原因。然后再開始批判性地質(zhì)疑，如果可能的話，請?zhí)峁┦聦嵰罁?jù)——這樣具體的問題會讓我（或者說讓我夜里也能睡得安穩(wěn)?。┖荛_心！
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.
如果火車沒有大霧或事故等正當理由晚點，印度鐵路公司應該被罰款嗎?
從印度鐵路的角度來看，你在上面問題中提到的所有原因都是真實的。
火車延誤的主要原因是“交叉路口”和軌道上的小事故。事實上，如果一列列車晚點，它會對后面的列車產(chǎn)生連鎖效應，而由于一列或兩列列車延誤，會有一整套列車面臨延誤。
說到18小時的延誤，這種延誤主要是由自然災害或列車運行時間長（>40小時）造成的?？紤]到法院審理一個案件需要大量的時間，在法庭上質(zhì)疑這一點將是另一個巨大的時間浪費。
至于罰款部分，鐵路公司已經(jīng)陷入巨額現(xiàn)金赤字，罰款將進一步阻礙其為乘客提供更好設施的抱負。因此，必須采取創(chuàng)新措施來取代平民主義的措施和公平的定價結(jié)構，以使鐵路恢復良好狀態(tài)。
我贊同這個問題是完全不可接受的，但面對嚴酷的現(xiàn)實，資金緊張的印度鐵路無法鋪設更多的軌道來減少延誤，普通印度乘客也無法選擇其他通勤方式
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.
我的朋友告訴我，與柏林火車站類似，作為一級火車站，柏林市還有4個a級火車站。
看到柏林中央火車站的宏偉、一流的結(jié)構和令人驚嘆的建筑之美，我真的很驚訝，但更讓我印象深刻的是，各種各樣的火車服務以及從這個中心出發(fā)和結(jié)束的交通的奇妙規(guī)劃和整合。實際上，我想知道為什么我們不在我們的地方搞這種規(guī)劃，關于我們的客運站，至少在我們的地鐵城市，平均人口不低于柏林市的3到4倍。
在過去24年多的時間里，作為鐵路的一員，我看到了印度鐵路系統(tǒng)的優(yōu)勢和困難。從一開始我就想說，印度鐵路公司擁有最好的人力資源，包括他們的技能、承諾和實物資產(chǎn)。然而，由于在提供服務的過程中固有的效率低下，它顯然是混亂、不準時、骯臟的象征，而且運送乘客到車站的速度慢得令人厭倦。
有趣的是，他們的鐵路牽引供電系統(tǒng)，軌道，信號系統(tǒng)，路旁車站的設計，鐵路系統(tǒng)運行所使用的技術，我可以注意到他們很簡單，與我們自己的鐵路系統(tǒng)相當。在鐵路運營技術和基礎設施方面，我可以觀察到，我們的鐵路系統(tǒng)并不差，而是在技術等級的幾個方面，我認為我們使用了一些更好和最新的技術，因為他們的鐵路設置和技術在很大程度上比我們的鐵路系統(tǒng)陳舊和早。
我乘坐他們的高速列車服務，從慕尼黑到蘇黎世，從蘇黎世到法蘭克福，途經(jīng)巴塞爾，距離200英里(320公里)，幾乎是金奈到班加羅爾的距離，在頭等艙的椅子車廂里，在三個半小時內(nèi)，我對他們的火車，車站，站臺和鐵路站場的簡單設計，運營規(guī)劃和效率，最重要的是他們的火車服務的準時性印象深刻。我沒有注意到任何奢侈或可怕的復雜的東西，也沒有注意到使用他們服務需要技術智慧。
我想知道，在技術和基礎設施方面，我們并不比德國鐵路系統(tǒng)差，相反，在某些方面，我們使用了比他們更好的技術，那么為什么我們不能提供像德國火車服務那樣高效、快速和準時的火車服務呢。
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.
你對將印度鐵路服務干部并入印度鐵路管理局（IRMS）有何看法？
鐵道部長表示，他們已經(jīng)將所有8個不同的部門（技術和非技術部門）合并到印度鐵路管理局。這意味著他們想要一個獨立的小組，可以為鐵道部招募官員。因此，更有可能的是，可能會有一個單獨的考試機構，這將是鐵路旗下所有服務的通用機構。
對有抱負的人來說，不利之處在于，這將減少ESE的職位空缺數(shù)量，因為近35-45%的ESE職位空缺來自鐵道部。職位空缺的減少將導致更激烈的競爭。在我看來，做出這一決定是為了減少官員和增加工作量，基本上，政府可能認為有更多的官員被招聘來完成特定的工作，但在我看來他們應該做出這樣的決定，這不會影響ESE有志者的生活。