The World's Future Megaprojects (2015-2030's)

[AverageDesiGuy]

https://www.youtube.com/watch?v=yOCpo10zQlM

[KillChillPandey]

India di emaina unda ?? lekapothey religion ani kottkovatamey naa?? 

[KillChillPandey]

https://www.youtube.com/watch?v=yOCpo10zQlM

 

 

Very Good Info Indeed

[dappusubhani]

India di emaina unda ?? lekapothey religion ani kottkovatamey naa?? 

 

abbaaa.. aasaa... 

[KillChillPandey]

abbaaa.. aasaa... 

 

Mega Project antey Pans vastaru edo ankoni..Statue of Unity kattanikey enno politics vote banks.. Independence vachindi peru ke matram tappa akkad manam world lo indian culture culture ani dabba kottkonikey saripotundi.. 

[AverageDesiGuy]

India di emaina unda ?? lekapothey religion ani kottkovatamey naa?? 

watch at 23:41

[KillChillPandey]

watch at 23:41

 

Yeah but will it materialize ani..

 

We need Smart Cities for Sure , Bullet Trains are on cards too.. Transportation Infrastructure Re-vamp is another area where Government is planning to change things.. Bullet train was intially thought to be run between AHMD-MUMBAI

 

The Mumbai–Ahmedabad high-speed rail corridor is an approved high-speed rail corridor in India connecting the cities ofMumbai and Ahmedabad. If built, it will be India's first high speed rail line. The project is estimated to cost between 35,000 to 60,000 crore (about US$5.6 billion to US$9.7 billion).^[1]

 

This corridor, along with 5 other corridors, was introduced for feasibility study in the 2009–2010 Rail Budget by then Railway Minister Lalu Prasad Yadav. The 650 km long high speed rail corridor was proposed to run from Pune railway station toAhmedabad railway station via Mumbai. The point at which this route would touch Mumbai was to be decided when the feasibility report was prepared. The pre-feasibility study for the Ahmedabad–Mumbai–Pune corridor was completed by a consortium of RITES, Italferr and Systra.^[2] The top speed expected for the corridor was up to 350 kmph.^[3] The proposed stations included Lonavla on Mumbai–Pune section and Surat, Bharuch and Vadodara on Mumbai–Ahmedabad section. It was proposed to have 32 services between Mumbai and Ahmedabad. Railway officials also proposed extending the corridor up toBangalore.^[4]

Japanese International Cooperation Agency (JICA) and the SNCF carried out studies on the project.^[5][6]

JICA officials visited Mumbai in January 2014 to discuss the details of the project and visit some of the proposed route. On 21 January, following several meeting between JICA and Indian Railways officials, it was proposed to originate the corridor at the Bandra Kurla Complex(BKC) in Mumbai. There will be 11 stations on the route, of which 7 will be in Mahararashtra. The team proposed other options for originating the line at either Bandra Terminus or Lokmanya Tilak Terminus, if the BKC option was unfeasible.^[7] Air-conditioned bullet trains are expected to operate in the corridor at speeds of 320 kmph, enabling commuters to traverse the 534-km distance in 2 hours.^[8]

The Maharashtra government was in favour of connecting the line with Belapur in order to bring high speed rail to Navi Mumbai. However, railway officials were opposed to the Belapur detour. Officials also discussed the need to ensure that the terminal at BKC would be connected to Line 3 of the Mumbai Metro, enabling commuters from South Mumbai to reach BKC. The location of the terminal at Ahmedabad has not yet been decided. The Railways is in favour of constructing it "a little away" from the current Ahmedabad railway station.^[9]

It was reported on May 28 in the International Rail Journal that the project was approved by Prime Minister Narendra Modi in a meeting with the chairman of the High Speed Rail Corporation of India.^[10]

India may go with 500 km/h high-speed railway system as the standard high-speed railway for the country, as first railway line will be used as a reference for further development. Japan has funded $5 Billion for 65 km long 500 km/h railway line in US and waived the license fee for the technology in US.^[11]

Location of the railway station, it's accessibility, integration with public transport, parking and railway stations design play an important role in the success of the high speed rail. Mumbai may have underground corridor to have high speed rail start from the CST terminal.^[12] European experiences have shown that railway stations outside the city receive less patronage and ultimately making the high speed railway line unfeasible.

High speed railway may be feasible in India, if India uses economy of scale, high-population density, indiginization of high-speed railway, automation of track construction, common standard across India, larger - broader and double decker trains to increase the number of tickets in a train and to decrease per ticket price.

[tom bhayya]

lite kotha singapore ledhu andhulo lite

[KillChillPandey]

Indian bullet train could transform subcontinent - if it ever arrives

Feasibility study for high-speed trains is to report in a matter of months but it could be decades before network is up and running

 

 India hopes to follow in the footsteps of China, which has invested heavily in a new network of high-speed trains (pictured) Photograph: Zhang Peng/LightRocket via Getty Images

Jason Burke in Delhi

 

Tuesday 24 March 2015 02.00 EDT Last modified on Tuesday 24 March 201502.03 EDT

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It is business as usual down at Nizamuddin railway station in Delhi. Crowds press across the footbridge, fighting the ragged porters bearing baggage on their heads going the other way. A family makes a wall of luggage and sits down to lunch behind it. A horde of children in festive hats crowd on to platform seven. Supporters from two rival amateur cricket teams eye each other warily on platform five.

Rohit Saxena, a recently retired bureaucrat, is waiting for the Gondwana Express, which will take him 1,000 km (600 miles) across plains, forests and hills to the city of Jabalpur. It is a comfortable journey, the 61-year-old said, but, at 18 hours, “a little long”.

“If you take the train in India you have to have time,” Saxena said.

Yet, as with so much in this fast developing country, transformative change is on the way. Even if, like the Gondwana Express, it might take substantially longer to arrive than some may hope.

That change was signalled last week when minister Suresh Prabhu told parliamentarians that a feasibility study for trains capable of scything through the Indian countryside at up to 400km/h would report in a matter of months.

Narendra Modi, India’s prime minister, has raised the prospect of India developing a network of bullet trains, such as those pioneered by Japan and France.

Modi won a landslide electoral victory last year with a pledge to boost flagging growth in the emerging power and invest in its crumbling infrastructure. The trains were featured in campaign speeches as a symbol of the technologically potent nation he envisaged, and even made their way into the manifesto of his Bharatiya Janata party (BJP), alongside the construction of 100 smart cities and a cleanup of the heavily polluted river Ganges.

But building the half-dozen proposed bullet train lines proposed would, it turns out, be hugely expensive. Prabhu, the minister of railways, warned parliament that the cost of each kilometre would be well in excess of £10m, in what observers said was a subtle bid to lower expectations.

Analysts say the funds needed may rule out any such network for many decades.

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 Commuters hang on the outside of a local train in Mumbai. Photograph: Rafiq Maqbool/AP

“For India to try to build a fully state-owned [bullet train] network would be disastrous,” said Samir Saran, of the Observer Research Foundation thinktank.

Few doubt the need for massive investment in India’s overcrowded and underfunded railways, particularly given regional rival China’s massive splurge in a new network of trains running at 400km/h or more. One newspaper recently termed the rivalry the “Dragon v the Sloth Bear”.

“I am a firm believer that if this country is going to progress, [the] railways are the only mode of transport whereby we can meet the threat posed to the world by China,” said Vivek Khare, an author of a book on the Indian railway.

Indian trains today average under 60km/h which, though an improvement on 50km/h several decades ago, still puts them among the slowest in the world.

Though car ownership has surged and low-cost airlines have boomed through three decades of rapid economic growth, railways have been neglected by successive governments, even though they remain the main means of long-distance transport for hundreds of millions of people.

One alternative to the bullet trains is what has been described as a “semi-bullet train”.

An adapted local locomotive set a new speed record during a test between Delhi, the capital, and the city of Agra, home to the famous Taj Mahal late last year.

The train managed to run at 160km/h for a short distance, completing the 190 km trip in around 90 minutes. Foreign-made locomotives might also be used, officials have said.

“High-speed trains should be the dream of a developed India but each country has its characteristics. We have to make up our slowness and delay and this is a very uphill task,” said Khare.

The most ambitious line currently planned for “semi-bullet” trains, would eventually connect the eastern port city of Kolkata with Delhi. Currently the journey can take 36 hours.

Eventually, it is hoped, a new national network of upgraded and additional high-speed track – dubbed the diamond quadrilateral – will be in service.

Despite aged rolling stock, buckling tracks, wandering elephants and Maoist guerillas, Indian Railway’s 1.25 million employees run 17,000 trains carrying up to 25 million people every day.

Costs of train tickets have been kept low for decades to help the poor in India, though this has meant wealthier customers turning to the burgeoning air sector.

Christian Wolmar, the UK-based transport writer, said that, as China had successfully built a vast new bullet train network, there was “no reason why India shouldn’t”.

“It would be transformational. It’s not just about speed but about creating a new network and adding fantastic amounts of capacity. Given how full trains are in India and how bad roads are, it’s a great alternative,” Wolmar said.

Major infrastructure projects in India are notoriously difficult to both launch and to complete, facing multiple problems of engineering capacity, bureaucracy, political interference, land acquisition and finance.

One success however has been a series of modern airports built across the country, and mass transit systems such as the £450m Delhi metro.

There are fears about safety too. Accidents are common. A derailment last week killed 30 people in the northern state of Uttar Pradesh.

Saran, the analyst, said that a less ambitious plan which would use public funds to bring in private finance to build “commercially viable” individual lines would be more sensible.

India has extended its rail network by only around 10,000km to 65,000km since winning its independence from Britain in 1947.

The railways have long played a key cultural role in the country, featuring in many of its greatest films and books, as well as being central to some of its most important historical events.

“It is the nerve system of the nation,” said Khare. “It’s failure will lead to our collapse. It is this important.”

 

[KillChillPandey]

watch at 23:41

 

 

Incase materialize ayina manam danni international standards ki tagga maintain cheyyagalgutama? Mana Neat environment lo survive avtunda..

[Dennis_The_Menace]

India River Linking Project once done will be World's Largest Megaproject Ever anukunta..

[KillChillPandey]

India River Linking Project once done will be World's Largest Megaproject Ever anukunta..

 

 

Monna evaro Mana DB lo posted that will we ever see this project in our lifetime ani..takkuva probability ani talk

[Dennis_The_Menace]

Monna evaro Mana DB lo posted that will we ever see this project in our lifetime ani..takkuva probability ani talk

Oh emo mari.. Pet Projects already cmg kadha like Polavaram.. Implement aythe too much Proj asalu.. Surplus River Water into Deficit River water.. Future lo States madhya Wars untaai lekapothe Water gurinchi,..

[KillChillPandey]

Oh emo mari.. Pet Projects already cmg kadha like Polavaram.. Implement aythe too much Proj asalu.. Surplus River Water into Deficit River water.. Future lo States madhya Wars untaai lekapothe Water gurinchi,..

 

 

Yep Water politics already started long time ago... Ah project materialize avvali antey Govt has lot of obstacles.. Social, geographical and political obstacles.. Mainly Social and Geographical 

Ecological and environmental issues[edit]

Some activists and scholars have, between 2002 and 2008, questioned the merits of Indian rivers inter-link projects, and questioned if appropriate study of benefits and risks to environment and ecology has been completed so far. Bandyopadhyay et al. claim there are knowledge gaps between the claimed benefits and potential threats from environment and ecological impact.^[2] They also question whether the inter-linking project will deliver the benefits of flood control. Vaidyanathan claimed, in 2003, that there are uncertainty and unknowns about operations, how much water will be shifted and when, whether this may cause waterlogging, salinisation and the resulting desertification in the command areas of these projects.^[46] Other scholars have asked whether there are other technologies to address the cycle of droughts and flood havocs, with less uncertainties about potential environmental and ecological impact.^[47]

Displacement of people and fisheries profession[edit]

Water storage and distributed reservoirs are likely to displace people – a rehabilitation process that has attracted concern of sociologists and political groups. Further, the inter-link would create a path for aquatic ecosystems to migrate from one river to another, which in turn may affect the livelihoods of people who rely on fishery as their income. Lakra et al., in their 2011 study, claim^[48] large dams, interbasin transfers and water withdrawal from rivers is likely to have negative as well as positive impacts on freshwater aquatic ecosystem. As regards to the impact on fish and aquatic biodiversity, there could be positive as well as negative impacts.

Poverty and population issues[edit]

India has a growing population, and large impoverished rural population that relies on monsoon-irrigated agriculture. Weather uncertainties, and potential climate change induced weather volatilities, raise concerns of social stability and impact of floods and droughts on rural poverty. The population of India is expected to grow further at a decelerating pace and stabilize around 1.5 billion by 2050, or another 300 million people – the size of United States – compared to the 2011 census. This will increase demand for reliable sources of food and improved agriculture yields – both of which, claims India's National Council of Applied Economic Research,^[4] require significantly improve irrigation network than the current state. The average rainfall in India is about 4,000 billion cubic metre, of which annual surface water flow in India is estimated at 1,869 billion cubic metre. Of this, for topological and other reasons, only about 690 billion cubic metre of the available surface water can be utilised for irrigation, industrial, drinking and ground water replenishment purposes. In other words, about 1,100 billion cubic metre of water is available, on average, every year for irrigation in India.^[4] This amount of water is adequate for irrigating 140 million hectares. As of 2007, about 60% of this potential was realized through irrigation network or natural flow of Indian rivers, lakes and adoption of pumps to pull ground water for irrigation.

80% of the water India receives through its annual rains and surface water flow, happens over a 4-month period – June through September.^[4][5] This spatial and time variance in availability of natural water versus year round demand for irrigation, drinking and industrial water creates a demand-supply gap, that only worsens with India's rising population. Proponents claim the answers to India's water problem is to conserve the abundant monsoon water bounty, store it in reservoirs, and use this water in areas which have occasional inadequate rainfall, or are known to be drought-prone or in those times of the year when water supplies become scarce.^[4][49]

International issues[edit]

Misra et al. in their 2007 report,^[6] claim inter-linking of rivers initially appears to be a costly proposition in ecological, geological, hydrological and economical terms, in the long run the net benefits coming from it will far outweigh these costs or losses. However, they suggest that there is a lack of an international legal framework for the projects India is proposing. In at least some inter-link projects, neighboring countries such as Bangladesh may be affected, and international concerns for the project must be negotiated.

Political views[edit]

BJP-led NDA government of Atal Bihari Vajpayee had mooted the idea of interlinking of rivers to deal with the problem of drought and floods afflicting different parts of the country at the same time.^[10]

The congress general secretary Rahul Gandhi said in 2009 that the entire idea of interlinking of rivers was dangerous and that he was opposed to interlinking of rivers as it would have "severe" environmental implications. BJP MP Rajiv Pratap Rudy suggested that Gandhi should do some research on the interlinking of rivers and its benefits and then arrive at a conclusion. Jairam Ramesh, a cabinet minister in former UPA government, said the idea of interlinking India's rivers was a "disaster", putting a question mark on the future of the ambitious project.^[50]

Karunanidhi, whose DMK has been a key ally of the Congress-led UPA at the Centre, wrote that linking rivers at the national level perhaps is the only permanent solution to the water scarcity problem in the country. Karunanidhi said the government should make an assessment of the project's feasibility starting with the south-bound rivers. DMK for 2014 general elections added Nationalisation and inter-linking of rivers to its manifesto.

Kalpasar Project is an irrigation project which envisages storing Narmada River water in an off-shore fresh water reservoir located in Gulf of Khambhat sea for further pumping to arid Sourashtra region for irrigation use. It is one of the preferred project for implementation by the newly elected Prime Minister of India, Narendra Modi.^[51]

[Dennis_The_Menace]

 

Hmm.. Mottham ga kakapoyina dey should implement pet projects atleast like Polavaram linking Krisha and Godavari ,