Is it ?

Really !!

What about the following ?
17243...
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- 00:55, 07243 - 00:35, Variance - 20 Minutes
12705 - 00:50, 02705 - 00:36, Variance - 14 Minutes
17016 - 00:55, 07016 - 00:40, Variance - 15 Minutes

Isn't it the part of ZBTT ?

Is it..!!

Then why the same be followed, in case of HWH-YPR Duronto / HWH-YPR-HWH AC Exp / KYQ-YPR-KYQ AC Exp etc, which are skipping VSKP ?

If there is a demand, another...
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train could have been demanded/introduced from VSKP to respective locations.

Right..

ఈ రైలు ఉదయం 05:30 గంటలకల్లా సికింద్రాబాద్ చేరిన రోజులలో కూడా, గుంటూరు-బీబీనగర్ మధ్య నారాయణాద్రి ఎక్స్ ప్రెస్ మాత్రమే ముందు వెళ్ళినది.

గుంటూరు డివిజన్ పరిధిలో ఓవర్ టేక్ ఇవ్వవలసిన అవసరం ఇప్పటికీ లేదు.

సికింద్రాబాద్ స్టేషన్లో వెసులుబాటును బట్టి, బీబీనగర్-సికింద్రాబాద్ మధ్య ఓవర్...
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టేక్ ఇవ్వాలా, వద్దా అన్న విషయం ఆధారపడి ఉంటుంది.

ఇప్పటికీ సికింద్రాబాద్ నుండి పూర్తి స్థాయిలో అన్ని రైళ్లు నడవటం లేదు, కాబట్టి ఇప్పటి రద్దీని బట్టి నిర్ణయం తీసుకోవటం సహేతుకం కాదు.

You may please suggest the ways to take care of terminal constraints in ZBTT (without any activity involving long term infrastructure related works).

BZA has terminal constraints to accommodate arrival of Train No. 07226 before arrival of Train No. 07212.

Quoting...
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the same, SWR is not in a position to delay the departure of Train No. 07226 at UBL.

Hence, enroute detention was unavoidable.

Rather than criticising the ZBTT activity, you may please suggest actionable alternative(s).

Spoke to concerned officials of Vijayawada division, regarding the operational constraints that they have at Vijayawada & Kakinada port, regarding your suggestion(s).

At Vijayawada, there is no connectivity from PF-8 to pitline(s). Only PF-1 to PF-6, have direct connectivity to pitline(s).

Earlier,...
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Amravathi express use to run for 4 days between BZA-UBL-BZA with 2 rakes (Which use to run for 6 days, and remain idle for 8 days). At that time, Amaravathi Express was handled on PF-8, and later moved to other nearby station(s) for stabling, as there is no stabling line at BZA coaching depot. On the day of arrival, this rake use to be brought to BZA coaching depot.

At present, movement from PF-8 to Pitline(s) is involved with multiple shunt movements towards KCC(GDR) end, which will interrupt arrival & departure of trains from/to KCC. Hence, it is practically not desirable.

At Kakinada, all the coaching trains (even if they are terminating at Kakinada Town) are being moved to Kakinada (New) Port railway station, for Primary Maintenance & Other End Maintenance activities.

Out of 4 lines available at Kakinada (New) Port railway station, 3 lines are being occupied by coaching trains, and freight trains are being operated through single line, which is resulting to congestion.

At Kakinada (Old) Port railway station also, two lines are being used for stabling coaching trains, though those lines are planned for freight trains.

In next few days, one of the train presently terminating at Kakinada Port railway station, may also get short terminated at Kakinada Town railway station itself.

In view of above, stabling rakes for longer duration at Kakinada, is not welcomed by Vijayawada division officials.

In addition to above mentioned, following are the major operational constraints (holding/stabling rakes for longer duration) at Kakinada now.

LTT Express - from Monday (13:50 hours) to Wednesday (09:00 hours)
SNSI Express - from Thursday (19:45 hours) to Saturday (06:00 hours)
Cocanada...
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Express - from Saturday (06:10 hours) to Sunday (20:10 hours)
RU Express - from everyday (11:20 hours) to next day (14:50 hours)

In view of above, another running line is also getting occupied at Kakinada (new) Port railway station, and resulting to single running line is available for freight movement(s).

As on date, 1 pitline and 2 stabling lines are proposed at Kakinada, which help in stabling the rakes and freeing up running lines.

This was already discussed with concerned officials.

As of now, there is only 1 platform available at Narasapur to accommodate Express trains (Another siding line is available to deal DEMU rakes).

Post doubling...
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& electrification of BVRT-NS section (including NS yard remodelling), it is feasible to extend this train upto NS.

Presently, normal Superfast Tatkal fare is collected from passenger of Train No. 02204/02203.

When the Duronto (dynamic) fare is not collected from passengers of Train No. 02204/02203, why should it be considered/called as a Duronto ?

In...
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what way, it is different from other trains, which are also running with Tatkal fare ?

Is major junction(s) / terminal station(s) are able to accommodate arrival/departure of train(s), post speed up ?

Because, yesterday's Train No. 02783 VSKP-AC had started from GNT at 02:11 & reached MLY at 06:10 (03:59 hours for 276 KM's, average 69 KMPH). But, this train was detained at MLY for 06:40 (for 30 minutes), and finally reached SC at 07:00 (10 minutes early, than scheduled arrival time).
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Any specific reason for detention at MLY, except terminal constraint at SC ?

What is the use of aggressive run between GNT-MLY, when it took 50 minutes (after reaching MLY) to reach it's destination (which is just 6 KM's far) ?

It is a live example to clear our myths, when we speak about speeding up of trains, just by quoting Section Speed, Train Name, Stoppages etc.

As far as DVD-BZA-GDR section is concerned, operationally TATA-ERS-TATA is a new train only, as it require another dedicated resources like path, crew etc.

Hence, it is being diverted via. Bhimavaram, Gudivada, at par with other new trains.

Hope...
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it clarifies, and whoever wish diversion of trains via. EE (either this train, or any other train running via. BVRT), they can always try their level best.

I wish them all success in their efforts, in this regard.

Yes, I agree.

With this diversion, Rajahmundry will be loosing connectivity to some extent.

Though other alternate services (long distance trains, passing via. Rajahmundry) are available, accommodation availability will be very difficult (in...
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view of very meagre reservation quota allocation).