Literatura académica sobre el tema "Northeast Frontier Railway"

India and China share about 3,488 km long International Boundary, which has three sectors: Western, Middle and Eastern. The Eastern sector comprises two Northeastern states, that is, Arunachal Pradesh measuring 1,124 kms and Sikkim measuring 219 kms, respectively. Due to recent changes in the geopolitical relationship with China, border management and transport infrastructure development have occupied centre stage. In recent years, the Government of India has taken initiatives to develop railway infrastructure in Northeast India. The study will focus on the role of railway transportation in Sino-Indian geopolitical competition. The study is based on secondary data collected from the office of General Manager, Northeast Frontier Railway, the Census of India and reports of Memorandums of Understanding between India and China. The study reveals that railway infrastructure along the border creates geo-psychological pressures on both countries, influencing the divergent geopolitical relationship between India and China. Railway diplomacy is a tool kit of critical geopolitics which reveals the contours of geopolitical competition in borderlands.

As India’s Northeast region comes under the 6th most earthquake- prone belt in the world, the soil of young Himalayan region is weak due to the heavy monsoon for a longer period and working season is very less in the hilly region. The capital of Manipur, Imphal is the fourth capital city in the mountainous North-Eastern region to be connected with railways after three other Northeast states. The soil or the earth bearing capacity of the North Eastern region is much less as to compared other parts of the country. It had caused many problems that led to the deformations of the soil around the primary supports of the faces of the Tunnel-12 especially. Thus, geoconsultants and expert committees consisting of the various international consultants are also studying and giving guidance on the deformations formed on the strata of the earth.

Brazil has emerged as the world’s largest soybean producer and exporter in recent years. In the Brazilian Amazon Biome, the state of Pará has become a new agricultural frontier over the last two decades due to a significant increase in soybean cultivation throughout its territory. However, it is essential to understand the associated effects on the environment at every point in the supply chain. This research aims to measure the effects on the environment of the soybean supply chain of two production poles utilising openLCA software and the life cycle assessment (LCA) methodology in the northeast (Paragominas) and south (Redenção) of the state of Pará in Brazil. In addition, we determine which is the most efficient route between the shipment port and the ultimate destination. The Recipe Midpoint (H) and Intergovernmental Panel on Climate Change (IPCC) methods of environmental impact categories were used in accordance with the cradle-to-grave scope. The BRLUC regionalised model (v1.3) was used to quantify land use change (LUC). According to the observed results, LUC was primarily responsible (between 3.8 and 32.69 tCO2 Eq·ha−1·year−1) for the global warming potential (GWP) of the soybean supply chain when rainforest-occupied land was converted into cropland. The soybean harvest in the Redenção pole is better loaded through the port of Itaqui (TEGRAM), which is in São Luis (state of Maranhão), due to the use of multiple modes of transport (lorry + train), allowing for better logistical performance and less impact on the environment, despite the longest distance (road + railway = 1306 km). Due to the short road distance (approximately 350 km) and consequently lower environmental impact, soybean harvested in the Paragominas pole is better loaded through the ports around Barcarena in the state of Pará.

The present study deals with Tupul landslide in Manipur which triggered on the intervening night of 29th -30th June 2022 in Noney district of Manipur. The death toll was 61 persons in total from Territorial Army, NF Railway’s employees, Villagers and labours from various contractors in the construction of railway line from Jiribam to Imphal. We have conducted a drone survey on the landslide site for preparation of large-scale terrain map and compared 2009 CARTOSAT image to pick up the slip surfaces. The detailed fieldwork of the study area deciphers highly jointed, fractured, faulted rock formations and display neo-tectonic movements. The slope failure analysis was conducted using the Phase-2 software and the failure was compared with the Drone made DEM, which is used to estimate the volume of debris falling on the railway formations. The excessive precipitation (375.6mm) during the May 2022 was recorded near the landslide site which was 60% more than the normal precipitation. In order to maintain the safety of the man and materials for the future, a number of suggestions were proposed for future monitoring of slope along coming up railway lines of Northeast Frontier Railways.

Research methodology The case has been developed as an illustrative case study using primary data. The data and images used for developing the case have been collected from the Alipurduar Division of Indian Railways with suitable permissions. The specific newspaper studies used in developing the case content have been referenced as footnotes on the relevant pages of the case study document. Case overview/synopsis Train operations in Alipurduar Division of Northeast Frontier Railway zone of Indian Railways are difficult. The division provides the vital rail link between the northeast states and the rest of India. Railway lines in the Alipurduar Division pass through several forests with a significant elephant population. As an outcome of train–elephant conflicts, train operations on one of the railway lines operate under severe speed restrictions. Moreover, the region is known for heavy rainfall and thunderstorms for almost six months every year. For the Divisional Railway Manager (DRM), the protagonist of the case, this implied repeated congestion, traffic disruptions, inadvertent delays and lack of time for critical maintenance of the tracks. A solution was planned several years ago for creating an alternative path to de-congest the traffic; however, it ran into a roadblock due to land acquisition issues.With all these limitations, could a solution be found and implemented? How could it be executed?The case illustrates how a simple yet innovative solution was proposed by the DRM in 2015 and implemented in 2016.With this case, students will be able to understand the innovation process that is embedded within long-term infrastructure projects. The case will help students understand how innovation can take place even in the later stages of project implementation, and how simple and creative solutions can have a long-term impact. Complexity academic level The case can be used in graduate and executive education courses in General Management and in Public Policy Management. It can also be used in Doctoral-Level Programmes such as those taught to scholars pursuing Fellow Programme in Management. Since the case brings out elements of problem framing and critical thinking, the case can be used for courses in strategic management. Many professionals, particularly those working in large organizations dealing with large infrastructure projects, will identify with the DRM and the challenges faced by him.

<p>Northeast Frontier railway (NFR) intends to connect Manipur, Mizoram and Nagaland with rest part of India. The railway lines pass through eastern trail of Himalaya resulting construction of large number of tunnels and bridges. The entire area is under seismic zone V. The heights of the piers vary from 20m to 141m with maximum length of bridges 700m. The configurations of the bridges were finalized taking into consideration of the parameters like span, location of the pier on the hill slope, constructability, maintainability, safety and economy. Multi modal analysis using site specific spectrum, spectrum compatible time history analysis and spatially varying time history analysis was performed to understand the behaviour of the structure under seismic and deformed shape of the continuous rail on the superstructure for safety of the train movement. Wind tunnel analysis was performed to understand the behaviour of bridge under wind force.</p>