To make affordable and quality medicines a reality in India, the Department of Pharmaceuticals has taken their initiative a step further by launching the Pradhan Mantri Jan Aushadhi Scheme. This is a two way benefit scheme in which the customers as well as pharmacist would both be benefitted.
One topic that has largely slipped through the net, however, is the revival of the originally planned route from Abbey Wood to Ebbsfleet. That is, it seems, until this current Kent Route Study. Over time, plans to extend Crossrail to Ebbsfleet has generally and naturally brought with it the idea of extending the proposal one station further — from Ebbsfleet to Gravesend.
In recent years Gravesend station has been modified to include a car terminating platform. Given that Ebbsfleet has not become the heavily-used international station originally envisaged, the idea of additionally capturing Gravesend commuter traffic would appear to make a lot of sense.
It also fits in with a depot strategy of locating a depot at Hoo — just beyond Gravesend. Possibly Study of direct subsidy scheme important than an additional station was the emerging idea of running any future Crossrail extension on segregated track from Abbey Wood to Dartford.
This would take advantage of a wide strip of railway-owned land — the same wide strip that enabled Crossrail to go from Plumstead to Abbey Wood with minimal property acquisition. The segregated track would overcome many of the original objections to the idea of extending beyond Abbey Wood.
Another significant change to the original plans, as passed by Parliament, was a redesign of Abbey Wood station to keep the existing and new Crossrail tracks entirely separate.
The original scheme had cross-platform interchange achieved by putting the Crossrail platforms in the middle. This change at Abbey Wood was made partly to avoid engineering works on one railway affecting the other and it did make the track layout slightly easier to build.
There was also the claim that it would simplify any extensions, as the spare available land was mostly to the north which would minimise disruption to the existing line. Not mentioned was the fact that the revised layout effectively killed off any possibility of Crossrail continuing on beyond Abbey Wood using existing tracks.
Failure to go beyond Abbey Wood in the original scheme There were several operational reasons why the original proposals to continue beyond Abbey Wood were unattractive. These were almost entirely related to the idea of running beyond Abbey Wood on existing tracks.
If it was assumed that alternate Crossrail trains went beyond Abbey Wood, then this originally meant that 6tph peak and 3tph or 4tph off-peak would have to share tracks with Southeastern trains.
In peak hours, at least, to achieve this without introducing delays would have been a tall order. Since those days, for technical reasons, dual voltage trains are much less of an issue and indeed the current Crossrail trains class are specified with the ability to be modified to accept third rail power if required.
Also, at the time, there was fear of problems if a train was unable to switch voltage for any reason. Whilst this has generally proven to be reliable, concern has not entirely disappeared, although it is not the great fear it once was.
Reassuringly, it is something a Thameslink train does nowadays on every trip through the centre of London and a failure at least for this reason is very rare indeed.
The operational not political Dartford problem On top of the previous problems, there must have been quite an issue with Dartford station in the original Crossrail scheme.
Dartford station has two narrow island platforms and is not really ideal for reversing trains. There is a need to keep two tracks as through tracks for trains to and from Gravesend and beyond, leaving two tracks available to terminate trains.
Dartford is the logical terminus of the three Dartford loop lines from London Bridge and with the current London Bridge metro timetable it cannot handle the desired traffic — even in the off-peak. These typically start from Cannon St and go outbound on one Dartford loop line and then — by means of suitable spur lines — return on another loop line back to Cannon St.
As we discussed several years ago when talking about the Circle lineoperationally, running services in a circle is not ideal. One either has to add a lot of padding to the running times or have a service on which it is next to impossible to recover time — except at the London terminal station.
Nevertheless, these services, out of necessity, feature a lot in the current Southeastern timetable. It is hard to see how services can be significantly improved through Dartford without addressing the issue of the station. Given its already less-than-adequate status, any proposal requiring the station to handle more trains, be they through trains or terminating trains, really needs an appropriate solution to increase Dartford station capacity.
Why bother to extend Crossrail at all?
Given the initial rejection of extending Crossrail beyond Abbey Wood, one has to ask why it is being reconsidered now.Science policy issues have recently joined technology issues in being acknowledged to have strategic importance for national ‘competitiveness’ and ‘economic security’.
1 EMPLOYMENT AND INEQUALITY OUTCOMES IN SOUTH AFRICA Murray Leibbrandt, Ingrid Woolard, Hayley McEwen and Charlotte Koep Southern . The scheme for extending Crossrail as described in the Route Study seems rather ambitious.
A solution for a segregated alignment has been identified which runs . Energy subsidies are measures that keep prices for consumers below market levels or for producers above market levels, or reduce costs for consumers and producers. Energy subsidies may be direct cash transfers to producers, consumers, or related bodies, as well as indirect support mechanisms, such as tax exemptions and rebates, price controls, trade restrictions, and limits on market access.
Department of Industrial Policy & Promotion was established in and has been reconstituted in the year with the merger of the Department of Industrial Development. Earlier separate Ministries for Small Scale Industries & Agro and Rural Industries (SSI&A&RI) and Heavy Industries and Public Enterprises (HI&PE) were created in October, 5 Impact of Concession Scheme: The MRP of P&K fertilizers were much lower than its delivered cost.
Current Affairs October Study Material: This month study material covers all parts of current affairs for the month of October like international and national etc. The news last week that Jharkhand had discontinued a direct benefit transfer (DBT) pilot in the public distribution system ten months after it was launched is a blow to the current government’s ambitious subsidy reform programme. But it also shows that while the government was willing to take bold. Department of Industrial Policy & Promotion was established in and has been reconstituted in the year with the merger of the Department of Industrial Development. Earlier separate Ministries for Small Scale Industries & Agro and Rural Industries (SSI&A&RI) and Heavy Industries and Public Enterprises (HI&PE) were created in October,
This led to increase in consumption of fertilizers during the last three decades and consequently increase in food grain production within the country.