Hume garv hai ki humari Indian Railways ki speed steel bridge pe aaram se 70-80 km/h se nikal jati like Golden bridge ( Bharuch junction), Sabarmati bridge ( Ahmedabad junction) , etc. Maine speedometer pe bahut baar dekha jab bhi meri train steel bridge pe se gujarti hai. Proud of you Indian Railways.
Mujhe train se safar karne me aur sab jankari sunne me bahut achaa lagta hai aur sabse achi baat ye hai sir aapke samjhame ka tareeka bahut achaa hai aap kam samaye ke video me bahut achaa samjha dete hai 👍
I feel there are also different kinds of steel bridges and my observations say train run through cantilever bridges moves with their normal speed and vibration gets distributed in cantilever bridge. In case of long girder bridge train moves slowly and in short steel girder bridge, the train moves rapidly.
आपके द्वारा दी जाने वाली सभी जानकारियां उपयोगी होती हैं।आपकी वजह से हम लोगों को रेलवे के बारे में बहुत सटीक जानकारियां मिली हैं जो यात्रा के दौरान लाभकारी साबित होती है। इतनी अच्छी जानकारी देने के लिए आपको बहुत बहुत धन्यवाद।
Nice information. Please make a video on different types of bridges in railways. Why some bridges have iron cover on them and some have nothing over them and are open?
Jo bridge iron cover wale hn unki weight bearing capacity uss cover ko include kar k bani h. Yaani kisi cheej ko vertical karne se wo jyada weight bear kar sakti h. Jin bridge par cover ooper nahi hota unke neeche yh structure hota h ya phir bridge ki length ek pillar se doosri pillar tak (span) kum ho toh na ooper na neeche yh structure hota h. Structure ooper banaana h ya neeche yh ground level se track ki height dekhkar tay hota h.
Depending on the size of the beam and the number of piers required, bridge model is decided. If it is decided that a long beam is needed due to lesser number of piers/pillars, then a truss is essential to distribute the load of the beam. For a shorter beam length, an ordinary beam bridge is sufficient to hold the weight up.
Lekin Saraighat Bridge jo ki NFR ki second largest railway bridge hai, river Brahmaputra ke upar... Woh toh steel ke hone ke bawjoot bhi full speed me guzarti hai, aisa bhi hota hai kya? Please create a separate video regarding this or edit this video Sir 🙂♥️
Partially true... As there are good numbers of Steel structured bridges through which trains pass at their maximum permissible speed of the region.. eg Teesta bridge in West Bengal is a steel structured bridge (no ballast on the tracks) but trains usually run at 90 - 100 Kmph over it but again sometimes they cross at 50 - 55 Kmph. Same is the case at the Narnarayan Setu which is a 2.3 Km long bridge over the Brahmaputra in Assam. On the other hand Faraka bridge in West Bengal is a concrete bridge with ballast on the tracks but a train's speed while crossing it is about 50 - 60 Kmph at maximum.. Also it has been observed in case of many small Steel structured bridges that just before entering them a train is slowed down and once the locomotive and a couple of boogies enters the bridge the train accelerates and gather its speed while it is still crossing the bridge...
Farakka Barrage is a bit of an unfair comparison. It is not only a bridge, but also serves as a barrage holding back water (the struts are shared between the bridge and the dam), so to prevent overstressing the dam, the trains are slowed down. The main discussion is a lot more nuanced, having answers in structural engineering and geography. 1. If the bridge is a truss bridge with the spans of the trusses being short, then it can handle high loads and high speeds, and vice versa. Same goes even for concrete bridges as well. 2. Another key component that many people overlook in these comparisons is the foundation beneath the pillars. If there is a solid bedrock beneath the riverbed silt, the engineers can firmly anchor the pillars to the bedrock, which makes the bridge much more stronger and capable of handling high speeds. Otherwise (for clay based foundations), the engineers are forced to use unconventional solutions such as spreading out the base of the piers and using pile struts to stabilize the soil, which limit the operational speeds compared to foundations on solid bedrocks. 3. Another technological improvement in the recent times (late 2000s), is that concrete formulas have gotten much more stronger by the late 2000s than concrete formulas pre 2000. This, combined with cheaper and more versatile concrete pumping assemblies mean that constructing beams and structures of bridges with concrete gives a much stronger, yet economically viable bridge, comparing to fabricating the parts out of steel. Thus, modern day bridges are mostly concrete bridges, unless the gap between pillars is too long to get a concrete beam in between. 4. Even the gap between the pillars cannot be arbitrarily fixed, and needs to take into account the local boat traffic or geography, depending on the place. This reduces the options of bridge designs in many places. 5. Lastly, the age of the bridge also plays a key factor. As a bridge ages and more traffic passes over it, the vibration due to the shifting of weight induces micro cracks into the bridge structure (both in steel and concrete). These cracks, even after repairs, do weaken the bridge to the point that after a couple of hundred years or so, the entire bridge needs to be rebuilt. Also, repairing these micro stress cracks is very difficult because they are not only on the surface, but they also are within the structure, which cannot be repaired, unless the entire structure is rebuilt. I think these 5 major points would summarize the trends in bridge speeds and new plans of construction for railway bridges. Of course the ballast would play a role in reducing the vibrations, but it is only a part of the puzzle.
कृपया एक अलग प्लेलिस्ट में रविवार की विशेष वीडियो प्रदान करें। फिर हम उन्हें एक साथ देख सकते हैं। क्योंकि, ये बहुत दिलचस्प हैं। अन्यथा प्रत्येक रविवार वीडियो को खोजना मुश्किल हो जाता है।
A great video sir, giving a good indication of the trends, but the main discussion about the bridge strength is a lot more nuanced, having answers in structural engineering and geography. 1. If the bridge is a truss bridge with the spans of the trusses being short, then it can handle high loads and high speeds, and vice versa. Same goes even for concrete bridges as well. 2. Another key component that many people overlook in these comparisons is the foundation beneath the pillars. If there is a solid bedrock beneath the riverbed silt, the engineers can firmly anchor the pillars to the bedrock, which makes the bridge much more stronger and capable of handling high speeds. Otherwise (for clay based foundations), the engineers are forced to use unconventional solutions such as spreading out the base of the piers and using pile struts to stabilize the soil, which limit the operational speeds compared to foundations on solid bedrocks. 3. Another technological improvement in the recent times (late 2000s), is that concrete formulas have gotten much more stronger by the late 2000s than concrete formulas pre 2000. This, combined with cheaper and more versatile concrete pumping assemblies mean that constructing beams and structures of bridges with concrete gives a much stronger, yet economically viable bridge, comparing to fabricating the parts out of steel. Thus, modern day bridges are mostly concrete bridges, unless the gap between pillars is too long to get a concrete beam in between. 4. Even the gap between the pillars cannot be arbitrarily fixed, and needs to take into account the local boat traffic or geography, depending on the place. This reduces the options of bridge designs in many places. 5. Lastly, the age of the bridge also plays a key factor. As a bridge ages and more traffic passes over it, the vibration due to the shifting of weight induces micro cracks into the bridge structure (both in steel and concrete). These cracks, even after repairs, do weaken the bridge to the point that after a couple of hundred years or so, the entire bridge needs to be rebuilt. Also, repairing these micro stress cracks is very difficult because they are not only on the surface, but they also are within the structure, which cannot be repaired, unless the entire structure is rebuilt. I think these 5 major points would summarize the trends in bridge speeds and new plans of construction for railway bridges. Of course the ballast would play a role in reducing the vibrations, but it is only a part of the puzzle.
Aapki baat correct hai ki train ki raftar steel bridge per kam kar di jati hai lekin kuch bridge aise bhi hai jo steel se bane h lekin waha per train ki speed achi hoti hai jaise ki jwalapur haridwar railway station ka bridge
What about 1. Farakka barrage ( malda) : speed- slow, 2. Vivekananda setu ( Kolkata): speed- fast, Opposite things happen in these bridges according to your explanation. Please clarify
Amit Bhaiya Kahi kahi pe hume OHE wire ke pole main Double ya triple pole (Main uska naam nahi jaanta)jo wire se attach hota hai dekhne ko milta hai toh aisa kyu hota hai Aur ek sawal ki jab sabko pata hai ki OHE wire chhune se log jal jate hai toh unhe avg height ke according height pe kyu nhi rakha jata jab ki aise corridor bhi hain jaha pole ki height jyada hoti hai
Bhai jab bhi train ko kisi steel structure bridge par rok diya jata hai to wo bridge tutate kyun nahi hai aur woh kitne time tak uska weight utha sakte hain. Please batadijiye. Big fan bhai.
Bhai baly bridge ( near Dakhineshwar temple west bengal ) ka railway section steel structure wale hai, but local and express train full speed me nikalti hai, plz ek video banana ispe
Because they are ballestless track , which consists of less joints or negligible joints on tracks unless there is a cross over, which makes the tracks and train more stable that's why metro use these type of tracks . These ballestless tracks also used in Japanese and Chinese high speed elevated corridor .
Aise bahut se Steel structure bridges hain jispe se train achhi speed m guzarti h, jaise k HWH KGP section m Rupnarayan river k upar se, Dakshineswar aur Bally Ghat k beech Hooghly river k upar se, Dhanbad Asansol section k Barakar bridge pe, Madhupur aur Jasidih k beech Ajay river bridge pe, Ghaziabad se New Delhi k beech Yamuna bridge pe, Surat m Tapi river bridge se, trains speed se hi guzarti h jbki ye sbhi bridges, iron girder or steel structure k hain
Amit bhai....plz vidio.....rajdhani duranto gareebrath jesi train bade station ko skeep karte time speed kam kyo kar Di jati h....jabki unko mein line s nikala jata h fir bi speed kam kyo....plz plz...
Sir i have a doubt explain me what is the difference between TURNBUCKLE coupling and CBC coupling plz explain both are used to connect 2 wagons what are advantage and disadvantage
Turnbuckle couplings are used in ICF coaches. CBC are used in freight & LHB coaches. Only advantage i see in Turnbuckle is that they give less jerks when train starts moving or when the train comes to a halt.
![Seungmin "그렇게, 천천히, 우리(As we are)" | [Stray Kids : SKZ-PLAYER]](http://i.ytimg.com/vi/kAzmhLHePqU/mqdefault.jpg)
बहुत ही महत्वपूर्ण जानकारी
बहुत बहुत धन्यावाद।
Your channel is one of the best channel in RUclips
True bro
@@sunnyyy.__3948 I willing and x x I willing to help you with that I willing to take
*on
बहुत अच्छा विडियो हैं भाई ऐसा ही बनाया करो
Bht hi acchi Knowledge thi.. Thanks
Hume garv hai ki humari Indian Railways ki speed steel bridge pe aaram se 70-80 km/h se nikal jati like Golden bridge ( Bharuch junction), Sabarmati bridge ( Ahmedabad junction) , etc. Maine speedometer pe bahut baar dekha jab bhi meri train steel bridge pe se gujarti hai. Proud of you Indian Railways.
Bullet train runs at 350kmph on both bridges and land
Behat Amit ji...... Jab bhi apka channel dekhta hu...... Samajh badh jati h
Mere mann main bhi ye sawal tha..jo aap ke dwara iska answer mil gaya..dhanyawad
Very Good Information for Amit Sir. 👌✌
Mujhe train se safar karne me aur sab jankari sunne me bahut achaa lagta hai aur sabse achi baat ye hai sir aapke samjhame ka tareeka bahut achaa hai aap kam samaye ke video me bahut achaa samjha dete hai 👍
बहुत अच्छी जानकारी दी आपने
बहुत अच्छा भाई ऐसे ही विडियो बनाते रहो
I feel there are also different kinds of steel bridges and my observations say train run through cantilever bridges moves with their normal speed and vibration gets distributed in cantilever bridge. In case of long girder bridge train moves slowly and in short steel girder bridge, the train moves rapidly.
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Zzdc nm
A
I also think so.
Bahut hi jaberjast jankari detay hai
Very nice information 👍👌
आपके द्वारा दी जाने वाली सभी जानकारियां उपयोगी होती हैं।आपकी वजह से हम लोगों को रेलवे के बारे में बहुत सटीक जानकारियां मिली हैं जो यात्रा के दौरान लाभकारी साबित होती है। इतनी अच्छी जानकारी देने के लिए आपको बहुत बहुत धन्यवाद।
Sahi visletion kiya hai, dhanyavad
Very true discription about the topic. Great going Amit ji.......
Sir ap bahut achha samjhate hain
Good explanation Amit bhai
इस जानकारी के लिए धन्यवाद. आपका हर एक वीडियो ज्ञानवर्धक होता है...🙏
Thanks for the information
Mai bhi abhi tak yahi samajhta tha ki, train kamjor hai isiliye speed slow kar diya jata hai 😊
Thank you Amit.
Super video 👌👌 sir
Nice information. Please make a video on different types of bridges in railways. Why some bridges have iron cover on them and some have nothing over them and are open?
Mera bhi same question hai
I also have the same question
Jo bridge iron cover wale hn unki weight bearing capacity uss cover ko include kar k bani h. Yaani kisi cheej ko vertical karne se wo jyada weight bear kar sakti h. Jin bridge par cover ooper nahi hota unke neeche yh structure hota h ya phir bridge ki length ek pillar se doosri pillar tak (span) kum ho toh na ooper na neeche yh structure hota h. Structure ooper banaana h ya neeche yh ground level se track ki height dekhkar tay hota h.
@@jagatprakashgarg1538 Thanks Jagat ji. 🙏
Depending on the size of the beam and the number of piers required, bridge model is decided. If it is decided that a long beam is needed due to lesser number of piers/pillars, then a truss is essential to distribute the load of the beam. For a shorter beam length, an ordinary beam bridge is sufficient to hold the weight up.
Super knowlege.👍👍👍
Good information
very good
Sir after12th baad loco pilot kaise ban sakte our kon se book study karni hoti hai plz es par ek video banaeye
Best Video Sir.... 🇮🇳
सर मे आप कि viedo का फैन हूँ 😘
Aap ko samjhane ka achcha Tarika
Sir I watch all your video, you are the great
Very good technical information
Lekin Saraighat Bridge jo ki NFR ki second largest railway bridge hai, river Brahmaputra ke upar... Woh toh steel ke hone ke bawjoot bhi full speed me guzarti hai, aisa bhi hota hai kya?
Please create a separate video regarding this or edit this video Sir 🙂♥️
Got to know about it after a long time. Thanks a lot for the information.
Awsome nice video 👍👍👍👍👍
Partially true... As there are good numbers of Steel structured bridges through which trains pass at their maximum permissible speed of the region.. eg Teesta bridge in West Bengal is a steel structured bridge (no ballast on the tracks) but trains usually run at 90 - 100 Kmph over it but again sometimes they cross at 50 - 55 Kmph. Same is the case at the Narnarayan Setu which is a 2.3 Km long bridge over the Brahmaputra in Assam. On the other hand Faraka bridge in West Bengal is a concrete bridge with ballast on the tracks but a train's speed while crossing it is about 50 - 60 Kmph at maximum.. Also it has been observed in case of many small Steel structured bridges that just before entering them a train is slowed down and once the locomotive and a couple of boogies enters the bridge the train accelerates and gather its speed while it is still crossing the bridge...
Farakka Barrage is a bit of an unfair comparison. It is not only a bridge, but also serves as a barrage holding back water (the struts are shared between the bridge and the dam), so to prevent overstressing the dam, the trains are slowed down.
The main discussion is a lot more nuanced, having answers in structural engineering and geography.
1. If the bridge is a truss bridge with the spans of the trusses being short, then it can handle high loads and high speeds, and vice versa. Same goes even for concrete bridges as well.
2. Another key component that many people overlook in these comparisons is the foundation beneath the pillars. If there is a solid bedrock beneath the riverbed silt, the engineers can firmly anchor the pillars to the bedrock, which makes the bridge much more stronger and capable of handling high speeds. Otherwise (for clay based foundations), the engineers are forced to use unconventional solutions such as spreading out the base of the piers and using pile struts to stabilize the soil, which limit the operational speeds compared to foundations on solid bedrocks.
3. Another technological improvement in the recent times (late 2000s), is that concrete formulas have gotten much more stronger by the late 2000s than concrete formulas pre 2000. This, combined with cheaper and more versatile concrete pumping assemblies mean that constructing beams and structures of bridges with concrete gives a much stronger, yet economically viable bridge, comparing to fabricating the parts out of steel. Thus, modern day bridges are mostly concrete bridges, unless the gap between pillars is too long to get a concrete beam in between.
4. Even the gap between the pillars cannot be arbitrarily fixed, and needs to take into account the local boat traffic or geography, depending on the place. This reduces the options of bridge designs in many places.
5. Lastly, the age of the bridge also plays a key factor. As a bridge ages and more traffic passes over it, the vibration due to the shifting of weight induces micro cracks into the bridge structure (both in steel and concrete). These cracks, even after repairs, do weaken the bridge to the point that after a couple of hundred years or so, the entire bridge needs to be rebuilt. Also, repairing these micro stress cracks is very difficult because they are not only on the surface, but they also are within the structure, which cannot be repaired, unless the entire structure is rebuilt.
I think these 5 major points would summarize the trends in bridge speeds and new plans of construction for railway bridges. Of course the ballast would play a role in reducing the vibrations, but it is only a part of the puzzle.
@@prabhatsourya3883 Thanks for a very well analyzed and detailed explanation..👍
Bahut achha bolty ho... Love you too ❤️😘
Abe wo ladka hai ladki nahi 😂😂😂
First view first like first comment sir thanks for the best content
Nice video Amit Ji ❤❤
Very good information thanks
Sir Ap DRM ke post pr Deserve karte hai....
Maine Bahot kuch Sikha apke Video ae....
Hats off.....
Interesting.Now i will see bridge everytime during traveling
Nice information sir 👍👍
Great post 👌👌👌
Thanks Amit ji ......
Very nice video
Koelwar brigde pr bhi train slow ho jata h good information
Waiting for the next video
Apki baat bilkul sahi hai . Par kuch railway bridge par train ki speed kam nhi ki jati h jbki wo steel structure ki hoti hai. Iska kya reason h???
First view and first like
कृपया एक अलग प्लेलिस्ट में रविवार की विशेष वीडियो प्रदान करें। फिर हम उन्हें एक साथ देख सकते हैं। क्योंकि, ये बहुत दिलचस्प हैं। अन्यथा प्रत्येक रविवार वीडियो को खोजना मुश्किल हो जाता है।
Good guidance 🙏
Useful information
Good videos sir👍👍👍👍👍👍👍👍👍👍
A great video sir, giving a good indication of the trends, but the main discussion about the bridge strength is a lot more nuanced, having answers in structural engineering and geography.
1. If the bridge is a truss bridge with the spans of the trusses being short, then it can handle high loads and high speeds, and vice versa. Same goes even for concrete bridges as well.
2. Another key component that many people overlook in these comparisons is the foundation beneath the pillars. If there is a solid bedrock beneath the riverbed silt, the engineers can firmly anchor the pillars to the bedrock, which makes the bridge much more stronger and capable of handling high speeds. Otherwise (for clay based foundations), the engineers are forced to use unconventional solutions such as spreading out the base of the piers and using pile struts to stabilize the soil, which limit the operational speeds compared to foundations on solid bedrocks.
3. Another technological improvement in the recent times (late 2000s), is that concrete formulas have gotten much more stronger by the late 2000s than concrete formulas pre 2000. This, combined with cheaper and more versatile concrete pumping assemblies mean that constructing beams and structures of bridges with concrete gives a much stronger, yet economically viable bridge, comparing to fabricating the parts out of steel. Thus, modern day bridges are mostly concrete bridges, unless the gap between pillars is too long to get a concrete beam in between.
4. Even the gap between the pillars cannot be arbitrarily fixed, and needs to take into account the local boat traffic or geography, depending on the place. This reduces the options of bridge designs in many places.
5. Lastly, the age of the bridge also plays a key factor. As a bridge ages and more traffic passes over it, the vibration due to the shifting of weight induces micro cracks into the bridge structure (both in steel and concrete). These cracks, even after repairs, do weaken the bridge to the point that after a couple of hundred years or so, the entire bridge needs to be rebuilt. Also, repairing these micro stress cracks is very difficult because they are not only on the surface, but they also are within the structure, which cannot be repaired, unless the entire structure is rebuilt.
I think these 5 major points would summarize the trends in bridge speeds and new plans of construction for railway bridges. Of course the ballast would play a role in reducing the vibrations, but it is only a part of the puzzle.
धन्यवाद अमित सर
Vary good information
#knowledgeknorr
Make video on Ambulance Train
(Amravati - Jabalpur Express)
Very nice teaching
Nice information 🌹
THANKS FOR GREAT INFORMATION AMITJI
Cheezein samajh aagayi bhai
Nice Information
Aapki baat correct hai ki train ki raftar steel bridge per kam kar di jati hai lekin kuch bridge aise bhi hai jo steel se bane h lekin waha per train ki speed achi hoti hai jaise ki jwalapur haridwar railway station ka bridge
Indian Railway is always best i love indian railway 👍👍👍👍👍👍👍✌✌✌✌✌✌
Information 👍👍👍👍
What about
1. Farakka barrage ( malda) : speed- slow,
2. Vivekananda setu ( Kolkata): speed- fast,
Opposite things happen in these bridges according to your explanation. Please clarify
Good point
Good information nice video 🙏🏻
Amit Bhaiya
Kahi kahi pe hume OHE wire ke pole main Double ya triple pole (Main uska naam nahi jaanta)jo wire se attach hota hai dekhne ko milta hai toh aisa kyu hota hai
Aur ek sawal ki jab sabko pata hai ki OHE wire chhune se log jal jate hai toh unhe avg height ke according height pe kyu nhi rakha jata jab ki aise corridor bhi hain jaha pole ki height jyada hoti hai
Nice video 😎😎😎😎😎🔥🔥🔥🔥🔥
अमित भाई मथुरा जंक्शन पर वीडियो कब आयेगी?
प्लीज़ पिन कर दीजिए।🙏🙏🙏🙏
Bhai please make a video on kalka mail accident Kaise hua tha
Bhai jab bhi train ko kisi steel structure bridge par rok diya jata hai to wo bridge tutate kyun nahi hai aur woh kitne time tak uska weight utha sakte hain. Please batadijiye. Big fan bhai.
Kamaal karte ho pandeyji 👏👏
Iam 6th viewer and liker of this video
Bhai first view first waiting first pay first show first seat first time knowledge knower
You are the rail google. Keep it up
Bhai baly bridge ( near Dakhineshwar temple west bengal ) ka railway section steel structure wale hai, but local and express train full speed me nikalti hai, plz ek video banana ispe
Sir hanumangarh Junction pr washing line kyo nhi bn pa rhi h ? Please koii video bnaooo sir .................please 🙏🏿🙏🏿🙏🏿🙏🏿🙏🏿🙏🏿🙏🏿🙏🏿
Nice information 👍👍
Dear Mr Amit sir please bijnor railway station ke upar video banaye please
So sweet sir Ji
Sir, why are metro Bridge made of concrete only??
Good question
Because they are ballestless track , which consists of less joints or negligible joints on tracks unless there is a cross over, which makes the tracks and train more stable that's why metro use these type of tracks . These ballestless tracks also used in Japanese and Chinese high speed elevated corridor .
Loco pilot ko kaise पता chalega ki bridge m balast hain ya bina blaste isper ek video bnayie... Sir🙏🙏🙏🙏🙏
Amit Bhai Please make a video on how different locomotives are started
अमित भाई कालका- शिमला रूट पर एक वीडियो बनाइए
🙏🙏🙏🙏
Sir aap kaha rhte ho pls bataye....
Love u Sir ji
Sir Ghar me rhte h
Pryagraj
Ghar me
Good jaankari
Aise bahut se Steel structure bridges hain jispe se train achhi speed m guzarti h, jaise k HWH KGP section m Rupnarayan river k upar se, Dakshineswar aur Bally Ghat k beech Hooghly river k upar se, Dhanbad Asansol section k Barakar bridge pe, Madhupur aur Jasidih k beech Ajay river bridge pe, Ghaziabad se New Delhi k beech Yamuna bridge pe, Surat m Tapi river bridge se, trains speed se hi guzarti h jbki ye sbhi bridges, iron girder or steel structure k hain
Very helpful
Amit bhai....plz vidio.....rajdhani duranto gareebrath jesi train bade station ko skeep karte time speed kam kyo kar Di jati h....jabki unko mein line s nikala jata h fir bi speed kam kyo....plz plz...
Sir i have a doubt explain me what is the difference between TURNBUCKLE coupling and CBC coupling plz explain both are used to connect 2 wagons what are advantage and disadvantage
Turnbuckle couplings are used in ICF coaches. CBC are used in freight & LHB coaches.
Only advantage i see in Turnbuckle is that they give less jerks when train starts moving or when the train comes to a halt.
लेकिन अमित भाई मेरे तरफ 2पुल है दोनों same type का है लेकिन दोनों पर स्पीड अलग अलग अलग है दोनों लोहा से ही बना है और दोनों का बनने का समय एक ही है
Sir plz tell me 🤔 loco pilot ko duty parr kese bulayajataa hai plz 😍
Amit bhai kiya tikat weting ho to train me regrvesan coch me safar ker sakte he look dawon ke bad
Thank you sir, l also must like that video
Love from goa❤️❤️❤️
Good....jai hind
sir mai janna chahta hu ki railway reservation counter wale etne purane keybord, monitor ,mouse kyu rkhte hai es per vedio banaeye