IRFCA Mailing List Archive
Messages 1981 - 2000
From: Vijay.Balasubramanian <Vijay.Balasubramanian@xula.email
Subject: Re: Great Railway Journeys
Date: 05 Dec 1997 11:38:00 -0500
> Kumar is absolutely right in his recollections of the earlier "Great
> Railway Journeys," also from the BBC. The episode on IR was called
> "Deccan," and the narrator (whose name I forget) mentioned >
specifically
I purchased this video about 5 years back. The narrator is Brian
Thompson. He travels on the Mumbai - Pune holiday special from Mumbai
to Pune and then catches the Dadar - Madras exp. to Guntakal. It is
well taken and has some humerous moments. The two other videos I
have are "The Railways of the Raj - Micheal Satow" and National
Geographic's recent release - this one is my favorite and has quite a
few shots of WAP1, WAM4 and WDM2.
About 10 years back, PBS had aired a series with Micheal Palin
(Traveling Across the World??) and one episode showed his trip from
Dadar to Madras by the Dadar-Madras Exp. (now Mumbai-Chennai Exp.)
Vijay
From: Vijay.Balasubramanian <Vijay.Balasubramanian@xula.email
Subject: Re: WCAM2/3 Colour scheme
Date: 05 Dec 1997 12:18:00 -0500
Sundar writes:
> WCM2's are yellow and blue by default. For hauling Deccan Queens, in
> 1989/90 (I'm not sure), CR unveiled a new color scheme for DQ, with a
> cream coach, gray window-pane and a red(?) strip in the bottom. You
> (Cream/Blue with a red stripe) and were pressed into service.
The color was cream background, green window-pane and red strip at the
bottom, including the WCM2. Will load a couple of photos of this rake
soon.
> Even the WCM5 (20092??? - Not the one called "Lokmanya"??) that used
to
> care for Pune Shatabdi was given a matching wholly pale yellow front
> with a narrow navy blue margin at the bottom, same as the train. Now
you
> can see the same loco brooding outside the CST Loco Depot, angry at
> WCAM3's for finding favours with Deccan Queen, Shatabdi etc.
That's a shame!! One of my Central rly. time-tables has the Shatabdi
Exp. on its cover with a matching WCM5. It looks so neat!!
I have a few questions:
1. How is the WCAM3 different from the WCAM2, in appearance and speed
potential? When was it pressed into service? I do know that WCAM2s
are designed for 120 kmph. max and have a cream-brown-... color with
slant windows.
2. Are ALL trains on the Mumbai Central - Vadodara section being hauled
by WCAM2s? Or are WCAM3s also being used?
3. How about Central rly.? Which of the WCAMs are being employed here?
4. Suresh Kalmadi had planned to give a new set of rakes for DQ,
Pragati, Sinhagad, Indrayani, Deccan. Did it ever happen? What are
the current liveries of these trains? The last time I traveled
on the Pragati Exp. (in summer 1995) it had a cream-navy blue-with
red-stripe color (spoiled by a couple of rust-red coaches).
5. What are the current timings of the Mumbai-Pune Shatabdi Exp.?
My guess: dep. Mumbai CST 6.30 arr. Pune 9.50
dep. Pune 17.40 arr. Mumbai CST 2100
This assumes that fast locals do not crowd its path. I recall an
Ambernath fast local leaving Mumbai CST around 6.20.
This would also cause overtakes in the Up. dirn. - Koyna Exp. and
Nagercoil/Tirupati/T'puram-Mumbai Exps.
6. Has the Mumbai Central - Ajmer Exp. (via Ahmedabad) been introduced?
If so, what's the schedule?
Regards,
Vijay
From: Sridhar Shankar <msshanka@gsbmba2.email
Subject: Re: MG electric!
Date: 05 Dec 1997 14:03:00 -0500
Vijay,
Unfortunately it is not the case anymore. Vaigai and its twin is now YAM1
hauled between Madras and Villupuram. Let me add my name to the list of
people bemoaning the loss of Diesel hauled superfast trains. There is
(was) no better sight in all of IR than a Rajdhani or even a TN
express hauled by a pair of red and cream liveried WDM2s.
Such is the price of progress (if it can be called that).
Also the YAM1 was built by Mitsubishi (a total 20 units).
-Sridhar
****************************************************************
Graduate School of Business Sridhar Shankar
University of Chicago 5345 S.Harper Apt. 205
Chicago, IL 60637 Chicago, IL 60615
USA (773) 752 1131
*****************************************************************
On Fri, 5 Dec 1997 Vijay.Balasubramanian@xula.email wrote:
>
> It's sad that the only electrified MG section in India will disappear
> once the Tambaram - Villupuram - Vriddhalachalam/Thanjavur - Tiruchi
> lines are completed converted to BG. I love the sound of these quaint
> YAM1s. BTW, the Vaigai Exp. does not change locos. at Villupuram and
> is hauled all the way by a YDM4A. Any idea about the color of the
> Chennai Egmore - Madurai superfast exp.? Will the MG suburban lines be
> replaced as well? If so, that'll be the end of MG electric traction in
> India.
>
> Till the early 80s, many of the MG trains from Egmore had colorful
> liveries. The Vaigai/Pallavan exps. were green-yellow, the Pandyan Exp.
> was green-grey-with-yellow-stripes (along with the Bangalore-Mysore
> Tippu Exp.), the Cholan Exp. was light-blue-with-yellow-stripes.
>
> My last trip on this section was from Egmore to Kodaikkanal Rd. and
> back by the Pandyan Exp., in summer of 1992. The Pandyan Exp. had
> acquired a red monotone with two yellow stripes. The Cholan Exp. had
> changed to green-with-yellow stripes. Fortunately, I had my camcorder
> with me and managed to record some precious moments.
>
> Regards,
> Vijay
>
> P.S. The second batch of photos will be from my trips on the WCM5 and
> WAM4 locos. from Mumbai CST to Igatpuri and then to Bhusaval.
>
From: sank <sank@telco.email
Subject: Dieel-hauled Superfast trains.....
Date: 06 Dec 1997 18:18:00 -0500
> Let me add my name to the list of
>people bemoaning the loss of Diesel hauled superfast trains. There is
>(was) no better sight in all of IR than a Rajdhani or even a TN
>express hauled by a pair of red and cream liveried WDM2s.
>Such is the price of progress (if it can be called that).
Ah, and to add to that: those who have travelled by the original
MG Ashram Express on WR between Delhi Junction and Ahmedabad
must remember it as a truly magnificient train.......100+ kph on
the meter gauge ! It was usually hauled by double-headedYDM4s, was
smartly
painted in bright orange and yellow, was very clean inside, and
ran through spectacular Rajasthan desert country.
--
Jayant S*ID Studio*TTIL*TELCO
Pimpri*Pune 411 018*INDIA*tel:91-212-774261 exn 2534
Email me at "sank@telco.email. Do NOT use your "reply" button !
From: VIRAF P.. MULLA <sncf@godrejnet.email
Subject:
Date: 06 Dec 1997 20:22:00 -0500
Hi Guys
On the topic of Diesel hauled expresses, don't forget to include the only
Pink Coloured Express in the world - THE PINK CITY EXPRESS. It used to run
from Delhi to Jaipur with a brief halt at Alwar. Later as usaul many more
stops were included.In those days The Pink City Express was considered to
be the fastest M.G. train in the world. I had travelled on this train in
1979 and it was my first M.G. train ride. An Austrian fellow passenger was
very much impressed by the speed then.
==========================
Viraf Mulla
C-20/14, Jeevan Bima Nagar,
Borivali (West)
Mumbai 400103
Tel: +91-22-8954510
E-mail: sncf@godrejnet.email
==========================
From: sachin tatkar <tatkar@phy.email
Subject: Re: WCAM2/3 Colour scheme (fwd)
Date: 06 Dec 1997 21:31:00 -0500
> I have a few questions:
> 1. How is the WCAM3 different from the WCAM2, in appearance and speed
> potential? When was it pressed into service? I do know that WCAM2s
> are designed for 120 kmph. max and have a cream-brown-... color with
> slant windows.
1) The WCAM3's are more powerful than the WCAM2's. They are 5000hp as
compared with 3500hp for the 2's.
2) They are designed to handle freight and passenger traffic on the ghat
section and double headed WCAM3 freight rakes have been sighted !!!
3) The body shell seems to be the same. The paint scheme is different.
4) About actual operating speeds, I have no idea ( does anyone out there
know ?? ) . The WCAM2p's however operate on superb tracks and have been
sighted clipping with the Ahd Shatabdi and the Rajdhani/AK.
5) For excellent WCAM3 sightings and regular double-header WDM2 tanker
trains, the Kurla-Vidyavihar section is ideal.
> 2. Are ALL trains on the Mumbai Central - Vadodara section being hauled
> by WCAM2s? Or are WCAM3s also being used?
Certainly not. WCAM1's are responsible for a large volume of all
WR traffic. WR has about 18 WCAM2p's as opposed to over 40+ (operational
at any one time ) WCAM1's. The WCAM2p's seem to be reserved for the
premier WR trains.
In fact, the AK was sighted last weekend by yours truly
being hauled by a WCAM1, in pathetic green-yellow-red stripe livery !!
So far , WR does not seem to have operated any WCAM3's.
> 3. How about Central rly.? Which of the WCAMs are being employed here?
CR has a large no. of WCAM3's on order. They will probably end up with 50+
of these beauties. They have probably proved to be successful on the Ghat
section. They were cleared on oscillation trials for an operational speed
of 115 km/h.
A personal observation is that WR is highly efficient in its
loco-utilization. On many of our sighting trips we have observed a WCAM2p
at BCT waiting patiently to haul a rake out. The same loco had been
sighted the previous evening on the run.
Cheerio
Siddhartha.
*************************************************************************
From: sank <sank@telco.email
Subject: MG Expresses.....
Date: 06 Dec 1997 21:50:00 -0500
Come to think of it, through the 1980's the MG section
between Delhi and Jaipur used to feature lineside speed
boards that allowed higher speeds for the Pink City
Exp as well as the Ashram Exp......I remember one trip
I made from Ahmedabad to Delhi during which for
some reason, at Jaipur, both trains were combined into
a long rake of 22 coaches with two YDM4As.......
BTW can anyone tell me if the GM-built YDM1 and YDM3
classes still run on WR ? In 1986 I was involved in a NID
classroom project looking into diesel loco control systems, and
for a few months I went to Sabarmati Diesel Shed, near
Ahmedabad, which housed these classes. They were very
unusual and elegant locomotives, of about 1200 hp with
a GM two stroke Rootes-supercharged 12 cyl engine......
the YDM1 was 1-B-B-1 while the YDM3 was C-C.
They had two frame-mounted traction motors driving
through elaborate Cardan shafts. In 1986 they were already
speed-restricted and on secondary duties....are they still
in service ?
I took two cab rides in a YDM3. The lookout in the forward
direction was stupendous as the loco had a full-width
windscreen.
Also: when did the diesel classification system originate ?
A couple of years ago I visited Kuala Lumpur. I was sauntering
around the beautiful railway station, when I saw....a YDM4.
The same loco, with the same classification. How come ? Did
DLW Varanasi export any ? In India, if I remember correctly,
the YDM4As are the original MLW locos........
--
Jayant S*ID Studio*TTIL*TELCO
Pimpri*Pune 411 018*INDIA*tel:91-212-774261 exn 2534
Email me at "sank@telco.email. Do NOT use your "reply" button !
From: Bharat Vohra <bvohra@hotmail.email
Subject: Re: MG Expresses.....
Date: 05 Dec 1997 22:15:00 -0500
Yes, YDM1 and 3 are still in service although in very few numbers..they
are based at Sabarmati sheds and Gandhidham sheds near Kandla . They are
on shunting duties and light passenger services at the moment
As far as I can recall YDM1's are British locos?? They are also to be
found on the SCR..although Im not sure if they are still in service
there..they were the first MG diesels to be in India.
YDM3 and 5 are Caterpillar locos if Im right...do confirm this fact if
anyone knows??
Regards Bharat
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>Subject: MG Expresses.....
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>
>Come to think of it, through the 1980's the MG section
>between Delhi and Jaipur used to feature lineside speed
>boards that allowed higher speeds for the Pink City
>Exp as well as the Ashram Exp......I remember one trip
>I made from Ahmedabad to Delhi during which for
>some reason, at Jaipur, both trains were combined into
>a long rake of 22 coaches with two YDM4As.......
>
>BTW can anyone tell me if the GM-built YDM1 and YDM3
>classes still run on WR ? In 1986 I was involved in a NID
>classroom project looking into diesel loco control systems, and
>for a few months I went to Sabarmati Diesel Shed, near
>Ahmedabad, which housed these classes. They were very
>unusual and elegant locomotives, of about 1200 hp with
>a GM two stroke Rootes-supercharged 12 cyl engine......
>the YDM1 was 1-B-B-1 while the YDM3 was C-C.
>They had two frame-mounted traction motors driving
>through elaborate Cardan shafts. In 1986 they were already
>speed-restricted and on secondary duties....are they still
>in service ?
>
>I took two cab rides in a YDM3. The lookout in the forward
>direction was stupendous as the loco had a full-width
>windscreen.
>
>Also: when did the diesel classification system originate ?
>A couple of years ago I visited Kuala Lumpur. I was sauntering
>around the beautiful railway station, when I saw....a YDM4.
>The same loco, with the same classification. How come ? Did
>DLW Varanasi export any ? In India, if I remember correctly,
>the YDM4As are the original MLW locos........
>
>--
>Jayant S*ID Studio*TTIL*TELCO
>Pimpri*Pune 411 018*INDIA*tel:91-212-774261 exn 2534
>Email me at "sank@telco.email. Do NOT use your "reply" button !
>
>
>
______________________________________________________
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From: sank <sank@telco.email
Subject: YDMs....
Date: 07 Dec 1997 01:01:00 -0500
>Yes, YDM1 and 3 are still in service although in very few numbers..they
>are based at Sabarmati sheds and Gandhidham sheds near Kandla . They
are
>on shunting duties and light passenger services at the moment
>As far as I can recall YDM1's are British locos?? They are also to be
>found on the SCR..although Im not sure if they are still in service
>there..they were the first MG diesels to be in India.
>YDM3 and 5 are Caterpillar locos if Im right...do confirm this fact if
>anyone knows??
>Regards Bharat
Sorry: slight goofup in my last mail: Yes, YDM1 was a British type. I
have only seen one: it was a B-B diesel-hydraulic. Cannot remember who
the
makers were, or how many were made.
To clarify my other mistake: the EMD locos I wrote about are the YDM3
and
the YDM5 (both are definitely GM-EMD designed and built as I remember
seeing the builder's plates). They came before and after the YDM4s
respectively.
They shared common frames, cabs and bodies, but the YDM3 was a 1-B-B-1
type and did not feature dynamic braking, if I remember. I saw one YDM5
(C-C)
which had been tested with an EMD control panel from the 1970's: the
dynamic brake lever was separate from the throttle lever in a manner
similiar
to American EMD builds. The original panel had the throttle lever
working
as the dynamic brake lever if a small switch lever was shown.
My most exiting experience with a YDM3 was when I was given the
opportunity
to start up one, and move the throttle lever from idle to notch eight
(at rest !). It is
impossible to describe the feeling with the massive diesel roaring
behind you, echoing
in the loco shed.
They were really elegant machines: the cabs were much more comfortable
than the
YDM4s, being airy and spacious. I have a b&w photo of one somewhere; if
I
can find it can I scan it and mail it to someone on this list who can
put it on
a web page (I do not have a web page). Anyone interested ? Give me your
mail add so I can send it as a JPEG attachment !!
Does Sabarmati steam shed still exist ? Whe I was there, it was
immediatly
adjacent to the diesel shed. I could peep over the dividing wall and see
YPs and YGs aplenty !!
It is sad to realise that, after the YDM4s, there is unlikely to be any
future
development in MG motive power on IR. BTW, sometime back there
was talk of new BG diesels coming from GE or GM-EMD....any update ?
--
Jayant S*ID Studio*TTIL*TELCO
Pimpri*Pune 411 018*INDIA*tel:91-212-774261 exn 2534
Email me at "sank@telco.email. Do NOT use your "reply" button !
From: sank <sank@telco.email
Subject: Diesel Queries
Date: 07 Dec 1997 02:19:00 -0500
BTW does anyone have any idea what is the current
status of the WDM1 and WDM4 classes ? The WDM1
was the Alco DL500 world locomotive, and I last
heard of the survivors in Bihar. I haven't seen a WDM4
in ages (were they derived from the early EMD SD types ?),
apart from a few derelicts near Mughalsarai. Good-looking
locos they used to be, in a grey and maroon livery on NR.
Also: I read something long ago about the 8-member
WDM3 class: apparently they were diesel-hydraulic
express types. Are any still left anywhere ?
--
Jayant S*ID Studio*TTIL*TELCO
Pimpri*Pune 411 018*INDIA*tel:91-212-774261 exn 2534
Email me at "sank@telco.email. Do NOT use your "reply" button !
From: Peter Mosse <pjcm@worldnet.email
Subject: Re: IR in english mystery books
Date: 06 Dec 1997 11:33:00 -0500
Though not a mystery book, there is also substantial railway content in
John Masters' "Bhowani Junction", first published in 1954 but frequently
reprinted since then.
Peter Mosse
From: Peter Mosse <pjcm@worldnet.email
Subject: Re:
Date: 06 Dec 1997 11:54:00 -0500
Viraf Mulla wrote:
>
> On the topic of Diesel hauled expresses, don't forget to include the only
> Pink Coloured Express in the world - THE PINK CITY EXPRESS. It used to
run
> from Delhi to Jaipur with a brief halt at Alwar. Later as usaul many more
> stops were included.
======
I travelled on this train in August 1991 from Jaipur to Delhi Cantt and at
that time the only intervening stop was at Alwar. Including the stop at
Alwar, the average speed for the journey was 65 kmph ( 294 kms in 4h 31m).
Peter Mosse
From: Peter Mosse <pjcm@worldnet.email
Subject: Re: Pink City Express
Date: 06 Dec 1997 11:57:00 -0500
Viraf Mulla wrote:
> On the topic of Diesel hauled expresses, don't forget to include the only
> Pink Coloured Express in the world - THE PINK CITY EXPRESS. It used to
> run
> from Delhi to Jaipur with a brief halt at Alwar. Later as usaul many more
> stops were included.
======
I travelled on this train in August 1991 from Jaipur to Delhi Cantt and at
that time the only intervening stop was at Alwar. Including the stop at
Alwar, the average speed for the journey was 65 kmph ( 294 kms in 4h 31m).
Peter Mosse
>
From: Vijay.Balasubramanian <Vijay.Balasubramanian@xula.email
Subject: Re: WCAM2/3 Colour scheme (fwd)
Date: 06 Dec 1997 10:46:00 -0500
Thanks, Siddhartha, for all your answers:
> 5) For excellent WCAM3 sightings and regular double-header WDM2 tanker
> trains, the Kurla-Vidyavihar section is ideal.
>
> > 2. Are ALL trains on the Mumbai Central - Vadodara section being
hauled
> > by WCAM2s? Or are WCAM3s also being used?
>
> Certainly not. WCAM1's are responsible for a large volume of all
> WR traffic. WR has about 18 WCAM2p's as opposed to over 40+
(operational
> at any one time ) WCAM1's. The WCAM2p's seem to be reserved for the
> premier WR trains.
That makes sense. I recall that the long shell of the WCAM1 restricts
its max. speed to 105 kmph. In constrast, the WCAM2 seems
have a shorter shell.
>
> CR has a large no. of WCAM3's on order. They will probably end up with
50+
> of these beauties. They have probably proved to be successful on the
Ghat
> section. They were cleared on oscillation trials for an operational
speed
> of 115 km/h.
>
Seems to me that the WCMs and WCGs are slowly being phased out as they
are getting old and maintanence is becoming a problem. Is that right?
The WCAM2/3s seem to be taking over. Since they are meant to operate on
BOTH DC as well AC traction, are there any plans to employ them in the
Igatpuri- Bhusaval section? I was thinking about the pros and cons of
such an operation and comparing it with the situation on the Mumbai
Central - Vadodara section.
- Using WCAM1/2 on Western Rly. avoids loco changeovers for
Mumbai-Ahmedabad-... trains between Mumbai and Ahmedabad. This
saves about 20-23 mts. (time for the loco. change + extra time spent
on deceleration and acceleration). For most Delhi bound trains, the
WCAM1/2 - WAP1/WAM4 changeover happens at Vadodara. This accounts for
an extra 10 mts. max since Vadodara is an important halt and these
trains would have stopped for atleast 10 mts., anyway. This is better
than making the change at Virar, a much smaller station. In addition,
the tracks around Virar are on level ground so that a WCAM1/2 is able
to cruise through the station by simply lowering the current
pantograph before it enters the neutral section and raising the
other panto later on (has anyone actually seen this? Would love to
capture it on video)
- The situation in the Mumbai CST - Igatpuri - Bhusaval section is
somewhat different. All trains HAVE to stop at Igatpuri even if a
loco. change was not needed. The Dn. trains would need it for
detaching the banker locos. at the rear and the Up. trains would
need it for brake testing before descending the Ghats (I concluded
this by observing that the Up. Hussainsagar Exp. and Bangalore Kurla
exp. have technical halts at Lonavla - probably for the same reason).
Let's say that a WCAM2/3 pulls into Igatpuri with the rake behind.
It would first have to lower the panto., the catenary would have to
switch between AC and DC, and then the other panto would have to be
raised. How fast can this be accomplished? If it take atleast
10 mts., then the net savings is about 10 mts. (almost all trains
stop at Igatpuri for 20 mts.). Assuming that the new changeover
happens at Bhusaval, the current halt times would increase by 5-10
mts. nullifying the savings.
Comments/discussions on this most welcome!!
Vijay
From: Prakash Tendulkar <prakash@us.email
Subject: YDM1,3 and 5
Date: 06 Dec 1997 15:49:00 -0500
Bharat,
> As far as I can recall YDM1's are British locos??
> YDM3 and 5 are Caterpillar locos if Im right...do
> confirm this fact if anyone knows??
YDM1s were manufactured by North British Locomotive Company,
Glassgow. YDM3 and 5 are products of General Motors, Electro-
Motive Division.
Prakash
Notes Address: Prakash Tendulkar/Santa Teresa/IBM@IBMUS
VM Address: IBMUSM50(PRAKASH)
Internet Address: prakash@us.email
Phone: (408)463-3536
=
From: Sundar Krishnamurthy <coolsundar@hotmail.email
Subject: Shatabdi (worth it???)
Date: 07 Dec 1997 08:32:00 -0500
Hello People....
I'm just back from a two-day trip to Bangalore and am very happy to see
my mailbox full of your messages! Keep the bandwidth clogged!! Sunday
now ...
I boarded the 6023 dn. MAS-SBC (Chennai Bangalore) Express from Chennai
Central yesterday at 1:00 pm. I purchased an unreserved ticket (Rs. 82)
for the 358 km. journey and boarded the general coach just behind the
WAM4/6P Arrakkonam engine (I wonder what the 6P means - the motorman had
no idea - the P is for passenger duties; but 6??) Soon the going got
tough and the coach was jam-packed. the SR announcers repeatedly kept
warning passengers to check for unclaimed objects; but it was only at
Jolarpettai that we realized the tragedy in South India yesterday
morning - bombing trains is the most REPREHENSIBLE, BARBARIC and CRUEL
form of terrorism and needs universal condemnation. I dread to think -
it could have been me yesterday!!!!
Well, SR is changing and how!! At Arrakkonam, I shifted coach and moved
into the sleeper class compartment, but was promptly driven off by the
TTC. At Katpadi, a horde of unreserved junta descended upon the sleeper
coaches; and the TC's were left with no alternative. I joined in the
melee and grabbed the right-facing door of the S6 coach. It was bliss
all the way... The train surprisingly ran on time!
The entire Bangalore Chennai line is being double-tracked. The only
visible single track section is from Kuppam on the TN border to Malur,
and work is underway. Interestingly, Bangalore is the HQ of SW railway -
a result of the new administrative and functional split-ups promulgated
by the ex-railway minister. Nowhere is this new railway system evident
except some boards on the City station.
I returned back today by 2008 MYS-MAS Shatabdi Express from Bangalore.
The Bangalore City station precincts look inviting, and the standby
cleaning tracks for empty trains are right in the middle of the station!
The train is hauled by a Blue Krishnarajapuram WDM2 from Mysore to
Bangalore (surprise! Today, it was one of those front window types that
we discussed last week). A red-yellow WAP4 22213 from Arrakkonam managed
affairs from Bangalore to Chennai. The ticket is 5 times(!) my
unreserved fare - Rs. 410; and the experience is like flying on
erstwhile Vayudoot!
One strange thing - all Shatabdis and Rajdhanis employ a private
telephone system between the motorman and guards on the train. For this
purpose; a rigged-up contraption, comprising of few ancient railway
point-cabin phones and miles of wire are used. The wires are hooked on
the locomotive body by the side and are held by twisted wire pieces.
Surely, a better method can be used???
The Shatabdi does 358 kms between the two cities in 5 hours. That gives
an average speed of 71.6 kmph; with no intermediate halts. Altough the
train did slow down dreadfully at a few stations; it resisted from
halting. The service inside the train was quite good - I got some snacks
with a packet of cashewnuts thrown in. One Asian Age paper, a bottle of
mineral water, foil-wraped dinner and a piece of Mysore-Paaku (a south
indian sweet) justified the ticket price. The train was full (one of the
few Shatabdi services profitable - I guess)
and policeman strolled the coaches.
Between Jolarpettai and Bangarpet (75 kms), the train ascends 450 mts.
The two cities lie at a vertical seperation of 900 mts. and the
potential energy change is not obvious! The only intervening halt for
the train was outside Chennai station, waiting for a blue WDS4 shunting
operation to conclude and get the points for platform #4.
I also managed to move around on SR in Chennai and the report will be
coming shortly.
One of my friends works for Express Computer - the Indian Express
publication. She says that a feature can be done on the IRFCA list and
the utility of the net in keeping our info flowing. I need your
permission. Somebody help me??
Sundar
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From: sank <sank@telco.email
Subject: Re: Mysore Iron & Steel Works #10
Date: 08 Dec 1997 18:23:00 -0500
Hi David:
I do not personally have the info you want, but I am putting up your mail on
the
IR list: hopefully someone out there will know ! Anyone ? (I do not know of a
Mikado in India on the 2' gauge, but wouldn't that have been a magnificient
sight ?)
David Bloyed wrote:
> >
> >>>>Subject: Mysore Iron & Steel Works #10
> >>>>
> >>>>Hello Sank? I need some help. I found your name on the Indian Railway
> fan email list. I am looking for information on a locomotive built in 1948
> by Baldwin here in the USA. It was sold to the Mysore Iron & Steel Works in
> Mysore India. It was #10 a 2-8-2 2'gauge. It was a conventional tender
> locomotive that had piston valves and a superheater. The Locomotive worked
> at Mysore Iron & Steel Works. I belive these locomotives probably went to
> an Indian Railways 2'gauge line in the 1950's or 60's. I also have a note
> on a railraod called "Scindia" that had similar 2'gauge 2-8-2 Baldwin built
> locomotives. I am interested in their wherabouts also. Can you help me with
> information. Please forward to others who can assist me. Thanks. David A.
> Bloyed .
--
Jayant S*ID Studio*TTIL*TELCO
Pimpri*Pune 411 018*INDIA*tel:91-212-774261 exn 2534
Email me at "sank@telco.email. Do NOT use your "reply" button !
From: Sundar Krishnamurthy <coolsundar@hotmail.email
Subject: CR's cup of woes spilleth over
Date: 07 Dec 1997 22:02:00 -0500
CR's timings derail
-Ashish Wagh
MUMBAI, December 7: Even as the Central Railway (CR) applies the latest
technology to maintain a smooth service, regular mishaps and technical
snags have pushed its punctuality rate to an all time low of 60 per
cent, claimed sources.
Trains from far off suburbs like Karjat, Kasara and Kalyan, among
others, have registered delays on an average of 20 minutes everyday in
the last two months.
Also, the services from Navi Mumbai on the harbour line continue to be
delayed by over 15 minutes, because trains are operated at only 20 kmph
even as the book speed is 50 kmph.
Officials however refute the claim by asserting that the punctuality
swings between 80 and 85 per cent given various constraints that the CR
has to tide over.
The CR has a set headway time at four minutes. However, trains have been
running late by at least 20-25 minutes - extended up to 45 minutes
during the morning and evening peak hours in the last two months alone.
This has led to only 40 per cent of the services running on time without
any delays.A highly placed source in the CR admitted that soft sub-soil,
ever-growing slums and depleting finances have marred the efficiency of
the conventional suburban system in the last two decades.
The source said, "We continue to use the railway system devised by the
British on the network. For developmental work, we need money, and with
the budgetary grant reduced every year, development and upto-the-mark
maintenance is affected."
Despite employing the latest equipment to maintain the suburban section,
the services have been disrupted on at least ten occasions in the last
two months - not considering the perennial delays due to late running of
outstation trains in the section.
This has given a severe blow to the Central Railway's image as the
"pioneering railway system in India" , the official source further
said. Besides, privatisation of maintenance works has led to a decline
in its quality standards adding to the woes of the railways which acts
as a supervisory body on private contractors. "Even after strict
supervision of the work done by private contractors, there have been
instances where mishaps have taken place few hours after the work was
done," the source informed.
When queried about the reasons behind the series of disruptions, Chief
Public Relations Officer Mukul Marwah blamed the speed restrictions
imposed by the Commissioner of Railway Safety in order to protect the
slum-dwellers from being run over by speeding trains. Also, the motormen
who are not able to maintain the book speed of 65 kmph due to the
restrictions, play it safe and operate trains at lower speeds, he added.
Commenting on the drop in the punctuality rate, Marwah said it between
80 and 85 per cent.
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From: Pushkar Apte <apte@spdc.email
Subject: TV & IR
Date: 08 Dec 1997 05:12:00 -0500
The renewed energetic discussions on IR are very refreshing, and it
especially nice to welcome the members who are in India - as they
are keeping us updated on the absolute latest IR news. Keep it up!
Someone mentioned an Indian express journalist interested in IR: I
have a request for this person regarding an old TV film.
In the 1970s, Doordarshan Mumbai (this was before the scourge of
National TV) made superb documentary on the Mumbai-Delhi Rajdhani
Express. A reporter travelled in the Engine, in the train for the
entire journey, combining some wonderful footage and some excellent
commentary. These were the early days of the Rajdhani when it was
headed by a same-livery Ratlam WDM-2 all the way, and by the way, I
agree with the school of thought that says that diesel-headed
superfast trains look exceptionally beautiful. The experience of the
Rajdhani rounding the curves around the Narmada bridge near Bharuch,
with the diesel blowing smoke and trumpeting majestically - is an
experience to be cherished - for alas, it will be no more. Now we
have the wimpy WCAM-2, which has a horn like squeaky mouse and isn't
even in the same dress as the train half the time! At the time the
Mumbai TV documentary was made, the Rajdhani had only two commercial
halts - Vadodara and Ratlam - and one technical halt - Gangapur City.
I called Doordarshan when I was in Mumbai and tried to find out if
they had the tape anywhere in the archives - and I got nowhere. If
anyone - maybe this journalist friend of IR - can help us (a) find the
tape and (b) make a copy (legally) - it would be much appreciated.
Regards,
Pushkar
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From: Pushkar Apte <apte@spdc.email
Subject: Cool Site
Date: 08 Dec 1997 06:53:00 -0500
Check out:
<A HREF="http://www.rediff.com/travel/1996/1011anw.htm">http://www.rediff.com/travel/1996/1011anw.htm</A>
Also, do follow links to Great Indian Rail Journeys and the Hitchhiker's
guide to IR.
Regards,
Pushkar
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