IRFCA Mailing List Archive
Messages 2041 - 2060
From: sank <sank@telco.email
Subject: Railways in India (fwd)
Date: 12 Dec 1997 20:38:00 -0500
Interesting article posted by Nalinaksha: any responses ?
It could be said that, though there is some justification in the
notion that the railways in India were not as instrumental
as expected in promoting industrial growth, it is certain that
they contributed immensly to social change almost from
their very inception. A case in point is the Great Indian Revolt
of 1857 (sometimes referred to as the....ahem..."Sepoy Mutiny" !).
One driving impetus for people to join the agitation was their
perception of the railways as a perfidious British tool, aimed at
upsetting the Indian social order and damaging traditional
caste bounds.
At a less drastic level, but probably even more important than the
desirabilty of industrial growth, is the long-term political role
of the railways. We cannot compare the opening up of the American
west with the growth of Indian railways: the USA was a vast, largely
wild and underpopulated landscape, while India actually had a
civilisation, though not necessarily an integrated one. The railways,
in less than a hundred years since their inception, allowed an
interaction
of people travelling across a large country, and were probably
significant
in giving Indians a deep-rooted idea that the Indian Union was a nation
in itself, above and beyond regional compulsions. Possibly this is why
our country still functions as one, despite having gone through profoud
traumas since Independence, and having been economically sluggish.
In this sense, I think the role of the vast railway network in India
should be given its due, without being looked at merely through
the spectacle of economic buzzwords !!
--
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From: Sundar Krishnamurthy <coolsundar@hotmail.email
Subject: Rail drivers take it easy as locos go smart
Date: 11 Dec 1997 21:44:00 -0500
The following lead story appeared on pg 1 of the October 20th issue of
IT People, a supplement to Express Computer, and the weekly bible for
job-hunting software junta. It is a copyrighted item - © Indian Express
Newspapers (Bombay) Limited.
------------------------------------------
Rail drivers take it easy as locos go smart
After a raging controversy over which reams of newsprint was used,
Indian Railways finally took delivery of the hi-tech three-phase
locomotives from ABB nearly 18 months back. Although everyone has talked
about costs, technology, feasibility and what have you, what do these
locos mean to the people who drive them and thus spend most of their
working hours in them? Moumita Bakshi finds out in New Delhi
---------------------------------------------
<pic of WAP5 60009 (it could be 80009??) - a cream top, double orange
stripes - completely hoizontal, and green bottomed NR Ghaziabad
locomotive in floral splendor at NDLS New Delhi
railway station>
----------------------------------------------
As the Mumbai-bound Rajdhani Express begins sliding out of New Delhi
railway station, the two drivers in the cabin of the locomotive calmly
engage in idle chatter while managing the pestigious high-speed train
with its load of 900 passengers. The conversation varies from the
weather in the Capital to the political crisis facing the nation, and
literally at the same time, the two also negotiate the tracks
skillfully. One casually checks the Video Display Unit (VDU) fixed on
the dashboard for possible malfunctions. With another hand he manoeuvres
a throttle to adjust the flow of power and then steps on a pedal on the
floorboard to keep the powerful locomotives alive - a movement he has to
repeat every 40 seconds to prevent the automatic brakes from bringing
the monster to a screeching halt.
These ABB electric locomotives pack the punch of silicon, and with this,
life for these railway drivers inside their cabin seems to have become
as easy as logging into a system. R D Kalia, a Rajdhani driver with
Northern Railway says the year-and-half old introduction of the
new "microprocessor-controlled" ABB locomotives have provided the
drivers a refreshing change over the older ones. "The new locomotives
allow speed to be automatically maintained at a constant level. Earlier
it had to be monitored manually," says a visibly pleased Kalia.
Another Rajdhani driver, L N Sharma, fully agrees. "The computerised
locomotives are a blessing for drivers. In case of any malfunctions, the
locomotive itself indicates the nature of the fault, suggests a remedy
and even isolates the malfunctioning part," he says with
amazement.
The new locomotives are presently on test runs powering the Howrah
Rajdhani, Delhi-Bombay (sic) Rajdhani, Bhubaneshwar Express, Prayagraj
Express, and the Gomati Express.
But how comfortable are these semi-literate drivers once they step
inside the cabin of these locomotives, whose interiors look so complex
with hi-tech gizmos all around? As an answer to the query, this reporter
was invited to visit the ABB locomotive's cabin. The cabin houses a VDU
which sports a three-option menu. The driver is given the option to
choose between Vehicle Diagnostic, Information Train Bus, and Process
Information.
"Selecting Vehicle Diagnostic gives the driver an option to browse
through the various components like the battery charger, the brake
system and the fire detector. Similarly, the other choices offer the
driver a plethora of options. And the clean working environment of an
automated locomotive comes as a welcome relief from the grime of the old
diesel-locomotive atmosphere" says Sharma, an old hand when it comes to
various types of locomotives.
"Furthermore, the railway authorities conduct week-long training classes
for the drivers in Kanpur" he reveals. According to an ABB (ABB and
Daimler Benz merged their transportation activities in January 1996 to
form a new company, ABB Daimler-Benz Transportation AG) company
official, the man-machine interface in these locomotives is extremely
simple as it helps the drivers in easier operation. The official further
revealed that the company itself has, in the past, flown railway
instructors to Switzerland to train them on the operational aspects of
these locomotives. These railway instructors then conduct classes for
the drivers in India.
Coming back to the driver's point of view, the other advantage of this
particular brand of locomotive that seems to have clicked well with
drivers is regenerative breaking. "The power that is consumed during
operation can be routed back to the mains via the overhead wires. This
saves upto 10 to 15 per cent of power on a single trip," says one of the
drivers.
What this reporter found most intriguing was the time-and-again usage of
the term "slate" throughout the conversation with the drivers. "We do
not know much about the technical details being on the user end, but
officers tell us that such locomotives have...a slate in them that
stores all the logistics," says another ABB locomotive driver Sri Gopal,
somewhat hesitantly. It is only later in conversation with the railway
official that all doubts are finally dispelled - "It is the
microprocessor that they are referring to. We don't expect them to know.
One week of training is hardly enough for us to go into the details.
Besides what use is it to them whether it is a microprocessor or a
slate? What difference does ot make to them?" defends the official.
True, but it certainly makes a massive difference when one considers the
technology involved. Thanks to the microrocessor-controlled locomotives,
which according to the ABB official, adopts the three-phase technology,
more and more drivers are getting hooked to these locomotives to such a
point that they feel disheartened if they are put back on the diesel
beat. Take for example, the case of M K Vyas who got the chance to drive
one of these locomotives on the Delhi-Mumbai Rajdhani route before he
was transferred back to drive the old locomotives. "It took away all the
zeal that comes packed with driving the new locomotives. I feel
absolutely disheartened," he reveals.
So what do the drivers like Sri Gopal, Kalia, Sharma and Vyas feel about
the controversy that has raged for years over the purchase of these
expensive ABB locomotives by the Indian government? On the price front,
is the price tag of Rs. 20 crore (!!!!!!!!) too much to pay for one
locomotive? "Don't know. Don't care. That's not our headache Just give
us a change over the old set-up and sufficient training to ensure the
safety of passengers," smiles Sharma.
"Anything, just anything but the old diesel locomotives would do," the
drivers agree in unison.
------------------------------------------------------------
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From: Siddharth Joshi <siddha@vecdec.email
Subject: Re: Kelve
Date: 12 Dec 1997 07:32:00 -0500
Viral,
The method used was very primitive, and I guess I should have
mentioned that the speeds are approximate. We worked out the length of a
coach, counted the no. of coaches per rake, added the length of the
engine, and divided the lingth of the entire rake by the time, which was
measured using a stopwatch !!
I believe the Delhi-Bhopal Shatabdi touches a 140+.
Siddhartha.
***************************************************************************
On Fri, 12 Dec 1997, viral desai wrote:
> DEAR SIDDHARTH,
> i would like to know how did u calculated the speed of the trains.please
> let me know.also please pass on the details about tthe foll. if u know.
> also amongst the rajdhanis and shatabdis all over
> india which is the fastest .
> MANY THANKS,
>
> VIRAL
>
>
From: Sundar Krishnamurthy <coolsundar@hotmail.email
Subject: Something constructive
Date: 12 Dec 1997 05:38:00 -0500
Hello junta,
I am embarking on a project of sorts - to HTMLize and convert all the
past and present (and future) IRFCA postings into webpages. The irfca
mail archive will contain every single posting that has passed through
the net, and offer IR info to everybody. For this, Vijay Balasubramanian
has volunteered to send me his archive. I will be forming threads of
discussion and study it for linking. If anybody else has other stuff,
pls mail it on!!!
In a few hours, the home page should be up at
<A HREF="http://www.xoom.com/sundar/irfca">http://www.xoom.com/sundar/irfca</A>, that can be easily referred by the
URL - <A HREF="http://irfca.home.ml.org">http://irfca.home.ml.org</A>
We need to be ready for 16th April 2003 - the 150th birthday of railways
in India!! I will investigate on IR's plans for the same - even though
its 5.5 years away!!!
Any idea of locomotives being christened - A WCM5 is called "Lokmanya",
a WCG1 DC Crocodile shunter - "Sir Leslie Brown/Wilson" (?) and a SC
Vijaywada WAG1 (20753?) - "Sri Aurobindo". Any info on steam of the past
carrying titles???
Sundar
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From: BHARAT VOHRA <bharat@giasbma.email
Subject: Re: your mail
Date: 12 Dec 1997 09:43:00 -0500
bandra shed has a diesel hydraulic loco shed for WDS4's and an outstation
shed for WDM2's which work the DMU's and which used to earlier work the
Rajdhanis, etc. The electric shed is only a satellite shed, not a main
shed.
Regards,
Bharat
On Thu, 11 Dec 1997, VIRAF P.. MULLA wrote:
>
> Hi Guys,
>
> Mumbai's BAMY shed (Bandra) also has two sheds . One for Diesel and other
> for electrics.
>
> ==========================
> Viraf Mulla
> C-20/14, Jeevan Bima Nagar,
> Borivali (West)
> Mumbai 400103
> Tel: +91-22-8954510
> E-mail: sncf@godrejnet.email
> ==========================
>
>
From: Kartik Subramanian <ksubrama@eecs.email
Subject: Interesting article by Manjula Padmanabhan.
Date: 12 Dec 1997 22:36:00 -0500
Hi all,
This might be an interesting article to peruse...
<A HREF="http://www.rediff.com/style/dec/09manj.htm">http://www.rediff.com/style/dec/09manj.htm</A>
Regards,
-----------
Kartik Subramanian
From: abbas dehkhoda <adehkhod@mail.email
Subject: The end of First Class travel!
Date: 13 Dec 1997 07:35:00 -0500
Hi Folks,
With the rapid replacement of First Class coaches by AC 3-tier
coaches, the ideal traveling
environment for train enthusiasts like us is coming to an end. That's
sad!! First Class coaches provided the unique mix of privacy (NO CROWDS
and no squatters blocking doors) and non-AC accommodation. I tend
to feel restless inside AC coaches and have to periodically be at the
door. Besides, night time travel
is a bore with near-zero visibility and minimal sounds.
Traveling in 3-tier sleeper coaches used to be fun in the early 80s
especially in superfast trains
such as Gitanjali exp., Coromandel exp., Ganga Kaveri Exp., Minar Exp.,
etc. Well maintained coaches
and no overcrowding - unauthorized travelers were booted out!! In
addition, these trains used to
have minimal halts and would entertain passengers only from important
stations. Aaah, those days -
trains with majestic liveries, superfast non-AC trains with minimal
halts and decently high commercial
speeds, trains running on time,.....
How's the situation in the sleeper coaches of today? I have heard
some horror stories.
Vijay
From: Prakash Tendulkar <prakash@jps.email
Subject: Konkan rail clears last hurdle
Date: 14 Dec 1997 01:29:00 -0500
Konkan rail clears last hurdle
P Rajendran in Pernem (Rediff)
The last stumbling block coming in the way of the ambitious Konkan
Railway project -- the 1.56 km Pernem tunnel in Goa -- was broken
to smithereens early on Saturday morning. The challenging task was
accomplished after nearly four years of hazardous work, involving
geotechnical problems like brittle rock, repeated appearance of
loose soil and water. Massive rocks and soil came crashing down
time and again, claiming the lives of about eight labourers. Even
on Thursday, a small section of the hillside caved in, creating
anxiety. But, luckily, no one was injured.
Despite such accidents, the project team never gave up.
In the last lap of the project, the idea of using explosives had
to be abandoned as the rock proved too soft. Though the two sides
of the Pernem tunnel met at 0430 hours today, the first contact
between the southern and the northern teams was established at
1230 hours yesterday, when a small hole in the unfinished portion
of the tunnel brought cheer among the workforce and the
engineering team. Powered by its delight, the workforce stepped up
its efforts though the tunnel was intensely hot and humid,
drenching the workers in sweat. By late evening they made a 30x30
cm hole at the top.
The work continued, and hours later the tunnel was ready. Though a
little more excavation work remains, the workforce at the site
seems relieved. Now that the tunnel heading is complete, the
remaining work will be completed in a month, the engineers said.
''It's a fruition of years of hard work,'' said a worker at the
southern end of the tunnel as the engineers and the workforce
stood in contented circles for a group photograph.
From: Vijay.Balasubramanian <Vijay.Balasubramanian@xula.email
Subject: Batch 3 of images!
Date: 16 Dec 1997 09:13:00 -0500
Check these out at <A HREF="http://www.xula.edu/~vbalasub/train3.html">http://www.xula.edu/~vbalasub/train3.html</A>.
These are from my Chennai Exp. trip from Dadar to Madras Central.
Vijay
From: John Browning <ceo8@rocknet.email
Subject: Re: Book sources you listed
Date: 17 Dec 1997 23:41:00 -0500
>John, do you know of a distributer or bookseller from whom I can purchase
>the books that you listed as sources in the email that you sent me?
I don't know where you are, but Industrial Railway Society advertise the
following:
Indian Locomotives - Part 1 - Broad Gauge 1851 - 1940 - Stg 7.95
Part 2 - Metre Gauge 1872 - 1940 - Stg 9.00
Part 3 - Narrow Gauge 1863 - 1940 - Stg 9.90
Part 4 - All Gauges 1941 - 1990 - Stg 10.50
These are available from Stuart Geeson, 1 Clifton Court, Oakham, Rutland
LE15 6LT, UK
Discount of 10% for orders over Stg 15
Postage add 10% (surface mail)
Kerr Stuart Locomotive Works List is Stg 5.50 from the same source
> I have been unable to locate information on the Mysore Railway museum. I
>plan to talk to the Visvesvaraya Iron & Steel company at Mysore. I am also
>going to try the Deli Railway Museum and the Central Railway.
Try writing to the overseas expert and author: Hugh Hughes, 14 Beechwood
Road, Browns Bay, Auckland 10, New Zealand.
Maybe someone on the list will be able to put you in touch with the
appropriate level of IR administration.
In your email all the locomotives you listed for me are 2-8-2, is that right?
All 2-8-2
Best of luck
John
John Browning
Rockhampton
Queensland
Australia
From: sank <sank@telco.email
Subject: [Fwd: Dehli Rilway Museum
Date: 17 Dec 1997 20:35:00 -0500
Hello: Anyone with this info ?
--
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: Siddharth Joshi <siddha@vecdec.email
Subject:
Date: 17 Dec 1997 20:33:00 -0500
This is in response to the article on the ABB loco drivers that
was recently posted.
The article mentioned something about semi-literate engine
drivers. Is that a joke or what ?? As far as I know, engine drivers have
to be graduates. (Bharat : Verify)That is a minimum qualification. Be that
as it may, do you really think the IR would entrust the running of their
trains to someone who can't read his instructions or interpret a signal
correctly ??
The new ABB locos are a quantum leap ahead of anything the IR had
in its inventory, and one presumes that this was taken into account while
designing the training/conversion program for the drivers/engineers. One
can't expect the engine driver to know everything about what is in his
machine. I doubt if the Shinkansen drivers have a deep undertsanding of
CMOS technology which goes into making their controls. What a driver has
to know about is what he can repair on the run or improvise when far from
technical assistance. He will have a lot more to worry about esp with as
the local populace treats tracks and approaching trains with disdain.
What I would like to see is the IR opening up a little. Satisfy
our curiosity by telling us more about what goes on in RDSO and at the
various training establishments. IR seems to have a paranoia about
security. How can you expect people to have a decent opinion about your
organisation when they know nothing about the real problems, be they
technical or political, that cause delays, derailments and other serious
inconveniences. Start a magazine or something. Anything.
Siddhartha Joshi.
*******************************************************************************
From: sank <sank@telco.email
Subject: "semi-literate engine drivers"
Date: 20 Dec 1997 01:14:00 -0500
As far as I know, the qualification for new diesel/electric drivers
on IR today is at least a graduate diploma in mechanical/electrical
engineering.
I also feel that assuming them to be semi-literate is, perhaps, a mite
disrespectful. I did visit the Sabarmati Diesel Shed several years ago
which had a conversion training school for steam drivers. Though older
steam drivers probably did not carry a diploma, the conversion training
included a pretty extensive technical grounding in the systems on board
the locomotive. Not to forget the fact that a driver gets to handle an
express train after 12 years of experience. Also, IR offers incentives
for
drivers, such as the one for low-fuel usage. Considering the high skill
required
in handling a loaded train, I would imagine that doing all this with low
fuel
consumption certainly requires intelligence !!
Best NOT to equate railway drivers with the semi-literate variety that
exists on Indian Roads !!!
--
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: Sridhar Shankar <msshanka@gsbmba2.email
Subject: Re: WDM2 Superfast enthusiasts!! Rejoice!!!
Date: 19 Dec 1997 11:55:00 -0500
It is great to see IRFCA come alive ...
Add the Mangala express to the list of double headed superfast trains.
Last I saw this train (at Coimbatore), it had two Krishnarajapuram WDM2s
at the point. And more importantly, these had their GE governors intact,
as opposed to some Erode units which have been converted to Woodward govs.
-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 Tue, 9 Dec 1997, Sundar Krishnamurthy wrote:
> Hello people,
>
> Even if WCAMs and WAPs take over the bulk of superfast traffic, a few
> prestige trains can never lose their diesel leaders!!
>
> 1. The New Delhi - Bangalore City Karnataka Express. This 21 coach
> superfast train will always have a twin diesel WDM2's from Itarsi
> managing affairs - it goes from Secunderabad/Hyderabad to Bangalore on
> an unelectrified route. In the recent ghastly collision near New Delhi,
> the pics clearly showed two WDM2's in ghastly condition for Karnataka
> Express!!! Incidentally, I can only think of Itarsi as the exclusive
> station having two loco sheds - one for WDM2's and other for AC WAx
> locos. Are there any more???
>
> 2. Again, the New Delhi/Hazrat Nizamuddin - Bangalore bi-weekly Rajdhani
> Express. SR used to take pains to keep a matching red/yellow WDM2 from
> Krishnarajapuram to manage this 9/12 coach deluxe train. It
> went all the way upto New Delhi, I guess.
>
> Sundar Krishnamurthy
>
> --------------------------------------------------------------------
> Sundar Krishnamurthy ("`-''-/").___..--''"`-._
> 9/66, Welfare Hse, Sion (W), `6_ 6 ) `-. ( ).`-.__.`)
> Mumbai 400 022. INDIA (_Y_.)' ._ ) `._ `. ``-..-'
> Tel : +91 +22 4071254 _.. `--'_..-_/ /--'_.' ,'
> coolsundar@hotmail.email (il),-'' (li),' ((!.-'
> <A HREF="http://sundar.home.ml.org">http://sundar.home.ml.org</A>
> -------------------------------------------Today is the day of glory
> -----------------------------------------The Code is the whole story
>
>
> ______________________________________________________
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>
From: dheeraj <dheeraj@iitk.email
Subject: IR magazine.
Date: 21 Dec 1997 02:22:00 -0500
> What I would like to see is the IR opening up a little. Satisfy
> our curiosity by telling us more about what goes on in RDSO
> and at the various training establishments. IR seems to have
> a paranoia about security. How can you expect people to have a
> decent opinion about your organisation when they know nothing
> about the real problems, be they technical or political, that
> cause delays, derailments and other serious inconveniences.
> Start a magazine or something. Anything.
They do have a monthly magazine called, "Indian Railways."
Of course, it is a mouth-piece of IR. But it usually
has some interesting information about IR.
-dheeraj
--------------
Dheeraj Sanghi +91 (512) 59-7077 (Off)
Dept. of Computer Science & Engineering +91 (512) 59-8627 (Res)
Indian Institute of Technology +91 (512) 59-0725 (Fax)
Kanpur - 208 016 (UP), INDIA. dheeraj@iitk.email
From: Peter Mosse <pjcm@worldnet.email
Subject: Re: IR magazine (1929-30)
Date: 20 Dec 1997 14:04:00 -0500
I have a hardbound copy of Vol III of the Indian State Railways Magazine
which is available for sale at $50 plus postage (from New York).
It dates from 1929-30, runs to 970 pages (10 in x 7 1/2 in) printed on high
quality glossy paper with many b/w illustrations and some color artwork.
The binding is a little worn, but the interior is in excellent condition.
It is extremely heavy (about 7 pounds).
I do not know how the content compares with the current IR magazine, except
that, given the period from which it dates, it is obviously somewhat
eurocentric. It contains technical and historical articles on railways
(both in India and abroad); travelogue pieces about ancient cities, temples
and so on; some fiction; and articles like 'The Romance of the Tea
Industry', 'Our Poisonous Fishes'...
Anyone interested can contact me by direct e-mail. Full moneyback
guarantee !
Peter Mosse
From: sank <sank@telco.email
Subject: Re: ir drivers
Date: 21 Dec 1997 16:25:00 -0500
I am basing my comments on my own experience with IR drivers, which
has been mainly on the Western Railway when I was working for a
while in the Sabarmati Diesel Shed: I was reworking diesel loco
control stands as a design exercise. I had constant discussions with
the drivers regarding procedures and control systems. I found them
at least principally aware of what was aboard the loco. Their literacy,
admittedly, was not something I tested. I did have a close look at
the IR driver's rule book which is a verbose and ponderous
document: it needs to be much more graphic and simply written.
It is possible that you may have had a different experience from
mine, of course. Maybe others on the list can add theirs ?
GITA MODGIL wrote:
> While you are partly correct you are still very magnanimous to the
> literacy level of the drivers. Except a minority most can not even read
> and write properly including some of the so called diploma holders. You
> have to see to believe it. I am not talking about the knowledge of english
> but of any language.
>
> The incidence of memory is like the light from dead stars whose influence
> lingers long after the events themselves.
>
>
>
> gita@giasbma.email
>
> ********************************************************************************
--
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From: sank <sank@telco.email
Subject: Re: IR magazine.
Date: 21 Dec 1997 16:27:00 -0500
Anyone knows how to get a subscription or something ? I also
remember seeing a copy of the house magazine of the DLW:
quite interesting for the technically inclined. Is is still around ?
dheeraj@iitk.email wrote:
> > What I would like to see is the IR opening up a little. Satisfy
> > our curiosity by telling us more about what goes on in RDSO
> > and at the various training establishments. IR seems to have
> > a paranoia about security. How can you expect people to have a
> > decent opinion about your organisation when they know nothing
> > about the real problems, be they technical or political, that
> > cause delays, derailments and other serious inconveniences.
>
> > Start a magazine or something. Anything.
>
> They do have a monthly magazine called, "Indian Railways."
> Of course, it is a mouth-piece of IR. But it usually
> has some interesting information about IR.
>
> -dheeraj
>
> --------------
> Dheeraj Sanghi +91 (512) 59-7077 (Off)
> Dept. of Computer Science & Engineering +91 (512) 59-8627 (Res)
> Indian Institute of Technology +91 (512) 59-0725 (Fax)
> Kanpur - 208 016 (UP), INDIA. dheeraj@iitk.email
--
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: Re: IR drivers
Date: 21 Dec 1997 19:25:00 -0500
> ...................................... Things have changed significantly.
> The strike by WR and CR Motormen earlier this year, reflected this change.
> They hate the fact that guards get the same salary as motormen even
> though they do nothing much.
>
> Prakash
Funny: there seemed to be a similiar salary-based conflict between
shed personnel and drivers at Sabarmati. The YDM3/YDM5s had the
backrests on the driver's seats removed. Shed personnel claimed that
this was to prevent the driver from dozing off, while drivers told
me that shed staff resented the fact that a driver is paid much more
than a shed foreman, so they removed the backrests in a fit of pique.....
Come to think of it, what is the drivers' payscale on IR today ?
--
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From: Prakash Tendulkar <prakash@us.email
Subject: IR drivers
Date: 20 Dec 1997 23:43:00 -0500
> It is possible that you may have had a different experience from
> mine, of course. Maybe others on the list can add theirs ?
Unlike you, I never worked for IR but drove all varieties of EMUs, WDM2=
, WCAM1
in Mumbai - Vadodara section, drove YDM5, YDM3 on Rajkot - Jamnagar sec=
tions
and travelled extensively in cabs during Mumbai - Pune and Neral - Math=
eran
sections between 1963 till 1978.
During early 60s, most of the new hires for driver's job in WR's Mumbai=
,
Vadodara and Rajkot divisions were at least high school graduates, i.e.=
SSC
and were certainly able to read and write their logs. During my stay at=
Xapa in 64, (loco shed near Jamnagar), I was surprised to meet a couple=
of
drivers who held diploma in Mech. Engg., although not from prestigious
polytechnics. Again, it did not matter since it was 1964 and not 1997.
WR had also started hiring diploma holders for Motormen's job. The batc=
hes
were kind of mixed then, with 50% diploma holders and rest C-graders fr=
om
locos. All these C-graders were at least SSC and were capable of readin=
g
newspapers in English and filling their logs. One of the C-graders, eve=
ntually
earned Ph.D. in History from Pune University, two others are practising=
law
at Mumbai High court (yes, high court and I know the cases they handled=
for
ex-colleagues and won) All of these folks were certainly capable of fix=
ing
most common problems in EMUs, either from driving cab or motor coaches,=
in
shortest period of time. (Again this was in 1963)
On loco side, WR encouraged SSC guys by promoting them from fireman to
C-grade in a year or two of apprenticeship. Two diploma holder Motormen=
were
transferred to B-grade loco jobs, breaking older tradition. All the loc=
o drivers
I knew on WR, were again capable of filling their logs or reading newsp=
apers,
at least the one's in local language. Most A-graders those days were ar=
ound
50 years of age, and were fairly familiar with AC/DC circuitry and dies=
el
engines. The knowledge was certainly better in case of CR drivers since=
tripping of circuit breakers was very common in WCP1, WCG1, WCMx locos =
in
Karjat - Lonavala ghat section.
The only weakness of WR drivers, operating in Mumbai division was that
they were not 100% familiar with suburban signals. If any signal was
blown, i.e. blank, chances were 90% drivers would pass it without
stopping, as per rules, because they did not expect a signal at
that location. Can't blame them because after Virar, all stations had
only outer, home, starter and advanced starter signals.
Last time when I visited Mumbai in 92, WR had two Motormen with MBA, 5 =
BEs
and one PhD (from older stock mentioned earlier) and ALL new hires were=
at least diploma holders.
In old days, guards helped drivers maintain logs so they received a lot=
of respect from these illiterate folks. Things have changed significant=
ly.
The strike by WR and CR Motormen earlier this year, reflected this chan=
ge.
They hate the fact that guards get the same salary as motormen even
though they do nothing much.
Prakash
=