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From: Paul Davies <8daviep1@uk.email

Subject: Rail Museum pics

Date: 14 Apr 1998 11:21:00 -0500


Hi there - Here is the address again. - I have done that myself in the past...
Paul Davies,
13, Conway Road,
Canton,
Cardiff,
CF1 9NT
UK.

Regards, Paul.

PS. If you enclose your address, I can return the prints to you.

Paul Davies.
LAN Support Specialist,
Distributed Systems Site Infrastructure Support,
Floor 3 South, IBM UK Ltd, Alencon House, Alencon Link, Basingstoke. UK.
Tel +44 (0)1256 344522 (internal 314522)


---------------------- Forwarded by Paul Davies/UK/Contr/IBM on 14/04/98 08:11
---------------------------


shankie@emirates.email on 11/04/98 19:48:25
Please respond to shankie@emirates.email
To: irfca@cs.email
cc:
Subject: Rail Museum pics


Hello friends,
Will the gentleman from Cardiff who had asked for pics of three of the NRM's
exhibits kindly post his address and name once again?
I'm most awfully sorry my friend. Your prints are ready (the ZF, WT and Nilgiri
car), but I had an extended weekend and was editing my mailbox. I think I
inadvertantly deleted your message as well.Do e-mail me again.
Happy Easter.
Best regards.
Shankar.

From: Raghavendra K <kragha@wipinfo.email

Subject: Braking system...

Date: 14 Apr 1998 23:56:00 -0500


Hi,

i have heard that there are 3 braking systems in our trains. one in the
engine controlled by the engine driver, one with the gaurd and the other
for the chain (that uses compressed air or something) . is it so ? or
are there any other ?????

bye,
Raghavendra











*****************************************************************

Raghavendra K

Office Address: Home Address:

Engineer-Software #484,1st 'i' Cross,
Wipro Infotech, Global R&D, 6th Block, 2nd Phase,
#88, 5th Floor, M G Road, BSK 3rd Stage,
Bangalore 560 001, Bangalore 560 085
Karnataka, INDIA Karnataka, INDIA

Tel : 91-80-55 88 422 Tel : 91-80-6722 580
Ext : 553

E-mail :

kragha@wipinfo.email (Office)
kragha@hotmail.email (Home)

My favorite quote : " Be what YOU are "

*****************************************************************

From: sank <sank@telco.email

Subject: Re: Braking system...

Date: 15 Apr 1998 00:49:00 -0500


> i have heard that there are 3 braking systems in our trains. one in the
> engine controlled by the engine driver, one with the gaurd and the other
> for the chain (that uses compressed air or something) . is it so ? or
> are there any other ?????

For most Indian trains, the locos are air-braked, the continuous
brakes in the train ares vacuum-actuated, and the guard has (used to
have ?)
mechanical brakes acting only on his van. In addition, each piece of
stock has mechanical parking brakes.

Of course, with later freight stock (colored green) dual-pipe air
braking is standard for the whole train, as it is with the
Rajdhani/Shatabdi
high-speed trains.

Any corrections to this, anyone ?



--
Jayant S : IDStudio : TTIL : ERC : TELCO
Pimpri : Pune : 411 018 : INDIA
tel - 91(212)774261 exn 2534
--

From: Prakash Tendulkar <prakash@us.email

Subject:

Date: 14 Apr 1998 10:55:00 -0500


> For most Indian trains, the locos are air-braked, the continuous
> brakes in the train are vacuum-actuated, and the guard has (used to
> have ?) mechanical brakes acting only on his van. In addition, each
> piece of stock has mechanical parking brakes.

Yes, most of the locos have pneumatic brakes used when working "solo"
or "light". And it's true that continuous brake pipe was running
vacuums. It's also true that Guard and every stock had a mechanical
brake that activated brake shoes for the individual stock.

Now, the Guard also had a "handle" or valve to activate vacuum brakes.
However, this was partially ineffective due to bigger exhausters in
diesel-electric or electric loco.

The brake valve in loco had three positions, release or off, lap and
apply. In lap or apply positions, exhauster was disconnected from
brake pipe to maintain (lap) or increase (apply) brake pressure. The
valve in Guard's cab had no such option and it also did not destroy
vacuum effectively due to size of its' valve.

Emergency brakes or "Chain pull", did destroy the vacuum effectively
due to larger valves. The vacuum gauge in loco would show dramatic
drop in vacuum and driver would start blowing horn in two short one
long sequence.

I do not know about how two pipe system in Rajdhani works but assume
that it may be using the same mechanical principle used in EMUs that
operate pneumatic brakes, minus electrical relays. They have two systems,
EP (Electro Pneumatic) and Auto. Former uses relays to activate and
maintain brake pressure, the latter does not. Auto brakes work on
pressure differential between brake pipe pressure and main reservoir
pressure, had "lap" position.

Prakash


Notes Address: Prakash Tendulkar/Santa Teresa/IBM@IBMUS
VM Address: IBMUSM50(PRAKASH)
Internet Address: prakash@us.email
Phone: (408)463-3536
DB2 Technical Consultant, Vendor Partnership Program



sank@idnyx.email on 04/14/98 06:19:07 AM
Please respond to sank@telco.email
To: irfca@cs.email kragha@wipinfo.email
cc:
Subject: Re: Braking system...


> i have heard that there are 3 braking systems in our trains. one in the
> engine controlled by the engine driver, one with the gaurd and the other
> for the chain (that uses compressed air or something) . is it so ? or
> are there any other ?????

For most Indian trains, the locos are air-braked, the continuous
brakes in the train ares vacuum-actuated, and the guard has (used to
have ?)
mechanical brakes acting only on his van. In addition, each piece of
stock has mechanical parking brakes.

Of course, with later freight stock (colored green) dual-pipe air
braking is standard for the whole train, as it is with the
Rajdhani/Shatabdi
high-speed trains.

Any corrections to this, anyone ?



--
Jayant S : IDStudio : TTIL : ERC : TELCO
Pimpri : Pune : 411 018 : INDIA
tel - 91(212)774261 exn 2534
--

From: PROTIP.DASGUPTA <protip@giasbmc.email

Subject: Western Railway on the net!

Date: 14 Apr 1998 21:25:00 -0500


Hello all,
this is to inform you that Western Railway is the country's first to have
its own official site which went up 2-3 week back, just saw it last
night...good attempt! Do check it out, I thought it lacked images totally,
of locos and rolling stock!
The URL is <A HREF="http://www.westernrailwayindia.com/">http://www.westernrailwayindia.com/</A>

Regards,
Bharat Vohra

From: Siddhartha Joshi <siddha@phy.email

Subject:

Date: 16 Apr 1998 01:29:00 -0500


Junta.

WR needs some help with its website.

Siddhartha.

From: poras p.saklatwalla <pps@godrejnet.email

Subject: EXCELLENT SIGHTINGS OF WDM2 LOCOS ON NETRAVATI EXPRESS

Date: 16 Apr 1998 01:30:00 -0500


Of late whenever there is a delay in the dep of netravati express I have
seen some lovely coloured WDM2 BEASTS HAULING IT FROM Kurla. The
immediate question coming to my mind is The rajdhani Trivandrum via Vasai
will also be a double headed one and the 1st one on Konkan railway ? How
many doule headed Rajdhanis and other expresses still run on the IR.

Someone from Our group had written to me last week that the Bombay Goa
Shatabdi will take time to start. He also wrote that there will be no
Udaipur Rajdhani. But is it true that Starting from this August 15th
Mumbai will have a 3rd Rajdhani connection with the train starting at 9.00
pm and reaching NDLS AT 9.00 am ? Is there any sort of plan of the IR to
start such a connection. It will be a great Rajdhani travelling at a very
high speed.

Can Someone also let me know when were Rajdhanis 1st introduced in the
country because I am sure very soon we will celebrate their Silver
Jubilees ? Do write soon.


P.P.SAKLATWALLA

From: Siddhartha Joshi <siddha@phy.email

Subject: Re: Grreat Pix!!

Date: 16 Apr 1998 01:50:00 -0500


The WAP1 and WAG7 featured on our page also have different (ie no
lightning) paint schemes. The WAP1 due to its main responsibilities with
the Rajdhani. The WAG7 scheme is a fresh and bold one for IR goods locos

> through the livery! With the front symmetric dipping curves being an IR
> staple on locomotive fronts; BHEL is experimenting on designs! There are
> other liveries not sporting the dipping curves - CR WAM4's for one; from
> Bhusaval, Itarsi & Jhansi have the "lightning".. and Baroda WAM4's have
> horizontal bands.. the WAP's don't have any curves!
> In photo #6, a unique liveried WAG7 is shown.. I have myself spotted
> this beast (of Kanpur & Bhilai) on a couple of occasions at Basin Bridge
> junction. The red and while 45-degree stripes derive inspiration from a
> CP-Rail style livery that became famous on freight
> lines in the American continent.. It helps in identifying a passing
> train from afar.. Its nice to see IR look westwards for livery
> inspiration!!
>
> Sundar Krishnamurthy
>
> ______________________________________________________
> Get Your Private, Free Email at <A HREF="http://www.hotmail.com">http://www.hotmail.com</A>
>

From: Jishnu Mukerji <jis@fpk.email

Subject: First Rajdhani

Date: 15 Apr 1998 10:44:00 -0500


poras p.saklatwalla wrote:
>
> Can Someone also let me know when were Rajdhanis 1st introduced in the
> country because I am sure very soon we will celebrate their Silver
> Jubilees ? Do write soon.

The first Rajdhani was introduced between Howrah and New Delhi in 1969.
So in a couple of years we will be celebrating its 30th anniversary!

It was initially a bi-weekly 8 car train - Brake/Luggage/Generator, AC
I, AC Pantry, AC Chair, AC Chair, AC Chair, AC Chair,
Brake/Luggage/Generator - pulled by a single WDM4. It ran via Grand
Chord and had a single passenger halt at Kanpur Central and service
halts at Mughal Sarai and Gomoh. The first year of service they used to
give away full size off-white plastic glasses with IR logo and Rajdhani
Express written on its side in red. They also used to give away a folder
with a description of the route etc.

Jishnu.

From: Vijay.Balasubramanian <Vijay.Balasubramanian@xula.email

Subject: EXCELLENT SIGHTINGS OF WDM2 LOCOS ON NETRAVATI EXPRESS

Date: 15 Apr 1998 10:48:00 -0500


>immediate question coming to my mind is The rajdhani Trivandrum via
Vasai
>will also be a double headed one and the 1st one on Konkan railway ?

That depends on the rake size. I have traveled once on this Rajdhani
(Nizamuddin to Chennai) and noticed that it had 11 coaches. So I am
assuming that the re-routed train would have 11-12 coaches max. A
single WDM2 should suffice since the only high-speed section for the
diesel run would be Vadodara-Vasai Rd. Again, I am assuming that the
elec.-diesel changeover happens at Vadodara since 10 mts. at Vasai is
insufficient for this process. IMHO, a WDM2 can haul a 11-12 coach
train at a max. speed of 110 kmph. So, the Trivandrum Raj. would be
traveling at 110 kmph. max between Vadodara and Vasai which is probably
the reason that it takes an hour extra (in the Up. dirn.) than the
Mumbai Rajdhani. The latter has a 120 kmph. max. speed between Virar
and Godhra.


>How
>many doule headed Rajdhanis and other expresses still run on the IR.
>

As far as I know, there is only one double-headed Rajdhani on IR - the
Calcutta Rajdhani via Patna (between Mughal Sarai and Howrah).


>Someone from Our group had written to me last week that the Bombay Goa
>Shatabdi will take time to start.

The Trivandrum Raj. takes nearly 9 hrs. between Vasai and Madgaon which
is a good indication of the fastest Mumbai-Madgaon run-times. IMHO,
this has to come down to 7 1/2 hrs. before a Shatabdi can operate.


>
>Can Someone also let me know when were Rajdhanis 1st introduced in the
>country because I am sure very soon we will celebrate their Silver
>Jubilees ? Do write soon.

The first Rajdhani was introduced on March 1, 1969 between New Delhi and
Howrah, with a max. speed of 120 kmph. - used to take about 17 hrs.
It was later speeded upto 130 kmph. max. in 1971. The 2nd Rajdhani
between Bombay Central and New Delhi was introduced on May 17, 1972 with
a max. speed of 120 kmph. It had NO commercial halts and four technical
halts at Vadodara, Ratlam, Gangapur City and Mathura. By the late 70s,
Vadodara and Ratlam had become passenger halts and Mathura had been
removed. Kota was added to the halt list in 1987(?) and Gangapur City
was eliminated. The fastest run for this Rajdhani was 16 hrs. 15 mts.
in the early 90s.

Regards,
Vijay
>
>
>P.P.SAKLATWALLA
>

From: Steven Brown <able@ricochet.email

Subject: Re: Western Railway on the net! in Steam! + Northeast Frontier Railway!

Date: 15 Apr 1998 07:30:00 -0500


The Western Railway website is very interesting! Certainly has a lot of
steam locomotive pictures. Also note the detailed map at the bottom of the
first page, I wonder what all the different colors mean, Guage ?
Electrification? Double track?

It is interesting to see steam shown as a major attraction for the Royal
Orient train. Perhaps , If we are to have a letter writing campaign to save
the last of the meter guage locomotives, we should write to the Gujarat
State and it's tourism board.

Here's another website by the Controller
of Stores Northeast Frontier Ry. :
<A HREF="http://members.tripod.com/~cosnfr/index.html">http://members.tripod.com/~cosnfr/index.html</A>

So now there's 4 "official" IR websites counting the Railway Staff College
site and the Desert Princess site.

Regards,
Steve Brown

-----Original Message-----
From: PROTIP.DASGUPTA <protip@giasbmc.email
To: irfca@cs.email <irfca@cs.email
Date: Tuesday, April 14, 1998 10:01 AM
Subject: Western Railway on the net!


>Hello all,
>this is to inform you that Western Railway is the country's first to have
>its own official site which went up 2-3 week back, just saw it last
>night...good attempt! Do check it out, I thought it lacked images totally,
>of locos and rolling stock!
>The URL is <A HREF="http://www.westernrailwayindia.com/">http://www.westernrailwayindia.com/</A>
>
>Regards,
>Bharat Vohra
>
>

From: John Browning <ceo8@rocknet.email

Subject: Steam in India

Date: 16 Apr 1998 21:16:00 -0500


>Return-Path: <marion@dial.email
>From: Marion Dickinson <marion@dial.email
>Subject: Steam in India
>Date: Wed, 15 Apr 1998 18:18:34 +-100
>
>Berndt Seiler advises directly from India (14th April) that steam is still
alive in Wankaner and Jetalsar.
>
>Rob Dickinson
>My sites: <A HREF="http://dialspace.dial.pipex.com/steam/internat.htm">http://dialspace.dial.pipex.com/steam/internat.htm</A>




John Browning
Rockhampton
Queensland
Australia

ceo8@rocknet.email

From: Shankar <shankie@emirates.email

Subject: Re:

Date: 16 Apr 1998 09:25:00 -0500


IN EFFECT, THE LONG AND SHORT OF ALL THIS IS, THERE ARE THREE TYPES OF BRAKING
SYSTEMS: VACUUM, AIR AND MECHANICAL, EACH IN ITS OWN PLACE.
YES, FREIGHT CARS HAVE SOME FORM OF A HAND OR PARKING BRAKE (MECHANICAL) WIHCH
USED TO BE A LONG HANDLE IN THE EARLIER CC RAKES AND TAKES THE FORM OF A WHEEL
(LIKE A STEERING WHEEL FITTED TO THE SIDEOF THE CAR). THESE ARE USUALLY USED
BY THE YARD MASTERS AND SHUNTING STAFF, OR WHEN THE CAR IS PARKED AT A SIDING.

tHATS ALL i CAN THINK OF.

BUT IF TALKING OF BRAKING SYSTEMS PER SE, WHAT ABOUT THE REGENERATIVE BRAKING
PROVIDED ON SEVERAL ELECTRIC LOCOMOTIVES? MAYBE ONE OF THE TECHNO JUNKIES OUT
THERE MIGHT LIKE TO POST ON THIS.

BEST REGARDS.
SHANKAR.


At 10:55 AM 4/14/98 -0400, you wrote:
>> For most Indian trains, the locos are air-braked, the continuous
>> brakes in the train are vacuum-actuated, and the guard has (used to
>> have ?) mechanical brakes acting only on his van. In addition, each
>> piece of stock has mechanical parking brakes.
>
>Yes, most of the locos have pneumatic brakes used when working "solo"
>or "light". And it's true that continuous brake pipe was running
>vacuums. It's also true that Guard and every stock had a mechanical
>brake that activated brake shoes for the individual stock.
>
>Now, the Guard also had a "handle" or valve to activate vacuum brakes.
>However, this was partially ineffective due to bigger exhausters in
>diesel-electric or electric loco.
>
>The brake valve in loco had three positions, release or off, lap and
>apply. In lap or apply positions, exhauster was disconnected from
>brake pipe to maintain (lap) or increase (apply) brake pressure. The
>valve in Guard's cab had no such option and it also did not destroy
>vacuum effectively due to size of its' valve.
>
>Emergency brakes or "Chain pull", did destroy the vacuum effectively
>due to larger valves. The vacuum gauge in loco would show dramatic
>drop in vacuum and driver would start blowing horn in two short one
>long sequence.
>
>I do not know about how two pipe system in Rajdhani works but assume
>that it may be using the same mechanical principle used in EMUs that
>operate pneumatic brakes, minus electrical relays. They have two systems,
>EP (Electro Pneumatic) and Auto. Former uses relays to activate and
>maintain brake pressure, the latter does not. Auto brakes work on
>pressure differential between brake pipe pressure and main reservoir
>pressure, had "lap" position.
>
>Prakash
>
>
>Notes Address: Prakash Tendulkar/Santa Teresa/IBM@IBMUS
>VM Address: IBMUSM50(PRAKASH)
>Internet Address: prakash@us.email
>Phone: (408)463-3536
>DB2 Technical Consultant, Vendor Partnership Program
>
>
>
>sank@idnyx.email on 04/14/98 06:19:07 AM
>Please respond to sank@telco.email
>To: irfca@cs.email kragha@wipinfo.email
>cc:
>Subject: Re: Braking system...
>
>
>> i have heard that there are 3 braking systems in our trains. one in the
>> engine controlled by the engine driver, one with the gaurd and the other
>> for the chain (that uses compressed air or something) . is it so ? or
>> are there any other ?????
>
>For most Indian trains, the locos are air-braked, the continuous
>brakes in the train ares vacuum-actuated, and the guard has (used to
>have ?)
>mechanical brakes acting only on his van. In addition, each piece of
>stock has mechanical parking brakes.
>
>Of course, with later freight stock (colored green) dual-pipe air
>braking is standard for the whole train, as it is with the
>Rajdhani/Shatabdi
>high-speed trains.
>
>Any corrections to this, anyone ?
>
>
>
>--
>Jayant S : IDStudio : TTIL : ERC : TELCO
>Pimpri : Pune : 411 018 : INDIA
>tel - 91(212)774261 exn 2534
>--
>
>
>

From: Shankar <shankie@emirates.email

Subject: IR Anniversary

Date: 17 Apr 1998 02:13:00 -0500


Hello folks,
Today is a proud day for all of us at the irfca, as well as for all IR
enthusiasts and staff.

Did you realize that it was on this very day, 145 years ago that India's (and
indeed Asia's) FIRST train ran between Boribunder (Bombay VT, now Mumbai CST)
and Thana (now Thane)?

The date was 16 April, 1853.

Long live the IR!

Best regards.

Shankar

From: PROTIP.DASGUPTA <protip@giasbmc.email

Subject: Re: IR Anniversary

Date: 16 Apr 1998 22:00:00 -0500


Hello all,
I second Shankar, it is a proud day for us indeed....145 years is no small
thing. A suprise though that such a date wasnt even hyped in the least,
when it deserves all the hype and more.
Apart from an advert placed by CR in todays TOI, there was nothing else on
National news, papers and so on.
Anyways, thanks you Shankar for bringing it to our notice....a salute to
India and her Railways!
Regards,
Bharat Vohra

From: sank <sank@telco.email

Subject: Re: brakes

Date: 18 Apr 1998 18:13:00 -0500


> BUT IF TALKING OF BRAKING SYSTEMS PER SE, WHAT ABOUT THE REGENERATIVE BRAKING
> PROVIDED ON SEVERAL ELECTRIC LOCOMOTIVES?

Yes, of course, and I forgot about this. This is also seen on
diesel locos. In the MG shed I visited it was called the
"dynamic brake".

I am a little unsure of how exactly they are used in practice: one
driver
told me it was purely an emergency brake, while another said it would be
used to control speeds on descents: any clarification, anyone ?


--
Jayant S : IDStudio : TTIL : ERC : TELCO
Pimpri : Pune : 411 018 : INDIA
tel - 91(212)774261 exn 2534
--

From: Siddhartha Joshi <siddha@phy.email

Subject: Sighting trip notes.

Date: 19 Apr 1998 09:04:00 -0500


Junta, another sighting trip. The details for those interested.

Date - 31st March 1998

Occasion - To commemorate the last (official) day of MG steam on Western
Railway

Location - Bombay Central Terminus (BCT) Railway Station, Western Railway,
Bombay, Maharsahtra.

Time from - 21:20 hrs to 22:25 hrs

Total Time - 1 hour, 5 minutes

Total platforms used - 4!

Total Movements (excl suburban traffic) - 18, ie every 3.6 minutes there
is a yard movement!!!

________________________________________________________________________________

Platform wise, with no specifc timings as such:::

Platform 5-
-----------
-Not applicable as it is never used for mainline operations...only for
parcel loading

Platform 4-
-----------
-WCAM2 (21875) powered Up Shatabdi pulls in 10 minutes Before Time!!
-WDS4 (19414) comes in to take the rake out
-Same WDS4 takes rake into yard / washing lines
-Same WCAM2 backs out and goes into outstation /satellite shed

Platform 3-
-----------
-Dn Frontier Mail (now Golden Temple Mail) leaves 2 minutes behind
schedule (thanks to early arrival of Dn Shatabdi) powered by WCAM1 no
21805 (green livery, (airbrake only))
-Dn Dehradun Express is backed in within 6 minutes of last Frontier coach
having cleared the platform (a bit like platform occupancy at Suburban
CCG!!!) with WDS4 no 19414, pushing
-Same WDS4 leaves for yard
-WCAM1 no 21808 backs in to take on the rake
-Same loco powers the Dehradun Express out a minute behind schedule

Platform 2-
-----------
-WCAM1 no 21850 backs on to take over the Dn Gujarat Mail
-Same loco leaves on the dot with the Mail for Ahmedabad
-The rake of the Dn Viramgam Passenger is backed in within a few minutes
with a WDS4 (no.?)
-Same WDS4 leaves after leaving rake on platform
-WCAM1 no 21840 comes in from the Bandra outstation shed to take on the
rake

Platform 1-
-----------
-WCAM1 no 21817 hauled Firozpur Janata Express comes in late for some
reason.
-WDS4 (no.?) comes in to take away the rake
-Same WDS4 pulls the rake out into the pits
-Same WCAM1 pulls out of the platform and goes into the BCT outstation
shed.

It doesn't sound quite as impressive as experiencing it does. WR time
management is really something to be seen!

We were hoping for something inspired from WR, like the Frontier
(ooooooops, the Golden Temple Mail) leaving with a WP in charge. (But then
they did nothing of the sort when steam went off BG!!).

Siddhartha,
Bharat.
________________________________________________________________________________

From: Siddhartha Joshi <siddha@phy.email

Subject: Vasai and Khar sightings

Date: 19 Apr 1998 09:06:00 -0500


Sighting report follows-

----------------------
Trainspotting at Vasai Road and khar Road stations by Bharat Vohra and
Siddhartha Joshi on the afternoon of the 5th April, 1998
----------------------
Suburban trains used for ths same-
-14:20 (9c) Virar Fast to Vasai Road (dep-RT, arr-3 min late)
-16:31 (12c) CCG Fast to Andheri (dep-RT, arr-RT)
-17:10 (9c) CCG Slow to Khar Road (dep-RT, arr-RT)
-18:19 (9c) CCG Slow to CCG (dep-2 ML, arr-7 min late)
----------------------
VASAI ROAD
----------------------
Trains passed on the way to Vasai Road-
-Double headed WCAM1 hauled Container frieght heading towards the docks on
the harbour line
-WCAM1 hauled Paschim Express heading for BCT, running RT
-WCAM1 hauled Bandra Shuttle heading for BDTS, running RT
-WCAM1 hauled Gujarat Express heading for BCT, running RT
----------------------
Trains that passed at Vasai Road-
-WCAM1 hauled Sayaji Nagari Express for Baroda, running RT
-WCAM1 hauled Dahanu Road Shuttle for Dahanu, running RT
----------------------
Freights seen at Vasai Road goods transit yard-
-1 UP WCAM1 (21811) hauled 8-wheeler Container load
-1 UP WCAM1 (21821) hauled 8-wheeler Container load
-1 UP WCAM1 (21822) hauled 8-wheeler BOX load
-1 DN WCAM2 (218**) hauled 8-wheeler BCN load
-1 UP unpowered 8-wheeler BCX load
-1 DN unpowered 8-wheeler BCX load
Total=6
----------------------
Total Locos spotted at Vasai Road-
-1 WDS4, no 19805, Bandra shed
-1 WCAM2 no unknown of Valsad Shed, heading a DN frieght out of Vasai yard
-2 WCAM3's no's 21881 and 21933, standing double headed from Kalyan Shed, CR
-5 WCAM1's no's 21811, 22, 21, 01, 41
Total=9
----------------------
Time spent at Vasai Road, between 3:30 and 4:30 pm (1 hour)
----------------------
KHAR ROAD
----------------------
Trains spotted at Khar Road Station-
-WCAM1 (21830) hauled DN Kutch Express to Gandhidham, running RT
-WCAM2 (21880) hauled DN AK Rajdhani for Nizamudin, running RT
-WCAM1 (218**) hauled DN Flying Ranne for Surat, running RT
-WCAM1 (21844) hauled UP Swaraj Express for BCT, running late by 30 mins
Total=4
----------------------
Locos at Khar Road-
-5 WDS4's, 3 in shed and 2 shunting in yard
-3 WCAM2's, 2 in o/s shed, nos 21867 and 78 and 21880 on the AK exp
-4 WCAM 1's, 1 in o/s shed, no unknown and 21844, 30 on Swaraj and Kutch exp
respectively. Flying Ranee's Loco number not seen
Total=12
----------------------
Time spent at Khar Road, between 5:20 and 6:20 pm (1 hour)
----------------------

________________________________________________________________________________
Bharat
Siddhartha

From: Siddhartha Joshi <siddha@phy.email

Subject: Re: brakes

Date: 19 Apr 1998 09:24:00 -0500


Junta,

About dynamic braking. I have a vague idea about its working, as
explained by a WDM2 driver.

As we know, the powerpack turns an alternator which generates the
required power for the (DC) traction motors. When power to the motors is
cut off,( ie when slowing down) the wheels continue to turn the motors.
Well, you now have a generator that starts sending power out. This power
is dissipated in a resistor array up in front of the loco(the short nose
end). Braking thus occurs as a result of loss of KE of the turning wheels
as regenerated energy.( lost as heat).

This is from the horses mouth. I do not have any idea if it is
correct. This shows the need for a good book on locos, with tech details
and cutaway drawings.

BTW, even steam locos had dynamic brakes.

Siddhartha.
________________________________________________________________________________
>
> Yes, of course, and I forgot about this. This is also seen on
> diesel locos. In the MG shed I visited it was called the
> "dynamic brake".

That is correct.

> I am a little unsure of how exactly they are used in practice: one
> driver
> told me it was purely an emergency brake, while another said it would be
> used to control speeds on descents: any clarification, anyone ?

Not too sure about that, but it is possible. As you know, the new WCAM3's
have self-excited dynamic braking which allows both the regular system and
the dynamic brakes to be used.
________________________________________________________________________________

From: sank <sank@telco.email

Subject: Re: brakes

Date: 19 Apr 1998 17:47:00 -0500


> As we know, the powerpack turns an alternator which generates the
> required power for the (DC) traction motors. When power to the motors is
> cut off,( ie when slowing down) the wheels continue to turn the motors.
> Well, you now have a generator that starts sending power out. This power
> is dissipated in a resistor array up in front of the loco(the short nose
> end). Braking thus occurs as a result of loss of KE of the turning wheels
> as regenerated energy.( lost as heat).

This is correct technically, except that the engine turns a dynamo for
feeding DC motors. I think some electric locos (at least in
Europe: I will check details and post later) could feed the generated
current back into the overhead supply instead of dissipating it as heat
energy. Anyone has more on this ?

> BTW, even steam locos had dynamic brakes.

Possibly not electrical regenerative braking !! Do you mean the
steam cut-off settings possible with Walschaert's valve gear ?
---------------------------
Another mail I received on dynamic braking in the USA:

Dynamic brakes are used primarily as a speed controlling device on both
descents and on the flat, as it saves tremendous wear and tear on the
wheels and brake shoes. Here in the US on road goods and passenger
trains they are used as the primary brake, with air brakes being used
only for the final stop/ However, in shunting the d/b is not used, only
air.
--
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<A HREF="http://www.mindspring.com/~clzeni/index.html">http://www.mindspring.com/~clzeni/index.html</A>



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