IRFCA Mailing List Archive

Messages 2441 - 2460

Previous 20 Messages          Archive Index          Next 20 Messages

From: Pushkar Apte <apte@spdc.email

Subject: Re: Trivandrum Rajdhani

Date: 24 Apr 1998 16:35:00 -0500


>
> I have wondered for a while if there is a suitable BG connection from
> Bharatpur or Bayana or thereabouts to Agra and thence to Tundla that
> would be suitable for running a Rajdhani on the route Mumbai - Bayana -
> Agra - Tundla - MGS - Grand Chord - Howrah. If this is possible, can
> this train potentially take shorter time than the via Allahabad thing?
> Afterall this route maximizes running on high speed tracks, although the
> distance is a bit longer. Just a random thought.....
>
> In France there are all sorts of TGVs like say from Bourdeaux to Lyon
> that takes the roundabout route via Paris to stay on LGVs as much as
> possible and yet takes much less time than a normal train over a more
> direct route.
>
> Jishnu.
> --
> Jishnu Mukerji

Jishnu:

I have pondered the same idea myself - but it looks like the current
delta in speed (~20-30 kmph for Mumbai-Bayana-Tundla-Allahabad vs
Mumbai-Itarsi-Allahabad) is not sufficient to offset the distance
disadvantage. The Mumbai Raj takes ~17.5 hrs and the Howrah Raj takes
~17.5 hrs -> total 35
- 3 (Bayana-Delhi)
- 2.5 (Delhi-Tundla)
+ 2 (Bayana-Tundla)
=31.5 for Mumbai-Howrah via Agra

As Vijay said earlier, a Mumbai-Howrah Rajdhani-type train via
Itarsi-Allahabad would take ~30 hrs, and be the winner - though not by
much.

Note that both trains would beat the Gitanjali (33.5).

If sections of Mumbai-Delhi and Delhi-Howrah are upgraded to 140 kmph,
the train via Agra might become a viable option.

Regards,
Pushkar
-------

From: VIRAF P.. MULLA <sncf@godrejnet.email

Subject: Re: Western Railway

Date: 25 Apr 1998 16:55:00 -0500


Hi,

The Royal Orient is still steam hauled for a short stretch from Delhi
Sarai Rohilla Station by the Rewari shed locomotives.

On Sat, 25 Apr 1998, PROTIP.DASGUPTA wrote:

> Hi All!
> Just a confirmation....the Royal Orient is an MG train and cad definetely
> not be hauled by a WDM2!! Secondly the Royal Orient since its inception,
> has alsways been Blue in colour! So what you saw on TV was possibly the BG
> Palace On Wheels which is hauled by 2 WDM2's from Tuklakabad(NR) shed!
> Making such mistakes is not at all uncommon for Indian programmes!
> Also, as I mentioned earlier, there is no steam shed around the DElhi area
> anymore, so I doubt if the Royal Orient is steam hauled even for a short
> stretch!!
> Regards,
> Bharat Vohra
>

==========================
Viraf Mulla
C-20/14, Jeevan Bima Nagar,
Borivali (West)
Mumbai 400103
Tel: +91-22-8954510
E-mail: sncf@godrejnet.email
==========================

From: sank <sank@telco.email

Subject: Update:

Date: 25 Apr 1998 18:12:00 -0500


Received an issue of the journal of the DHRS (Darjeeling Himalayan
Railway Society, UK) yesterday. Great job. I think the presentation
quality and thrust of activity could be a benchmark for any preservation
effort on other lines. If anyone is interested I will post the email
address for the DHRS.

Saw a WDM2-hauled freighter near Pimpri station a little while ago.
Made my day.

The twin-cabbed diesel on the BHEL web page: is that the WDGx ?
--
Jayant S : IDStudio : TTIL : ERC : TELCO
Pimpri : Pune : 411 018 : INDIA
tel - 91(212)774261 exn 2534
--

From: sank <sank@telco.email

Subject: Re: Trivandrum Rajdhani

Date: 25 Apr 1998 19:48:00 -0500


> Shatabdis are essentially intercity.......

I agree.....but then what everyone means, I guess, is a Rajdhani-TYPE
rake connecting distant metros without passing through the capital.
Such high-speed trains should have a distinct identity (and livery !!)
of their own, making them as visible as the Rajdhani/Sahatabdi rakes.

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

From: PROTIP.DASGUPTA <protip@giasbmc.email

Subject: Re: Western Railway

Date: 24 Apr 1998 23:27:00 -0500


Hi All!
Just a confirmation....the Royal Orient is an MG train and cad definetely
not be hauled by a WDM2!! Secondly the Royal Orient since its inception,
has alsways been Blue in colour! So what you saw on TV was possibly the BG
Palace On Wheels which is hauled by 2 WDM2's from Tuklakabad(NR) shed!
Making such mistakes is not at all uncommon for Indian programmes!
Also, as I mentioned earlier, there is no steam shed around the DElhi area
anymore, so I doubt if the Royal Orient is steam hauled even for a short
stretch!!
Regards,
Bharat Vohra

From: PROTIP.DASGUPTA <protip@giasbmc.email

Subject: Re: Trivandrum Rajdhani

Date: 25 Apr 1998 09:24:00 -0500


HI All!
The trem 'Rajdhani' is such that the train cannot possibaly run between
Howrah and Mumbai, cause Rajdhani is Delhi and the train has to terminate
at one of the ends on Delhi!!
It has to be either Delhi-Cal or Delhi Bombay which is the case right
now...nochance of such a train and even a Shatabdi cant do it cause
Shatabdis are essentially intercity, short distance, same day return
trains!
Regards,
Bharat Vohra

From: Vijay Balasubramanian <vbalasub@mail.email

Subject: Re: Trivandrum Rajdhani

Date: 25 Apr 1998 11:48:00 -0500


> > I have wondered for a while if there is a suitable BG connection from
> > Bharatpur or Bayana or thereabouts to Agra and thence to Tundla that
> > would be suitable for running a Rajdhani on the route Mumbai - Bayana -
> > Agra - Tundla - MGS - Grand Chord - Howrah. If this is possible, can
> > this train potentially take shorter time than the via Allahabad thing?
> > Afterall this route maximizes running on high speed tracks, although
the
> > distance is a bit longer. Just a random thought.....
> >
>
> I have pondered the same idea myself - but it looks like the current
> delta in speed (~20-30 kmph for Mumbai-Bayana-Tundla-Allahabad vs
> Mumbai-Itarsi-Allahabad) is not sufficient to offset the distance
> disadvantage. The Mumbai Raj takes ~17.5 hrs and the Howrah Raj takes
> ~17.5 hrs -> total 35
> - 3 (Bayana-Delhi)
> - 2.5 (Delhi-Tundla)
> + 2 (Bayana-Tundla)
> =31.5 for Mumbai-Howrah via Agra
>

I looked at the Working Time-tables of Northern and Western Rlys. to get a
better idea of the run-times. At present, the Howrah to New Delhi Raj.
takes 16 hrs. 40 mts.
the New Delhi to Mumbai Raj. takes 16 hrs. 35
mts.
Also, Tundla - New Delhi = 2 hrs. 40 mts. (by Raj.)
New Delhi - Bayana = 2 hrs. 15 mts. (by Raj.)
Tundla - Bayana can be covered in 2 hrs. (a distance of 110 km)

1) So, Howrah to Mumbai Central via Tundla-Bayana = 16 hrs. 40 mts. + 16
hrs. 35 mts. + 2 hrs.
- 2 hrs. 40 mts. - 2 hrs. 15 mts.
= 30 hrs. 20 mts.
Distance is about 2550 km., so commercial speed = 84 kmph.
[Halts - Surat, Vadodara, Ratlam, Kota, Agra Fort, Kanpur Central,
Allahabad,
Mughal Sarai, Gaya, Dhanbad]

2) Howrah to Mumbai CST via Allahabad can be covered in about 29 hrs. 45
mts.
distance = 2190 km., commercial speed = 73.6 kmph
[Halts - Bhusaval, Jabalpur, Allahabad, Mughal Sarai, Gaya, Dhanbad]

3) Gitanjali Exp. takes 33 hrs. 15 mts. from Howrah to Mumbai CST.


Clearly, 1 and 2 are a viable alternative to the present Gitanjali Exp.
Let's compare 1 and 2.
1 is nearly 400 km. more than 2, so one would end up paying more for the
trip. 1 covers more
cities - Surat, Baroda, Kota, Kanpur and Agra whereas 2 includes Jabalpur.
1 is the only direct service between Howrah and Kota/Ratlam whereas 2 only
provides "additional" service. Seems to
me that 2 has an edge over 1. Any comments?

Vijay

From: dheeraj <dheeraj@iitk.email

Subject: Re: Trivandrum Rajdhani

Date: 26 Apr 1998 22:21:00 -0500


While we are talking about new "Rajdhani-style" trains,
let me indulge in one of my wishes.

I would very much like that there be a class of trains which have
the following services:

1. Sleeper class, besides AC classes.
2. Fully reserved. Not even waitlisted passengers are allowed
to board, just like Shatabdis and Rajdhanis.
3. Travels at a commercial speed of only marginally slower than Rajdhanis.
4. Few stops only.
5. Pantry car.

There can be a significant surcharge over the normal express trains.

I remember the days when superfast trains had no general compartments,
and they were quite rigid about non-reserved passengers in the train.
Of course, they allowed waitlisted passengers to board. But even then
travelling by 2nd class was enjoyable. There wasn't much overcrowding.

Perhaps the current superfast trains can be defined by "service"
as given instead of average commercial speed. So there is perhaps
no need to start new trains, but current superfast trains can
be upgraded, especially on those routes where is an alternate
train for those who want to travel but didn't get reservation.

-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: VIRAL DESAI <virald@giasbma.email

Subject: Re: Trivandrum Rajdhani

Date: 27 Apr 1998 09:07:00 -0500


>3) Gitanjali Exp. takes 33 hrs. 15 mts. from Howrah to Mumbai CST.
>
>Clearly, 1 and 2 are a viable alternative to the present Gitanjali Exp.
>Let's compare 1 and 2.
>1 is nearly 400 km. more than 2, so one would end up paying more for the
>trip. 1 covers more
>cities - Surat, Baroda, Kota, Kanpur and Agra whereas 2 includes Jabalpur.
>1 is the only direct service between Howrah and Kota/Ratlam whereas 2 only
>provides "additional" service. Seems to
>me that 2 has an edge over 1. Any comments?
>
>Vijay

hi pepole,
What about running the train(Rajdhani) on the Gitanjali Route ? surely the
speed can be increased so that it outruns the train via allahbad.Regarding
the itarasi -allahbad line is it single track or double? what about
bhusaval -nagpur-howrah.

Also some time back somebody had written that starting 15th August WR will
start 3rd Rajdhani dep.9 pm arr. 9 am in UP/DOWN directions.Is this for a
fact?
I see this highly improbable as this will a much better option for people
travelling on present Rajdhani & AKRajdhnai, as this train would start a
good 4 hrs. late and reach NDLS one hour before.

It will overtake both the present rajdhanis while going towards NDLS and AK
towards BCT!Imagine Rajdhani getting sidetrack on some small station and
this train passing by at full speed.surely a novel site.any comments!


Regards,
Viral

From: Shankar <shankie@emirates.email

Subject: Train Images 1

Date: 27 Apr 1998 07:54:00 -0500


<A HREF="http://www.xula.edu/~vbalasub/train1.html">http://www.xula.edu/~vbalasub/train1.html</A>

From: Pushkar Apte <apte@spdc.email

Subject: Re: Trivandrum Rajdhani

Date: 26 Apr 1998 17:06:00 -0500


I have a question here, harking back to something I remember hearing
in the media around the time the Rajdhanis and the SF trains like
Jammu-Tawi, Gitanjali, Corromondel etc. were started. I remmebr
reading an article saying that some tests showed that non-AC
compartments would be very uncomfortable at speeds greater than 110
kmph because of dust and other problems - so trains running at speeds
above 110 kmph could only be all AC. This rule of thumb certainly is
not violated on IR as of today... Is there some merit to this
argument? One sees people driving in convertibles in the US at speeds
way over 110 kmph - but then, the freeways do not have as much of a
dust problem, I guess. Just curious...

-Pushkar



> While we are talking about new "Rajdhani-style" trains,
> let me indulge in one of my wishes.
>
> I would very much like that there be a class of trains which have
> the following services:
>
> 1. Sleeper class, besides AC classes.
> 2. Fully reserved. Not even waitlisted passengers are allowed
> to board, just like Shatabdis and Rajdhanis.
> 3. Travels at a commercial speed of only marginally slower than Rajdhanis.
> 4. Few stops only.
> 5. Pantry car.
>
> There can be a significant surcharge over the normal express trains.
>
> I remember the days when superfast trains had no general compartments,
> and they were quite rigid about non-reserved passengers in the train.
> Of course, they allowed waitlisted passengers to board. But even then
> travelling by 2nd class was enjoyable. There wasn't much overcrowding.
>
> Perhaps the current superfast trains can be defined by "service"
> as given instead of average commercial speed. So there is perhaps
> no need to start new trains, but current superfast trains can
> be upgraded, especially on those routes where is an alternate
> train for those who want to travel but didn't get reservation.
>
> -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: sank <sank@telco.email

Subject: Re: Trivandrum Rajdhani

Date: 27 Apr 1998 18:23:00 -0500


> .......some tests showed that non-AC
> compartments would be very uncomfortable at speeds greater than 110
> kmph because of dust and other problems......

Well, I agree with this view. In fact even at speeds below 110 km/h
the threshold of discomfort is reached. Regarding your comment about
convertibles in the USA: it should be asked how FAR people travel in
open cars CONSTANTLY at 110 km/h+; and it has to be remembered that
a train is much noisier and throws up a lot of more dust than a car.

I shudder to think what would have happened if Mr George Fernandes,
during his tenure as Railway Minister, would have had his way when
he proposed to do away with all AC railway stock altogether........

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

From: vrlv <vrlv@bom4.email

Subject: email from Apurva Bahadur, Pune India

Date: 28 Apr 1998 04:37:00 -0500


Dear Indian Rail crazy junta,

My name is Apurva Bahadur from Pune, India. I am professionally an
electronic engineer and is very interested in Indian railways. One of
the products I manufacture is the engine control panel for the Diesel
Electric Multiple Unit trains using the Cummins India VT 1710 V12
engine.

Okay here are questions I have and would be glad to have your comments.

1. The longest distance train in India is widely believed to be the
Jammu - Kanya Kumari 6017/18 Himsagar Express. But apparently the
Trivandram Guwahati weekly Express beats the Himsagar by 40 kms as the
Himsagar takes the short cut via Jhakal Dhuri in Punjab. This needs to
be verified by actually calculating the total route kms of the various
sections of both the trains.
2. The newer WDM2 have the entry door moved from the left (in the short
hood) to the right. I also believe that the driving position has been
changed from the right of the loco to the left of the loco towards the
direction of travel. This is keeping in the view that the all the
electric locos and emus have driver sitting in the left hand position.
This must be helping the signal sighting and help in standardising of
training. The newer breed of DLW locos like WDG1 and WDP1 certainly
have reversed door positions. I saw the WDG1 last year in Bilaspur and
Singrauli and again at Katni and they sound much deeper and powerful
than the standard WDM2. Some of the WDG1 have a pathetically
‘streamlined’ short hood which make it look like the ‘Coronation Scot’
type steam loco. DLW should be told not to play with the chunky handsome
face of the WDM2. The short hood of the WGD1 is definitely longer than
the standard WDM2. The drivers look much satisfied !
3. The WCAM class locos found on the WR and now on the CR in and about
Mumbai have a single bar pantograph (for operation in the AC section
with higher voltage and lesser current) and a two bar pantograph for use
in the higher current DC section. But the current selection is done at
switch gear stage. I have seen WCAM1 shunt in Mumbai Central (MCT nee
BCT) with the single bar panto and the drivers said it can be done as
the current during shunting ‘light’ to ‘stable’ the ‘power’ is very
low. Can any body explain the correct working of the WCAM class of
locos - Sunder ? What happens if the wrong selection has been made at
the wrong time ?
4. Can we jointly compile a FAQ on the language and slang of the Indian
Railway ? Right !
5. Has a train bound for NE towards Igatpuri at Kalyan ever been
switched to the SE track towards Pune by mistake and vice versa ? The
talk on the footplate is that it happens many times , any confirmation ?

6. Can any body tell me why Cuduppah in Andhra Pradesh (between Gooty
and Renigunta) has the station code ‘HX’. Gooty is GY and Renigunta is
RU. The reason has to found out deep in the past history.
7. Which are the longest trains in India (24 -26 coaches) and the
heaviest goods ?
8. What are the steepest ghats in the country (we would like to believe
that the Bhor ghat or the Thull ghats must be). These are 1 in 33 in
some parts.
9. The news from Pune is that (Pune - Jammu Tawi) Jhelum Express
(1077/1078) and (Pune - Ahmedabad) Ahimsa Express (1095/1096) are
getting new (read air brake ?) rakes soon.

Lets Interact !


Apurva Bahadur

Tel: +91-212-333159 (Res)
personal email: iti@giaspn01.email

Office: RB Electronics
Tel: +91-212-324912/324828/323954 (fax)
office email: vrlv@bom4.email

Please send me email at both places so I can react fastest.

From: vrlv <vrlv@bom4.email

Subject: email from Apurva Bahadur, Pune India

Date: 28 Apr 1998 04:37:00 -0500


Dear Indian Rail crazy junta,

My name is Apurva Bahadur from Pune, India. I am professionally an
electronic engineer and is very interested in Indian railways. One of
the products I manufacture is the engine control panel for the Diesel
Electric Multiple Unit trains using the Cummins India VT 1710 V12
engine.

Okay here are questions I have and would be glad to have your comments.

1. The longest distance train in India is widely believed to be the
Jammu - Kanya Kumari 6017/18 Himsagar Express. But apparently the
Trivandram Guwahati weekly Express beats the Himsagar by 40 kms as the
Himsagar takes the short cut via Jhakal Dhuri in Punjab. This needs to
be verified by actually calculating the total route kms of the various
sections of both the trains.
2. The newer WDM2 have the entry door moved from the left (in the short
hood) to the right. I also believe that the driving position has been
changed from the right of the loco to the left of the loco towards the
direction of travel. This is keeping in the view that the all the
electric locos and emus have driver sitting in the left hand position.
This must be helping the signal sighting and help in standardising of
training. The newer breed of DLW locos like WDG1 and WDP1 certainly
have reversed door positions. I saw the WDG1 last year in Bilaspur and
Singrauli and again at Katni and they sound much deeper and powerful
than the standard WDM2. Some of the WDG1 have a pathetically
‘streamlined’ short hood which make it look like the ‘Coronation Scot’
type steam loco. DLW should be told not to play with the chunky handsome
face of the WDM2. The short hood of the WGD1 is definitely longer than
the standard WDM2. The drivers look much satisfied !
3. The WCAM class locos found on the WR and now on the CR in and about
Mumbai have a single bar pantograph (for operation in the AC section
with higher voltage and lesser current) and a two bar pantograph for use
in the higher current DC section. But the current selection is done at
switch gear stage. I have seen WCAM1 shunt in Mumbai Central (MCT nee
BCT) with the single bar panto and the drivers said it can be done as
the current during shunting ‘light’ to ‘stable’ the ‘power’ is very
low. Can any body explain the correct working of the WCAM class of
locos - Sunder ? What happens if the wrong selection has been made at
the wrong time ?
4. Can we jointly compile a FAQ on the language and slang of the Indian
Railway ? Right !
5. Has a train bound for NE towards Igatpuri at Kalyan ever been
switched to the SE track towards Pune by mistake and vice versa ? The
talk on the footplate is that it happens many times , any confirmation ?

6. Can any body tell me why Cuduppah in Andhra Pradesh (between Gooty
and Renigunta) has the station code ‘HX’. Gooty is GY and Renigunta is
RU. The reason has to found out deep in the past history.
7. Which are the longest trains in India (24 -26 coaches) and the
heaviest goods ?
8. What are the steepest ghats in the country (we would like to believe
that the Bhor ghat or the Thull ghats must be). These are 1 in 33 in
some parts.
9. The news from Pune is that (Pune - Jammu Tawi) Jhelum Express
(1077/1078) and (Pune - Ahmedabad) Ahimsa Express (1095/1096) are
getting new (read air brake ?) rakes soon.

Lets Interact !


Apurva Bahadur

Tel: +91-212-333159 (Res)
personal email: iti@giaspn01.email

Office: RB Electronics
Tel: +91-212-324912/324828/323954 (fax)
office email: vrlv@bom4.email

Please send me email at both places so I can react fastest.

From: Auroprem Kandaswami <kandaswa@apple.email

Subject: SR Gauge Conversion to boost industrial activity

Date: 27 Apr 1998 05:33:00 -0500


The Hindu
CHENNAI, April 26.

The Chennai-Tiruchi gauge conversion project, poised
for completion by June, will give a boost to industrial
activity in the State, especially in the drought-prone
districts of Villupuram and Perambalur.

The new BG line will bring a sea change both in passenger
and freight traffic of Southern Railway, providing an
alternative shorter route between Chennai and
Thiruvananthapuram.

One of the benefits expected to accrue from the new network
is a high-speed Shatabdi express between Madurai and Chennai.

The major beneficiary of the gauge conversion will be the
Villupuram-Perambalur belt. So far, this part of the State
has not attracted many industries, except a few cement plants.

Despite the high potential for many agro-based industries in
these two districts, entrepreneurs have been reluctant to start
units as movement of raw materials was the major problem for
them. The conversion would remove that irritant, giving a fillip
to the industry, according to the Southern Railway General
Manager, Mr.N. Krithivasan.

The gauge conversion would be a boon to the existing major
cement units in Kallakudi Palanganatham and Ariyalur as well
as the four cement units to come up soon on this route. At
present, these plants are getting their coal supply as well as
despatching the finished product by road. The new line, apart
from providing quick movement of coal and cement, would provide
a direct link to many upcountry markets, thereby boosting their
trade.

Substantial gauge conversion works are going on in Tamil Nadu,
the biggest being the Tambaram-Tiruchi chord line section, a
distance of about 310 km. After completion of Chennai- Tiruchi
section, the conversion of the Tiruchi-Dindigul section would be
taken up immediately.

The other conversion projects in the pipe line are Chengalpattu-
Arakkonam and Madurai-Rameswaram. The Southern Railway map
would look significantly different after these works were completed.
The passenger time tables would undergo drastic changes and there
would be new BG trains to Mumbai, Delhi, Howrah and Jammu from
Tiruchi and Madurai, by-passing Chennai.

Besides, the conversion would give an alternative route from
Thiruvananthapuram to Chennai relieving the congestion between
Erode and Jolarpet. The distance between Chennai and
Thiruvananthapuram would be shorter via Madurai and Tiruchi,
compared to the existing route via Ernakulam, Coimbatore and Salem.

Referring to the BG conversion work between Tiruchi and Tambaram,
Mr. Krithivasan said already ballast tamping work had started from
the Tiruchi end. Southern Railway wanted to complete the Dalmiapuram
and Tiruchi section and commence the freight traffic from June first
week.

So far, BG line to a length of about 180 km out of a total length
of 310 km was laid in different stretches and by the end of April
they would complete 270 km. While a parallel BG line was being laid
between Tambaram and Villupuram, the existing metre gauge line from
Villupuram to Tiruchi was being replaced. Eight new major bridges in
the Villupuram-Tiruchi section were being constructed 10 metres
away from the existing bridges, besides the new bridge coming up
across Palar near Chengalpattu.

In most of the places, the height of the new bridges had been
increased to avoid submersion of tracks due to floods. Pre-stressed
concrete slabs were used instead of conventional wooden sleeper and
the entire rails were being welded to provide a continuity that would
eliminate noise and improve the riding quality of the coaches.

Another major advantage for passengers in the new line is that the
travelling time would be considerably reduced and the carrying
capacity of the trains would be higher. The track has been designed
for
an average speed of 120 km which can be increased further, points out
Mr.P. Rajamoni, Chief Project Manager.

From: Paul Davies <8daviep1@uk.email

Subject:

Date: 27 Apr 1998 20:34:00 -0500


Hi everyone - I have just pulled this down from the Press Information Bureau.
Thought it may interest you. I hate
the term 'Toy Trains'. It looks like the end of steam in India is quite near.
It's a pity that there aren't any tourist railways
in India who are looking to buy these locos up. Correct me if I'm wrong, but I
get the impression that all of the branches
of the Indian railway system are very much a going concern. Therefore they are
still under the control of a central governing
body which is dedicated to modernisation / profit making. One of the good
things about the UK was a man called Dr. Beeching
who closed down a lot of our branch lines - ultimately allowing volunteers to
re-establish them as independant railway
companies and safe - havens for the country's remaining steam locos. Any
feedback? Anyone know of a MG line opened up
as an independant railway?

( URL = <A HREF="http://www.nic.in/India-Image/PIB/PIBR130597.html">http://www.nic.in/India-Image/PIB/PIBR130597.html</A> )


RAILWAYS PHASE OUT 122 BLACK BEAUTIES

The Railways phased out 122 steam locomotives during 1996-97. With this, only
75 steam locomotives are in
operation as on April 1,1997. Out of the 75 steam locos on Indian Railways,
three are on Central Railway, 15 on
Northeast Frontier Railway, 8 on Southern Railway and 49 on Western Railway.
During 1997-98, all the remaining
steam locomotives would be phased out completely except 15 narrow gauge steam
locomotives on Darjeeling Hill
Raiwlay and eight narrow gauge steam locos on Nilgiri Hill Railway. The steam
locos on Darjeeling Hill Railway and
Nilgiri Hill Railway connecting Ooty are intended to be phased out by 2000 A.D.
when these two narrow gauge
tourist toy trains would be upgraded with the introduction of diesel traction.
All the 122 steam locos phased out
during 1996-97 were metre guage steam locos and the remaining locos to be
phased out in the current year are also
metre gauge steam locos. The last broad gauge steam loco was phased out in 1994
itself. With the phasing out of
steam traction on Indian Railways, the Ministry of Railways has decided to
close down all steam sheds except in
Coonoor. The glorious era of steam locos popularly known as Black Beauties
which heralded industrial revolution in
the last century will also come to an end during the current year. Following a
policy decision in 1985, the Ministry of
Railways decided to phase out steam traction by the turn of the century in the
interest of economy, efficiency and
speed and replace it by more environmental friendly diesel traction.
Subsequently, the Government decided to
advance the phasing out of steam traction to 1997-98. An exception, however,
was made in respect of Darjeeling
Hill and Nilgiri Hill narrow gauge Railways where toy trains run for tourists
for their visual delight.

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)

From: Apurva Bahadur <iti@giaspn01.email

Subject: Re:

Date: 28 Apr 1998 08:14:00 -0500


Toy trains is a very unfortunate term. These trains do a very real duty and work
very hard. There are no 'tourist only' railways in the india except the Palace on
wheels & the Royal Orient and the the like
Apurva Bahadur
iti@giaspn01.email

Paul Davies wrote:

> Hi everyone - I have just pulled this down from the Press Information Bureau.
> Thought it may interest you. I hate
> the term 'Toy Trains'. It looks like the end of steam in India is quite near.
> It's a pity that there aren't any tourist railways
> in India who are looking to buy these locos up. Correct me if I'm wrong, but I
> get the impression that all of the branches
> of the Indian railway system are very much a going concern. Therefore they are
> still under the control of a central governing
> body which is dedicated to modernisation / profit making. One of the good
> things about the UK was a man called Dr. Beeching
> who closed down a lot of our branch lines - ultimately allowing volunteers to
> re-establish them as independant railway
> companies and safe - havens for the country's remaining steam locos. Any
> feedback? Anyone know of a MG line opened up
> as an independant railway?
>
> ( URL = <A HREF="http://www.nic.in/India-Image/PIB/PIBR130597.html">http://www.nic.in/India-Image/PIB/PIBR130597.html</A> )
>
> RAILWAYS PHASE OUT 122 BLACK BEAUTIES
>
> The Railways phased out 122 steam locomotives during 1996-97. With this, only
> 75 steam locomotives are in
> operation as on April 1,1997. Out of the 75 steam locos on Indian Railways,
> three are on Central Railway, 15 on
> Northeast Frontier Railway, 8 on Southern Railway and 49 on Western Railway.
> During 1997-98, all the remaining
> steam locomotives would be phased out completely except 15 narrow gauge steam
> locomotives on Darjeeling Hill
> Raiwlay and eight narrow gauge steam locos on Nilgiri Hill Railway. The steam
> locos on Darjeeling Hill Railway and
> Nilgiri Hill Railway connecting Ooty are intended to be phased out by 2000 A.D.
> when these two narrow gauge
> tourist toy trains would be upgraded with the introduction of diesel traction.
> All the 122 steam locos phased out
> during 1996-97 were metre guage steam locos and the remaining locos to be
> phased out in the current year are also
> metre gauge steam locos. The last broad gauge steam loco was phased out in 1994
> itself. With the phasing out of
> steam traction on Indian Railways, the Ministry of Railways has decided to
> close down all steam sheds except in
> Coonoor. The glorious era of steam locos popularly known as Black Beauties
> which heralded industrial revolution in
> the last century will also come to an end during the current year. Following a
> policy decision in 1985, the Ministry of
> Railways decided to phase out steam traction by the turn of the century in the
> interest of economy, efficiency and
> speed and replace it by more environmental friendly diesel traction.
> Subsequently, the Government decided to
> advance the phasing out of steam traction to 1997-98. An exception, however,
> was made in respect of Darjeeling
> Hill and Nilgiri Hill narrow gauge Railways where toy trains run for tourists
> for their visual delight.
>
> 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)

From: Apurva Bahadur <iti@giaspn01.email

Subject: Re: FREE News Letter WIN $100

Date: 28 Apr 1998 08:16:00 -0500


Definately NO, this is a Indian Railway forum, and only that should be
discussed.
Apurva Bahadur
iti@giaspn01.email

Riyaj Shaik wrote:

> I just thought this may be of interest to the group, even though it is not
> related to railways.
>
> Subscribe to a FREE monthly news letter on internet, tips, tricks,
> pointer, web promotion, e-commerce, web databases, making money with a web
> site, etc and WIN $100. go to
> <A HREF="http://www.resoluteinc.com/cyberonline/">http://www.resoluteinc.com/cyberonline/</A>

From: Prakash Tendulkar <prakash@us.email

Subject:

Date: 27 Apr 1998 18:24:00 -0500


>3. The WCAM class locos found on the WR and now on the CR in and about
>Mumbai have a single bar pantograph (for operation in the AC section
>with higher voltage and lesser current) and a two bar pantograph for use
>in the higher current DC section. But the current selection is done at
>switch gear stage. I have seen WCAM1 shunt in Mumbai Central (MCT nee
>BCT) with the single bar panto and the drivers said it can be done as
>the current during shunting "light" to stable the power is very
>low. Can any body explain the correct working of the WCAM class of
>locos - Sunder ?

Apurva,

WCAM1 has a selector on the right most side of horizontal control
panel for selecting pantograph. It has four positions, DC, AC, DC-
ALT and AC-ALT. In DC and AC-ALT mode, pantograph with two
collector shoes is raised; in AC and DC-ALT, pantograph with one
collector shoe is raised. It should be noted that ALT mode also
switches the circuitry to appropriate voltage.

In real life, driver rarely gets a chance to see which pantograph
is up; all he knows is the position of selector switch. I have
seen cases where loco shed as replaced damaged original pantograph
to another type due to un-availability of right part.
Nevertheless, it is okay to run loco hauling a goods train with
DC-ALT pantograph raised.

The only time, the driver has to raise or lower pantograph, when
locomotive is in motion is, the changeover point a few kilometer
north of Virar. It is also known as dead zone because there is one
structure length of wire with no voltage in it. (actually 3
structure length but the first and 3rd structure also has a wire
with live voltage.) One kilometer before this dead zone, a sign
alerts driver with "1000 meters" warning followed by another at
"500 meters" and "dead zone". Going from Mumbai towards Dahanu,
the driver shuts the loco off, lowers the DC pantograph and waits
for 3rd structure where AC section begins. At this point, he
raises AC pantograph. After about 30 seconds, his voltmeter shows
25 KV and he restarts the traction equipment.

In AC section, when the phase of overhead line changes, similar
process is executed, except that the pantograph is not lowered.

>What happens if the wrong selection has been made at
>the wrong time ?

He will blow fusible link located near pantograph, will have to
raise appropriate ALT pantograph and receive suspension order. No
further damage is possible because the only equipment that is live
when pantograph is raised is Voltmeter. All others like
compressor, exhauster, motor-generator have to be switched on
manually.

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

From: sank <sank@telco.email

Subject: Re:

Date: 28 Apr 1998 18:37:00 -0500


> Hi Paul!
> Just a clarification, the Darjeeling Himalayan Railway is a narrow gauge
> concern of 2 feet, but the OOty Nilgiri Railway is a metre gauge railway
> and cannot be reffered to as Narrow Gauge or toy train!
> Reagrds,
> Bharat Vohra

Meter gauge (and 3'6" gauge in the USA) has been referred to as
"narrow gauge" in many countries: those which already have a "broad"
(> 4'8.5") or a "standard" gauge (4'8.5") as the main railway gauge. In
countries like Japan or South Africa, where the 3'6" gauge is dominant,
it is called the "standard" gauge. What I see is that the "narrow gauge"
definition is globally given to lines which are below 4'8.5" AND located
in industrial, recreational or mountain settings, with minimal
signalling.

In India, meter gauge enjoys a "definition" of its own as it has formed
a major network by itself. The term "narrow gauge" refers officially, in
India, to lines which are 2' or 2'6" in gauge, regardless of location.

So I can understand when foreign rail enthusiasts define the Niligiri
Railway as a "narrow gauge" line, because it would be so according to
their definition, but Indians would see it as a meter gauge line.
So, in a sense, Paul and Protip are both correct.

Just another example of how terminology varies all over the world,
making railways still more interesting to us all !!

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

The content of the individual messages displayed here is subject to copyright by the original authors and may not be reproduced outside the context of IRFCA without permission.
Note: This site is not officially affiliated with Indian Railways! The official web site of Indian Railways is: http://www.indianrailways.gov.in
Site contact: webmaster@irfca.org
Copyright © 2010, IRFCA.org. About IRFCA  Contact Us  Search this site  Site Map  Links   Acknowledgements  Legal Information & Disclaimers