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From: Apurva Bahadur <>

Subject: Re: Dhaka Ajmer train ? International train lovers - rejoice !

Date: 03 Oct 1998 01:32:52 -0500


>
>
> >and 970719708 Bandra Terminus-Jaipur Express as "Aravati Express.
>
> IMHO, a typo. Should be the Aravali Exp. Started as the MG Jayanti
> Janata Exp. between ADI and Delhi via Ringas chord and later renamed
to
> Aravali Exp.

No this is not a typo - the paper (TOI) mentions the name of the train
as
Aravati and not Aravali, but I suspect the base copy itself is wrong

Apurva

From: Apurva Bahadur <>

Subject: Re: IR Power generation summary: first pass

Date: 03 Oct 1998 02:51:07 -0500


> NON RAJDHANI/SHATABDI TRAINS:
>
> Individual coaches are powered by axle-driven generators, which
> operate as: mechanical motion of the train wheels -> powers a DC
> dynamo ->

Dynamo only for very old rakes - it is most likely a brushless
alternator
with a solid state controller in all the newer coaches

> charges storage batteries -> powers lights and fans @
> 24V. (Apurva, did you indicate 48V/110V DC ? )

Older coaches were 48 VDC while all the newer (all types) coaches are
110
VDC

> For powering air-conditioned coaches, an alternator is needed to
> convert the 110V DC output of the batteries to 3-phase 415V AC to
> power the air-conditioner.

The 415 VAC three phase is a requirement only of the newly introduced
roof
mounted AC units - the roof mounted types can be found in some of the
newer 2 tier as well as all of the 3 tier AC coaches. The older AC
coaches
had DC motors working off 110 VDC.

> Questions:
>
> (a) There must be a way of charging these batteries while the
> train is resting in the yard - or else the rake will never have power
> when it is brought in @ the originating station. How is this done?

All the washing sidings and other sidings have a post which has current
available for charging the stationary coaches. But if I understand
correctly, a well run coach will not require static charging - like a
car
which is in good running order will require no external charging. But
then
the coach batteries do not start an engine do they ? So a slightly low
battery is tolerated. Note that the AC attendant rush to shut off their
compressors and later the fan coil units in the event of a unscheduled
halt for more than say 20 minutes. I saw this action when an overhead
cable snapped and the 1029 Dn Pune - Howrah Azad Hind Express I was
travelling on ground to a halt at small station after Bilaspur (MP).
Fortunately the train got a clear line after around two hours and before
the 2 tier AC coach got very stuffy due to the lack of ventilation.

> (b) If axle driven generators are inefficient, as many have pointed
> out, it would seem that using these to drive the high-voltage
> Airconditioned coaches must be a remarkably inefficient operation -
> comments? data?

Axle driven generators seem to be efficient at low / medium speeds of
the
IR, the answer seems to be in the maintenance that the batteries demand
rather than the axle mounted generator itself. As the train speeds up,
the
hotel loads increase and the rake is more of less permanent, a genset
is
better idea.

> (c) What percentage (even wildly approximate) of IR trains have the
> more efficient AC alternators vs DC dynamos?

DC dynamos are virtually extinct - I remember a news item in the Indian
Railway mag that all the new coaches will have 110 V lighting system
and
all coaches for overhaul will have brushless alternators for 110 V
retrofitted. So its is only a matter of time that all coaches will have
brushless alternators.

> RAJDHANI/SHATABDI TRAINS:
>
> The generator in the "power car" generates 3-phase 415V AC power,
> which is then distributed across the train.

The voltage is not 415 V but higher (around 750 VAC as per my Cummins
India source). I just talked to him on the phone while I was typing
this
reply. 750 VAC three phase is the maximum permissible voltage for LT
(low
tension) transmission. Each coach (of non self generating type) has a
distribution transformer in the bulkhead (I did not know this !) which
converts 750 VAC three phase to 250 VAC three phase. This 250 VAC is
consumed within the coach by various loads. 750 VAC is the compromise
between a safe (!) transmission voltage vs small alternator size. I
believe each Rajdhani power car has two Cummins K6 engine with a 300 KVA
output, only one engine runs and the other is a standby. More details
will be available soon.

> Questions:
>
> What are the factors in choosing the number of coaches to be serviced
> by a generator car? I am guessing too few would be cost inefficient,
> while too many may be out either due to capacity constraints or line
> losses in transmission. Are there any studies or data of this
> trade-off? Especially in the context of the comparitive efficiency of
> axle-generators. (Gets back to my orig. question starting the thread).

More details will be available soon

> EMUs/MEMUs/DEMUs
>
> Mumbai EMUs take power from the overhead 1500V DC line, use a motor
> generator to convert it to 110V AC for powering lights and fans.
> Lights and fans are also powered in some cases (e.g. DMUs) by
> auxilliary generators in the locomotive.

The ICF DMU has a belt driven (from the Cummins VTA 1710 engine) for 110
V
lighting purpose. This is distinct from main traction alternator (600
VDC)
and 24 VDC generator for the engine starting batteries.

> Diesel electrics generate
> power @ 600V DC which is difficult to distribute.

This 600 V DC is used only for traction and never for lighting etc. The
WDM 2 has 72 VDC engine starting and lighting + control batteries

> QUESTION: How do MEMUs (EMUs running on 25 kV AC electrified lines)
> power their lights and fans? Do they use a motor generator as well?

This is an interesting point. MEMUs must be using a MG set somewhere. As
far as AC locos are concerned there is a tap in the 25 KV traction
transformer for lighting including head light. As you are probably
aware, there are dead sections between jurisdiction of two substations.
The loco pass these sections with their pantos lowered, thus
extinguishing
the head light, so by a new development of RDSO the headlight has run
off
an inverter which keeps the headlight on in the dead sections.
Something
is not right about this story - why not simply run the headlight off
the
battery in the first place and then charge the battery off the
transformer
tap ?

Apurva

From: Apurva Bahadur <>

Subject: Re: IR Power generation summary: first pass

Date: 03 Oct 1998 06:02:53 -0500


>
>
> Does MEMU stand for "Modified" EMUs? If yes, 3000V DC EMUs from
Calcutta
> (MAN stock) were transferred to WR when 25 KV AC EMUs were introduced
> on that line.

The MEMU is 'Main line EMU' which will be the stopping passenger trains
of
the future on all electrified routes. They have standard width (10'8")
vs
(12" of a 'normal' Mumbai /Delhi / Chennai or Calcutta EMU) so that they
can
go anywhere.
The extra width of a Mumbai style EMU means that it cannot be taken
south of
Pune - even upto the Wadia college bridge (just a few hundred meters
down
the Daund road) - the body of the EMU would foul the pillars of the
bridge.
The MEMU also has normal width doors with steps to allow access in those
really rural stops. They are being listed in increasing quantity in the
new
WR and NR time tables.
I remember seeing a Howrah - Asansol (quite a distance) EMU at
Bardhaman.
The journey must be a full day affair. MEMUs have a terrific
acceleration
and braking so they can work on the fast trunks as stopping passengers
without upsetting the non stopping mail / expresses using the same rail
lines.
MEMU's are through vestibules (to the best of my knowledge) but lack
toilets.

Apurva

From: Larry Russell <>

Subject: Re:

Date: 03 Oct 1998 10:06:52 -0500


>There were a few postings about running trains between
>India and Pakistan.
>
>This morning, a friend of mine, who knows that I am a
>Railfan and would jump at any news related to IR, sent
>me a URL that has been pasted at the end. The article says:
>
>"In the 1965 war, Pakistan has stolen 12 railway engines and
>60 cargo coaches of the Indian Railways. There was direct
>train service then, and the trains which went in Pakistan
>before the outbreak of war, were never returned by Pakistan."
>
>Normally, I would not pay much attention to unsubstantiated
>claims. I looked at Indian Locomotives Part 4 by Hugh Hughes
>to see if there is any reference. Under Pakistan Railway,
>page 90, there is atleast one WDM2 that belonged to India and
>has been re-numbered 3770 by Pakistan Railways.

Does anyone know what the IR number was for this engine?
Larry

From: Shankar <>

Subject: Re: IR Power generation summary: first pass

Date: 03 Oct 1998 10:09:07 -0500


HARDLY.
HOWRAH ASANSOL IS BARELY FOUR HOURS BY EXPRESS TRAIN:
HOWRAH-BANDEL-BURDWAN (now Bardhamman)-DURGAPUR-ASANSOL.
Best regards.
SHANKAR



Apurva Bahadur wrote:
>
> >
> >
> > Does MEMU stand for "Modified" EMUs? If yes, 3000V DC EMUs from
Calcutta
> > (MAN stock) were transferred to WR when 25 KV AC EMUs were
introduced
> > on that line.
>
> The MEMU is 'Main line EMU' which will be the stopping passenger
trains of
> the future on all electrified routes. They have standard width (10'8")
vs
> (12" of a 'normal' Mumbai /Delhi / Chennai or Calcutta EMU) so that
they can
> go anywhere.
> The extra width of a Mumbai style EMU means that it cannot be taken
south of
> Pune - even upto the Wadia college bridge (just a few hundred meters
down
> the Daund road) - the body of the EMU would foul the pillars of the
bridge.
> The MEMU also has normal width doors with steps to allow access in
those
> really rural stops. They are being listed in increasing quantity in
the new
> WR and NR time tables.
> I remember seeing a Howrah - Asansol (quite a distance) EMU at
Bardhaman.
> The journey must be a full day affair. MEMUs have a terrific
acceleration
> and braking so they can work on the fast trunks as stopping passengers
> without upsetting the non stopping mail / expresses using the same
rail
> lines.
> MEMU's are through vestibules (to the best of my knowledge) but lack
> toilets.
>
> Apurva

From: Peter Mosse <>

Subject: Early BB&CIR Material

Date: 03 Oct 1998 18:25:17 -0500


I have come across two items which are outside the realm of my
collecting
interest, but might appeal to someone on the list:

1. A copy of the BB&CIR Act of 1898, published by HM Government,
London;
only 3 pages and a little grubby with age.

2. A copy of the BB&CIR Act of 1906, again published by HM
Government,
London; this runs to 28 pages and is in better condition.

Cost would be $12.50 for item 1 and $27.50 for item 2, including postage
in
US. Additional postage at cost if to be sent outside the US.

Please email me off list if interested.

Peter Mosse

From: D.G.Goswami <>

Subject: CAtrain

Date: 04 Oct 1998 06:58:02 -0500


Hi Vijay,
I don't have your personal e-address so I had to use the club
address to
reach you. I am interested in computer games.Could tell me from where
can I
get the CATrain software ? Also what about Sid Mier's RAILROAD TYCOON
.Is
it worth purchasing? If yes , then from where can I get it?

Chinmay Goswami

From: D.G.Goswami <>

Subject: engine change

Date: 04 Oct 1998 07:11:35 -0500


Hi folks,
I am a bit confused.On The Bombay-Bhusawal section of CR trains
hauled by
DC locos from Bombay switch to AC locos at Igatpuri.The AC loco at
Igatpuri
hauls the train from the very place where the DC loco left it.Now how
can
both AC & DC locos operate from the same place?If Igatpuri has DC
traction
how do AC locos bring in Up trains.If it has AC traction how do DC locos
take Down trains till Igatpuri.?I am a bit confused bcoz on WR all
Bombay
bound trains have dual voltage locos.But on the CR trains either are DC
or
AC locos.(baring trains pulled by WCAM3s).Please help me clear the
confusion.

Chinmay Goswami.

From: Sankaran Kumar <>

Subject: SR Timetable..Howrah-Tiruchi and Kurla Coimbatore expresses

Date: 04 Oct 1998 17:34:51 -0500







>The Howrah-Tiruchi Express (once it is introduced) will stop at
>Chennai Egmore, Mambalam, and Tambaram.
>No other stops between Tambaram and Tiruchi? How about Villupuram and
>Vriddhachalam?
>
6803/4 Howrah-Tiruchi Express: Dep Howrah (Tu,Th,Su) 1510, Arr Chennai
Egmore 2010 (next day) Dep 2025 Arr Tiruchi 0410; Dep Tiruchi (Tu,F,Su)
1445 Arr Chennai Egmore 2240 Dep 2255 Arr Howrah 0430 (3rd day). To be
introduced approx. Nov. Halts No info until Visakhapatnam, (abstract),
Visakhapatnam, Rajahmundry, Vijayawada, no halt info until Gudur, no
halt at Gudur, Chennai Egmore, Mambalam (only towards Howrah), Tambaram,

Chengalpattu, Villupuram, Vriddhachalam, Ariyalur and Srirangam.


>
>Does the timetable show the extended Kurla-Coimbatore Exp.? What are
>its halts between Bangalore City and Coimbatore?

Bangalore Cantt., Hosur, Dharmapuri, Salem, Erode and Tiruppur.
Arr 2205 Dep B'lore City 2300, Arr Coimbatore 0720, Dep Coimbatore 0430
Arr SBC 1150, Dep 1210.

Vijay: Answers to GT and TN later.
Kumar
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>>
>
>
>______________________________________________________
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>


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From: Sankaran Kumar <>

Subject: SR Time Table....GT,TN, and Kerala Expresses speeding up.

Date: 04 Oct 1998 18:04:29 -0500


The Grand Trunk, Tamil Nadu, and Kerala Expresses have been speeded up.

Following are the new timings.

2615/2616 New Delhi- Chennai Central Grand Trunk Express. Dep New Delhi

1840 Arr Chennai 0610 (reduction of 50 minutes); Dep Chennai 2300 Arr
New Delhi 1145 (reduction of 45 minutes).

2621/2622 New Delhi-Chennai Central Tamil Nadu Express. Dep New Delhi
2230 Arr Chennai 0655 (reduction of 55 minutes); Dep Chennai 2200 Arr
New Delhi 0710 (reduction of 25 minutes).

2625/2626 New Delhi-Trivandrum Kerala Express. Dep New Delhi 1130 Arr
Trivandrum Central 1555 (reduction of 55 minutes); Dep Trivandrum 1100
Arr New Delhi 1520 (reduction of 75 minutes).

Vijay will be pleased to note that the AK Rajdhani still overtakes the
GT between Mathura and Nizammuddin. AK Raj Mathura Dep 0852 Nizammuddin

Arr 1055; GT Mathura Dep 0835 Nizammuddin Arr 1125.

The GT now overtakes the Chennai Howrah Mail between Chennai and
Vijayawada. Mail Dep Chennai 2230 Arr Vijayawada 0610, GT Dep Chennai
2300 Arr Vijayawada 0525.

More on the SR Timetabla later......

Kumar

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From: John Hinson <>

Subject: Re: CAtrain

Date: 05 Oct 1998 03:33:35 -0500


You can download an enormous (in terms of megabites) free demo version
of
Railroad Tycoon at
<A HREF="http://www.download.com/DD/dl/0%2C302%2C0-0908-1-031%2C00.html">http://www.download.com/DD/dl/0%2C302%2C0-0908-1-031%2C00.html</A>

Thats the best way to see if you like it or not . . .

John Hinson



At 14:58 4.10.98 , Chinmay Goswami wrote:
> Also what about Sid Mier's RAILROAD TYCOON .Is
>it worth purchasing? If yes , then from where can I get it?

From: John Hinson <>

Subject: Indian signalling instruments

Date: 05 Oct 1998 03:36:08 -0500


Sorry - I quoted the wrong URL in my last message.

The web page showing the Single Line signalling instruments is at
<A HREF="http://trainweb.com/signalbox/branches/ab/single.htm">http://trainweb.com/signalbox/branches/ab/single.htm</A>

I apologise to anybody whose time was wasted.

John Hinson
________||_
/ \ at
/_____________\
|___________| The Signal Box
| | | | |
|__|__|__|__| <A HREF="http://trainweb.com/signalbox/">http://trainweb.com/signalbox/</A>
/| |
//| ===== |
// | |
|/ |_ _ _ _ |
--- o ---

From: Apurva Bahadur <>

Subject: Indian Railway mag

Date: 05 Oct 1998 05:33:49 -0500


Hi Gang !

The May 1998 issue of the Indian Railway mag has arrived in late Sept
1998 - High time guys !
I am including a scan of the index page just to give you an idea of the
stuff this mag contains. I am also thinking to scan one article and
upload it for all of you to see. Any specific from the ones listed below
? Perhaps the article on the Golden Rock workshop ?

Actually the content page is incomplete, there are many more interesting
topics such as Kurla Mangalore SF express flagged off, Doubling of Diva
Panvel section completed, MEMU train flagged off between Baidyanathdham
and Jasidih, integrated Microwave Control Communication system on Howrah
- Khana main and chord line, WDM 2 engine maintenance shed at
Beliaghata, Mysore Hasan BG line inaugurated, Route relay interlocking
at Secunderabad Station inaugurated, Widest footbridge at Dadar
inaugurated, Minister inspects DLW, Minister flags off 7500th coach at
RCF etc.

You too can get this gem of a mag by writing to SC Saxena, Business
Manager, 'Indian Railways' Room 311, Rail Bhavan, New Delhi 110 001,
tel: 91-11-3382531, or 3303665 Fax 91-11-3384481. The editor is Manohar
D Banerjee, 'India Railways' Room no 411, Rail Bhavan, New Delhi 110
001, tel: 91-11-3383540, Fax 91-11-3384481 for any editorial
correspondence. The annual subscription is Rs 50 in India (Rs. 45 for
railwaymen) and Rs 300 for sea mail abroad and Rs. 700 for air mail
abroad.
The delivery of the issue (or even production of an issue is not
guaranteed).

Apurva

From: Vijay Balasubramanian <>

Subject: Re: IR Power generation summary: first pass

Date: 05 Oct 1998 06:48:36 -0500


>somewhere. As
>far as AC locos are concerned there is a tap in the 25 KV traction
>transformer for lighting including head light. As you are probably
>aware, there are dead sections between jurisdiction of two substations.
>The loco pass these sections with their pantos lowered, thus
extinguishing
>the head light, so by a new development of RDSO the headlight has

That's not really true! I have traveled on AC locos. on three separate
occasions and the panto lever was never touched. All they simply do is
to cut off power to the traction motors while passing through neutral
sections.

Vijay

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From: Vijay Balasubramanian <>

Subject: Re: engine change

Date: 05 Oct 1998 07:13:54 -0500


>Hi folks,
> I am a bit confused.On The Bombay-Bhusawal section of CR trains
hauled
by
>DC locos from Bombay switch to AC locos at Igatpuri.The AC loco at
Igatpuri
>hauls the train from the very place where the DC loco left it.Now how
can
>both AC & DC locos operate from the same place?If Igatpuri has DC
traction
>how do AC locos bring in Up trains.If it has AC traction how do DC
locos
>take Down trains till Igatpuri.?I am a bit confused bcoz on WR all

As far as I can recall, there are two contact wires for a small portion
of the track which can be isolated from the main circuit(s). Let's say
a train comes in from Kasara headed by a DC loco. One of the wires
carries a DC current and the other is neutral. As soon as the DC loco.
gets decoupled, it branches off the main track onto the adjoining one;
the DC contact wire follows the same path. Then the 1st wire is
isolated, the 2nd gets energized with 25 kv AC and along comes the AC
loco. on the main track itself.

Any modifications to this welcome!!

Vijay



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From: Vijay Balasubramanian <>

Subject: Re: Indian Railway mag

Date: 05 Oct 1998 07:20:41 -0500



>Hi Gang !
>
>The May 1998 issue of the Indian Railway mag has arrived in late Sept
>1998 - High time guys !
>I am including a scan of the index page just to give you an idea of the
>stuff this mag contains. I am also thinking to scan one article and
>upload it for all of you to see. Any specific from the ones listed
below
>? Perhaps the article on the Golden Rock workshop ?

If you look into the Eastern Railway section, there are a couple of
photos which shows my uncle, Mr. S. Ramanathan, who is the GM of ER.
I am hoping to make a trip to India this coming summer and ride on his
coach from, say, Howrah to Mughalsarai. I found out that he has email
access as well. Let's see when I can make him a member of IRFCA.

>You too can get this gem of a mag by writing to SC Saxena, Business
>Manager, 'Indian Railways' Room 311, Rail Bhavan, New Delhi 110 001,
>tel: 91-11-3382531, or 3303665 Fax 91-11-3384481. The editor is Manohar
>D Banerjee, 'India Railways' Room no 411, Rail Bhavan, New Delhi 110
>001, tel: 91-11-3383540, Fax 91-11-3384481 for any editorial
>correspondence. The annual subscription is Rs 50 in India (Rs. 45 for
>railwaymen) and Rs 300 for sea mail abroad and Rs. 700 for air mail
>abroad.
>The delivery of the issue (or even production of an issue is not
>guaranteed).

I can personally attest to that :-(. I have even ended up phoning the
Business Manager in Delhi to track down missing issues.

Vijay

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From: Vijay Balasubramanian <>

Subject: Re: IR Power generation summary: first pass

Date: 05 Oct 1998 07:38:03 -0500


>transformer for lighting including head light. As you are probably
>aware, there are dead sections between jurisdiction of two
>substations.
>The loco pass these sections with their pantos lowered, thus
>extinguishing
>the head light, so by a new development of RDSO the headlight has

I am afraid that's not quite true. I have traveled on three separate
occasions on an AC loco. and have never seen the panto lever being
touched. They simply cut off power to the traction motors while the
loco. is in a neutral section.

Vijay


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From: Pushkar Apte <>

Subject: This n that

Date: 05 Oct 1998 08:03:54 -0500


Apurva, thanks for your detailed explanation of the power-generation
conundrum - I think all of us are much enlightened (pun unintended :-)).

Some thoughts on the new trains that have been introduced to
Allahabad/Varanasi from Mumbai over the past few years. There are two
trains now that follow highly illogical routes -> (1) the
Mumbai-Allahabad Exp via Jhansi-Banda and (2) this new Varanasi Exp via
Bhopal-Katni. Each is 3-5 hours slower than it would have been via
Itarsi-Jabalpur. To what end? Certainly it is no convenience for
Mumbai-Allahabad/Varanasi passengers. As far as I can tell, the only
new connections to Mumbai are Banda, Saugor and Damoh. These are not
major stations that merit a full train, and I am sure they could be
served by sectional coaches and/or quotas and connections from Manikpur
and Bina/Katni. If the pupose is to serve the Bhopal-Allahabad/Varanasi
route, then just have a train originating from Bhopal - why drag two all
the way from Mumbai? Any other speculations on why anybody dreamed up
these trains? These two trains get my award for "Dumb and Dumber"! Any
competitors?

-Pushkar
-------

From: Pushkar Apte <>

Subject: News

Date: 05 Oct 1998 08:18:01 -0500



INDIAN EXPRESS FRONT PAGE
Monday, October 5, 1998
Express Rly issues discussed with minister
Latest News EXPRESS NEWS SERVICE

EIW VADODARA, Oct 4: Various issues pertaining to
[Image] development of Vadodara division of the
Western railways, railway station and Gujarat
Market Electricity Board were discussed with Union
Indicators Railways Minister Nitish Kumar during his
[Image] brief visit here on Sunday morning.
Screen
[Image] Several senior officials of the railways and
the GEB who held a meeting with Kumar, agreed
Celebrity Chat to further strengthen communication between
[Image] themselves as the most of the coal required
Express for thermal power station was transported
Computers from Madhya Pradesh and Bihar by rail.
[Image]
Express Power They expressed concern over the facts
[Image] pertaining to increasing financial losses due
to recent decrease in rail traffic and
Letters deliberated upon ways to prevent it.
[Image]
Advertisers It was, however, also categorically
Forum highlighted at the meeting that the GEB did
[Image] not require more wagons for coal
[Image] transportation, as they had adequate stock
Express Careers for the time being. This was a more
[Image] appropriate step because overhauling and
maintenance of several power stations in
Business Forum State had been undertaken in the past which
[Image] had resulted in reduced consumption of coal.
Match Maker
[Image] Earlier, led by member of Parliament Jayaben
Thakkar, a delegation of the local unit of
Express Bharatiya Janata Party also called on Kumar
Properties and submitted a memorandum to him urging to
[Image] develop and upgrade the railway station as
Palki - Travel well as rail traffic.
& Tours
[Image] Mayor Bharatiben Vyas in her meeting with
Information Kumar said that the Vishwamitri railway
Technology station needed to be developed as a satellite
[Image] terminal on the lines of Maninagar at
Ahmedabad so as to reduce the traffic at
Astrosurf Vadodara station. She urged the minister to
[Image] initiate a step in the context, a release
Eco-India said.
[Image]
Dr Know Earlier in the morning, Kumar was welcomed by
[Image] several senior officials from different
departments and public representatives here
Morning Digest at the railway station. He was accompanied by
[Image] V K Agrawal, Railway Board chairman, Shanti
Express Narayan, member, Railway Board, (Traffic) and
Greeting Vasu Devan, Finance Commissioner, according
[Image] to an official release.

From: Vijay Balasubramanian <>

Subject: Re: This n that

Date: 05 Oct 1998 09:26:19 -0500



>
>Some thoughts on the new trains that have been introduced to
>Allahabad/Varanasi from Mumbai over the past few years. There are two
>trains now that follow highly illogical routes -> (1) the
>Mumbai-Allahabad Exp via Jhansi-Banda and (2) this new Varanasi Exp via
>Bhopal-Katni. Each is 3-5 hours slower than it would have been via
>Itarsi-Jabalpur. To what end? Certainly it is no convenience for
>Mumbai-Allahabad/Varanasi passengers. As far as I can tell, the only
>new connections to Mumbai are Banda, Saugor and Damoh. These are not
>major stations that merit a full train, and I am sure they could be
>served by sectional coaches and/or quotas and connections from Manikpur
>and Bina/Katni. If the pupose is to serve the
Bhopal-Allahabad/Varanasi
>route, then just have a train originating from Bhopal - why drag two
all
>the way from Mumbai? Any other speculations on why anybody dreamed up
>these trains? These two trains get my award for "Dumb and Dumber"!
Any
>competitors?
>

I agree with you. Sectional coaches could have connected Mumbai with
Saugor, Damoh, Banda, Harpalpur, etc. and a
Varanasi-Allahabad-Katna-Bina-Bhopal Exp. would have taken care of the
rest. Moreover, the Bundelkhand Exp. already connects
Varanasi/Allahabad with Harpalpur and Banda.

These two trains can at best be considered as back-up services for
Mumbai-Allahabad/Varanasi commuters. Or one can regard them as a
combination of two trains - one connecting Mumbai with
Bhopal,Bina,Jhansi,Banda-Harpalpur/Saugor-Damoh and the other providing
connections to Allahabad/Varanasi.

BTW, why hasn't any Mumbai-Tiruvananthapuram Exp. been introduced via

Konkan rly. yet? One has to still rely on the circuitous
Mumbai-Kanyakumari/T'puram Exps.

Vijay

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