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From: Balasubramanian, Vijay <>

Subject: Re: Tidbits from early IR issues

Date: 05 Nov 1998 05:53:31 -0500


>
> > -New Italian-made EMU introduced on Madras Beach-Tambaram.
> > Photo shows the rake with a double panto.
>
> That's (double panto) very interesting. All the EMUs intorduced
> in early 50s on WR and CR had 4 coaches, two motor-coaches with
> driving cabs, two trailer coaches. Each train had two units.
> Motorcoaches had only one panto each. Stock came from UK, Italy
> and Japan with identical specifications.
>
Just to clarify, what I meant by a double panto. was one panto. that
has arms coming from both the sides (as opposed to a single-arm
pantograph
found on all
AC EMUs and locos.), not two distinct pantos.

Vijay

From: Balasubramanian, Vijay <>

Subject: Re: Reply to Poras (+ request for favorite train journeys)

Date: 05 Nov 1998 06:12:46 -0500


> > That didn't appear to be the case during my footplating on
> the Bhopal
> > Shatabdi Exp. The driver and asst. driver weren't the
> least bothered that
> > the windshield wipers weren't operational and had to be
> manually operated.
> > The fact that the loco. was traveling at 140 kmph. against
> torrential rains
> > didn't seem to worry them.
>
> Tell us more about a high speed ride in big rain. I have traveled in a
> WDM 2 (on Goa Exp) between Pune and Miraj with almost continuos rain.
> At times it was as if there was a fire hose being sprayed on the

Fortunately, the rain was in short bursts which required a vigourous
handling of the wipers.
Most of the time, it was clear or just trickling and that wasn't a big
problem,
apart from that fact that I had to occasionally wipe the windshield in
order
to
videotape an oncoming train. My camcorder galantly withstood
hurricane-type winds as I periodically stuck out my head of the side
window.

Vijay

From: Balasubramanian, Vijay <>

Subject: Re: Tidbits from early IR issues

Date: 05 Nov 1998 06:36:05 -0500


> Hi
>
> If I'm not mistaken, the Poorva (AC) express also stops at
> Dehri-on-Sone,
> Bardhaman and a
> couple of other places. And the travel time used to be 24 hrs
> back when it
> was 81/82.
> So things have actually gotten worse in 40 yrs ! As for the

Note that the all-AC train was routed via Mirzapur whereas the 81/82
Exp.
used to take the
longer route via Varanasi which required a change of locos. at Allahabad
and
Mughalsarai. Neverthless, a steam-hauled train doing Howrah-Delhi in a
little over 22 hrs. was an
achievement in itself. The Poorva Exp. has halts at Koderma and
Durgapur
but skips Gomoh to
halt at Dhanbad itself.

Vijay

From: Riyaj Shaik <>

Subject: unsubscribe

Date: 05 Nov 1998 06:43:08 -0500


How do I unsubscribe from this list

thanks

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From: Steven Brown <>

Subject: Re: Hot news/Mystery Steam Loco

Date: 05 Nov 1998 08:57:32 -0500


Could it have been the Royal Orient? Scheduled to arrive 7:40 and
depart
1500 on Wensdays only. Maybe steam never completely left the capital!
As I understand it this weekly train only is steam hauled part of the
journey.

Cheers
Steve
-----Original Message-----
From: Apurva Bahadur <iti@giaspn01.email
To: IRFCA <irfca@cs.email
Date: Wednesday, November 04, 1998 8:02 PM
Subject: Hot news


>Gang !
>
>My dad is just back from New Delhi yesterday evening. On the way to the
>airport he crossed a fly over over Delhi cant station (?) and he saw a
>meter gauge steam engine heading a passenger train ! He is not very
sure
>whether it had smoke deflectors but it is most likely to be a YP or a
>YG. Steam hauled trains are still on in the capital of the country !
>
>Apurva Bahadur
>
>
>
>

From: Balasubramanian, Vijay <>

Subject: Tidbits from early IR issues -Part 2

Date: 05 Nov 1998 09:21:19 -0500


Hi Folks,

Continuing on my extracts.....

Oct. 1956
-------------------
Mukerian-Pathankot line of 25.77 miles on NR opened to traffic on April
6,
1952. [so Jammu did not have a rail connection, yet]

Nov. 1956
--------------
New buffet-cum-cinema car introduced in the Janata Exp. between Kanpur
and
Jha Jha. It is an integral coach built by Schlieren, a Swiss firm
associated with ICF, Perambur. The inside finish and furnishing has
been
done by the Lillooah [now Liluah] workshop in India. The inside of the
coach is divided into two parts - the main hall has a seating capacity
for
68 persons and has a projection screen at one end of the coach. The
other
portion is divided into four compartments to be used as a projection
room,
manager's compartment, generator room, and stores and lavatory.
[maintenance costs must have rendered this an impractical entertainment
option, so folks like us have to contend with an immobile cinema hall
:-) ]

Dec. 1956
--------------
-Gandhidham-Kandla MG line opened to traffic on Aug. 15, 1954

-After Sept. 29, 1954, third class passengers permitted to use the
dining
car in addition to thali service already enjoyed by them [dining cars
continued to exist till the late 70s. Were third class passengers
permitted
to use them or was it just for 1st class?]

-On Oct. 28, 1954, through service was resumed between Amritsar and
Lahore

- On Nov. 28, 1954, the Zafarabad-Sultanpur portion of the
Zafarabad-Sultanpur-Utraitia (Lucknow), dismantled [during the war], was
restored to traffic. [why would a line be dismantled during war-time?
to
block the advance of enemy troops?]

-Sonepore's distinction of having the world's longest platform till that
time (2320 feet) was passed over to Storvik, Sweden, with a platform
length
of 2320 feet. [How long is Kharagpur's longest platform? Correct me if
I
am wrong but it has the 2nd longest platform in the world with Fleet
St.,
Chicago suburban railway, being the longest in the world. What are
their
respective lengths?]

Jan. 1957
--------------
-On Nov. 7, 1956, a total of 4535 wagons were dispatched from
Moghalsarai in
both directions - an average of a wagon dispatched every 20 seconds
round
the clock. [wow!! any idea about the present wagon traffic at
Mughalsarai?]

Feb. 1957
--------------
-From April 1, 1955, first class was abolished and 2nd, inter and 3rd
renamed as 1st, 2nd and 3rd, respectively, without altering the fare
structure. [when was 2nd class abolished from IR and 3rd renamed as
2nd?
Mid. 70s?]

-On July 14, 1955, agreement was reached between India and Pakistan to
run
through passenger trains between Lahore and Howrah on BG [ was there a
Lahore-Howrah exp.?] and between Munabao(Rajasthan) and Khokrapur(Sind)
on
MG starting Aug. 1, 1955.

-On Aug. 1, 1955, the Eastern Rly. was split into ER and SER with a
total
route mileage of 2321 and 3399, respectively.

-From Oct. 2, 1955, the ICF started production. The first coach
numbered
1001 was put on the rails by Shri Nehru.

March 1957
----------------
-On Dec. 24, 1956, the first fully AC vestibuled train on the
Delhi-Bombay
route [predecessor of Paschim Exp.] left on its inaugural run from New
Delhi
to Bombay Central.

-!00 diesel locos. of 2000 hp. each ordered from Alco Products Inc., New
York. These diesels would be employed on certain sections of ER, SER
and
CR. Accompanying photo shows a WDM1 loco.


VIjay

From: Jishnu Mukerji <>

Subject: Re: Tidbits from early IR issues -Part 2

Date: 05 Nov 1998 09:43:48 -0500


Balasubramanian, Vijay wrote:

> - On Nov. 28, 1954, the Zafarabad-Sultanpur portion of the
> Zafarabad-Sultanpur-Utraitia (Lucknow), dismantled [during the war],
was
> restored to traffic. [why would a line be dismantled during war-time?
to
> block the advance of enemy troops?]

No, the track material was dispatched to areas near the front for
constructing tracks.

Jishnu.

From: Harsh Vardhan <>

Subject: Fw: Locomotives on a pedestal

Date: 05 Nov 1998 10:42:56 -0500


Can anyone provide details on how and when CS 776 was christened `Miss
Muffet'. to me it seems that this is not an absolute original choice.
Jamalpur works has preserved for many years an articulated Rail Car
built
by `Motors' which had the name `Miss Muffet'. A visit to Jamalpur is due
to
find out what has remained from its fortune.

YDM 1 is the most threatened species and we trying to arrange one for
the
new museum at Madras from gandhidham where they currently work.

HARSH


-----Original Message-----
From: Anne Ogborn <anniepoo@netmagic.email
To: irfca@cs.email <irfca@cs.email
Date: Friday, October 23, 1998 1:51 PM
Subject: Re: Locomotives on a pedestal


>
>
>Larry Russell wrote:
>
>> There are 2 ancient engines and a diesel on display at DLW plant in
Varanasi.
>> The steam is "Hercules" (0-4-0), CS 776 "Miss Muffett" and diesel
>> "Mahalaxmi" GE 45 Ton. They had also promised me that they would save
a
>> couple of the YDM3/ YDM5 (of the 3 that were left in Sabarmati) when
I
>> visited them in Feb. this year.
>> Larry
>
>I've fallen in love with CS 776 just from the name. A loco named "Miss
Muffett"!
>That's great!
>
>
>
>

From: Harsh Vardhan <>

Subject: Fw: Locomotives on a pedestal

Date: 05 Nov 1998 10:59:02 -0500


Excuse me but I too think the term is `plinth' and not palletizing.
Could
someone throw any light on the identity of the two more locomotives
behind
Pune diesel trip shed as mentioned by Apurva.

And same for the FMA class locomotive at `Vishweshvaraya museum' at
Banglore
mentioned by Shankar. I always thought that the FMA class at NRM was the
same engine and had been moved here!

HARSH


-----Original Message-----
From: Shankar <shankie@emirates.email
To: Apurva Bahadur
Cc: irfca@cs.email <irfca@cs.email
Date: Thursday, October 22, 1998 8:46 PM
Subject: Re: Locomotives on a pedestal


>Hello friends,
>Interesting. I mean the stored ones part. I did photograph the engine
at
the
>IRICEN complex entrance though, during my last trip to Poona in Dec.
1997.
>Some of the plinthed engines are open to the public, some are not.
>Here is a list I know of. The ones that cannot be freely photographed
are
>marked @@.
>
>-A MTR ng engine at the NR headquarters, Delhi.@@
>-A 'B' class 2' ng engine of the DHR outside the Rail Bhavan (IR
>Headquarters) in Delhi@@
>-A ng engine outside Rail Nilayam:SC headquarters at Secunderabad@@
>-A YCG/1 mg electric outside the mg emu car shed at Tambaram in
Madras@@
>-A Garratt at Kharagpur loco shed@@
>-A MLR ng engine on the hilltop at Matheran station.
>-A Baldwin tank engine at the Bhadravati Steel Works HQ@@
>-Fairy Queen's sister 'Express' at Jamalpur workshop@@
>-A ng engine from the SE outside Bangalore City station.
>-An FMA class 0-6-0 mg engine at the Visweswaraya Industrial Museum in
Bangalore
>-A 2' ng 4-6-2 steamer from the Kishanganj branch of the DHR, and a
WCP/1
>electric along with a horse drawn tram and a 1907 electric tram at the
>Nehru Science Centre in Bombay
>These are all I can think of at the moment. Will post if I think of
anything
>else.
>Best regards.
>Shankar
>
>
>
>
>At 07:13 PM 10/22/98 +0530, you wrote:
>>Gang
>>
>>There was a recent mail about the locomotives mounted on a pedestal
>>outside the stations and such - I think the term used was
'palletizing'
>>(?). There is a narrow gauge (2'6" gauge) Nasmyth & Co F class loco &
>>its tender outside the Indian Railway Institute of Civil Engineering
>>(IRICEN) which itself is in the Pune station complex. The number is
724.
>>It was built at Nasmyth & Co, Manchester in 1921. It was introduced in
>>1923 on the Kurduwadi - Pandharpur section of the Barsi Light Railway.
>>It was transferred to the Murtajapur - Yewatmal section in 1983. It
was
>>finally retired in full steam on the 13th April 1994 after 73 years of
>>service. It was 'rested' in the IRICEN campus on the 23rd December
1995.
>>There are two more such locos in storage behind the WDS 4 trip shed in
>>the Up yard of Pune Jn.
>>
>>Apurva Bahadur
>>
>>
>>
>
>
>

From: Harsh Vardhan <>

Subject: Fw: More Plinthed locos

Date: 05 Nov 1998 11:00:49 -0500



-----Original Message-----
From: Harsh Vardhan <champa@del3.email
To: VIRAF P.. MULLA <sncf@godrejnet.email
Date: Thursday, November 05, 1998 11:48 PM
Subject: Re: More Plinthed locos


>Dear Viraf,
> Could you please provide me details on the identiy
of
>this locomotive(at least the No.). If you happen to to pull any strings
in
>the CR Parel Loco shed, please try to find if the XA locomotive which
they
>used to have a couple of years back has survived.
>
>Regards,
>
>HARSH
>
>-----Original Message-----
>From: VIRAF P.. MULLA <sncf@godrejnet.email
>To: Apurva Bahadur <iti@giaspn01.email
>Cc: Jishnu Mukerji <jis@fpk.email IRFCA <irfca@cs.email
>Date: Monday, October 26, 1998 1:45 PM
>Subject: Re: More Plinthed locos
>
>
>>
>>A Matheran Tank is plinthed in the Parel Loco Shed.
>>
>>==========================
>>Viraf Mulla
>>C-20/14, Jeevan Bima Nagar,
>>Borivali (West)
>>Mumbai 400103
>>Tel: +91-22-8954510
>>E-mail: sncf@godrejnet.email
>>==========================
>>
>>
>>
>

From: Prakash Tendulkar <>

Subject: Re: Tidbits from early IR issues

Date: 05 Nov 1998 11:21:21 -0500


Apurva,

Besides Ansaldo and Breda, Metro Cammel Carriage Works/ English
Electric and Hitachi were the suppliers. Initially, WR used some
Breda and Hitachi stock on loan from CR (in addition to Metro
Cammel) but finally ended up using 12 units from Metro forming
six trains. They were numbered 61 through 72 and renumbered again
in mid-sixties as 101-112.

They had similar dimensions as of ICF, Jessop units with very nice
Formica seats. The traction equipment was so superior that they
would start from stand still position without a jerk of any kind.
RPC (Resistance Power Control) was right behind the driving cab
and could be accessed (from driving cab) after disabling panto
connection (interlock switch). The motors were right under
motorman's feet and one could enjoy the clicking of electrical
taps and changes in rhythm of motors while driving them.

For almost 20 years, these rakes served very well. Due to ageing,
they developed some major problems, like sagging off carriage
frame, shortage of motors, badly worn out air compressors, and
the most serious problem like poor braking. By mid-70s, WR had
only one rake operational, working only during peak hours, as
Bandra local. CR did not enjoy such luxury and had to operate
them on regular basis.

On one fateful day, the axle of one bogey tore off as train was
entering Byculla. It was a fast local from Thane. The mishap cost
several lives. Within few months, the entire stock from WR and CR
was pulled off the tracks.

Regarding width, it may be interesting to note that the older EMUs
on WR were widest of all the EMUs in India. They had a 6" footboard
that was in line with coach exterior and it rode OVER the platform.
3 seater bench accommodated four people at ease. CR EMUs were
narrower than WR EMUs. A small door in driving cab's back opened in
baggage compartment behind. They worked fairly well for close to 50
years.

Prakash



iti@giaspn01.email on 11/05/98 01:09:56 AM
Please respond to iti@giaspn01.email
To: Prakash Tendulkar/Santa Teresa/IBM@ibmus
cc: irfca@cs.email vbalasubramanian@noblestar.email
Subject: Re: Tidbits from early IR issues


> Stock came from UK, Italy
> and Japan with identical specifications.

Could you spell out the manufacturers - I know that the Italian EMUs
were manufactured by Ansaldo & Breda , was there English Electric and
Kawasaki as well ?Were these EMUs not as wide as the current (ICF /
Jessops/BEML - whose design ?) stock ?

Apurva

From: Rajat Bhargav <>

Subject: Re:Fw: Locomotives on a pedestal

Date: 05 Nov 1998 13:01:39 -0500



The CS 776 is now plinthed at the Jamlpur Gymkhana. 'Miss Muffet' by
Jamalpur legend was not the loco but the articulated car.

It was a usual place for gymmies (Jamalpur walas) to rest on their
hectic
visits to the shops.

Miss Muffet was scrapped before we joined JMP.


Rajat Bhargav
________________________________________________________________________
_______
J-310, IIM, Bannerghatta Road, Bangalore, India 560 076

On Fri, 6 Nov 1998, Harsh Vardhan wrote:

> Can anyone provide details on how and when CS 776 was christened `Miss
> Muffet'. to me it seems that this is not an absolute original choice.
> Jamalpur works has preserved for many years an articulated Rail Car
built
> by `Motors' which had the name `Miss Muffet'. A visit to Jamalpur is
due to
> find out what has remained from its fortune.
>
> YDM 1 is the most threatened species and we trying to arrange one for
the
> new museum at Madras from gandhidham where they currently work.
>
> HARSH
>
>
> -----Original Message-----
> From: Anne Ogborn <anniepoo@netmagic.email
> To: irfca@cs.email <irfca@cs.email
> Date: Friday, October 23, 1998 1:51 PM
> Subject: Re: Locomotives on a pedestal
>
>
> >
> >
> >Larry Russell wrote:
> >
> >> There are 2 ancient engines and a diesel on display at DLW plant in
> Varanasi.
> >> The steam is "Hercules" (0-4-0), CS 776 "Miss Muffett" and diesel
> >> "Mahalaxmi" GE 45 Ton. They had also promised me that they would
save a
> >> couple of the YDM3/ YDM5 (of the 3 that were left in Sabarmati)
when I
> >> visited them in Feb. this year.
> >> Larry
> >
> >I've fallen in love with CS 776 just from the name. A loco named
"Miss
> Muffett"!
> >That's great!
> >
> >
> >
> >
>
>

From: Prakash Tendulkar <>

Subject: Re: Fairy Queen v/s Sindh

Date: 05 Nov 1998 15:27:42 -0500


> The engine which had first landed in Bombay and started doing
> the work of shunting was christened the "FALKLAND" after the name
> of the Governor of Bombay. On 18th february 1852, the first
> locomotive began shunting operations near Byculla flats in Bombay.
> (HOW CAN THIS BE POSSIBLE WHEN THE LOCO ARRIVED IN APRIL 1852).

Hi Viraf,

A very good question, indeed! I had to dig out several books that
I have and here is what I found.

1) FALKLAND became GIPR #9 and not #1 as previously surmised.

2) Vulcan Foundry's first loco was satisfactorily tested at the
maker's work on Dec 27, 1851. The batch was shipped to India in
1852.

3) In the meantime, GIPR Consulting Engineer, Robert Stephenson
had recommended the purchase of two engines from Dodds & Sons
of Rotherdam as delivery was to be within one month of acceptance
of the offer. They were partially completed 5' 6" guage locos that
had been left at builder's hands. They became GIPR #10 and #11

4) Based on original assumption that FALKLAND was #1 (out of 8),
we miss #9

5) Hugh Hughes mentions #9 as Type 0-4-0T(?), Makers EBW (?),
Mfg. Date 1851 (EBW = EB Wilson)

6) The first loco was brought in by contractors Faviell & Fowler.
It could be EBW 4 wheeled tank engine with a dummy crankshaft BECAUSE
when (it was) purchased by GIPR in 1853, there was a reference to a
need to alter the "working gear, wheels and axels".

Looking at these facts, I wonder if ships in 1850s could have delivered
the Vulcan Foundry's locos to India in 6 weeks. It also makes sense that
the contractor's loco would be running on the tracks before GIPR locos.

GIPR history is generally considered well documented. However, they may
not feel obligated to add up contractors' equipment list in their
history. So whatever loco that GIPR #9 was, one thing is certain it was
bought by GIPR (from contractors) in 1853 and being contractors' loco,
it is highly probable that it was the first one to chug on GIPR tracks.

Hope this helps (or confuses).

Prakash


sncf@godrejnet.email on 11/03/98 07:52:27 PM
Please respond to sncf@godrejnet.email
To: Prakash Tendulkar/Santa Teresa/IBM@ibmus
cc: irfca@cs.email
Subject: Re: Fairy Queen v/s Sindh



The engine which had first landed in Bombay and started doing the work
of
shunting was christened the "FALKLAND" after the name of the Governor of
Bombay. On 18th february 1852, the first locomotive began shunting
operations near Byculla flats in Bombay.(HOW CAN THIS BE POSSIBLE WHEN
THE
LOCO ARRIVED IN APRIL 1852).

From: Dr. K.J. Walker & Mrs. M.E, Heath <>

Subject: Re: Tidbits from early IR issues

Date: 05 Nov 1998 16:03:20 -0500


Hi Apurva,
The original GIPR stock for the Harbour branch was built to 12ft
width,
and the motor cars (& I think the trailers too) were built by
Cammell-Laird. However, clearances on the other lines out of VT were at
that
time (early 1920s) too tight, and so a large amount of 10ft wide
electric
stock was built &/or converted from existing steam suburban stock. That
stock is very poorly documented, by the way, and if you're ever at Parel
and
can con the staff there into parting with drawings or diagrams, they'll
be
gratefully received! Even stock lists would be useful: I have some
details
of the total numbers involved, but no more.
As far as I know, all of the post-war EMU stock for BG was to the
same
broadly similar design. The first units were built about 1952-3 by
Metro-Cammell, and there was a biggish symposium about it at the
Institution
of Engineers in 1953; all faithfully reported in the Railway Gazette.
This
was the first appearance of the modern integral design; several other
builders became involved, and of course supply of electrical equipment
was
quite diverse. ICF started to manufacture EMUs during the 1960s, and, as
you
know, took over most if not all manufacture of body shells by the 1970s.
Hope this helps
Cheers
Ken Walker

-----Original Message-----
From: Apurva Bahadur <iti@giaspn01.email
To: Prakash Tendulkar <prakash@us.email
Cc: vbalasubramanian@noblestar.email <vbalasubramanian@noblestar.email
irfca@cs.email <irfca@cs.email
Date: Thursday, 5 November 1998 6:59
Subject: Re: Tidbits from early IR issues


>> Stock came from UK, Italy
>> and Japan with identical specifications.
>
>Could you spell out the manufacturers - I know that the Italian EMUs
>were manufactured by Ansaldo & Breda , was there English Electric and
>Kawasaki as well ?Were these EMUs not as wide as the current (ICF /
>Jessops/BEML - whose design ?) stock ?
>
>Apurva
>
>
>
>
>

From: Dr. K.J. Walker & Mrs. M.E, Heath <>

Subject: Re: Why 5'6" ?

Date: 05 Nov 1998 16:11:44 -0500


Hi all,
Richard Yudin was wrong about one small detail. Australia never had
5ft
6in gauge; Victoria and South Australia both have "Irish" -- 5ft 3in --
gauge, though some has now been converted to standard. Outside India,
5ft
6in gauge seems to have been confined to Spain and the South American
countries that spoke Spanish (or Portugese) and were British economic
colonies. Perhaps we should call it "Spanish Gauge".
Most Indian coal has a lowish calorific value, and the English BESA
designs of 1903-10 took little account of this, The IRS designs of 1925
and
the postwar standard designs (WP-WG-WL, YP-YG-YL) were all designed
around
Indian coals. It's an important (if neglected) strand in Indian
locomotive
history.
Cheers
Ken Walker

-----Original Message-----
From: Anne Ogborn <anniepoo@netmagic.email
To: irfca@cs.email <irfca@cs.email
Date: Thursday, 5 November 1998 7:19
Subject: Re: Why 5'6" ?


>
>
>FyffesFL@aol.email wrote: (snup)
>
>> Wide gauge was also used by british engineers building lines in
Australia
(
>> 5.6 ), Argentina ( 5.6 ), Brazil ( 5.3 ), and Ireland ( 5.3 ). For
many
years
>> some USA lines ran on five foot and six foot gauge, until interline
traffice
>> made standardization inevitable. The Panama Canal railway is still
five
foot
>> gauge.
>>
>> Richard Yudin


And Annie wrote:>
>In the US, we've had to go through all sorts of conniptions to get a
firebox big
>enough
>to heat the boiler and still narrow enough to fit between the rails.
>With anthracite, it's a nightmare - anthracite has a high specific heat
of
>combustion, but
>a very slow burn rate. Anybody know what the Bihar coal is? Is it soft
or
hard?
>I know I saw wagons of anthracite standing outside Calcutta on the way
in.
>
>Annie
>
>
>

From: Dr. K.J. Walker & Mrs. M.E, Heath <>

Subject: Re: foreign terminography

Date: 05 Nov 1998 16:23:25 -0500


Hi again Annie,
A tippler is a wagon with no doors or bottom hoppers. It is simply
picked up at the terminus and tipped out by inverting it. Tipplers are
more
commonly 4-wheel or short bogie vehicles (like BOXNs). The tippling
mechanism is normally a large rotating drum long enough to take the
whole
wagon. We still have lots in Queensland, on the 2ft gauge cane tramways.
Special swivelling or quick-release couplers are generally needed. One
source of contention between Coal India and IR was that IR didn't
provide
them.
A hopper wagon is the thing you described earlier as self-unloading
wagons, with a sloping floor and bottom doors. In India, the
Bengal-Nagpur
(and to this day, its successor, the SER) favoured them and used them
extensively.
Side dump wagons do exist, but are mostly used in specialist
applications, such as ballast wagons. The kind with hydraulic cylinders
is
specialised, and is sometimes known as a "differential dump" car.
Ordinary
ones often have to be partially shovelled out when the load has
exhausted
the possibilities of gravity. Some were built with sideways sloping
floors
to assist the process.
Cheers
Ken Walker

-----Original Message-----
From: Anne Ogborn <anniepoo@netmagic.email
To: Dr. K.J. Walker & Mrs. M.E, Heath <kjw_meh@powerup.email
Cc: IRFCA - mailing list <irfca@cs.email
Date: Thursday, 5 November 1998 7:29
Subject: foreign terminography


>
>What's a "tippler" and a "hopper wagon"?
>
>We have something called a side dump car - it's a car with low sides,
open
on
>top,
>there's a hinge underneath and air cylinders to dump the whole car
over.
>They're mostly
>used for railway maintainence.
>

From: Alan Sponberg <>

Subject: AC First Class

Date: 05 Nov 1998 16:57:11 -0500


Are the coachs in AC 1 divided into 2/4 compartments as with the non-AC
1?

From: Vaibhav Galriya <>

Subject: Help please

Date: 05 Nov 1998 18:17:13 -0500


Dear friends,
It is really nice to be a part of such a vast club.
I'm in dire need of your help.I'm working on a paper on "Use
of Information Technology in Indian Railways".Can you help me in this
regard?
Any information relating to the following will be of great help:
1)Passenger Reservation System of Railways
2)Projects on which "Centre for Railway Information
Systems,Lucknow"(CRIS) is working.If you can give me email ID of
somebody working in CRIS,that would be of great help.
3)Frieght Operation Information System(FOIS) on which railway is
presently workin.
4)Anything else

With thanks and a hope for lots of responses.

Vaibhav


______________________________________________________
Get Your Private, Free Email at <A HREF="http://www.hotmail.com">http://www.hotmail.com</A>

From: Anne Ogborn <>

Subject: Re: Hot news/Mystery Steam Loco

Date: 05 Nov 1998 18:46:23 -0500




Steven Brown wrote:

> Could it have been the Royal Orient? Scheduled to arrive 7:40 and
depart
> 1500 on Wensdays only. Maybe steam never completely left the capital!
> As I understand it this weekly train only is steam hauled part of the
> journey.
>
> Cheers
> Steve
> -----Original Message-----
> From: Apurva Bahadur <iti@giaspn01.email
> To: IRFCA <irfca@cs.email
> Date: Wednesday, November 04, 1998 8:02 PM
> Subject: Hot news
>
> >Gang !
> >
> >My dad is just back from New Delhi yesterday evening. On the way to
the
> >airport he crossed a fly over over Delhi cant station (?) and he saw
a
> >meter gauge steam engine heading a passenger train ! He is not very
sure
> >whether it had smoke deflectors but it is most likely to be a YP or a
> >YG. Steam hauled trains are still on in the capital of the country !
> >
> >Apurva Bahadur

Strange - this is precisely where I saw a steamer last december. Of
course, I
couldn't
see much from crowded auto, and crowd had no interest in coming round
for a
second
look 8^( . that evening on the news (again I was with guru & couldn't
stop)
there was
news on TV about new engine going into NRM, so I assumed that was it.

From: Anne Ogborn <>

Subject: Re:Fw: Locomotives on a pedestal

Date: 05 Nov 1998 18:50:25 -0500




Rajat Bhargav wrote:

>
> The CS 776 is now plinthed at the Jamlpur Gymkhana. 'Miss Muffet' by
> Jamalpur legend was not the loco but the articulated car.
>
> It was a usual place for gymmies (Jamalpur walas) to rest on their
hectic
> visits to the shops.
>
> Miss Muffet was scrapped before we joined JMP.
>
> Rajat Bhargav

8'^[

Annie sheds a tear for Miss Muffet

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