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From: Balasubramanian, Vijay <>

Subject: Re: WDP 2 locomotive

Date: 28 Dec 1998 08:48:16 -0500




> -----Original Message-----
> From: Apurva Bahadur [mailto:iti@vsnl.email
> Sent: Saturday, December 26, 1998 4:27 AM
> To: IRFCA
> Subject: WDP 2 locomotive
>
>
> Hola Amigos,
>
> These is the first picture of the new loco WDP 2 with the
> writeup of the
> Railways.
> <A HREF="http://members.tripod.com/~ApuB/WDP2_11.html">http://members.tripod.com/~ApuB/WDP2_11.html</A>
>
> Have a look and get back with your comments.
>
> Apurva
>

Great picture. The July-Aug. issue of IR magazine has an article on the
WDP2. The photos show the first WDP2 that rolled out of DLW - this has
a
white livery with orange and green stripes. The article states that a
WDP2
can haul a 10 coach train at 140 kmph. and can haul 5-6 coaches more
than
the WDM2 at 120 kmph. So a single WDP2 should be able to haul a 15
coach
train at 120 kmph. At present, the high-speed capabilities of the WDP2
will
not be utilized since, IMHO, there is no non-electrified double-track
section that permits speeds in excess of 110 kmph. Although Konkan
Railway
has been designed to handle speeds upto 160 kmph., speeds are currently
restricted to 110 kmph. b'coz of the single line. What is the speed
potential of the Egmore-Villupuram-Tiruchi BG line? I can already
imagine a
Mumbai-Madgaon Shatabdi Exp. (on the double-tracked KR section) speeding
away at 140 kmph. with a WDP2 in lead - what a sight that would be!!

I third Madhav and Apurva in affirming that the WDP2 shell pales away
in
comparison to the WDM2. Wonder how the sounds+horn compare? Talking
about
appearances, I am not at all impressed with the looks of the WCAM2/3
with
its curved roof (no flames please, this is just my personal opinion).
My
favorite electric loco. is and will always be the WAM4 with the WAP1
coming
in second.

Vijay

From: Balasubramanian, Vijay <>

Subject: Fw: WDP 2 locomotive

Date: 28 Dec 1998 13:18:51 -0500


Can someone answer Pushkar's question as to whether DMUs can run on the
Bhor
and Thul ghat sections?

-Vijay

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

-----Original Message-----
From: Pushkar Apte [mailto:pushkar_apte@hotmail.email
Sent: Monday, December 28, 1998 2:25 PM
To: vbalasubramanian@noblestar.email
Subject: RE: WDP 2 locomotive


Hi Vijay,

Thanks for the messages. Also the WDP-2 pic is neat - looks like all
"P" locos in India are attaining the same shape (this one is v. similar
to WAP1,3, isn't it? Just briefly glanced at the messages, will look
more closely later. Interesting to read about the Pune-Nasik "thought"
train - I have had one such in my books for a while (via Kalyan). Its
just that it involves too many locos for such a small journey. Re:
Pune-Indore, I have never thought of that one, but I had conceived of a
"Swaraj Exp." (before the JT was named Swaraj) that would come from Pune

to Mumbai and then reverse directions and head for Delhi on WR and then
for Amritsar. it would still beat Jhelum handily (Pune-Delhi), and
would take the Sahranpur-Meerut route to be complementary to Jhelum
overall. I guess one could imagine providing some form of service to
Indore as an off-shoot from this thought train.

One question I had - maybe you know the answer or you can put it on the
net. Are the DMUs capable of negotiating either of the Khandala or
Kasara ghats? I know the EMUs cannot. But if the DMUs can, then the
Pune-Nasik train as well as relatively short-distance trains from
Pune/Nasik/Valsad/Vapi to Ratnagiri (say) on KR would become possible.

I'll be waiting for the hardcopy mail.

Attaching a news item that further underscores the IR collapse :-(.

-Pushkar

Goods train derails, WR services hit

EXPRESS NEWS SERVICE

MUMBAI, December 27: The derailment of a goods train
south of Andheri station early this morning paralysed
local
services on the Western Railway and threw passenger
services out of gear.

According to WR officials, two wagons of the Mumbai Port
Trust container train derailed at around 2.30 am,
blocking
three tracks and tearing down a structure for the
overhead
electrical equipment. Nine long-distance passenger trains
were terminated at Borivli and Virar stations as a
result.

Chaotic scenes were witnessed at these stations after
passengers were requested to get off along with their
luggage.
WR could run only a single track between Churchgate,
Andheri and Virar. ``Fortunately the accident happened on

a
Sunday, otherwise it could have been worse,'' a senior WR
official said.

Trains terminated at Borivli and Virar included the
Aurangabad-Mumbai passenger, Baroda Express,
Saurashtra Janata, Lok Shakti Express, Gujarat Mail,
Ferozepur Janata, Avantika Express, Karnavati Express and
the Sayaji Express. Thefault was rectified by 2 pm. But
WR's
long-distance trains leaving from Mumbai Central and
Bandra
Terminus were delayed by more than two hours. Ten trains
which were rescheduled were: 2961 Dn Avantika Express,
9005 Saurashtra Mail, 5064 Avadh Express, 9017
Saurashtra Janata, 2471 Swaraj Express, 9031 Kutch
Express, 2903 Golden Temple Express, the 2927 Vadodara
Express, 11 Dn Viramgam Express and 2951 Rajdhani.


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From: KRISHNA T S <>

Subject: Re: WDP 2 locomotive, BG operations at Chennai Egmore

Date: 28 Dec 1998 19:37:30 -0500


Hi Apurva,

Trains coming to Egmore Terminus on the newly opened BG lines can also
go to Madras Beach station using the single BG line laid parallel to the

double MG line used by MG EMUs running upto Madras Beach. Any train
going further north to Madras Beach and the rest of India can join the
clover pattern near Washermanpet station and either go direct to
Arakkonam or towards Vijayawada without touching Central and without
having to reverse direction. Trains can also go to Chennai Central by
joining the clover pattern at BAsin Bridge. A couple of EMUs actually go

from Beach to Central.

BG trains running at present from Chennai Egmore include the
Chennai-Trichy Pallavan Express, Chennai-Tirunelveli Nellai Express and
Chennai- Trichy Rockfort Express apart from a few specials. Come 1999
Pongal (Jan 14th) and more BG trains like the Vaigai Express, Pandyan
Express etc will resume operations on the BG line. Locomotion on this
section is exclusively green and white WDM2s from Golden Rock Diesel
shed.

The track between Dindugal and Madurai has been completed and inspected.

The line has just started goods train operations. Till now, trains to
Madurai on the BG line had to take a detour from Dindugal to Karur and
then to Madurai as the Dindugal- Madurai section had not been converted.

Section speeds are quite slow although once the route beds in the track
would be capable of 120kmph operation.


>From iti@vsnl.email Mon Dec 28 03:21:45 1998
>Received: from vsnl.com (chr6_14.ppppun.vsnl.net.in [202.54.80.125])
> by giaspn01.vsnl.net.in (8.9.0/8.9.0) with ESMTP id QAA30652;
> Mon, 28 Dec 1998 16:54:36 +0500 (GMT+0500)
>Message-ID: <36876C33.3DF5E5E6@vsnl.email
>Date: Mon, 28 Dec 1998 17:02:03 +0530
>From: Apurva Bahadur <iti@vsnl.email
>X-Mailer: Mozilla 4.05 [en] (Win95; I)
>MIME-Version: 1.0
>To: KRISHNA T S <krishaxe@hotmail.email
>CC: irfca@cs.email
>Subject: Re: WDP 2 locomotive
>References: <19981228102256.11683.qmail@hotmail.email
>Content-Type: text/plain; charset=us-ascii
>Content-Transfer-Encoding: 7bit
>
>
>
>KRISHNA T S wrote:
>
>> The green and white color scheme as seen on the WDP2 pic is the norm
for
>> all Golden Rock shed diesels, regardless of gauge. I was told by
running
>> staff at Chennai Egmore that Southern Railway may have a few units in
>> the Blue and White Shatabdi and red and white Raj color schemes.
>> Trivandrum, Ernakulam, Palghat, Bangalore and Mangalore may also be
>> visited by some WDP2s.
>
>Has Egmore started trains of BG - How does a BG train coming onto the
Egmore
>track come to the MAS - Basin Bridge diamond for the rest of India ?
>
>> I'll keep my eyes open for any sightings of the
>> WDP2 at Egmore. My office is just down the road from Egmore stn and I
>> usually spend an hour or so everyday just wandering along the
platforms.
>
>Lucky ******* - I am envious !
>
>> The BG diesels rest right at the end of Platform 1 which is great for
>> train spotting.
>>
>> Krishna
>>
>> >From irfca-request@cs.email Sat Dec 26 01:18:00 1998
>> >Received: from mimsy.cs.umd.edu (root@mimsy.email
[128.8.128.8])
>> > by hyena.cs.umd.edu (8.9.1/8.9.1) with ESMTP id EAA17085
>> > for <irfca@hyena.email Sat, 26 Dec 1998 04:16:40 -0500

(EST)
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>> >Message-ID: <3684ABD2.E3425F30@vsnl.email
>> >Date: Sat, 26 Dec 1998 14:56:43 +0530
>> >From: Apurva Bahadur <iti@vsnl.email
>> >X-Mailer: Mozilla 4.05 [en] (Win95; I)
>> >MIME-Version: 1.0
>> >To: IRFCA <irfca@cs.email
>> >Subject: WDP 2 locomotive
>> >Content-Type: text/plain; charset=us-ascii
>> >Content-Transfer-Encoding: 7bit
>> >
>> >Hola Amigos,
>> >
>> >These is the first picture of the new loco WDP 2 with the writeup of
>> the
>> >Railways.
>> ><A HREF="http://members.tripod.com/~ApuB/WDP2_11.html">http://members.tripod.com/~ApuB/WDP2_11.html</A>
>> >
>> >Have a look and get back with your comments.
>> >
>> >Apurva
>> >
>> >
>>
>> ______________________________________________________
>> Get Your Private, Free Email at <A HREF="http://www.hotmail.com">http://www.hotmail.com</A>
>
>
>
>


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From: Apurva Bahadur <>

Subject: Re:Fw: WDP 2 locomotive

Date: 28 Dec 1998 22:42:12 -0500




Balasubramanian, Vijay wrote:

> Can someone answer Pushkar's question as to whether DMUs can run on
the Bhor
> and Thul ghat sections?
>
> -Vijay
>
>
************************************************************************
***
>
> -----Original Message-----
> From: Pushkar Apte [mailto:pushkar_apte@hotmail.email
> Sent: Monday, December 28, 1998 2:25 PM
> To: vbalasubramanian@noblestar.email
> Subject: RE: WDP 2 locomotive
>
> Hi Vijay,
>
> Thanks for the messages. Also the WDP-2 pic is neat - looks like all
> "P" locos in India are attaining the same shape (this one is v.
similar
> to WAP1,3, isn't it?

I felt it is modeled after the GT 46 MAC (WDG 4) rather than the WAP
1-3. The
portion of nose under the windscreen is longer than the portion above
the
buffers.

> Just briefly glanced at the messages, will look
> more closely later. Interesting to read about the Pune-Nasik
"thought"
> train - I have had one such in my books for a while (via Kalyan). Its
> just that it involves too many locos for such a small journey. Re:
> Pune-Indore, I have never thought of that one, but I had conceived of
a
> "Swaraj Exp." (before the JT was named Swaraj) that would come from
Pune
> to Mumbai and then reverse directions and head for Delhi on WR and
then
> for Amritsar. it would still beat Jhelum handily (Pune-Delhi), and
> would take the Sahranpur-Meerut route to be complementary to Jhelum
> overall.

Where are you Pushkar, we all missed not having you. The imaginary
Swaraj exp
would run like this ? Pune - Kalyan - Dombivali - Vasai - Vadodara -
Ratlam -
Kota - Mathura - New Delhi - Saharnpur - Meerut - Ambala - Jammu ? Jammu
via
Saharanpur - Meerut - Ambala is longer than via Panipat ? The shortest
run would
be via Jhakhal - Dhuri. I guess the portion where Jhelum really crawls
is the
Daund Manmad and the reversal at Daund wastes almost 40 minutes.

> I guess one could imagine providing some form of service to
> Indore as an off-shoot from this thought train.
>
> One question I had - maybe you know the answer or you can put it on
the
> net. Are the DMUs capable of negotiating either of the Khandala or
> Kasara ghats?

The problem of not so much of power but that of safety - A train through
the
Bhore / Thull ghats must be banked even if it consists of one coach
(like the GM
special). This is to arrest a runaway in the event of a coupling
failure. Please
note that the Banker driver sits in the FRONT cab of the LAST banker
loco. Thus
the 'last vehicle' is always manned and powered. Although EMUs climb the
ghats
without a banker, it is a risky activity and one that has never been
cleared for
public use. Note that a loco inspector travels in the cab of a EMU to
assist in
case of OHE failure or any such mishap. Once a fortnight the four EMU
rakes that
work the Pune - Lonavala local service are sent to Karjat to replace
them with a
fresh rake.
If a Pune Nasik via Kalyan train is to be introduced, it must be of a
Push -
Pull type where the loco always faces the Mumbai end. Thus while
climbing the
ghat the last vehicle would be powered. One more train which could be
converted
to a push pull type is the imaginary Pune - Bandra Terminus express
which has to
reverse at Vasai, a push pull rake would save many valuable minutes. I
wonder if
the push pull trains like Nagpur - Badnera or Chennai - Arkonnam
actually have
toilets, for that is required in a train working the medium distances.

> I know the EMUs cannot.

EMUs can climb the ghats but it are risky in event of a power failure or
a
coupling failure. The light coaches of the EMU are deemed safer against
the
heavier coaches. DMU are around 700 HP for a three coach formation. How
much is
the HP of the EMUs?

> But if the DMUs can, then the
> Pune-Nasik train as well as relatively short-distance trains from
> Pune/Nasik/Valsad/Vapi to Ratnagiri (say) on KR would become possible.
>

From: Anne Ogborn <>

Subject: Re: [Fwd: Technical resouces on the internet]

Date: 28 Dec 1998 23:30:35 -0500


> So I am trying to learn not the way the pistons, cylinders etc work in
a steam engine -- especially those with a high-pressure and low-pressure
cylinder set. Thrilling.
>


Kelvin -
Ask away. I too enjoy learning about how they work.

A steam cylinder admits steam for a variable percentage of the cycle.

Consider the extremes -
steam is admitted for very little of the stroke -
The steam will expand to many times it's volume at the time the valve
closes,
so it's pressure will be very low for most of the piston's travel, and
the power
generated will be very small.

steam is admitted for the entire stroke -
The power will simply be the BP(boiler pressure) times the piston area
times the stroke.
But this uses up steam at a tremendous rate, and is inefficient -
after all, the steam is being exhausted at the BP, so you're losing as
much
as you're using!

Clearly, you want the highest exhaust pressure for power, but the lowest
for
efficiency.

The solution to these is the compound engine. It basicly uses the
exhaust from a small,
high pressure set of cylinders as the input steam to a larger, low
pressure set of cylinders.

There have been 3 different ways tried (well, more probably, but only 3
worth discussing) -

Cross compound - the high pressure cylinder on one side, the low
pressure on the other.

3 cylinder - an added crank on the axle driven by a single low pressure
cylinder between
the high pressure ones

Mallet - make it an articulated, big LP cylinders in front, small HP
cylinders in back.

Sincerely,


Annie

From: Sujan Dutta <>

Subject: unsibscribe

Date: 29 Dec 1998 02:35:15 -0500


unsibscribe

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From: Sujan Dutta <>

Subject: unsubscribe

Date: 29 Dec 1998 02:35:37 -0500


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From: Harsh Vardhan <>

Subject: EMU's and DMU's

Date: 29 Dec 1998 08:35:39 -0500


Dear Apurva and others,

It seems that there is some confusion here about the diesel powered
DMU's
and Push-pull trains(in my mind at least!). Could someone just please
explain these two terminology in context to IR? Also please inform where
the
DMU's are being used in India?


>The problem of not so much of power but that of safety - A train
through
the
>Bhore / Thull ghats must be banked even if it consists of one coach
(like
the GM
>special). This is to arrest a runaway in the event of a coupling
failure.
Please
>note that the Banker driver sits in the FRONT cab of the LAST banker
loco.
Thus
>the 'last vehicle' is always manned and powered. Although EMUs climb
the
ghats
>without a banker, it is a risky activity and one that has never been
cleared for
>public use. Note that a loco inspector travels in the cab of a EMU to
assist in
>case of OHE failure or any such mishap. Once a fortnight the four EMU
rakes
that
>work the Pune - Lonavala local service are sent to Karjat to replace
them
with a
>fresh rake.
>If a Pune Nasik via Kalyan train is to be introduced, it must be of a
Push -
>Pull type where the loco always faces the Mumbai end. Thus while
climbing
the
>ghat the last vehicle would be powered. One more train which could be
converted
>to a push pull type is the imaginary Pune - Bandra Terminus express
which
has to
>reverse at Vasai, a push pull rake would save many valuable minutes. I
wonder if
>the push pull trains like Nagpur - Badnera or Chennai - Arkonnam
actually
have
>toilets, for that is required in a train working the medium distances.


Could you please inform the formation of the push-pull trains on the
above
mentioned routes?

>
>> I know the EMUs cannot.
>
>EMUs can climb the ghats but it are risky in event of a power failure
or a
>coupling failure.

The chances of accident due to pwer failure are there in the presently
used
system also where both the leading power and the bankers are electric.

Season's Greetings,

HARSH

From: Balasubramanian, Vijay <>

Subject: Rajan's KR page

Date: 29 Dec 1998 09:04:15 -0500


Konkan's woes
Hi Folks,
Finished perusing through Rajan's related sites and pages on KR - what
a
fantastic compilation! Keep it up! I did not realize that the Madgaon
stations for SCR and KR are separate (read the article below) - are they
going to rename one of these soon? Also, where does the Londa
-Vasco-da-gama line cross the KR line?
**********************************************
Date: 12-09-1998 :: Pg: 12 :: Col: b
Sir, - The introduction of a pantry car in the Konkan Railway (KR)
Netravati
Express is welcome, thanks to the agitation by the irate travellers to
Kerala, who gave vent to their grievances through a dharna in Mumbai.
Still
the KR travel discomfort is not all over, particularly for midway
passengers
wanting to halt at places such as Madgaon and Udupi. During a recent
sojourn
at Udupi in Karnataka, I heard orchestrated criticism about the
irregularities of the KR train running, and the passenger travails in
general. For instance, the Udupi railway station (KR) is miles away at
an
isolated spot far from the city, and with no regular bus service, the
taxi
drivers tend to fleece the passengers.
It becomes quite worrisome for the common man because he has to make two
trips to the station, one for the ticket reservation prior to the
journey,
and another on the date of the travel. Even at Madgaon in Goa, the
situation
is similar, because the Madgaon KR station is situated in a far-away
suburb
in Salcete, unlike the South Central Railway Madgaon station, which is
within the city limits. Sops like attaching pantry cars and additional
bogies are just poppycock, when the overall larger interest of travel
comfort comes to the fore.
Bachu Vishwanath, Mumbai
*************************************

From: Pushkar Apte <>

Subject: Re:Fw: WDP 2 locomotive

Date: 29 Dec 1998 09:58:01 -0500



Vijay and Apurva, thanks for your inputs on the DMU/EMU capabilities in
the ghats. From what you say, it looks like a push-pull DMU train with
an engine at the Mumbai end at all times (and with toilets!) is the
perfect train for negotiating the complex traction systems around Mumbai

(AC, DC and Diesel). Such a train will minimize the no. of locos used
and also minimize the time wasted in engine reversals. One train I can
imagine is an Nanded/Aurangabad-Ratnagiri DMU-push/pull Express with NO
LOCO changes! It would be a sort of second Maharashtra Exp. linking
Marathwada and Nasik with Konkan! A similar train can be thought of
from Pune and/or Kolhapur/Solapur to Konkan.

-Pushkar

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From: Balasubramanian, Vijay <>

Subject: Madgaon-Majorda

Date: 29 Dec 1998 10:23:36 -0500


> fantastic compilation! Keep it up! I did not realize that
> the Madgaon
> stations for SCR and KR are separate (read the article below)
> - are they
> going to rename one of these soon? Also, where does the Londa
> -Vasco-da-gama line cross the KR line?

I should have looked at the TAAG Railway map before posing this question
:-). The map indicates that the KR line and the new BG Londa-Vasco line
share a small section between Majorda and Madgaon - the line from Londa
joins the KR line from the East and branches off at Majorda to Vasco.
The
map points to the old Madgaon and Majorda stations (for MG). It seems
to me
that these stations no longer exist and the new KR stations for
Madgaon/Majorda would be used by both KR and Londa-Vasco trains.
However,
the map doesn't indicate whether Madgaon-Majorda is single-line or
double.
Comments?

Vijay

From: Balasubramanian, Vijay <>

Subject: Push Pull trains vs DMU

Date: 29 Dec 1998 10:32:27 -0500


Folks,

Two questions for the knowledgeable:

1. What are the pros and cons of using a Push Pull train vs a DMU?
Seems
to me that DMUs would have much better acceleration/deceleration b'coz
of
distribution of power.

2. Why are diesel-hauled Push Pull trains running on an electrified
section
between Diva and Vasai? Why not use EMUs? Is this b'coz of a shortage
of
DC EMUs? Or is there some other reason?

Curiously Yours,
Vijay

From: Balasubramanian, Vijay <>

Subject: Re: New page on passing trains.....

Date: 29 Dec 1998 10:52:36 -0500




> -----Original Message-----
> From: Bharat Vohra [mailto:bvohra@hotmail.email
> Sent: Saturday, December 19, 1998 8:14 AM
> To: irfca@cs.email
> Subject: New page on passing trains.....
>
>
> Hi All!
> Please check out another addition to 'railinindia' at-
>
> <A HREF="http://members.tripod.com/~railinindia/pass.html">http://members.tripod.com/~railinindia/pass.html</A>
>
> Do get back to me with any feedback,
>
> Thanks and regards
> Bharat Vohra
>
>

Great photos! This is definitely one of my favorite pages! Plenty of
images with elec/diesel locos. hauling Rajdhani/Shatabdi trains. The
first
on-line image of the Mumbai-Pune Shatabdi Exp. with a matched-livery
WCM5.
It's sad to see the Mumbai Rajdhani acquire mismatched power cars. The
last
photo of the Hapa-ADI Intercity Exp. crossing the Saurashtra Mail brings
back memories of my Mumbai-Mithapur trip a week after I got married. At
that time, our Saurashtra Mail encountered the blue-white Intercity Exp.
at
Surendranagar. Looks like the latter has lost its distinct livery.

As I had mentioned before, the WCAM2/3 locos. look rugged but fail to
aesthetically please me.


Vijay

From: Balasubramanian, Vijay <>

Subject: Re:Fw: WDP 2 locomotive

Date: 29 Dec 1998 11:23:32 -0500


> and also minimize the time wasted in engine reversals. One
> train I can
> imagine is an Nanded/Aurangabad-Ratnagiri DMU-push/pull
> Express with NO
> LOCO changes! It would be a sort of second Maharashtra Exp. linking
> Marathwada and Nasik with Konkan! A similar train can be thought of
> from Pune and/or Kolhapur/Solapur to Konkan.
>
> -Pushkar
>
IMHO, Push Pull/DMUs make sense only for day trains that make 2 or more
trips per day - there is significant reduction in time by avoiding
direction
reversals. A Nanded-Ratnagiri Exp. is a great idea and could be a
regular
WDM2 hauled train - so no loco. changes. In fact, a portion of this
train
could be detached at Kalyan and hauled by a DC loco. till Pune. So,
Pune/Ratnagiri would get connected with Nasik, Aurangabad and Nanded.

What is the status of the Kolhapur-Ratnagiri link? Once this is
completed, we would have a shorter route between Pune and Ratnagiri via
Miraj-Kolhapur.

Vijay

From: Philip Wormald <>

Subject: Push Pull WDM2 work

Date: 29 Dec 1998 12:04:22 -0500


I have read quite a lot of quotes recently about WDM2 being used in
push-pull passenger work. Where is the main type of work for this.
What is the length of the trains that work in this mode. Where is the
Loco
on the train formation. Is there a Loco on each end?
Are these long distance trains, or only Local traffic.

Another question, what are the heaviest trains operated on a regular
basis
by WDM2's. What are the longest runs with the Locos?

Many thanks

Phil
PWormald@alco.email

From: Philip Wormald <>

Subject: WDG2 Body types

Date: 29 Dec 1998 12:04:24 -0500


I noticed that the early WDG2 types have a more rounded appearance, how
many
are like this?

Is this type ONLY used for freight traffic, or do they find use on
passenger
trains also?

Many thanks

Phil
PWormald@alco.email

From: Auroprem Kandaswami <>

Subject: Tiruchi-Dindigul New BG line cleared for passenger traffic

Date: 29 Dec 1998 17:14:01 -0500




The Commissioner of Railway Safety has cleared the newly laid
Tiruchi-Dindigul broad gauge line for passenger traffic. The
Commissioner, who inspected the new 95-km-long line last week, has
permitted the Southern Railway to operate passenger trains at a maximum
speed of 100 km per hour. The Commissioner's clearance is mandatory for

introducing passenger service on any new track. According to Southern
Railway sources, normally passenger services on any new BG line are
allowed up to a maximum speed of 75 to 90 km only. The Commissioner, who

was satisfied with the new track, allowed a maximum speed of 100 km.
This is the first time that trains are allowed to operate at a
speed of 100 km in a new track. The new line, the sources said, has been

laid to run trains at an optimum speed of 120 km.

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From: Rajan Mathew <>

Subject: Re: Rajan's KR page

Date: 29 Dec 1998 18:15:59 -0500


Actually the article (or letter) in this case is misleading. The old
Madgaon
station building structure still stands, but since the station was part
of
the old MG set-up, it is now redundant.The KR and SCR have a single new
Madgaon station a little ahead to the south - about 200 meters on a
larger
plot with 3 BG platforms and scope for expansion.
Since I have visited the place and made observations, the expalnation
for
this is as below.
Platform 1 - the main platform which houses the new KR station building
is
on the west.
The old Station had its main building and platform on the east. The east
is
five minutes walk from the heart of the market place since there is a
road
(the old station road) running there. The location of the new station
building is on the west, and has a huge circulation area outside. One
would
have to take a taxi and cross a new flyover to reach the city. An
estimated
25-30 min walk by the long route. However, just by walking over the
tracks
via the old building to the town centre, one can do this in 12 - 15 min
max.

The line from Londa SCR arrive onto Platform 2/3
KR trains halt on Platforms 1/2
The crossing between the two lines takes place just outside Madgaon
station
towards Vasco and two lines run parallel till Majorda Jn. The line on
the
left is the SCR line and the one on the right is the KR one. At Majorda,
the
lines follow their own course. The SCR line towards Vasco and the KR
line to
Verna and beyond.


The line from
.
>Konkan's woes
>Hi Folks,
> Finished perusing through Rajan's related sites and pages on KR -
what a
>fantastic compilation! Keep it up! I did not realize that the Madgaon
>stations for SCR and KR are separate (read the article below) - are
they
>going to rename one of these soon? Also, where does the Londa
>-Vasco-da-gama line cross the KR line?

From: prakash <>

Subject: Re: Push Pull WDM2 work

Date: 29 Dec 1998 20:27:46 -0500




Phil,

Let me start with a easy answers leaving tough questions for
Apurva & Co.

Six years back, I saw a DMU at Vasai Road. It was 2 driving
coaches, 7 trailor coaches and one WDM2 in the middle of the
rake. Looking at Bharat Vora's site
(<A HREF="http://members.tripod.com/~railinindia/rail2.html)">http://members.tripod.com/~railinindia/rail2.html)</A>, this is
still a valid configuration. He has a picture of this rake.
Caution, site takes a while to download.

The DMU that I saw operated between Bandra and Valsad, a
distance of roughly 185 Kms. Since Bandra to Virar + couple
of Kms. is 1500 V DC followed by 25 KV AC to Valsad, DMUs
made a perfect fit. The traffic is heavy these days due to
high cost of living in Mumbai.

Prakash



"Philip Wormald" <PWormald@alco.email on 12/29/98 12:04:22 PM

Please respond to PWormald@alco.email

To: "India Rail List" <irfca@cs.email
cc: (bcc: Prakash Tendulkar/Santa Teresa/IBM)
Subject: Push Pull WDM2 work





I have read quite a lot of quotes recently about WDM2 being used in
push-pull passenger work. Where is the main type of work for this.
What is the length of the trains that work in this mode. Where is the
Loco
on the train formation. Is there a Loco on each end?
Are these long distance trains, or only Local traffic.

Another question, what are the heaviest trains operated on a regular
basis
by WDM2's. What are the longest runs with the Locos?

Many thanks

Phil
PWormald@alco.email

From: Apurva Bahadur <>

Subject: [Fwd: Never Say Never Again!

Date: 29 Dec 1998 22:21:14 -0500

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