IRFCA Mailing List Archive

Messages 7441 - 7460

Previous 20 Messages          Archive Index          Next 20 Messages

From: Muhammed Khan <>

Subject: Re: Anatomy of an Accident

Date: 04 Aug 1999 20:54:02 -0500


Hi Harsh:
It feels good to read a positive response. The information filtering in
is
really interesting and throws a great amount of light on the working of
the
Indian Railway. Lets try this as a test analyzes with input from any one
who
is interested in brain storming.
To start with lets index all the information and also get as much
information about this accident from all sources and then analyze the
real
cause. I look forward to informative responces and a constructive
discussion.
Muhammed
--- Original Message -----
From: HVC <hvc@vsnl.email
To: Muhammed Khan <ashiane@erols.email
Sent: Tuesday, August 03, 1999 9:53 PM
Subject: Re: Anatomy of an Accident


> Dear Mr. Khan,
> Your analysis of the accident is superb in
the
> essense. I commend you for your excellent work.
>
> As you may be also reading on the list and I also understand that the
is a
> double line section and it uses lower quadrant semaphore signalling
> equipment.
>
> I would be most keen to participate in in every possible way in your
program
> of giving constructive suggestions to the IR which might help them in
> pin-pointing the shortcomings of the system and might help in
improving
its
> track record in the long run. Otherwise I too believe there is no use
of
all
> this loud talk on the list!
>
> regards,
>
> Harsh
>
>
> -----Original Message-----
> From: Muhammed Khan <ashiane@erols.email
> To: IRFCA <irfca@cs.email
> Cc: Apurva Bahadur <irfca@cs.email
> Date: Wednesday, August 04, 1999 5:44 PM
> Subject: Anatomy of an Accident
>
>
> >IRFCA:
> >It was tragic that an avoidable accident was not avoided. The pain is
more
> >when the media high lights that there is an accident every day on the
> Indian
> >Railways.
> >I have tried to visualize what could be a hypothetical cause and is
> attached
> >as a word file. I think that beside the interesting discussions in
IRFCA,
> it
> >should take more active part in railway safety, especially when it
has an
> >international expertise in various disciplines.
> > My sympathies with the families of the involved and prayer for those
no
> >more with us.
> >Muhammed
> >
>
>

From: Joydeep Dutta <>

Subject: Re: The Gaisal disater

Date: 04 Aug 1999 21:00:26 -0500


The Dead Mans Relay is an important device on the WDM2 . Infact it is
used
in the propulsion circuit of WDM2 and is also used to safeguard some
faulty
actions by drivers e.g. many drivers cutoff the GF switch while bringing
the
loco in the dynamic braking mode. In such a case the GF Relay in the
control panel picks up via the Dead mans relay. The dead mans relay has
nothing to do with vigilance control.
Joydeep


>From: Apurva Bahadur <iti@vsnl.email
>To: sank@telco.email
>CC: "Dr. K.J. Walker" <kjw_meh@powerup.email IR List
<irfca@cs.email
> "Dutta, Joydeep" <joydeepdutta@hotmail.email
>Subject: Re: The Gaisal disater
>Date: Wed, 04 Aug 1999 16:04:35 +0530
>
>
>
>Jayant S wrote:
>
> > >From what I know:
> >
> > "Dr. K.J. Walker" wrote:
> > > Does anyone know for cetain:
> > >1. What kind of signalling system is in use on the stretch.
> > Lower quadrant mechanical with interlocking. Today's sidebar in
> > the Indian Express says that the Kishanganj cabin was being
> > converted from mechanical to electrical relay, and possibly
> > the crossover points had been incorrectly locked. Which still
> > does not explain how the train passed two (?) more cabins
> > on the wrong side line.
>
>My guess - the drivers were sleeping - a driver working this
>line
>everyday knows the way very well - there is no way that they
>can be
>diverted on the wrong line and not take corrective action. Did
>the
>train enter the wrong line at high speeds or was it done at
>the
>correct speed i.e. 15 Kmph over facing points at Kishanganj ?
>I remember a driver on the Pune - Kolhapur line who watched a
>pumpkin grow by the side of the line - they are THAT
>attentive.
>However his colleague (presumably sleeping) while working the
>Up
>Mahalaxmi exp passed a distant signal a danger and nearly
>collided
>with the standing Sahyadri express except for the last minute
>changing of the points by the cabinman and the urgent braking
>by
>the guard - that would have been the accident of similar
>proportions. Except that PA - KOP is single line and the
>Gaisal
>track (I was surprised to know) is double lined. Any idea what
>caused the fire ? The TV pics show three coaches piled one top
>of
>another, the top one has had its paint burnt off.
>
> > > 2. Whether Gaisal station was indeed stut down and switched
> > > out at the time of the accident.
> > Operating, I read.
> > > 3. Whether either of the locos was fitted with a vigilance
> > > control system.
>
> > If you mean the driver vigiliance control device, then both
> > locos (presumably WDM2s) should have had them.
>
>The locos were indeed WDM2s but I have never seen a working
>vigilance control in one. The original Alcos had some sort of
>pneumatic system, I think it was a dead man's pedal but it has
>been
>removed for decades. There is a dead man's relay (DMR) which
>forms
>the heart of the engine safety circuit in a WDM 2 but it is
>connected to the various safety switches rather than a
>vigilance
>control. Maybe Joydeep can comment on this issue.
>
>Apurva
>
>


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

From: Joydeep Dutta <>

Subject: Re: More Train Crash Updates

Date: 04 Aug 1999 21:07:36 -0500


The Brahmaputra mail was worked by a locomotive from the Malda town
Diesel
Shed of NF Rly and the Avadh- Assam was worked by a WDM2 from the Gonda
shed
of N E Rly. The Driver of the BP Mail Mr B. C. Pradhan was from NJP and
is
a man who carried out the first trials of the Guwahati Rahjdhani Express

over N.F. Rly.
Joydeep


>From: Larry Russell <lrussell@direct.email
>To: Joydeep Dutta <joydeepdutta@hotmail.email IRFCA <irfca@cs.email
>Subject: Re: More Train Crash Updates
>Date: Wed, 04 Aug 1999 13:13:52 -0700
>
>Greetings. Do you know which locomotives were involved?
>Larry
>
>Joydeep Dutta wrote:
>
> > Hi all
> > Since I reside at NewJalpaiguri I am deeply hurt at what happened.
> > It is a shame for N. F. Rly For the first time I heard of a head on
> > collision on a double line section with one train on the up and
other is
>on
> > the down line.
> > Trains usually run through Gaisal the accident site at 100km/h
> >
> > >From: S Pai <s_pai@bigfoot.email
> > >To: Indian Railways List <irfca@cs.email
> > >Subject: Re: More Train Crash Updates
> > >Date: Mon, 2 Aug 1999 07:59:59 -0400
> > >
> > >Radio news I heard just now put the possible death toll at over 500
and
> > >injuries at over 1000. A railway official (didn't catch the name)
>claimed
> > >that it was now thought that it was not a bomb blast by militants
as
>feared
> > >earlier, but a signals failure leading to a head-on collision.
> > >
> > >Seven coaches of the Brahmaputra Mail and six coaches of the Awadh
>Assam
> > >Exp. were ripped apart! And the loco of the Awadh Assam was hurled

>beyond
> > >the next track by the impact of the collision!! (Sadly, this comes

>just as
> > >we were talking here about the telescoping properties, and
> > >collision-worthiness of integral coaches and the possibility of
using
> > >tightlock couplers, etc. One can only hope that one thing to come
out
>of
> > >this tragedy might be some more attention focused on these
aspects.)
> > >
> > >The Awadh Assam was apparently stationary at the platform when the
> > >Brahmaputra collided with it. If this is true, the most basic
route
> > >interlocking and signalling mechanisms for the main-line / platform

>loop at
> > >the station must have broken down completely. This sounds to me
like
> > >either gross and criminal negligence in following basic procedures,
or
>else
> > >perhaps sabotage of some sort.
> > >
> > >--Satish
> > >
> > >
> > >
> >
> > ______________________________________________________
> > Get Your Private, Free Email at <A HREF="http://www.hotmail.com">http://www.hotmail.com</A>
>


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

From: Apurva Bahadur <>

Subject: Re: The Gaisal Crash

Date: 05 Aug 1999 01:07:27 -0500


>
> Why is that? What signals apply to a train traveling on the wrong
track
> of a double line?

Some tracks like the middle line in the Bhore ghats are bi-directional.
So maybe
the Palwal - Delhi has such type of 'middle' tracks. But as Vijay says,
if the
wrong line is used then a paper permission must exist and the train
working wrong
line must switch back to it's correct track ASAP.
However in a station yard area there is nothing like right and wrong
tracks, the
train is received on whichever track is free. So maybe the AA was sent
on the
loop line facing the wrong line and then it was forgotten to switch it
back to
the correct tracks.

Apurva

From: Apurva Bahadur <>

Subject: Re: More Train Crash Updates

Date: 05 Aug 1999 01:15:33 -0500




Larry Russell wrote:

> Greetings. Do you know which locomotives were involved?
> Larry

Definitely WDM 2s. Today's Times of India carries a picture of
the Alco 251 engine
block being lifted by a crane (with a wrong caption - it says
that this is a
little girl in the hospital whose mother died in the crash).
The TV pics showed
one WDM 2 whose long hood was smashed due to the impact.

Apurva

From: Apurva Bahadur <>

Subject: Near disaster in ERS

Date: 05 Aug 1999 01:24:20 -0500


Gang !

Today's Indian Express reports that the Venad Express took off
for the wrong track from Ernakulum (South) station on
Wednesday. The Assistant station master, the cabinman and the
drivers have been suspended. The train was on Platform no 3
where instead of proceeding towards Shronur the train went on
the tracks towards Kottayam. The Trivandrum bound Kerala
Express was expected any time on the same tracks adding to the
panic. The tension was relieved only after the Kerala Exp
pulled up on another track. The Divisional safety officer is
conducting an inquiry in the incident. The drivers of the
Venad Express did not look for the proper starter signals. The
starter additionally has letters S for Shronur, M for
Marshaling Yard and K for Kottayam which the drivers should
have sighted before starting their train.

Apurva

From: Apurva Bahadur <>

Subject: [Fwd: Question about IR

Date: 05 Aug 1999 01:30:39 -0500


Can the IRFCA answer Saurabh's queries ? Do see the IRFCA FAQ
at <A HREF="http://meltingpot.fortunecity.com/syria/716">http://meltingpot.fortunecity.com/syria/716</A>

You may find many answers there

Apurva

From: SHRINIVAS V. JOSHI <>

Subject: TOI snap....

Date: 05 Aug 1999 02:44:32 -0500


Hi!


On Thu, 5 Aug 1999, Apurva Bahadur wrote:

> Today's Times of India carries a picture of the Alco 251 engine
> block being lifted by a crane (with a wrong caption - it says that
this
> is a little girl in the hospital whose mother died in the crash).

That must be Pune edition, Mumbai edition of TOI has correct caption
about
the engine being lifted. One can make out it was burned as well, just
after the impact, which might have caused the fire.

Shrinivas

From: HVC <>

Subject: Re: Poor loco drivers of NF RLY

Date: 05 Aug 1999 02:49:05 -0500


>Being a resident of NewJalpaiguri I can tell you that the Avadh Assam
>driver though dead should also be held responsible for such running on
wrong
>track. Again if a up train runs on the down line he faces no
outer-warner,
>home , starter and advanced starter signal( the particular section is
on
>two-aspect conventional signalling system, though tokenless). One can
run
on
>the wrong line between two station under special line clear but to pass
>through three station at speed means the Avadh driver who belongs to
Katihar
>was just going against the rules. I believe strongly in the fact that
>


Hi Joydeep,
Although I agree with you on many aspects of your
mail :-

1) Is the driver running seven hours late only one to be held
responsible
for running on the wrong track to which he was helplessly switched over
to
and had no control of. What about the cabinmen on Kishanganj and
Panjipara(and ASM as well)?
I understand that when the line is temporarily changed to manual
interlocking, the maximum speed allowed in the block is 10-15 Kmph. Had
this
been checked by anyone at either of the two stations, there was morethan
enough time to avoid this accident by stopping either of the trains.
The ASM and cabin staff of Gaisal are not to be blamed as Iam inclined
to
believe at the moment.

2) What makes you think that the AA Exp was at great speed?

Harsh

From: SHRINIVAS V. JOSHI <>

Subject: Re: Near disaster in ERS

Date: 05 Aug 1999 02:54:47 -0500



Hi!

On Thu, 5 Aug 1999, Apurva Bahadur wrote:

> Today's Indian Express reports that the Venad Express took off
> for the wrong track from Ernakulum (South) station on
> Wednesday. The Assistant station master, the cabinman and the
> drivers have been suspended. The train was on Platform no 3
> where instead of proceeding towards Shronur the train went on
> the tracks towards Kottayam. The Trivandrum bound Kerala
> Express was expected any time on the same tracks adding to the
> panic. The tension was relieved only after the Kerala Exp
> pulled up on another track. The Divisional safety officer is
> conducting an inquiry in the incident. The drivers of the
> Venad Express did not look for the proper starter signals. The
> starter additionally has letters S for Shronur, M for
> Marshaling Yard and K for Kottayam which the drivers should
> have sighted before starting their train.

Today StarNews at 5:00 in the morning , carried this news. And 3
personnel
suspended for neglecting their duties. And that too happening just 3
days
after the Gaisal mishap, this is very much disturbing. Specially for
lakhs of
railway travellers.

But your paper has full account of the averted disaster.

Shrinivas

From: HVC <>

Subject: Re: Nothing to do with........(Re: India train crash ...)

Date: 05 Aug 1999 03:12:11 -0500


>> I fully agree with Dheeraj. It is like twisting the issue out of
shape to
>> produce an outlandish conclusion.
>> 1) What if it turns out that all of those responsible for the
accident
were
>> high caste chaste hindus?
>
>> 2) Once it happened that the behavior of the RPF/GRP was attributed
to
the
>> fact they they were mostly north indians. It finally turned out that
they
>> were all mumble-bhais!(Thanks for this lovely expression KW)
>
>That the concerned RPF , were Mumbaiwallas And this too was pointed out
>by me in relevant mail, quoting the names from local newspapers. Not
that
>, I hide those facts.
>


Dear Shrinivas,
I never said that you were hiding the facts but you
were
indeed deriving conclusions before the facts are out.

I don't care what Prannoy Roy says for he is no apostle. One should talk
facts with statistics to back them if any. I know that the railway
worker
fraternity is already divided over various trade union affiliations.
Caste
divisions are secondary. A decently educated person coming with a
reservation to back him will probably be seen more amongst the babus of
IR,
not toiling hard on the lines as a driver or a cabin staff.
Regards,

Harsh

From: HVC <>

Subject: Re: India train crash ...

Date: 05 Aug 1999 03:32:27 -0500


>> IR just like some other public sectors willingly
takes
>> sportsmen on their rolls. I personally feel it is a good gesture on
their
>> part for a sportsmen starved country. Before the big money came in
even
the
>> cricketers used to be on rolls of IR and some banks. You may not be
aware
>> but Railway sportspersons account for most of the medals in any
>> international/national sporting event. Jyotirmayee Sikdar is just one
of
>> them. Now please don't ask me who she is!
>>
>> And a wrestler or a weightlifter(not a bodybuilder) is supposed to be
>> working out(officially) and not poking his nose in dusty old files.
>
>Fully agree Harsh, but the chap whom I am refering is a bodybuilder &
not
>a weight lifter and is not working out (officially) on his body in the
>gym to make the IR proud but is actually doing a second parallel job in
a
>private gym.
>


You mean he is not in IR because of his past athletic/sports record.
In that case I would believe that he came through the normal selection
procedure like anyone else.
If he can afford to do double take in some kind of arrangement with his
bosses, it is a problem of overstaffing which we are talking here, a
plague
that ills all public sector and IR necessarily is the biggest of them.
But
that is a problem mostly in the clerical departments.

IR on-line workforce is woefully short of staff and are extremely
overworked
without proper continuos training or incentives.

Harsh

From: HVC <>

Subject: Re: The Gaisal disater

Date: 05 Aug 1999 03:55:59 -0500




>My guess - the drivers were sleeping - a driver working this
>line
>everyday knows the way very well - there is no way that they
>can be
>diverted on the wrong line and not take corrective action.

I don't think that is the case. Nearly all trains stop at Kishanganj and
it
is highly unlikely that they dozed off by the time they passed over the
east
cabin.

They were however guilty of criminal negligence and got the devil's due
but
there must be so many others who were really sleeping to cause such an
accident.
A lot of questions have to be asked.

Although Iam not superstitious, this is the third accident involving
Brahmaputra in the recent times and they all have been in close
viscinity of
each other. Maybe the entire Katihar division needs to be sacked!

Harsh

From: S Pai <>

Subject: Re: AWS and Accident Prevention

Date: 05 Aug 1999 06:08:14 -0500



As Jishnu said, I guess you mean "Automatic Train Stop" (ATS or PTS)
which
is a less sophisticated version of "Automatic Train Control" (ATC). The
"Auxiliary Warning System" (AWS), in place on some stretches in India
already, is, if I understand it correctly, simply some sort of a warning
light or siren inside the cab when certain signalling aspects are
overrun
or occupied track sections are entered. It does not actually stop the
train, I think.

With some sort of ATS technology, there will be two problems. One is
the
issue of theft of track-side equipment as mentioned by others. So you
still need back-up manual procedures, leaving scope for human error.
The
other problem is malfunction for any reason, which still requires backup
manual procedures. Further, if the devices malfunction frequently,
everyone involved starts treating them less seriously, particularly if
there
are false alarms which annoy everyone, and eventually it just becomes
the
norm to bypass the mechanisms (our maintenance folks and technicians are
not
incompetent after all) so that it just doesn't work, despite any number
of
certificates that may be presented to the safety officers.

--Satish

From: Anand Krishnan <>

Subject: 'Other' line discussions

Date: 05 Aug 1999 06:56:59 -0500


HI all,

>This was in
>1989 or so.

Nice to see a lot of discussions as an aftermath of Gaisal disaster,

especially the one being done on how proper it is for a train to go on
the
'other' line. I too wish to give an example here how careful the
railways
were[for a change] in dealing with an incident that took place last year
in
TN.
I was travelling by the 2760Up and it made an unusual halt at a place
called
Elavur which is the next station to Gummadipoondi on the MAS-Gudur line.
We
came to know that the loco of the Jaipur Exp that our train followed
had a
short circuit and caught fire 5 km ahead from this station. As soon as
the
fire engines has come to the spot(20-30 min] form Gummidipoondi and
Sulurpet
there was a call that said that the main line power was being shut down
and
off went the power. It was shut down for almost 2 hours. This even led
to
our WAP4 driver pleading for the power to be restored as his guage kept
dipping consistently and he said to the SM "If u do not restore power in

another 30 min, please arrange for another spare loco along with that
for
the Jaipur Exp.". But the station master refused and said that those
were
the rules to be followed in the event of a fire mishap and he seemed
very
logical too. Then after almost 6 hour detainment and after the driver of
the
TVC Raj also gave a o.k for the route[his train was the first to be let
on
the only other line available line] he lent a chit from the Station
master
from the next station Arambakkam who gave him a caution order for our
loco
driver, the home was still red but we were let on the 'other' line after
a
hand held green from the station master. the whole stretch of 6 k.m was
crossed at 25kmph max. We were restored to our original track at the
next
station, but were given a green only after a danger for 2 min, so that
things were in place before they started allowing the trains.
It was even more important to do it this way as train of the likes of
G.T,
T.N, Howrah mail were all following and detained at subsequent stations
and
there were trains like RaptiSagar that were going towards Chennai.
Though it
did cause a very long delay it should be complimented that the safety
procedures were followed.

Kind regards,
Anand


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

From: Peter <>

Subject: Steam Special trains

Date: 05 Aug 1999 07:06:38 -0500


Hi everybody,

I have read some articles about the possibility of arranging special
steam
charter trains
around Dehli with YG and WP locomotives.
Is this just a typical internet-rumour or more substantial?
Whom to contact?

What happened to the plans to build up a museum with running steam locos
at
Rewari?
(Another rumour...)

Thanks a lot,
Peter
garratt@compuserve.email

From: Mike Brooker <>

Subject: Re: India train crash ...

Date: 05 Aug 1999 08:03:03 -0500


>>Yes Shri you are 100% correct. I know of a bodybuilder in WR who just
>>signs the muster in the morning and works the whole day as a physical
>>instructor in my gym. I was happy first to have a physical instructor
who
>>works for the railways but alas! his knowledge about railways is ZERO.
>>
>
>
>But Viraf,
> IR just like some other public sectors willingly
takes
>sportsmen on their rolls. I personally feel it is a good gesture on
their
>part for a sportsmen starved country. Before the big money came in even
the
>cricketers used to be on rolls of IR and some banks. You may not be
aware
>but Railway sportspersons account for most of the medals in any
>international/national sporting event. Jyotirmayee Sikdar is just one
of
>them. Now please don't ask me who she is!
>
>And a wrestler or a weightlifter(not a bodybuilder) is supposed to be
>working out(officially) and not poking his nose in dusty old files.
>


So IR is paying the salaries of some cricketers and bodybuilders. Are
there
any yoga teachers on the IR payroll??

Do IR have full-time chaplains on staff? i.e. Hindu pandits from various
branches (Shaiva, Vaishnav, Shakta, Vedanta, etc.), as well as Muslim
and
Christian ministers. If so, they would be more than earning their keep
cremating the victims and attending to the needs of their families.

********************************************************************
Mike Brooker
99 Wychcrest Ave.,
Toronto, ON M6G 3X8
CANADA
(416) 536-7406
********************************************************************

From: Larry Russell <>

Subject: Re: More Train Crash Updates

Date: 05 Aug 1999 08:40:12 -0500


Thanks for the reply, Apparently 2 WDM2's are to be written off. It
would be
worth finding out which ones they were (and which other locomotives were
written off due to accidents) My database keeps track of all locomotives
and
their dispositions, if there is anyone that knows which locomotives were
involved in any accidents. I would appreciate knowing and I'll pass a
compiled
list along to the group as I recieve it.
Larry.

Joydeep Dutta wrote:

> The Brahmaputra mail was worked by a locomotive from the Malda town
Diesel
> Shed of NF Rly and the Avadh- Assam was worked by a WDM2 from the
Gonda shed
> of N E Rly. The Driver of the BP Mail Mr B. C. Pradhan was from NJP
and is
> a man who carried out the first trials of the Guwahati Rahjdhani
Express
> over N.F. Rly.
> Joydeep
>
> >From: Larry Russell <lrussell@direct.email
> >To: Joydeep Dutta <joydeepdutta@hotmail.email IRFCA
<irfca@cs.email
> >Subject: Re: More Train Crash Updates
> >Date: Wed, 04 Aug 1999 13:13:52 -0700
> >
> >Greetings. Do you know which locomotives were involved?
> >Larry
> >
> >Joydeep Dutta wrote:
> >
> > > Hi all
> > > Since I reside at NewJalpaiguri I am deeply hurt at what happened.
> > > It is a shame for N. F. Rly For the first time I heard of a head
on
> > > collision on a double line section with one train on the up and
other is
> >on
> > > the down line.
> > > Trains usually run through Gaisal the accident site at 100km/h
> > >
> > > >From: S Pai <s_pai@bigfoot.email
> > > >To: Indian Railways List <irfca@cs.email
> > > >Subject: Re: More Train Crash Updates
> > > >Date: Mon, 2 Aug 1999 07:59:59 -0400
> > > >
> > > >Radio news I heard just now put the possible death toll at over
500 and
> > > >injuries at over 1000. A railway official (didn't catch the
name)
> >claimed
> > > >that it was now thought that it was not a bomb blast by militants
as
> >feared
> > > >earlier, but a signals failure leading to a head-on collision.
> > > >
> > > >Seven coaches of the Brahmaputra Mail and six coaches of the
Awadh
> >Assam
> > > >Exp. were ripped apart! And the loco of the Awadh Assam was
hurled
> >beyond
> > > >the next track by the impact of the collision!! (Sadly, this
comes
> >just as
> > > >we were talking here about the telescoping properties, and
> > > >collision-worthiness of integral coaches and the possibility of
using
> > > >tightlock couplers, etc. One can only hope that one thing to
come out
> >of
> > > >this tragedy might be some more attention focused on these
aspects.)
> > > >
> > > >The Awadh Assam was apparently stationary at the platform when
the
> > > >Brahmaputra collided with it. If this is true, the most basic
route
> > > >interlocking and signalling mechanisms for the main-line /
platform
> >loop at
> > > >the station must have broken down completely. This sounds to me
like
> > > >either gross and criminal negligence in following basic
procedures, or
> >else
> > > >perhaps sabotage of some sort.
> > > >
> > > >--Satish
> > > >
> > > >
> > > >
> > >
> > > ______________________________________________________
> > > Get Your Private, Free Email at <A HREF="http://www.hotmail.com">http://www.hotmail.com</A>
> >
>
> ______________________________________________________
> Get Your Private, Free Email at <A HREF="http://www.hotmail.com">http://www.hotmail.com</A>

From: Vijay Balasubramanian <>

Subject: Re: ERS shed's webpage

Date: 05 Aug 1999 09:39:39 -0500


It is interesting to note that the Mangala Exp. is worked
by an ERS power all the way to Igatpuri where an AC loco
takes over. This must be the only express train to be hauled
by a WDM2 between Igatpuri and Kalyan.

Vijay

>-----Original Message-----
>From: Apurva Bahadur [SMTP:iti@vsnl.email
>Sent: Saturday, July 31, 1999 4:21 AM
>To: IRFCA
>Subject: ERS shed's webpage
>
>Yo !
>
>Check out ERS shed webpage
><A HREF="http://business.vsnl.com/locomotive/">http://business.vsnl.com/locomotive/</A>
>
>Apurva
>

From: Nirmal Mathew <>

Subject: Re: Question about IR

Date: 05 Aug 1999 10:17:40 -0500


You can mention how Americans make similar mistakes like the incident
where
a Washington bound express from Maryland was diverted on the wrong track
(to
overtake a freight train) and rammed an oncoming New York bound
Metroliner
express train since the oncoming train was not halted in time and the
Washington bound train not allowed to get back on its own track (in
time)
....
(I'm not sure of the exact trains ... so Gang, please check these again
... )
The accident took place in the evening peak time.
(Source of Info - 'Great Train Disasters' screened on Discovery Channel
in
November 98)

The sad thing about the Indian Railway accident at Gaisal was the fact
that
the accident occured in the middle of the night. Also Indian Railways
being
broad gauge, higher capacity and overloading carries much more
passengers
... thus the large human toll ...

----- Original Message -----
From: Saurabh Jang <saurabhj@wwa.email
To: <iti@giaspn01.email
Sent: Wednesday, August 04, 1999 2:53 AM
Subject: Question about IR


> Apurva,
>
> I got your email address from a web search I did on the Indian
Railways.
> I am trying to write a letter to my local newspaper here, The Chicago
> Tribune, criticizing their derisive characterizations of the Indian
> Railways as a "colonial relic" in light of the recent tragedy.
>
> What I am trying to locate is stats which show that the Indian
Railways
has
> not exactly been siting on their behinds in the past 50 years. Could
> you clear up some doubts:
>
> - How mnay route kilometers have been added since independence?
> - How many track kilometers have been converted to broad gauge
> since independence (did the British build only narrow and meter
gauge?)
> - What percent of the fleet of locomotives used diesel or electricy at
> independence
>
> I would greatly appreciate any input you have.
>
> Thanks,
>
> Saurabh
>
>

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