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From: VIRAF P.. MULLA <>

Subject: Re: DLW news in the TOI

Date: 15 Aug 1999 19:23:47 -0500


I forgot to add, that this is a
> single cab power, which would necessitate turning facility at
> the end of it's travel. I wonder if this supplement exists on
> the internet edition of the TOI ?


Does it mean that good old turntables are gonna make a comeback?


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

From: S.Shankar <>

Subject: Re: DLW news in the TOI

Date: 15 Aug 1999 20:51:58 -0500


Hello,
I faintly remember having read somewhere that the new breed of GT Mac
will be used mainly as power cars in fast express operations.
I thought that probably meant something like the British HST: with a
loco/power car at each end.
But considering the power of these new beasts, that somehow does not
seem right. After all, how much sense does it make to have a 4000+ hp
engine coupled at each end, unless the engine power is also to be used
for train lighting, airconditioning etc.
I wonder how much sense it will make for the IR to go in for
unidirectional powers any more. Seems like going back in time.
This unidirectional syndrome in an US absurdity, wonder how they get
round all the operational limitations of unidirectional powers. At least
if the hp rating is lower, we might have two powers permanently coupled
back to back.
Any ideas, gang?
Cheers.
Shankar




VIRAF P.. MULLA wrote:
>
> I forgot to add, that this is a
> > single cab power, which would necessitate turning facility at
> > the end of it's travel. I wonder if this supplement exists on
> > the internet edition of the TOI ?
>
> Does it mean that good old turntables are gonna make a comeback?
>
> Viraf
> ==========================
> Viraf Mulla
> C-20/14, Jeevan Bima Nagar,
> Borivali (West)
> Mumbai 400103
> Tel: +91-22-8954510
> E-mail: sncf@godrej.email
> ==========================

From: Jayant S <>

Subject: Re: Turntables for New Diesels ?

Date: 15 Aug 1999 20:58:50 -0500


"VIRAF P.. MULLA" wrote:
> I forgot to add, that this is a
> > single cab power, which would necessitate turning facility at
> > the end of it's travel. I wonder if this supplement exists on
> > the internet edition of the TOI ?
> Does it mean that good old turntables are gonna make a comeback?

Hmm, good question. I don't suppose turntables
would be reinstalled for this class of locos alone.
They will probably put up with long hood leading
running, or run them MUed back to back most of
the time.

Actually, I find it curious that IR stays with
single-cabbed diesels, when they exclusively
run dual cab electrics. The new GM locos were
probably selected on the basis of their
performance. The only dual cab diesel I know
of is the one developed by BHEL, apparently
on the WDM2 base.


--
JS
--

From: poras p.saklatwalla <>

Subject: SUPERFAST FROM BORIVALI !

Date: 15 Aug 1999 21:37:23 -0500


ACK 160899100723
Gang,
Yesterday my parents took a superfast from BVI at 9.10 pm. It halted at
Bandra, Bombay Central and Churchgate.

Is this another kind of Bada fast. Viraf for your info this train was
on
PF6 and the indicator showed 0.00 as its timing.

PORAS P.SAKLATWALLA
TEL :5773535/3636
EXT :4226/4232/4237

From: Larry Russell <>

Subject: Re: Turntables for New Diesels ?

Date: 15 Aug 1999 21:58:38 -0500


GM just as easily could have made it dual cab. They certainly have done
it for other countries.
Larry

Jayant S wrote:

> "VIRAF P.. MULLA" wrote:
> > I forgot to add, that this is a
> > > single cab power, which would necessitate turning facility at
> > > the end of it's travel. I wonder if this supplement exists on
> > > the internet edition of the TOI ?
> > Does it mean that good old turntables are gonna make a comeback?
>
> Hmm, good question. I don't suppose turntables
> would be reinstalled for this class of locos alone.
> They will probably put up with long hood leading
> running, or run them MUed back to back most of
> the time.
>
> Actually, I find it curious that IR stays with
> single-cabbed diesels, when they exclusively
> run dual cab electrics. The new GM locos were
> probably selected on the basis of their
> performance. The only dual cab diesel I know
> of is the one developed by BHEL, apparently
> on the WDM2 base.
>
> --
> JS
> --

From: Larry Russell <>

Subject: Re: DLW news in the TOI

Date: 15 Aug 1999 22:00:51 -0500


Of course, the loco could push, with a control car at the other end.
Larry

"S.Shankar" wrote:

> Hello,
> I faintly remember having read somewhere that the new breed of GT Mac
> will be used mainly as power cars in fast express operations.
> I thought that probably meant something like the British HST: with a
> loco/power car at each end.
> But considering the power of these new beasts, that somehow does not
> seem right. After all, how much sense does it make to have a 4000+ hp
> engine coupled at each end, unless the engine power is also to be used
> for train lighting, airconditioning etc.
> I wonder how much sense it will make for the IR to go in for
> unidirectional powers any more. Seems like going back in time.
> This unidirectional syndrome in an US absurdity, wonder how they get
> round all the operational limitations of unidirectional powers. At
least
> if the hp rating is lower, we might have two powers permanently
coupled
> back to back.
> Any ideas, gang?
> Cheers.
> Shankar
>
> VIRAF P.. MULLA wrote:
> >
> > I forgot to add, that this is a
> > > single cab power, which would necessitate turning facility at
> > > the end of it's travel. I wonder if this supplement exists on
> > > the internet edition of the TOI ?
> >
> > Does it mean that good old turntables are gonna make a comeback?
> >
> > Viraf
> > ==========================
> > Viraf Mulla
> > C-20/14, Jeevan Bima Nagar,
> > Borivali (West)
> > Mumbai 400103
> > Tel: +91-22-8954510
> > E-mail: sncf@godrej.email
> > ==========================

From: Jayant S <>

Subject: Re: DLW news in the TOI

Date: 15 Aug 1999 22:10:56 -0500


"S.Shankar" wrote:
> But considering the power of these new beasts, that somehow does not
> seem right. After all, how much sense does it make to have a 4000+ hp
> engine coupled at each end, unless the engine power is also to be used
> for train lighting, airconditioning etc.
Even then, 8000 hp would be way too overpowered for a
passenger train. I suppose even in goods service they
will mainly be used single because of their high single
unit power.
> I wonder how much sense it will make for the IR to go in for
> unidirectional powers any more.
As Larry Russell pointed out, GM could have easily made a
dual cab version. I suppose IR wanted to save costs, and
decided that they could put up with reverse running.

Does anyone know how many driving desks are fitted on
this machine, and if there is one, which side is it on ?
From what I have seen of new GM driving desks (SD90's etc),
they are unidirectional only. Would be very diffult to
operate on a reverse facing loco.

--
JS
--

From: VIRAF P.. MULLA <>

Subject: Re: SUPERFAST FROM BORIVALI !

Date: 15 Aug 1999 23:03:57 -0500


> Gang,
> Yesterday my parents took a superfast from BVI at 9.10 pm. It halted
at
> Bandra, Bombay Central and Churchgate.
>
> Is this another kind of Bada fast. Viraf for your info this train was
on
> PF6 and the indicator showed 0.00 as its timing.

Porus, I think that this might be an extra train to clear the holiday
rush. A better of way of utilization of a rake instead of running it
empty all the way to Churchgate. 0.00 on indicator proves that it's not
a
scheduled service.

Viraf

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

From: Apurva Bahadur <>

Subject: Re: Turntables for New Diesels ?

Date: 15 Aug 1999 23:14:17 -0500




Jayant S wrote:

> "VIRAF P.. MULLA" wrote:
> > I forgot to add, that this is a
> > > single cab power, which would necessitate turning facility at
> > > the end of it's travel. I wonder if this supplement exists on
> > > the internet edition of the TOI ?
> > Does it mean that good old turntables are gonna make a comeback?
>
> Hmm, good question. I don't suppose turntables
> would be reinstalled for this class of locos alone.
> They will probably put up with long hood leading
> running, or run them MUed back to back most of
> the time.

MUing even two locos back to back will generate 8000 HP ! Which train
in India requires this type of power ? I have a bad feeling that the
WDG 4 will work long hood leading one way. There are hardly any
serviceable turntables or triangles on the IR. I also think that the
WDG 4 looks much longer than a standard BG steam power and I guess
much heavier too, so will a discarded turntable will be able to handle
WDG 4 ?

> The only dual cab diesel I know
> of is the one developed by BHEL, apparently
> on the WDM2 base.

You forgot the WDP 2, which looks like a little like the WDG 4 but
with two cabs.

Apurva

From: Apurva Bahadur <>

Subject: Re: DLW news in the TOI

Date: 15 Aug 1999 23:29:05 -0500


I do not think the IR is ready for such a major revolution (power car
type
push pull) just so that we can use the WDG 4s. Maybe the current area of
application of the WDG 4 (Bellary/ Hospet - Vasco) requires 8000 HP and
thus
the monster BCN/ BOX rakes that run on this section runs will justify
the
double heading and the single cab.
This must be by no means the final version. Does the GT 46 PAC look any
different ? Just a matter of curiosity, how many current American
diesels have
two cabs ? I cannot remember any. So the IR took the easier step of
getting a
technology transfer first, delivery of some SKD and CKD next and use all
the
initial WDG 4 as double headed Briganza ghat power rather than ask EMD
to
redesign the standard GT 46 MAC. Designing an extra cab is a smaller
challenge. Remember the WDM 1 which the IR accepted inspite of it's
single cab
?
How many GT 46 MACs has the EMD sold before making this sale to the IR ?
Maybe Shubhranshu (the Dy. CME of DLW) could contribute to our
speculations ?

Larry Russell wrote:

> Of course, the loco could push, with a control car at the other end.
> Larry
>
> "S.Shankar" wrote:
>
> > Hello,
> > I faintly remember having read somewhere that the new breed of GT
Mac
> > will be used mainly as power cars in fast express operations.
> > I thought that probably meant something like the British HST: with
a
> > loco/power car at each end.
> > But considering the power of these new beasts, that somehow does not
> > seem right. After all, how much sense does it make to have a 4000+
hp
> > engine coupled at each end, unless the engine power is also to be
used
> > for train lighting, airconditioning etc.
> > I wonder how much sense it will make for the IR to go in for
> > unidirectional powers any more. Seems like going back in time.
> > This unidirectional syndrome in an US absurdity, wonder how they get
> > round all the operational limitations of unidirectional powers. At
least
> > if the hp rating is lower, we might have two powers permanently
coupled
> > back to back.
> > Any ideas, gang?
> > Cheers.
> > Shankar
> >

From: Jayant S <>

Subject: Re: Single-cabbed locos

Date: 16 Aug 1999 00:44:02 -0500


Apurva Bahadur wrote:
> I do not think the IR is ready for such a major revolution (power car
type
> push pull) just so that we can use the WDG 4s. Maybe the current area
of
> application of the WDG 4 (Bellary/ Hospet - Vasco) requires 8000 HP
and thus
> the monster BCN/ BOX rakes that run on this section runs will justify
the
> double heading and the single cab.
Are they running on any sections where heavy freights need to
change power from electric to diesel ?

> Remember the WDM 1 which the IR accepted inspite of it's single cab ?
At that time they would not have considered single cabs to be
a problem, as there were enough turning facilities for steam.
Alco-GE and GM would have been the main sources to go to anyway,
and American practice has always favoured single-cab diesels.
Dual cabs appeared on the Swiss built electrics, typically for
European practice (diesels and electrics), and would have
proved to be another advantage for electrics considering
their capability for rapid turnarounds. WDM2 and YDM4
power was, of course, worked both ways without too much
trouble.

I have always felt, however, that for future IR practice,
particularly with passenger locos, dual cabs would be more
appropriate.

--
JS
--

From: Apurva Bahadur <>

Subject: [Fwd: [Indian Railway mag of June 1999]

Date: 16 Aug 1999 00:51:39 -0500


Thanks for the info Karthik,

I am forwarding this to the gang.

Apurva

From: Peter <>

Subject: Re: Turntables for New Diesels ?

Date: 16 Aug 1999 01:00:35 -0500


Hello list,

just look over the boarder: the Pakistan Railways got new
GM/AdTranz diesels, single, front end cab, deployed at Karachi.
The AdTranz engineer I spoke to told me that "of course" these
locos could run bidirectional, that would be the advantage of
having a "modern" locomotive (compared to the "odd old steamers").
Unfortunately the drawing board of AdTranz/GM and the reality
of the PR is not the same: drivers complained about the narrow
view ahead when running long-nose-leading and the increased danger
of accidents.
Thus the PR decided to run them uni-directional - which implies
that the engines have to be turned most times (if they can't find
a circular course).
Sometimes I ask myself why railways pay a lot of money for crap...

Cheers,
Peter

From: Apurva Bahadur <>

Subject: [Fwd: Best Wishes on Indian Independence Day

Date: 16 Aug 1999 01:10:31 -0500


Gang !

Go through Luther's mail. Is there a CLW website ? Also how
much of grain is carried on the IR and do we have a theorist
or a historian on the IR (Mike Satow, RR Bhandari ?) ?
I guess only metro cities are spending independently for urban
rail transportation.
Apurva

From: Anand Krishnan <>

Subject: Re: Indian Railway mag of June 1999

Date: 16 Aug 1999 01:49:23 -0500


Hi Apurva Bhai and the Gang,
I could identify 2 of these places.
>
>Ayanavaram (?)
A place in Chennai
>Raynapadu (?)
In AP

Kind regards,
Anand


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

From: Dr. K.J. Walker <>

Subject: Re: FAQ - Trivia update. - Darjeeling timings

Date: 16 Aug 1999 02:33:38 -0500


Dear Samit,
There's rather a lot of difference between the booked time for DHR
trains and the actual time taken, these days. 1D and 3D Passenger are
booked
to leave NJP at 0730 and 0900 repectively, arriving Darjeeling 1550 and
1715. Booked times: 8hours 20mins and 8hrs 15min. Newmans give the kms
as
88, so that's 10.6 kph for 3D. 1D (formerly the Mail) never runs, as
you
probably know; but 3D normally does, though it often reaches Darjeeling
well
after its booked time.
Speeds are restricted; from memory the maximum on the hill
section
is 12mph (19.2kph) going uphill and about 2mph slower coming down (there
are
no automatic brakes). On thne flat, about 20mph (32kph) is permitted.
Nonetheless, within those restrictions, the DHR Company was acheiving a
5-1/4 hour time Siliguri-Darjeeling in the early 1940s, with 4 bogies
and a
4-wheel van as trailing load. That's 16.76kph, or just over 10mph, quite
creditable for a steeply-graded mountain line. At present the steam
engines
work at a reduced boiler pressure due to concerns about the condition
of
the boilers, and can only handle three bogies. Given decent motive
power,
air brakes, and some smart station working, it is an example of what
could
be done. A 5-1/4 hour journey is competitive with the buses, which an
8-1/2
hour one ain't.
Cheers
Ken Walker



-----Original Message-----
From: Samit Roychoudhury <samr@vsnl.email
To: HVC <hvc@vsnl.email
Cc: IRFCA <irfca@cs.email
Date: 15 August 1999 9:57
Subject: Re: FAQ - Trivia update.


>another fact forgotten or missed out is that the slowest schedule is
>probably of the DHR... where the average speed is i believe less than
10
>kph. i am not sure of the distance and the travel time, but i once
remember
>that it took all day to get to darjeeling from njp.
>
>am i right about this being the slowest run? i think the distance is 82
kms
>and the schedule time is about 9 hours or so.
>
>samit
>
>

From: Dr. K.J. Walker <>

Subject: Re: [Fwd: INDIAN STEAM]

Date: 16 Aug 1999 02:59:41 -0500


Hi Harsh,
Re the Nilgiri line, perhaps you should mention, most importantly,
that
the diseasels only work the adhesion section, from Coonoor to Ooty. The
rack
section is still 100% steam, and that's the really scenic part too. Stay
at
Coonoor, it's cheaper and better placed, and enjoy the rack section.
Cheers
Ken Walker

-----Original Message-----
From: HVC <hvc@vsnl.email
To: shankie@emirates.email <shankie@emirates.email Rydstrom, Erik
<erikrydstrom@hotmail.email
Cc: IRFCA <irfca@cs.email
Date: 14 August 1999 6:26
Subject: Re: [Fwd: INDIAN STEAM]


>Dear Shankar,
>
>-THE DARJEELING HIMALAYAN LINE BETWEEN NEW JALPAIGURI AND DARJEELING IN
>WEST BENGAL.(nARROW GAUGE). hOWEVER, YOU WILL NEED A SPECIAL PERMIT TO
>VISIT DARJEELING, AND THE TRAIN DOES NOT ALWAYS RUN.
>
>
>You don't need any permit to visit Darjeeling nowadays. Please don't
>discourage potential visitors.
>
>-THE NILGIRI MOUNTAIN LINE IN SOUTHERN INDIA (METER GAUGE: RACK AND
>PINION). hOWEVER, THE LINE IS DIESEL WORKED IN MOST PARTS, STEAM TAKING
>OVER ONLY IN THE RACK SECTIONS.
>
>
>The diesel operation is only in a section of 28 Km out of a total of 46
but
>that that should not keep you from visiting there.
>
>
>Harsh
>
>

From: Apurva Bahadur <>

Subject: Re: Single-cabbed locos

Date: 16 Aug 1999 05:43:44 -0500


> Are they running on any sections where heavy freights need to
> change power from electric to diesel ?

Has ever such a transition (electric -> diesel) occurred ? We have
excellent
freight powers in quantity with dual cabs. I remember someone telling me
that WAG
5s are going to be the most common power on the IR. Today that position
is held by
the venerable WAM 4. Is it not that the diesel power is more efficient
than the
electric power, but for a section that cannot justify the additional
costs of
wiring up the tracks as well as keeping the substations live at full
capacity to
serve the occasional train, the diesel power is supreme. Personally I
would hate
to see the Bellary - Vasco section being 'lit up', although from the
info in a
recent mail, Hospet is very much on the wish list of electrification,
although
from Guntakal side. I have always felt that the catenary and the
structures all to
so much of visual clutter.
An much respected engineer argues that diesel power is 1/3 the cost of
electric
power when you take into account the costs of the facilities that
support an
electric route. Electric power is justified in routes with 65 % and
above load
factor. Our man alleges that political agenda and the subcontractors who
make huge
profits while executing electrification projects often override the load
factor
justification.
Although not a railway subject, interestingly there are actually some
industrial
areas around Pune (near Chakan) where diesel generator power is cheaper
than wired
electricity.

> I have always felt, however, that for future IR practice,
> particularly with passenger locos, dual cabs would be more
> appropriate.

True - Either that or single cabbed loco with an adequate side view but
with a
reasonably short 'long hood'. What can be the justification about a
single cabbed
loco in a new design ?

Apurva

From: Apurva Bahadur <>

Subject: Re: Turntables for New Diesels ?

Date: 16 Aug 1999 05:49:39 -0500




Peter wrote:

> Hello list,
>
> just look over the boarder: the Pakistan Railways got new
> GM/AdTranz diesels, single, front end cab, deployed at Karachi.

This is interesting, is there a website where a picture of
these locos
can be found ? I am always very curious as to how our dear
neighbours
live. They are almost Indian!

Apurva

From: Vijay Balasubramanian <>

Subject: Re: ac unleashed!!!

Date: 16 Aug 1999 07:46:25 -0500


The statement is somewhat confusing - what it refers to are sections
that
are running under electric traction as of March, 1972 - so obviously all
these
sections were electrified before that date.

Shankar, I am in same boat w.r.t. the IR magazines - haven't received my
April and May magazines yet. I guess we need to adopt a "something is
better than nothing" policy here!!

Vijay

> -----Original Message-----
> From: S.Shankar [SMTP:shankie@emirates.email
> Sent: Saturday, August 14, 1999 2:37 PM
> To: Vijay Balasubramanian
> Cc: 'Jishnu Mukerji'; ranand@us.email irfca@cs.email
> Subject: Re: ac unleashed!!!
>
> Hello,
> Thanks for the info, Vijay.
> But Kalyan-Poona electrified in 1972?
> I thought the electric line percolated to Poona way back in 1929.
There
> is a plaque at Poona station to this effect.
> It could not have been the 3rd line too, as that materialized only in
> the early 1980s.
> mmmm, something looks very fishy here!! (in a light vein,of course,
> dosti mein!!)
> Cheers.
> Shankar
>
>
>
>
>
> Vijay Balasubramanian wrote:
> >
> > Folks,
> >
> > Here is some information from a map in the Nov. 1972 issue
> > showing the progress of railway electrification in IR
> >
> > Sections electrified as on March 31, 1972 are -
> > Bombay-Igatpuri-Bhusaval
> > Kalyan-Pune
> > Bombay-Virar
> > Howrah-Asansol-MGS-Tundla
> > Howrah-Tatanagar-Durg
> > bunch of lines around Calcutta
> > (to Petrapol, Diamond Harbour, etc.)
> > Asansol-Adra-Tatanagar
> > bunch of lines for the SER collieries,
> > as Jishnu mentioned (Raurkela-Bitrampur, Sini-Gua, etc.)
> > Madras-Villupuram
> >
> > Fourth plan schemes in progress -
> > Tundla-Delhi
> > Virar-Sabarmati
> > Madras-Vijayawada
> > Waltair-Kirandul
> > Panskura-Haldia
> >
> > Schemes proposed for 5th plan -
> > Vadodara-Nagda
> > Anand-Godhra
> > Delhi-Itarsi
> > Bhusaval-Durg
> > Madras-Erode
> > Jalarpet-Bangalore
> > Arkonam-Guntakal-Hospet
> >
> > It is interesting to note that all the above sections
> > except Arakkonam-Hospet have been electrified - a
> > classic example of the step-motherly treatment
> > given to the Mumbai-Chennai trunk line over the
> > years.
> >
> > Vijay
> >
> > > -----Original Message-----
> > > From: Jishnu Mukerji [SMTP:jis@fpk.email
> > > Sent: Thursday, August 12, 1999 12:24 PM
> > > To: ranand@us.email
> > > Cc: shankie@emirates.email irfca@cs.email
> > > Subject: Re: ac unleashed!!!
> > >
> > > ranand@us.email wrote:
> > > >
> > > > >From the web site:
> > > >
> > > > >The French SNCF introduced India to ac traction in 1959, with
the
> > > conversion of
> > > > the 3000V dc Howrah-Burdwan (now
> > > > >Bardhamman) section into ac. That was the first ac electrified
> section
> > > in the
> > > > country. The route was later electrified
> > > > >right upto Delhi in 1968, which made it the first fully
electrified
> > > trunk line
> > > > in India.
> > > >
> > > > This does not sound right to me. I lived in Delhi in the late
1970s
> and
> > > I
> > > > remember that electrification reached Delhi only
> > > > around 1977. Can someone else confirm this?
> > >
> > > Yes 1977 is correct. 1968 was when eletrcification reached
Allahabad
> or
> > > Kanpur from Mughal Sarai perhaps. Also wasn't it around 1968 that
the
> > > last bits of doubling of the Howrah - Delhi truck route had just
been
> > > completed? I seem to recall that in the early 60s there were bits
and
> > > pieces of single line stretches between Tundla and Ghaziabad.
> > >
> > > And Yes, Howrah - New Delhi via New Yamuna Bridge was the first
truck
> > > line to be fully eletrified. Actually, Sahibabad - Delhi Jn. and
Delhi
> > > Jn. - New Delhi via Subzi Mandi triangle came under the wire a
little
> > > after New Delhi.
> > >
> > > I also do not believe that Howrah - Burdwan was the first AC
section
> in
> > > the country. It was converted later. The first AC section was
Asansol
> -
> > > Gomoh - Gaya and then onto Mughal Sarai, and a bunch of lines off
> > > towards SE Railway through the collieries (the collieries part I
am
> not
> > > sure about, since I didn't travel those lines). There may have
been
> some
> > > lines on SER that preceded Asansol - Gomoh - Gaya, but I don't
know
> the
> > > exact relative sequence of AC electrification on ER and SER.
> > > Electrification of Asansol - Burdwan was delayed because Burdwan -
> > > Howrah was still DC. Actually Asansol - Andal Yard was electrified
way
> > > before the rest of the way to Burdwan. There was a significant
period
> of
> > > time in the late 50s/early 60s (don't remember exact dates) when
> Asansol
> > > was where AC electrification ended. Asansol - Burdwan was free of
> wires.
> > > Then HB Chord was unelectrified and HB Main Line was 3000V DC. I
saw
> > > that entire electrification happen right before my eyes! Remember
that
> > > the big push for AC electrification of the Grand Chord was to
support
> > > denser goods traffic first, then followed by passenger traffic.
> > >
> > > I was a regular traveller (and an ardent railfan even way back
> then:-))
> > > on the Howrah - New Delhi route at least one round trip per year
> > > sometimes two, usually on 81up/82dn Airconditioned Express, which
used
> > > to have this neat Airconditioned Restaurant Car those days! AC
Express
> > > continued to be steam hauled until way after MGS - HWH was fully
> > > electrified. In the early days of AC electrification, there were
> several
> > > trains on this route that were Steam hauled (and later Diesel
hauled)
> > > from Howrah to Asansol, and then they got Electric from Asansol -
> > > typically a WAM1 or WAM2.
> > >
> > > Cheers,
> > >
> > > Jishnu.

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