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From: Tim & Anita Wakeman <>

Subject: Re: Roadrailer

Date: 21 Aug 1999 11:25:02 -0500


Apurva Bahadur wrote:
>
> Gang !
>
> A quick visit to the Pune Jn. revealed a most unusual carriage
> stabled in the Up yard. This looks like three BF flats
> connected end to end. Three BG flats should have 6 bogies/
> trucks but there were only four bogie/ trucks. The three flat
> frames were apparently connected and one bogie is eliminated
> by sharing it with it's adjacent frame. There were three
> motorable road type container flats loaded on top of the
> railway frame.

It sounds like some sort of a "spine" car that can carry containers or
trailers. In the US some are designed to carry as many as five boxes.

There were many air hoses (which were for the
> road vehicle ?) and the whole thing had only one marking that
> of Wabash USA. The road going wheels contained imported
> Michelin tyres and there were tail light assemblies with
> missing lenses.

> Is there a shipping entry port in Mumbia where these could have been
deliverd and transfered to the boxes and train?


> This is the rough plan view of the carriage.
>
> 00 00 00
> ______________________
>
> OO OO OO OO where OO = train wheels and 00
> are the road wheels
>
> It bore no railway markings and had the single air brake hose
> with CBC at either end. A person standing nearby told me that
> this was built by Kirloskar Pneumatics Ltd. (in Pune) and
> there were regular loading trials (for which he pointed to the
> loose sand on the road going frame) upto Lonavala and back. I
> have no idea what this carriage is carriage is used for, do
> you ?
> Maybe the Wabash website would reveal more details.
> My guess is that this is some sort of Roll on roll off
> intermodal experiment, bigger question is who needs it in
> India ?

Intermodal is a very efficient form of transport.Not only do the truck
owners eliminate drivers, but costly wear and tear on the vehichles is
reduced dramatically. The only thing that is a worry is theft which most
rail lines have insurance for.

Majority of truck transport in India is based on the
> rigid 13 tonne 2 axle truck rather than ISO containers. So
> there has to be a fixed user that this project has in mind.

I saw mant 20ft and 45ft container boxes traveling by highway in the
south. Very SLOOOOWWWWWW moving trucks.As for your "roadrailer"title, a
roadrailer is the actual truck trailer itself with railroad wheels
attached by a hydraulic lift.While on the highway it is raised above the
rubber wheels. On the RR they are brought down to the rail and lift the
trailer up raising the rubber wheels. The front of the trailer rest on
the rear of the one in front of it etc...The loco couples to a 2axle
bogie with a resting plat that the first trailer in consist rest on. No
other equipment is used,(flat cars).

> I could dig up some details from KPC Pune.
> Platform no 2/3 and 4/5 of Pune Jn. have been extended at low
> level by paving the surface and moving the starter signal
> towards the electric shed. I guess this would accommodate 20
> coach trains.

Maybe a "Mi-Jack" is coming to town!

Regards,Tim
>
> Apurva

From: S.Shankar <>

Subject: 'Neighbors' Revised

Date: 21 Aug 1999 12:54:41 -0500


Hello,
Our dear friend and fellow irfca member Larry Russel has kindly allowed
me to link my 'Neighbors' page on Pakistan Railways to the Pakistan Rlys
page of his EMD site.
That sort of completes my Pak site: some images of my own, linked to
Larry's diesel images, to complete the PR scene.
I have also resized the first pic which was very small, and have added
some GIF animations.
Check out the revised Pak page with links at:

<A HREF="http://members.tripod.com/shankaronline/neighbors.htm">http://members.tripod.com/shankaronline/neighbors.htm</A>

I'll do the same with the Bangladesh page as well, and put it up soon.

Back to good old IR, stay tuned for two articles coming up about the
last years of steam (complete articles from magazines). All are about ng
steam, (except one about the X class Nilgiri loco).

Scanning the pages generates a whooping 11 odd MB per page, so I am
trying a mix of OCR and scanning. I will put it up as soon as I can get
the technique right.

Back to the Pakistan page, I had inserted a Pak Rlys logo on the second
line (you can see the tiny words 'PR Logo" next to where the logo is
supposed to sit), but the logo refuses to upload.I'll work on it yet.

Enjoy.

Shankar

From: HICJHH <>

Subject: Re:Re: Prejudice in IRFCA

Date: 21 Aug 1999 16:55:01 -0500


We have problems in the good ole USA too. John Hudson. Portland ,
Oregon,
USA.

From: HICJHH <>

Subject: USA Info

Date: 21 Aug 1999 17:19:42 -0500


Off the subject, but here is a pretty good web site for info on USA
narrow
guage Railroads <A HREF="http://www.concentric.net/~Rswebber/library.shtml">http://www.concentric.net/~Rswebber/library.shtml</A>

Also, a source online for books railroad and all other subjects is
<A HREF="http://www.amazon.com">http://www.amazon.com</A>
John Hudson.

From: shubh <>

Subject: Re: Train numbering / Up & Down

Date: 21 Aug 1999 19:47:50 -0500


Traditionally, at least in the British times, trains were numbered up or
down depending of the slope of the plains, i.e. if a train, at its
originating station, is going down the slope it was called the down
train. Slope was easy to tell from the direction of flow of rivers near
he place of origin of the train. Along the path of the train, however it
could encounter slopes in all direction. It was the slope at the
origination station which mattered.

I must confess that even though I am a Railwayman, I could not get this
fact verified by any Railway authority. All they had to say that the
train which went on the down line was the down train and vice-versa ); .

Please let the gang know if my explanation largely meets the
naming/numbering of the trains on IR.

---- you wrote:
> Hi Raymond,
> There was a discussion about this topic too, may be prior
to u
> becoming a part of the list. If i remember right all trains that have
their
> destination as a zonal/divisional headquarters are UP and odd
numbered. For
> example Charminar Exp is an SCR train and so Chennai-Hyd train is
numbered
> 2759UP and Hyd-Chennai is numbered 2760DN. Similarly the CST-Chennai
Exp
> 6011UP and 6012DN since it is an SR train.Now i am not too sure as to
how
> they would distinguish WR and CR trins at Mumbai but Chennai-CST
> Superfast[erstwhile] is numbered 1023UP towards Chennai and 1024DN
towards
> Mumbai and you have a point here in your mail.
>
> Kind regards,
> Anand
>
>
> >From: raymond/Polaris@POLARIS.email
> >To: irfca@cs.email
> >Subject: Train numbering / Up & Down
> >Date: Sat, 21 Aug 1999 05:11:42 GMT
> >
> >Dear gang,
> >
> >Sorry for taking you back to basic basics but... I had gone for the
> >Landmark Quiz last Sunday, and the question was - "How are trains
> >classified UP or DOWN". The answer given was "All trains leaving the
four
> >metros are UP while those returning are DOWN. Only VT (now CSTM) has
only
> >UP trains leaving it". I thought that it depended on the controlling
> >railway for inter-railway trains, and the primary division in the
case of
> >intra-railway trains.
> >
> >Can you guys help me out on this ? Also, how does one decide which
train of
> >the pair is to be odd numbered, and which even numbered.
> >
> >Regards
> >
> >Raymond
> >
> >
> >
>
>
> ______________________________________________________
> Get Your Private, Free Email at <A HREF="http://www.hotmail.com">http://www.hotmail.com</A>
>


----------------------------------------------------------------
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From: shubh <>

Subject: Re: Deployment of WDG4/WDP4

Date: 21 Aug 1999 19:58:43 -0500



For the nest few years at least, all WDG4 that DLW can make will go to
Hubli. The next shed has been planned at Angul, but that too will home
only WDG4s.

The passenge version, you have already christened them WDP4, will not be
made at DLW for a few years. However ten of these are being imported
from EMD. They will, in all probabilty go to Hubli, since maintenance
facilities are in place only there.

About deployment in the north, I do not think that there are any plans
in the next five to six years.

Shubhranshu



---- you wrote:
> Dear Shubh,
> Many thanks for sharing all that exciting info.
Hope
> to have many more interesting discussions with you in due course.
>
> Are there any proposals to put the WDP4s anywhere other(North ?!?)
than the
> UBL link. Any chances that they may be tried on the KK line.
>
> Thanks and regards.
>
> Harsh
>
>
> -----Original Message-----
> From: shubh@altavista.email <shubh@altavista.email
> To: HVC <hvc@vsnl.email
> Cc: irfca@cs.email <irfca@cs.email
> Date: Saturday, August 21, 1999 7:58 AM
> Subject: Re: Turntable fears for WDG4
>
>
> >General Motors did not really have any design of a twin cab loco. In
fact
> in their entire history they have made only one twin cab design.
> >
> >The GT46MAC (WDG4) is based on the SD70MAC design. The SD70 was a
tall
> locomotive, since the envelope (maximum moving dimensions) allowed on
the
> American Railroads are quite liberal. When they set about designing
the
> GT46MAC, they had to spread the equipment along the length of the
locomotive
> to reduce the height. The locomotive thus became rather long and their
was
> no possibility of adding another cab at the other end.
> >
> >When we were negotiating with GM for the passenger loco knowhow
(GT46PAC),
> we aksed them to provide us with a twin cab design. They said that it
would
> be expensive. However, they have agreed to help DLW, if we decide to
develop
> a twin cab design of our own. With limitations of axle load and
overall
> length of the locomotive, however, chances of a successful design in
the
> near future appear remote. GT46PAC must have even lower axle load for
high
> speed operations. In all probability the GT46PAC loco will look
exactly same
> as GT46MAC. It will however have a 3000 hp engine (12 cylynder V as
against
> 16 cyl for the freight version). It will also have only foru traction
> motors. The central axle on both the bogies will be without traction
motors.
> >
> >It is true that the WDG4's will be used for freight operations only,
at
> least to start with. But since their hauling power is almost twice
that of
> WDM2's, even though the horsepower is not doubled (thanks to its
> microprocessor based wheel slip control), they will not be used in MU
mode.
> >
> >
> > ---- you wrote:
> >> Thank you for the detailed info. Could you please clarify still why
this
> >> design of cab was choosen over `cab at both ends'. Iam sure that
two cab
> >> driver viewpoint is still the best and now that we have our
in-house
> design
> >> and experience of the same with the WDP2s.
> >>
> >> Did it have a big price implication tag from GM?
> >>
> >> Harsh
> >>
> >> P.S. It is clear that the WDG4s will be mostly on freight haul
duties
> where
> >> they will never exceed 75 Kmph so running long hood should not be
much of
> a
> >> problem actually.
> >> Also these may be frequently MUed also so both ends can be short
hood
> >> leading there.
> >> Still I would like to know why a universal cab design was preferred
over
> two
> >> cab.
> >>
> >
> >>
> >
> >
> >----------------------------------------------------------------
> >Get your free email from AltaVista at <A HREF="http://altavista.iname.com">http://altavista.iname.com</A>
> >
>


----------------------------------------------------------------
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From: S.Shankar <>

Subject: Re: Train numbering / Up & Down

Date: 21 Aug 1999 20:10:26 -0500


Hello,
My understanding has always been that a train moving away from its
destination is a down train and the one coming in is an up train.
Of course, there are two end points. Down is when it is leaving its
place or origin, and up is when it is leaving the other end.
Of course, that still does not explain how 6011 dn Dadar Express is down
when it is an SR train leaving Dadar. (OK, now from VT)!
Cheer down--I mean cheer up!
Shankar





shubh@altavista.email wrote:
>
> Traditionally, at least in the British times, trains were numbered up
or down depending of the slope of the plains, i.e. if a train, at its
originating station, is going down the slope it was called the down
train. Slope was easy to tell from the direction of flow of rivers near
he place of origin of the train. Along the path of the train, however it
could encounter slopes in all direction. It was the slope at the
origination station which mattered.
>
> I must confess that even though I am a Railwayman, I could not get
this fact verified by any Railway authority. All they had to say that
the train which went on the down line was the down train and vice-versa
); .
>
> Please let the gang know if my explanation largely meets the
naming/numbering of the trains on IR.
>
> ---- you wrote:
> > Hi Raymond,
> > There was a discussion about this topic too, may be prior
to u
> > becoming a part of the list. If i remember right all trains that
have their
> > destination as a zonal/divisional headquarters are UP and odd
numbered. For
> > example Charminar Exp is an SCR train and so Chennai-Hyd train is
numbered
> > 2759UP and Hyd-Chennai is numbered 2760DN. Similarly the CST-Chennai
Exp
> > 6011UP and 6012DN since it is an SR train.Now i am not too sure as
to how
> > they would distinguish WR and CR trins at Mumbai but Chennai-CST
> > Superfast[erstwhile] is numbered 1023UP towards Chennai and 1024DN
towards
> > Mumbai and you have a point here in your mail.
> >
> > Kind regards,
> > Anand
> >
> >
> > >From: raymond/Polaris@POLARIS.email
> > >To: irfca@cs.email
> > >Subject: Train numbering / Up & Down
> > >Date: Sat, 21 Aug 1999 05:11:42 GMT
> > >
> > >Dear gang,
> > >
> > >Sorry for taking you back to basic basics but... I had gone for the
> > >Landmark Quiz last Sunday, and the question was - "How are trains
> > >classified UP or DOWN". The answer given was "All trains leaving
the four
> > >metros are UP while those returning are DOWN. Only VT (now CSTM)
has only
> > >UP trains leaving it". I thought that it depended on the
controlling
> > >railway for inter-railway trains, and the primary division in the
case of
> > >intra-railway trains.
> > >
> > >Can you guys help me out on this ? Also, how does one decide which
train of
> > >the pair is to be odd numbered, and which even numbered.
> > >
> > >Regards
> > >
> > >Raymond
> > >
> > >
> > >
> >
> >
> > ______________________________________________________
> > Get Your Private, Free Email at <A HREF="http://www.hotmail.com">http://www.hotmail.com</A>
> >
>
> ----------------------------------------------------------------
> Get your free email from AltaVista at <A HREF="http://altavista.iname.com">http://altavista.iname.com</A>

From: S.Shankar <>

Subject: Re: Prejudice in IRFCA

Date: 21 Aug 1999 20:24:53 -0500


Hello,
Gentlemen, Gentlemen, please!
Let us uphold the sanctity of this forum,and keep all our petty
squabbles out of it! This phenomenon had raised its ugly head even a
couple of weeks ago when some people got into the backward classes
controversy.
In India, there are jokes about Marwaris,Sardarjis,Madrasis, Malayalees,
Gujaratis,Sindhis,Maharashtrians,UP Bhaiyyaas,Biharis: you name
it.Internationally, there are jokes about the Irish, the Scots,the
Italians,blacks,priests, nuns, you name it.
Imagine what would happen if all of them were up in arms!
Two important issues:
1.Was there any necessity to raise the issue SEVERAL MONTHS after it
occured? There have been so many lively and important (though not always
pleasant, eg Gaisal)issues raised and discussed on this forum since
then. Didn't any of them interest you at all? Why this issue of all the
things?
Let us stick to IR subjects, please.
2.It is most important to remember that this is an INTERNATIONAL forum,
with several non-Indians on it, from the world over.Let us spare them a
taste of the ugly side of India! I need not say more.
This is a fraternity,a brotherhood of like-minded
individuals,irrespective of any considerations whatsoever.
Please lets keep it that way. Any petty disputes between individuals to
be off list, please!
Cheers.
Shankar




HICJHH@aol.email wrote:
>
> We have problems in the good ole USA too. John Hudson. Portland ,
Oregon,
> USA.

From: S.Shankar <>

Subject: Re: Deployment of WDG4/WDP4

Date: 21 Aug 1999 20:29:09 -0500


Hello Shubhranshu,
Nice to have you on board.
Incidentally, I have replied to several of your mails (by pressing the
'reply' button, cc to the irfca.
Although the irfca messages come back to me, as usual, all messages to
you at
shubh@altavista.email
come back wit h a failed delivery notification.
Do you have a separate 'reply to' address?
Indicentally, does the CLW have a website of its own? I know the IRICEN
Poona has one under construction.
Cheers.
Shankar




shubh@altavista.email wrote:
>
> For the nest few years at least, all WDG4 that DLW can make will go to
Hubli. The next shed has been planned at Angul, but that too will home
only WDG4s.
>
> The passenge version, you have already christened them WDP4, will not
be made at DLW for a few years. However ten of these are being imported
from EMD. They will, in all probabilty go to Hubli, since maintenance
facilities are in place only there.
>
> About deployment in the north, I do not think that there are any plans
in the next five to six years.
>
> Shubhranshu
>
> ---- you wrote:
> > Dear Shubh,
> > Many thanks for sharing all that exciting
info. Hope
> > to have many more interesting discussions with you in due course.
> >
> > Are there any proposals to put the WDP4s anywhere other(North ?!?)
than the
> > UBL link. Any chances that they may be tried on the KK line.
> >
> > Thanks and regards.
> >
> > Harsh
> >
> >
> > -----Original Message-----
> > From: shubh@altavista.email <shubh@altavista.email
> > To: HVC <hvc@vsnl.email
> > Cc: irfca@cs.email <irfca@cs.email
> > Date: Saturday, August 21, 1999 7:58 AM
> > Subject: Re: Turntable fears for WDG4
> >
> >
> > >General Motors did not really have any design of a twin cab loco.
In fact
> > in their entire history they have made only one twin cab design.
> > >
> > >The GT46MAC (WDG4) is based on the SD70MAC design. The SD70 was a
tall
> > locomotive, since the envelope (maximum moving dimensions) allowed
on the
> > American Railroads are quite liberal. When they set about designing
the
> > GT46MAC, they had to spread the equipment along the length of the
locomotive
> > to reduce the height. The locomotive thus became rather long and
their was
> > no possibility of adding another cab at the other end.
> > >
> > >When we were negotiating with GM for the passenger loco knowhow
(GT46PAC),
> > we aksed them to provide us with a twin cab design. They said that
it would
> > be expensive. However, they have agreed to help DLW, if we decide to
develop
> > a twin cab design of our own. With limitations of axle load and
overall
> > length of the locomotive, however, chances of a successful design in
the
> > near future appear remote. GT46PAC must have even lower axle load
for high
> > speed operations. In all probability the GT46PAC loco will look
exactly same
> > as GT46MAC. It will however have a 3000 hp engine (12 cylynder V as
against
> > 16 cyl for the freight version). It will also have only foru
traction
> > motors. The central axle on both the bogies will be without traction
motors.
> > >
> > >It is true that the WDG4's will be used for freight operations
only, at
> > least to start with. But since their hauling power is almost twice
that of
> > WDM2's, even though the horsepower is not doubled (thanks to its
> > microprocessor based wheel slip control), they will not be used in
MU mode.
> > >
> > >
> > > ---- you wrote:
> > >> Thank you for the detailed info. Could you please clarify still
why this
> > >> design of cab was choosen over `cab at both ends'. Iam sure that
two cab
> > >> driver viewpoint is still the best and now that we have our
in-house
> > design
> > >> and experience of the same with the WDP2s.
> > >>
> > >> Did it have a big price implication tag from GM?
> > >>
> > >> Harsh
> > >>
> > >> P.S. It is clear that the WDG4s will be mostly on freight haul
duties
> > where
> > >> they will never exceed 75 Kmph so running long hood should not be
much of
> > a
> > >> problem actually.
> > >> Also these may be frequently MUed also so both ends can be short
hood
> > >> leading there.
> > >> Still I would like to know why a universal cab design was
preferred over
> > two
> > >> cab.
> > >>
> > >
> > >>
> > >
> > >
> > >----------------------------------------------------------------
> > >Get your free email from AltaVista at <A HREF="http://altavista.iname.com">http://altavista.iname.com</A>
> > >
> >
>
> ----------------------------------------------------------------
> Get your free email from AltaVista at <A HREF="http://altavista.iname.com">http://altavista.iname.com</A>

From: Jayant S <>

Subject: Re: Roadrailer

Date: 21 Aug 1999 21:15:11 -0500


> Apurva Bahadur wrote:

> >........and the whole thing had only one marking that
> > of Wabash USA.

What you describe sounds more like a spine car. However,
some months ago there was a report that Wabash and Kirloskar
were tying up to introduce true Roadrailer vehicles to India.
Wonder how far that is along now.

--
JS
--

From: Rajan Mathew <>

Subject: Re: Train numbering / Up &amp; Down

Date: 21 Aug 1999 21:21:44 -0500


Hi Anand / Raymond

One observation - ALL trains (CR and WR) leaving Mumbai area are down.
Secondly, the Chennai ("Super") Express is numbered 1063 / 1064. The
number
1023/1024 is the Siddeshwar express.

----- Original Message -----
From: Anand Krishnan <krish_nand@hotmail.email
To: <raymond/Polaris@polaris.email <irfca@cs.email
Sent: Saturday, August 21, 1999 7:21 PM
Subject: Re: Train numbering / Up &amp; Down


> Hi Raymond,
> There was a discussion about this topic too, may be prior
to u
> becoming a part of the list. If i remember right all trains that have
their
> destination as a zonal/divisional headquarters are UP and odd
numbered.
For
> example Charminar Exp is an SCR train and so Chennai-Hyd train is
numbered
> 2759UP and Hyd-Chennai is numbered 2760DN. Similarly the CST-Chennai
Exp
> 6011UP and 6012DN since it is an SR train.Now i am not too sure as to
how
> they would distinguish WR and CR trins at Mumbai but Chennai-CST
> Superfast [erstwhile] is numbered 1023UP towards Chennai and 1024DN
towards
> Mumbai and you have a point here in your mail.
>
> Kind regards,
> Anand
>
> >From: raymond/Polaris@POLARIS.email
> >To: irfca@cs.email
> >Subject: Train numbering / Up & Down
> >Date: Sat, 21 Aug 1999 05:11:42 GMT
> >
> >Dear gang,
> >
> >Sorry for taking you back to basic basics but... I had gone for the
> >Landmark Quiz last Sunday, and the question was - "How are trains
> >classified UP or DOWN". The answer given was "All trains leaving the
four
> >metros are UP while those returning are DOWN. Only VT (now CSTM) has
only
> >UP trains leaving it". I thought that it depended on the controlling
> >railway for inter-railway trains, and the primary division in the
case of
> >intra-railway trains.
> >
> >Can you guys help me out on this ? Also, how does one decide which
train
of
> >the pair is to be odd numbered, and which even numbered.
> >
> >Regards
> >
> >Raymond
____________________________________________________
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From: Samit Roychoudhury <>

Subject: Re: Prejudice in IRFCA

Date: 21 Aug 1999 21:24:44 -0500


well said shankar

From: Jayant S <>

Subject: Bering Straits Tunnel

Date: 21 Aug 1999 22:38:13 -0500


<A HREF="http://www.arctic.net/~snnr/tunnel/intro.html">http://www.arctic.net/~snnr/tunnel/intro.html</A>

Sounds interesting. If this ever happens, most
major world rail systems would be linked up.

-JS-

From: Samit Roychoudhury <>

Subject: Ribbon Rail Productions - Index Page

Date: 22 Aug 1999 04:50:26 -0500


hey all... though i havent checked this in depth, someone sent me this
site... its on on the indian railways but on railways in general.

<A HREF="http://www.ribbonrail.com/">http://www.ribbonrail.com/</A>

From: Iain A Fraser <>

Subject: Re: Train numbering / Up & Down

Date: 22 Aug 1999 05:55:57 -0500


Hi......

The UP and DOWN question.

In the UK the UP line is the one that generally goes towards the
capital
city
or for companies that didn't go to a capital it was the major node point
where all mileages were measured from (milepost zero).
Similarly DOWN trains travelled away from that point...away from the
capital
or away from zero.

This practice the British took with them wherever they went....Ive
certainly
encountered it throughout Africa.

On the present Britsh Rail system they still have UP to London and DOWN
away
from London and trains are described this way in working timetables.

Hope this is clear

Regards

Iain

Aerolite Booktraders(UK)
Railway Book Specialists
<A HREF="http://www.aerolite.u-net.com">http://www.aerolite.u-net.com</A>

From: Apurva Bahadur <>

Subject: Re: Roadrailer

Date: 22 Aug 1999 09:18:16 -0500




Jayant S wrote:

> > Apurva Bahadur wrote:
>
> > >........and the whole thing had only one marking that
> > > of Wabash USA.
>
> What you describe sounds more like a spine car. However,
> some months ago there was a report that Wabash and Kirloskar
> were tying up to introduce true Roadrailer vehicles to India.
> Wonder how far that is along now.
>

Jayant,

More news from the yard master. The roadrailer has been around for
almost an year now.
This is a part of customer friendly approach to the IR freight service.
The road
trailer and the rail vehicle will both belong to the IR. Only the
container will
belong to the customer. The idea is bulk transportation of any kind
goods from door to
door. Maybe, just maybe the IR would win back bulk transportation from
the road
transport. This roadrailer dumps the rail wheel sets at the railhead
rather than carry
it with around. The road wheels are retracted by pneumatic suspension,
which explains
the many air hoses sprouting from the SIDE of the roadrailer at many
time. The
containers containing ballast load of sand are loaded at the Chichwad
facility located
just below the road over bridge from Telco Chinchwad to Mumbai Pune
Road. Maybe you
should go to the station and have a look yourself. The roadrailer was
stabled opposite
to the electric shed in the up yard. Let me know if you want a detailed
look in
future, I could ask the yard master to let me know the next time it is
in the yard.

Apurva

From: Dr. K.J. Walker <>

Subject: Re: DLW news in the TOI

Date: 22 Aug 1999 10:01:08 -0500


Dear Prakash,
1, Anand said his engines had side-rods. The locos supplied to
BBCI in
1937 had side rods.
2. Yep, I know about the others. (See Hughes & Daboo) But see
(1).
Cheers
KJW

-----Original Message-----
From: prakash@us.email <prakash@us.email
To: Dr. K.J. Walker <kjw_meh@powerup.email
Cc: irfca@cs.email <irfca@cs.email
Date: 21 August 1999 2:17
Subject: Re: DLW news in the TOI


>
>
>Ken,
>
>No. The locos you are talking about are WDS1, Diesel-Electric by GE
made
>in 1944. Most of them were on WR with at least one to Colombo. They
were
>380 HP and had no side rods.
>
>The locos Anand is talking about are WDS2, Diesel_hydraulic with some
>600 -700 HP. they were made by KrM in 1954-56 time frame. I've a JPEG
>image and I'll be glad to send one to you.
>
>Prakash
>
>
>
>"Dr. K.J. Walker" <kjw_meh@powerup.email on 08/20/99 02:10:40 AM
>
>Please respond to "Dr. K.J. Walker" <kjw_meh@powerup.email
>
>To: Rangachari Anand/Watson/IBM@IBMUS
>cc: irfca@cs.email
>Subject: Re: DLW news in the TOI
>
>
>
>
>
>Dear Anand,
> The locos you remember are probably the first diesel-electric
shunters
>India had. The BBCI bought a batch during the late 1930s; except for
track
>gauge, they were nearly identical to the earliest design used by the
LMS in
>Britain, with inside bearings and a jackshaft drive. (All later UK d-e
>shunters had outside frames with direct drive and rod-coupled axles --
all
>the UK railways bought them, BR built hundreds as the 08 class, there
were
>lots in Holland, and Victoria had a small class of them -- the
Fiesels).
> All these designs were enormously successful. Each engine
normally
>replaced about three steam tank engines, and could be worked for a
fortnight
>straight before being stopped for preventive maintenance, whereas the
stream
>engines generally had to be stopped every 2-3 days and sometimes every
24
>hours. (It depends on water treatment, etc.)
> Apart from the move away from jackshaft drive, the only other
real
>change was a gradual increase in horsepower; most of the early ones
were
>350hp, but that rose to 500-600hp as standard. BR are still operating
some
>08s.
> I hope that helps
> Cheers
> Ken Walker
>
>-----Original Message-----
>From: ranand@us.email <ranand@us.email
>To: Apurva Bahadur <iti@vsnl.email
>Cc: irfca@cs.email <irfca@cs.email
>Date: 19 August 1999 1:33
>Subject: Re: DLW news in the TOI
>
>
>> I remember that there were 0-6-0 diesel shunter locomotives that
>>used to pull these trains back and forth. These shunters had side
>> rods like the WDS4 but they look like the standard British shunter
>> with the main drive axle on one side rather than between
>>the wheels like the WDS4. I think these locos were diesel mechanical
>> but I am not sure. Can anyone confirm even the existance of these
>> engines?
>>
>>Anand
>>
>
>
>

From: Dr. Shirish Yande <>

Subject: Up and Down again

Date: 22 Aug 1999 11:24:50 -0500


Hi gang,

No one seems to know this for sure.

As far as I am aware, each train primarily belongs to a zone. When it's
travelling away from the zone Head Quarters, it is a Down train and vice
versa. Apply this to any train and you will varify it. Punjab Mail is
1037Down when it travels away from Mumbai because it is a CR train.
Frontier is Up when it travels towards Mumbai and so on.

This applies also to Maharashtra express which does not touch Mumbai but
is down when it travels to Gondia (Nagpur)

Any exceptions you can bring out?

Dr. Shirish Yande

From: Jayant S <>

Subject: Re: Roadrailer

Date: 22 Aug 1999 20:03:15 -0500


Apurva Bahadur wrote:
Apurva wrote:
> This is a part of customer friendly approach to the IR freight
service. The road
> trailer and the rail vehicle will both belong to the IR. Only the
container will
> belong to the customer.
I'll also check what happened to the Kirloskar-Wabash jv.

> I could ask the yard master to let me know the next time it is in the
yard.
I'd really like that, but this will be possible only in the 1st week
of Sep as I am in Delhi till then (coming back by the Rajdhani
to Mumbai: looking forward to it !!). I'll let you know.

IR has a good chance of winning back large consignment transport
from the road transporters, and if they are serious about Roadrailer
technology, they could pull it off. Today, most road trucks in India
are of the two-axle 12-15 tonne variety: they chew up the roads
quite badly and are heavy on fuel in terms of payload carried.
Containers are gaining ground slowly as operators realise the
savings to be made with articulated rigs (the Volvo FH12 has been
quite sucessful since its introduction), but most roads in India
are simply unable to provide the space a large rig needs. The
Railways have a good opportunity at this time to form part of a
Roadrailer system, which does not need the kind of handling
facilities container transhipment would. Hope it works out.

--
JS
--

From: Jayant S <>

Subject: Re: WDG4

Date: 22 Aug 1999 20:06:29 -0500


"S.B.Mehta" wrote:
> The idea of a video camera does not seem practical. For one the
> attention of the driver will be diverted what with one more gadget to
> look after. The next point is the video camera will not give the
> sense of distance (as viewed by our eyes) correctly to the driver.
> This may cause him to allow just that fractional error of judgment to
> creep in. Further, the video may be useful only in daylight.

Interesting. I thought of the same problems. Is there
a precedent for closed-circuit TV on locos anywhere ?

I am curious about the cabin driving layout of this loco:
the disposition on the controls and kind of vigiliance control
provided, if any. The specs certainly sound formidable.

--
JS
--

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