IRFCA Mailing List Archive

Messages 8721 - 8740

From: VIRAF P.. MULLA <>

Subject: Re: Train songs!!

Date: 26 Sep 1999 22:38:05 -0500

> I guess many amusement parks (Esselworld/Appu Ghar) have their arcade
type
> of trains with miniature gauges and gasoline fired locomotives... on
second
> thoughts - I used to think Roller Coasters are warped trains on tracks
with
> the craziest gradients ;-)
>

Yes, we do have a train in Esselworld which ferries people from the
carpark to the entrance of the park. Sadly it's a rubber tyred train
with
a steam loco hood over a tractor :-(

Viraf.

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

From: S.B.Mehta <>

Subject: Thanks for the moral support.

Date: 27 Sep 1999 00:13:34 -0500

Dear Harsh and all my friends at IRFCA and FNRM,

I deeply appreciate the moral support that you have extended to me in
my hour of grief. Yes, I have to be strong enough not only to carry
on with my life but also to support my mother who needs me more than
ever at this stage of her life.

I am sure that faith in God, Family and Friends will help me tide
over all the emotional strains that I may have to face in the days to
come and help heal the loss of my dear Father.

Regards.

Sarosh

From: SHRINIVAS V. JOSHI <>

Subject: Re: Train songs!!

Date: 27 Sep 1999 01:56:54 -0500

Hi!

On Fri, 24 Sep 1999, Anne Ogborn wrote:

> Some years ago when I was first studying hindi I watched some
> forgettable movie where the young couple sings their love while
> riding atop a park train - much like the 'children's train' in the
NRM.
> Anybody have any idea what this movie was, or where the scene was
shot?

This must be Amar, Akbar & Anthony. Rishi Kapoor & Neetu Sing on the
park
train.

Bye,

Shrinivas

From: VIRAF P.. MULLA <>

Subject: Re: Train songs!!

Date: 27 Sep 1999 02:46:02 -0500

>
> This must be Amar, Akbar & Anthony. Rishi Kapoor & Neetu Sing on the
park
> train.
>

Yes, that was shot in the Borivali National Park's children's train.

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

From: ravi dharap <>

Subject:

Date: 27 Sep 1999 03:40:53 -0500

Sir,

Thank you for providing a vast information on indian railways
I am Regular traveller and a love railways a lot. I am Fond of exploring
systems and workings of engines and rakes. Please put me on your fan
club list.

Thankig you

Ramesh Dharap
37/865 adarsh nagar,
Prabhdevi
Mumbai 400 025

dharap@indiatimes.email
ravidharap@yahoo.email

Visit my personal Homepage at
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From: Anand Krishnan <>

Subject: Re: SR News.

Date: 27 Sep 1999 06:15:55 -0500

Hi Viraf,
thanx for the summary. I have some questions for your friend.

>He was informed that MG in SR will last till 2005 and the electric
>traction on MG will cetainly be there till 2002.
Any plans of converting the existing MG traction till
Villupuram
for BG also ? What will be the overhead in just changing the overhead
equipment for BG (this is a general question) ?

>He spotted WDP2 all over the SR network right till KK & found it's
>dual cabin very spacious which can accomodated 10 persons "AARAMSE".
Can you just ask your friend which were the trains that were
hauled
by this new beast of IR. Kanyakumari Exp was one train for sure. I am
yet to
see a WDP2 in Chennai. Where does the change take place in case they do
not
travel till chennai?

>rebuilt with new cabins in various differnt smart designs. I still have
to
>see the photographs.
It would be nice to have these photographs put up on the net.
Just
waiting to lay my hands on such stuff.

Kind regards,
Anand

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From: lwebber <>

Subject: Re: Anyone have these Inter-Station Distances, please?

Date: 27 Sep 1999 06:21:38 -0500

Vijay said:

> Dug up a few 1988-90 TTs - NEFR, WR, NER, SR. Unfortunately, I could
not
> find most of the lines. Here is some info.
>
> > SR,BG,Karuppur Jn.,Mechcheri Road,Mettur Dam
> >
> Salem 12 Omalur 16 Mecheri Rd. Halt 13 Mettur Dam

Is Omalur a "real" junction, and not Karuppur at all? My map indicates
that the route to Mettur Dam is definitely via Karuppur not Omalur...
Could you double-check, please?

> > WR,MG,Ghantla 15 Khakhrechi Jn. 30 Morbi Jn. (do you want the
intermediate
> > stations?)

Yes, please!

> Vijay

Thanks!

Regards to all

Larry

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From: lwebber <>

Subject: Re: Anyone have these Inter-Station Distances, please? (UPDATE)

Date: 27 Sep 1999 06:24:13 -0500

Could someone with Regional Railway Timetables, pre-1998 Bradshaws,
reasonable maps or other sources, please provide inter-station distances
(approximate will do, but indicate this) and/or any missing stations in
the sequence?
It is simplest to just insert the km-distance between the station names
when replying. Or to let me know if a line has been scrapped. Please,
answers to irfca.
I will repeat this message as updates are received.
I have completed entering data from all TTs/Bradshaws available to me
(covering all railways CR/ER/KR/NEFR/NER/NR/SCR/SER/SR/WR).

I AM MISSING DISTANCES FOR THE FOLLOWING RAILWAYS,GAUGES:-

ER,BG,Sheakhala,Dankuni Jn.,Andul Jn.
ER,BG,Princep Ghat,Eden Gardens,BBD
Bagh,Burrabazar,Ahiritola,Sovabazar,Bagbazar,Tala,Ultadanga Road,Dum Dum
Jn.
ER,BG,Ranaghat Jn.,Bankim Nagar Halt,Panchberia
Halt,Aranghata,Bahiragachhi Halt,Bhayana Halt,Bagula,Mayurhat,Taraknagar
Halt,Majhdia,Banpur,Harisnagar Halt,Gede
ER,BG,Lakshmikantapur,Namkhana
ER,BG,Malkera,Katrasgarh
ER,BG,Mokama Jn.,Mokama Ghat
ER,BG,Ikra Jn.,Gaurangdih
ER,BG,Damodar Jn.,Kalipahari
ER,BG,Sindri Town,Pathardih Jn.,Sindri Marshalling Yard
NEFR,MG,New Gitaldaha Jn.,Gitaldaha
NEFR,MG,Raja Bhat Khawa Jn.,Jayanti
NEFR,MG,Chalsa Jn.,Matiali
NEFR,MG,Agyathori Jn.,Amingaon
NR,BG,Ramganga Jn.,Chanethi
NR,MG,Bhagat-ki-Kothi,Fedusar Quarry Siding
PVT,NG,Fatuha,Hilsa,Ekangar Sarai,Islampur
SCR,BG,Sulehalli,Halakatta,Nalwar
SCR,BG,Bantanahal,Nancherla
SCR,MG,Namburu,Ladepalle
SER,BG,Nuagaon,Purnapani
SER,BG,Gokulpur,Nimpura Jn.
SER,BG,Rukni,Anara Jn.
SER,BG,Sanka,Joychandipahar,Garh-Dhrubeswar
SER,BG,Padapar,Banspani,Jaruri
SER,BG,Ramkanali,Chowka
SER,BG,Damodar Jn.,Kulti
SER,BG,Bhandaridah,Rajabehra,Dugdawasrery,Jamuniatanr Halt
SER,BG,Amta,Bargachia Jn.,Chanpadanga
SER,NG,Saongi Jn.,Ramrama Tola
SER,NG,Ramakona,Kachchhidhana
SR,BG,Alleppey,Punnapra,Ambalapuzha,Thakazhi,Karuvatta,Haripad,Cheppad,K
ayankulam Jn.
SR,MG,Chennai Beach,Chepauk,Luz
WR,BG,Bilimora Jn.,Bilimora Bunder
WR,BG,Daurai,Hatundi,Madar (avoiding Ajmer Jn.)
WR,BG,Dhrangadhra Jn.,Koda Salt Siding
WR,MG,Bairagarh,Sukhi Sewar
WR,MG,Dabla Jn.,Singhena
WR,NG,Jamnagar Jn.,Bedi Bandar
WR,NG,Ghantoli Jn.,Songir

Thanks in advance (and especially to Harsh, Vijay and John for help so
far)

Regards to all

Larry

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From: Mike Brooker <>

Subject: Re: Park Trains

Date: 27 Sep 1999 06:40:50 -0500

>> I like 'park trains' , as I ran one as a high school student for
pocket
>> money.
>>
>> So, changing topics - can anyone recommend any fun 'park trains' in
India?
>>
>> Annie
>
>
>Annie,
>
>There is a train in our Borivali national Park. It's quite a long route
>with a Darjeeling type loop over itself. The train is hauled by a
diesel
>loco (made by TELCO) which looks more like a tractor.
>
>Viraf.

In Baroda, I got a real blast out of the toy train in Sayaji Bagh park
(in
the centre of the city, not far from the rail station and the University
of
Baroda). It runs on an extremely narrow gauge, perhaps the narrowest
gauge
in all of India. Couldn't have been more than 18 inches or 50 cm.

Is there a toy train in Kamala Nehru Park in Bombay? As I recall, it
had
such a well-equipped children's playground.

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

From: Harsh Vardhan <>

Subject: Re: Anyone have these Inter-Station Distances, please?

Date: 27 Sep 1999 06:54:29 -0500

Dear Larry,

Q. What GOI railway map do you refer to? I believe that it is the
railway
map published by `Survey of India', or is it something else.

What I have * * marked are the correct spellings(as per my
records.
Like Sukhi Sewer on CR before Bhopal is actually *Sukhi Sewaniyan*.

>> >SER,BG,Nuagaon(27 ex. Raurkela),Purnapani(where is that ??!!)
>
>Marked on 1970s GOI IR map as a westerly spur from the
Raurkela-Bisra-Hatia
line. >Purnapani is shown as being about 10 kms east of Birmitrapur
(but no
rly connection).

I can see it too now, it is shown even in the '98 and current SER TT but
no
mention in the tables. Could be a mining line(or another virus!!).
Surprisingly it is omitted from the System Map. System Map also calls
Nuagaon as Nawagaon(could be a typo).

>> >SER,BG,Padapar,Banspani,Jaruri(where are these please)
>
>Padapar is between Dangoaposi and Barajamda junctions. The line to
Jaruri
is a spur marked on the GOI IR map. There may have been a plan to
connect
this spur with the spur from Jakhapura to Daitari at some future date -
they
are pointing exactly at eachother.

Got it somewhat. *Padapahar*(372), Deojhar(388), Banspani(399) is where
the
line is shown upto. Jaruri is still missing.

>> >SER,BG,Ramkanali,Chowka(same here)
>
>Ramkanali is on the Damodar - Joychandipahar line. The marked line is
a
short spur that appears on maps only.

Ramkanali(299),*Chourashi*(306)

>> >SER,BG,Duman Hill(???), Tiger Hill(964),Darritola Jn.(953)
>
>Do I understand from the above that you do not have a "Duman Hill" at
all
(perhaps suggesting Tiger Hill is a rename of Duman Hill)? Or is it
just
that no distance is marked?

There is no Duman Hill in the map. Tiger Hill is shown as the terminus.
Name
could have been changed but I can't say for sure.

>> >SER,NG,Saongi Jn.(Is not a junction),Ramrama Tola (Where is it??!!?
>> Ramrajatala is near Shalimar/Howrah)
>Ramrajatala is quite different. The above is a clearly marked short
spur
from Saongi marked on GOI IR map.

I got it too in one of the old maps but really I have no idea about this
one.

>> >SER,NG,Ramakona,Kachchhidhana(Again the same!)
>Ramakona is between Saoner and Chhindwara. Again the same - a clearly
marked short spur on the map.

Same as above.

WR,MG,Ghantila(45), Vejalpur(38), Khakrechi(33), Khakhrechi Jn.(30),
Aniyali(27), Jetpur(Machchhukantha) 24, Sapar(21), Pavdiyari(18),
Rangpur(14), Bela(11), Pipli(Machchukantha) 7, Morbi Jn.(0)

WR,NG,Shapur Jn.(0), Sorah Vanthli(5), Meghpur(13), Galvav(19),
Manavadar(26),Bantva S.(32), Kotnath Road(36), Saradiya S.(43)

>> >WR,NG,Ghantoli Jn.,Songir(Not aware of this place. Where is it?)
>A tiny spur (of less than 5 kms) on the map. SW of Ghantoli, in
direction
of Chandod.

Found in the old map. Could be an old disused line. Sorry, distances of
this
are not available with me.

Regards,

Harsh

From: Vijay Balasubramanian <>

Subject: Re: Park Trains

Date: 27 Sep 1999 07:03:56 -0500

> -----Original Message-----
> From: VIRAF P.. MULLA [SMTP:sncf@godrej.email
> Sent: Monday, September 27, 1999 1:29 AM
> To: Anne Ogborn
> Cc: Indian Rails
> Subject: Park Trains
>
> >
> > I like 'park trains' , as I ran one as a high school student for
pocket
> > money.
> >
> > So, changing topics - can anyone recommend any fun 'park trains' in
> India?
> >
> > Annie
>
>
> Annie,
>
> There is a train in our Borivali national Park. It's quite a long
route
> with a Darjeeling type loop over itself. The train is hauled by a
diesel
> loco (made by TELCO) which looks more like a tractor.
>
> Viraf.
>
I have been on this one during my last trip to India - an enjoyable
ride.
There is another Hindi song on a 'park' train
in Amar Akbar Anthony - ' ....humko tunse ho gaya hai pyar.... ' -
picturized on Rishi and Neetu. Where was it shot?

Vijay

From: Vijay Balasubramanian <>

Subject: News from Indian Express

Date: 27 Sep 1999 07:33:33 -0500

A Rail Journey in the Himalayas!
27th Sept 1999

The Indian Ministry of Tourism has released three films to mark the
World
Tourism Day, being celebrated worldwide on September 27, to motivate
tourist
movement within India and from abroad.

Titled India, Mountain Railway Journeys and Himalayan Adventure the
films
stress the variety of India's tourism heritage.

Releasing the films, Mr. Ashok Pradhan, Director General, Tourism talked
about India's rich cultural heritage, which, together with the varied
landscape, makes India a potential magnet for tourism. Pradhan felt that
tourism should be promoted further with equal partnership between the
public
and private sectors. Despite the recession in the tourism industry the
world
over, Mr. Pradhan pointed out, Indian tourism has grown by over eight
per
cent so far this year and has already generated revenues of nearly Rs.
8,000
crore.

The India film encapsulates the many facets of India, cultural,
historical
and modern. It is a 15-minute collage touching different areas of
interest
to a tourist.

The film on Mountain Railway Journeys captures the unique charm and
novel
experience of India's Hill Railways, which are one of the oldest in the
world. This film should motivate rail enthusiasts the world over to
visit
India. Rail tourism is a niche market that is being actively promoted in
India.

The film on Himalayan Adventure covers the different attractions of the
Garhwal and Kumaon Hills in Uttar Pradesh. It highlights the varied
landscape, the flora and fauna, adventure sports, pilgrimage centers in
the
U.P. Hills.

From: S.SRINIVAS <>

Subject: Re: Returned mail: <irfca@hyena.email... aliasing/forwarding loop broken

Date: 27 Sep 1999 09:06:56 -0500

From: S.SRINIVAS <>

Subject: Re: Returned mail: <irfca@hyena.email... aliasing/forwarding loop broken

Date: 27 Sep 1999 09:08:29 -0500

From: S.SRINIVAS <>

Subject: Re: Returned mail: <irfca@hyena.email... aliasing/forwarding loop broken

Date: 27 Sep 1999 09:18:10 -0500

hello friends

i knew something was amiss when i found that
i had not received any e-mails from irfca on
sunday. this was confirmed on monday when the
three messages sent by me were returned. so
i am resending these messages.

regards

S. SRINIVAS

Mail Delivery Subsystem wrote:

> The original message was received at Sun, 26 Sep 1999 13:26:36 -0400
(EDT)
> from mimsy.cs.umd.edu [128.8.128.8]
>
> ----- The following addresses had permanent fatal errors -----
>
>
> ----- Transcript of session follows -----
> Final-Recipient: RFC822; <irfca@hyena.email
> Action: failed
> Status: 5.4.6
> Last-Attempt-Date: Sun, 26 Sep 1999 16:07:39 -0400 (EDT)
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> Final-Recipient: RFC822; <irfca@hyena.email
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> Last-Attempt-Date: Sun, 26 Sep 1999 16:07:39 -0400 (EDT)
>
>
------------------------------------------------------------------------
>
> Subject: Re: Interesting info. from NR working TT
> Date: Sun, 26 Sep 1999 23:07:52 +0530
> From: "S.SRINIVAS" <asconsri@bgl.email
> To: Vijay Balasubramanian <VBalasubramanian@Softrax.email
> CC: "'irfca@cs.email <irfca@cs.email
> References: <F38CAA3EDDE9D01194B20060974B67A6981AEB@MAUI>
>
> VIJAY AND THE OTHER MEMBERS OF THE RAILFAN GANG
>
> HERE WE GO AGAIN WITH INTERESTING INFO.
>
> S. SRINIVAS
>
> Vijay Balasubramanian wrote:
>
> > Thanks for your comments, Srinivas.
> >
> >
> >
> > > > 2. Special boards for electrified sections
> > > >
> > > > a. Stop Board - "Electric Engines Stop" - provided normally on
the
> > > traction
> > > > structure ahead of the point where the overhead wire terminates
on a
> > > > particular track.
> > > >
> > >
> > > ACTUALLY, THIS SIGN BOARD IS A JOKE. I HAVE SEEN THIS BOARD
AT MANY
> > > PLACES AND I FOUND THE TRACK AS WELL
> > > AS THE OHE TERMINATING AT A DEAD END. SO, THE CORRECT
> > > SIGN SHOULD BE "ALL ENGINES STOP".
> > >
> > True. But there are situations where such a board is applicable
only to
> > electric locos, e.g., at stations signalling
> > the end of electric traction. Before the electrification of
> > Bhusaval-Itarsi, the OHE used to terminate just before the
> > Tapti bridge and such boards were placed on traction masts at that
point.
>
> I AGREE WHAT U HAVE SAID MAKES SENSE. BUT MOST PLACES
> THE BOARD SHOULD BE "ALL ENGINES STOP" OR "CAUTION -
> UNWIRED TURNOUTS".
>
> >
> >
> > > > c. Lower Pantograh Board - This board on which a lowered
pantograph with
> > > an
> > > > arrow pointing downward is painted on a white background is
provided 250
> > > > metres ahead of the place at which it is necessary to lower the
panto.
> > > >
> > > > d. Raise Pantograph Board - place on a structure ahead of the
point at
> > > which
> > > > it is necessary to raise the panto.
> > > >
> > >
> > > I HAVE NEVER SEEN THIS KIND OF A SIGN BOARD. CAN ANYONE
COMMENT
> > > WHERE
> > > SUCH A BOARD IS REQUIRED. IN THE LOCO
> > > MTCE. SHED ? OR AT IGATPURI WHERE ALL DC/AC LOCOS STOP?
> > >
> > Good question. The Virar - Vaitarna stretch is a candidate for such
boards
> > although I haven't personally seen them.
> > Where else would such boards be used?
> >
>
> I WILL TRY TO FIND OUT MORE ABOUT THIS DURING MY NEXT VISIT TO
CHENNAI.
>
> > > > e. Neutral Section Ahead Board - These boards are of two types,
one
> > > placed
> > > > 500 metres aheadof the neutral section, bearing the legend 500 M
and
> > > another
> > > > placed at 250 metres ahead on the neutral section bearing the
legend 250
> > > M.
> > > > The driver of an elec. loco. should become alert at the 500 M
board. At
> > > the
> > > > 250 M board, the master controller must be brought to zero and
the
> > > driver
> > > > should be prepared to open the circuit breaker at the 'Switch
Off'
> > > > indication boards.
> > > >
> > > > f. Switch Off Indication Board - This shows two vertical lines,
one
> > > above
> > > > the other, with a horizontal line between - fitted on the
traction
> > > structure
> > > > immediately ahead of the neutral section.
> > > >
> > > > g. Switch On Indication Board - three vertical lines one above
the
> > > other.
> > > >
> > >
> > > THE ACTION ABOVE AT e, f AND g ARE ONLY REQUIRED AT THE
NORTHERN
> > > OUTER
> > > SIGNAL OF VASAI ROAD WHEN
> > > THE DRIVER HAS TO SWITCH OVER FROM DC TO AC (FOR
> > > TRAINS RUNNING FROM MUMBAI TO SURAT) OR FROM
> > > AC TO DC (FOR TRAINS RUNNING TOWARDS MUMBAI).
> > > AT ALL OTHER PLACES, SUCH INDICATOR SIGNS EXIST
> > > ONLY FOR INFORMATION TO THE DRIVER THAT HE IS
> > > ABOUT TO PASS A "DEAD SECTION".
> > >
> > I presume you are referring to Virar and not Vasai Rd.
> >
>
> YES. IT SHOULD BE VIRAR WHERE AC-DC SWITCHOVER IS DONE - ON A
RUNNING
> TRAIN. SORRY FOR THE MIX UP.
>
> > > > h. Feeding Post Board - Boards similar to c. and d. above except
that
> > > the
> > > > background colour is yellow instead of white. The yellow
indicates that
> > > the
> > > > drivers do not normally lower the panto. on the feeding post
unless
> > > caution
> > > > order is issued in advance.
> > > >
> > >
> > > I WOULD LIKE TO KNOW UNDER WHAT SITUATIONS THE CAUTION
ORDER TO
> > > LOWER THE
> > > PANTO IS ISSUED. JUST
> > > FOR INFO ONLY.
> > >
> > To quote from the working TT - According to ACTM 12.6, in case of
failure of
> > power from a feeding post and when emergency feeding is introduced
from the
> > adjacent sub-station, drivers have to lower their pantographs at the
feeding
> > post overlaps. In case of such an emergency feeding arrangement,
caution
> > order will be issued to the drivers of electric locos., mentioning
the
> > feeding post insulated overlaps at which they should lower their
pantos.
>
> THIS IS ALSO INCOMPREHENSIBLE TO ME. I NOW NEED
> TO FIND OUT MORE DETAILS ON THIS OPERATION AND
> THE REASONS BEHIND IT. YOU CAN EXPECT TO HEAR
> FROM ME ON THIS AGAIN.
>
> >
> >
> > Could someone clarify what the above means? I have some questions
regaring
> > neutral sections, feeding posts and traction sub-stations.
> >
> > 1. As far as I know, neutral sections or 'dead' zones carry no
current and
> > are used to seperate two OHE sections powered from two different
> > sub-stations (and so would have a phase difference). In other
words, a
> > 'live' OHE section is marked by two neutral sections at either end
and is
> > fed by one sub-station.
>
> YES U ARE RIGHT.
>
> > Where is this sub-station usually placed - in the
> > middle of this live section? Or towards one end of the section near
the
> > neutral zone?
> >
>
> IT IS USUALLY IN THE MIDDLE OF THE SECTION BUT
> NOT NECESSARILY THE EXACT MID POINT.
> IN 25 KV AC SECTIONS, THE FEEDING POINTS
> WILL BE POSITIONED BETWEEN 30 TO 60 KMS SPACED
> OUT DEPENDING ON THE SECTION'S TRAIN LOAD.
> ON DC SECTIONS, I SUPPOSE THIS IS ABOUT 10 KM.
>
> > 2. Is a feeding post placed next to a sub-station solely for
'feeding' in
> > the current to the OHE? If so, what happens during a power failure
and how
> > can another sub-station feed power? I am confused here!!
> >
>
> YES. THERE IS A FACILITY PROVIDED FOR BRIDGING
> TWO SECTIONS TOGETHER AT ALL DEAD ZONES.
> THIS COULD BE MANUAL OR REMOTE CONTROLLED
> WITH THE HELP OF A SIMPLE SCADA EQUIPMENT.
> DURING A POWER FAILURE (THE AC MAINS POWER
> FAILURE OF THE ELECTRICITY BOARD'S SUPPLY AND
> NOT THE LOCO FAILURE), THE CONTROLLER CUTS
> OFF THE FEEDING POINT BY OPERATING A CCT.
> BREAKER. NEXT HE BRIDGES THE TWO SECTIONS
> AT THE DEAD ZONE - EITHER BY REMOTE OR BY
> ISSUING INSTRUCTIONS OVER PHONE. THE LOAD
> OF THE TWO BRIDGED SECTIONS IS REDUCED BY
> STOPPING ALL FREIGHT TRAINS AND GIVING
> PRIORITY TO PASSANGER TRAINS.
>
> > Vijay
>
> LASTLY, IF ANY ONE IS REALLY INTERESTED IN
> KNOWING THE COMPLETE DETAILS OF OHE AND
> ELECTRIFIED SECTION CONTROL, I CAN PROVIDE
> A LOT MORE DETAILS. JUST LET ME KNOW. FOR A
> LOT OF RAILFANS, THIS WILL BE ONLY SOME KIND
> OF UN-INTERESTING DATA.

From: Vijay Balasubramanian <>

Subject: Re: Anyone have these Inter-Station Distances, please?

Date: 27 Sep 1999 09:18:15 -0500

Take a look at the SR map inside the IR website. It suggests that the
line
to Mettur Dam branches off from the line to Dharmapuri (on which Omalur
is
located) and NOT from the line to Jolarpettai (on which Karuppur is
located). This seems to confirm that Omalur is the junction and not
Karuppur.

Vijay

> -----Original Message-----
> From: lwebber@planetmail.email [SMTP:lwebber@planetmail.email
> Sent: Sunday, September 26, 1999 10:24 AM
> To: irfca@cs.email
> Cc: Vijay Balasubramanian
> Subject: RE: Anyone have these Inter-Station Distances, please?
>
> Vijay said:
> > Dug up a few 1988-90 TTs - NEFR, WR, NER, SR. Unfortunately, I
could
> not
> > find most of the lines. Here is some info.
> >
> > Salem 12 Omalur 16 Mecheri Rd. Halt 13 Mettur Dam
>
>
> I thought the route was via Karuppur not Omalur - and John Lacey's
recent
> post suggests the same! Does that mean Karuppur is not a "real"
Junction
> (and Omalur is one?). Could you have made a mistake? Or a TT
mistake?
> Or a change? Or something else? Puzzled!
>
>
> > > WR,MG,Ghantla 15 Khakhrechi Jn. 30 Morbi Jn. (do you want the
> intermediate
> > > stations?)
>
> Yes please, and distances
>
> > Vijay
>
> Thanks!
>
> Regards to all
>
> Larry
>
>
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From: Vijay Balasubramanian <>

Subject: Re: Interesting info. from NR working TT

Date: 27 Sep 1999 09:36:20 -0500

> > Where is this sub-station usually placed - in the
> > middle of this live section? Or towards one end of the section near
the
> > neutral zone?
> >
>
> IT IS USUALLY IN THE MIDDLE OF THE SECTION BUT
> NOT NECESSARILY THE EXACT MID POINT.
> IN 25 KV AC SECTIONS, THE FEEDING POINTS
> WILL BE POSITIONED BETWEEN 30 TO 60 KMS SPACED
> OUT DEPENDING ON THE SECTION'S TRAIN LOAD.
> ON DC SECTIONS, I SUPPOSE THIS IS ABOUT 10 KM.
>
> > 2. Is a feeding post placed next to a sub-station solely for
'feeding'
> in
> > the current to the OHE? If so, what happens during a power failure
and
> how
> > can another sub-station feed power? I am confused here!!
> >
>
> YES. THERE IS A FACILITY PROVIDED FOR BRIDGING
> TWO SECTIONS TOGETHER AT ALL DEAD ZONES.
> THIS COULD BE MANUAL OR REMOTE CONTROLLED
> WITH THE HELP OF A SIMPLE SCADA EQUIPMENT.
> DURING A POWER FAILURE (THE AC MAINS POWER
> FAILURE OF THE ELECTRICITY BOARD'S SUPPLY AND
> NOT THE LOCO FAILURE), THE CONTROLLER CUTS
> OFF THE FEEDING POINT BY OPERATING A CCT.
> BREAKER. NEXT HE BRIDGES THE TWO SECTIONS
> AT THE DEAD ZONE - EITHER BY REMOTE OR BY
> ISSUING INSTRUCTIONS OVER PHONE. THE LOAD
> OF THE TWO BRIDGED SECTIONS IS REDUCED BY
> STOPPING ALL FREIGHT TRAINS AND GIVING
> PRIORITY TO PASSANGER TRAINS.
>
> > Vijay
>
> LASTLY, IF ANY ONE IS REALLY INTERESTED IN
> KNOWING THE COMPLETE DETAILS OF OHE AND
> ELECTRIFIED SECTION CONTROL, I CAN PROVIDE
> A LOT MORE DETAILS. JUST LET ME KNOW. FOR A
> LOT OF RAILFANS, THIS WILL BE ONLY SOME KIND
> OF UN-INTERESTING DATA.
>
Thanks for anwering my questions, Srinivas. This is good stuff. I have
always been interesting in electric traction - a while back I had
acquired a
good book named Electric Traction by B.H. Partab. Continuing on with
the
discussion, in case of emergency failure of the AC mains power and
subsequent bridging of two neighboring OHE sections (across the common
neutral section) so that they now have the same phase, why should the
panto
be lowered and raised? Why not just shut off power to the traction
motors
and turn it back on? As far as I know, the same panto is going to be
used
on both the sections.

Vijay

From: Vijay Balasubramanian <>

Subject: Visit to South Station

Date: 27 Sep 1999 09:59:19 -0500

Recently went to South Station by commuter rail in order to apply for my
daughter's passport at Boston's passport agency. This is the Franklin
line
which goes right by our apartment - the stop is Windsor Gardens. Quite
a
few residents use the commuter push-pull trains (part of the MBTA
system) to
commute to the city and back. This line goes through Norwood Central,
Norwood Depot, Islington, Dedham Corporate Center and Endicott to meet
the
Amtrak line at Readville. The route then shares a few stations with the
Orange line (subway) - Forest Hills, Ruggles, Back Bay and then
terminates
at South Station. Got a chance to observe electrification in progress
between Readville and South Station. The traction masts are in placed
with
about 90% of the OHE wires laid out. The mast design is similar to the
ones
used on IR AC sections with proper staggering of the contact wire.
However,
the inter-mast distance is lower than on IR with less sag on the
non-contact wire. I doubt whether Amtrak will be able to introduce its
high-speed ACELA service by October of this year.

Vijay

From: Jishnu Mukerji <>

Subject: Re: Visit to South Station

Date: 27 Sep 1999 11:06:20 -0500

Vijay Balasubramanian wrote:
>

... snip snip ...

> Got a chance to observe electrification in progress
> between Readville and South Station. The traction masts are in placed
with
> about 90% of the OHE wires laid out. The mast design is similar to
the ones
> used on IR AC sections with proper staggering of the contact wire.
However,
> the inter-mast distance is lower than on IR with less sag on the
> non-contact wire.

That's for higher speeds, upto 150mph. It is a pretty standard constant
tension
catenary system.

> I doubt whether Amtrak will be able to introduce its
> high-speed ACELA service by October of this year.

Electric service is due to be introduced in November using standard
Amfleet
consists pulled by AEM-7s - so called Acela Regional Service. Firts
train using
HH8s will be sometime rearly next year, and Acela Expresses using TGV
derived
trains in early second quarter 2000. They are having problems with wheel
profiles and consequent rapid wear of wheels, and some harmonic hunting
at
inconvenient speeds. So they are basically re-doing the wheel profile
and
tightening up some shock absorbers and springs in the bogies. This is
causing a
6 month delay.

Jishnu.

From: Vijay Balasubramanian <>

Subject: Chronology of electric locos. in India

Date: 27 Sep 1999 11:31:55 -0500

Some interesting info. from the August issue of IR. ( Shankar, did you
get
any issues between March and August? )

1927 - First BG elec. loco. of the GIPR of EF/1 class (WCG1) arrived at
the
port of Bombay on Aug. 26, 1927. These locos. had the Co-Co wheel
arrangement and totalled 41. The first ten EF/1s were built by Swiss
Loco.
and Machine Works with electricals by Metropolitan Vickers, England.
The
next 31 arrived from Vulcan Foundry Ltd., England with electricals by
Metro.
Vickers. The first EF/1 was named "Sir Leslie Wilson (GIP no. 4500 / CR
No.
20025). All were for the 1.5 kV DC electrified routes in and around
Bombay
and today two are preserved. [Aren't these used for shunting purposes
anymore?] These locos. were also called "Crocodile"s. All of them had
the
facility of regenarative braking for working on the Ghats.

1929 - SLM supplied the first passenger elec. loco of EA/1 class to the
GIP.
This loco. had the 2-Co-1 wheel arrangement and was "full forward" in
appearance. Bulk supplies were from Vulcan Foundary/Metro. Vickers,
England. The first EA/1 was named "Sir Roger Lumley". Max. speed was
136
kmph. Later, in the 1970s, CR classified these locos. as WCP1. Only
two of
these vintage locos. have been preserved [NRM and ??].

1950 - CLW established at Mihijam, in the state of West Bengal.

1951 - The GIP railway merged with the CR with headquarters at Victoria
Terminus, Bombay

1955 - The first BG DC elec. loco. of the EM/1 class arrived at Bombay
from
Vulcan Foundry Ltd., English Electric, UK. These locomotives were very
"English" in their appearance and had bonnets. All (total seven) were
of
the Co-Co type. They worked on the 1.5 kV DC routes of CR. [are these
the
WCM1s?]

ER electrified its BG route out of Howrah to Burdan using 3kV DC
overhead
traction. Even ER's Seoraphuli-Tarakeshwar branch was electrified using
3kV
DC. New elec. locos. arrived on ER of the EM/2 class, from Vulcan
Foundry/English Electric. UK in 1957. These locos. were of the Co-Co
type
and they worked for a few days on ER. Later, they were sent to CLW
where
they were re-wired for 1.5 kV DC and sent to CR as WCM-2 class
electrics.
In 1961, Hitachi of Japan, supplied Co-Co type DC electric locos to ER
of
the EM/3 class. These were also sent to CLW, changed to 1.5 kV DC for
CR
and sent over to Bombay region as the WCM-3 class electric locos.

1957 - ER introduced 25 kV AC traction on its main line routes out of
Howrah
and Sealdah terminii. [was Howrah-Burdwan converted to 25 KV AC
simultaneously?] The first 100 BBM/1 class of AC elec. locos arrived in
India from the 50 Cycles Group of Europe, France. These locos. were
simple
Bo-Bo type for mixed traffic duty. The loco. was "full forward" in
design
and appearance and it introduced the Faivley one-armed pantograph on IR.
The BBM/1 class was introduced on ER and SER. [what class are these
locos?]

1958 - The Japanese Group ( a consortium of Hitachi, Mitsubishi and
Toshiba)
of japan supplied the first Bo-Bo type AC freight AC elec. loco of the
WAG2
class. This class still survives mainly at Bhusaval, where the locos
may be
seen on slow and local passenger trains.

The Swiss firm Maschinen Fabriken Oerlikon (MFO, subsequently merged
with
the Swiss Loco giant Brown Boveri & Cie), supplied the first Bo-Bo type
electric of the WAG4 class.

1959 - 100 Bo-Bo type WAM-1 class electrics arrived from the 50 Cycles
Group
of Europe. Built in France, these locomotives were similar in
appearance to
the locos of the earlier BBM/1 class, except that they had the reliable
Excitron Tube Rectifier and the American type CBC. A few are still
working
on the Sealdah division of ER. These locos. were very sturdy.

1961 - The first Bo-Bo type electric loco. of WAM-2 class arrived from
the
Japanese Group, Japan.

The first Co-Co type elec. loco of WCM-5 class rolled out for CR's 1.5
kV DC
electrified routes, in and around Bombay. This is the first elec. loco
to
be made in India with technical collaboration with English Electric, UK.
The loco was very "English" in appearance. The first WCM-5 was named
"Lokmanya", in honor of the late Bal Gangadhar Tilak. It was introduced
on
the Bombay-Pune run [for DQ?]. WCM-4 class DC locos. arrived from
Hitachi,
Japan, on CR.

1963 - Electrical equipment for 32 Bo-Bo type elec. locos arrived in
India,
for incorporation in the WAG-1 class freight elec. locos which were to
be
built at CLW. The first WAG-1 elec. loco rolled out from CLW on Nov.
16,
1963 and was named "Bidhan" by Pandit Jawaharlal Nehru in fond memory of
Dr.
Bidhan Chandra Roy, the first Chief Minister of West Bengal. The loco.
was
delivered to the SER and it bore the number 20710.

1964 - The first Bo-Bo type elec. loco of WAM-3 class arrived again from
the
Japanese Group.

1965 - 20 WAG-1 class elec. locos. and 10 WAG-4 class elec. locos.
(Bo-Bo
type) arrived India from the 50 Cycles Group of Europe [ this conflicts
earlier information. what is wrong here?] Again the next year (1966),
electrical equipment for 59 WAG-4 locos. arrived in India. The same
happened in 1967 for 130 WAG4 locos.

1971 - CLW produced the first mixed traffic Co-Co, AC electric locos of
WAM-4 class. These locos. were very versatile for slow passenger and
fast
express trains as well as freight trains. All are of full 3640 hp.

CLW produced the first "full forward" type DC elec. loco for freight
train
operation, of 4140 hp. This is the WCG-2 class and was supplied to CR.

1974 - CLW produced the first dual current (usable on 25 kV AC as well
as
1.5 kV DC) Co-Co elec. loco of the WCAM-1 class. The first one was
named
"Vallabh" in memory of Sardar Patel. This loco. and the others of the
same
class were supplied to WR for use in and out of the Bombay area for
avoiding
time-consuming changeovers between DC and AC.

From 1971, BHEL started supplying electrical equipment to CLW for its
elec.
locos, the first being of the WAM-4 class.

1980 - CLW produced (based on RDSO designs) the first aerodynamically
proportioned Co-Co passenger elec. loco of WAP-1 class. All of them
have
superb Hitachi traction motors and they are still used today for
high-speed
operation. Like the WAM-4 class, certain elecrical components were made
and
supplied by BHEL CLW also produced the goods duty elec. loco of Co-Co
type
- WAG-5 class. Both WAP1 and WAG-5 were of 3900 hp.

1988 - 18 phase splitting elec. locos arrived in India. These were of
the
WAG-6 class, of Co-Co type and packed 6000 hp. They were produced as:
WAG-6A by ASEA (subsequently ABB), Sweden.
WAG-6B by Hitachi, Japan
WAG-6C by Hitachi, Japan
All the 18 locos. are still working and are housed at the Vizag elec.
loco
shed at Visakhapatnam. These electric locos heralded the 3-phase AC
electric motor technology on IR.

Around 1992-93, CLW delivered to IR, the most powerful electric locos.
(for
25 kV, rectifier type) for goods and passenger services. Both are of
Co-Co
type - the goods is of WAG-7 class while the streamlined passenger loco.
is
of the WAP-4 class.

1993 - CLW signed a transfer-of-technology contract with the Swiss
manufacturer, ABB, to build 3-phase AC elec. locos for IR for both goods
and
passenger traffic.

1995 - BHEL supplied to WR, 22 dual current Co-Co type elec. locos of
5000
hp of the WCAM-2 class. These locos. are working today on the 1.5 kV DC
electrified routes of Mumbai Central - Virar section and 25 kV AC routes
beyond Virar.

From late 1996, the 3-phase AC elec. locos started arriving in India,
from
Adtranz, Switzerland. These were 20 freight locos of the WAG-9 class
and 10
passenger locos. of the WAP-5 class.

1997 - BHEL again supplied to CR, 30 Co-Co type dual current locos of
the
WCAM-3 class for easy operation of all its fast express as well as goods
trains from Mumbai CST, Dadar and Kurla terminii. These are 5000 hp
locos
and are the most powerful dual current elec. locos of India.

1998 - On Nov. 14, 1998, the first CLW-built WAG-9 class elec. loco.,
named
"Navyug", rolled out of CLW.

1999 - 2nd WAG-9 loco. built at CLW was flagged off on April 12, and was
named "Navjyoti".

[how has ABB contributed to all this? When was the WAP-3 introduced?]

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

Vijay

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