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Indian Railways Thread (Dec 2015)

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Re: Indian Railways Thread (Dec 2015)

Postby hanumadu » 03 May 2017 16:37

^^I think the design of the bridge will be exactly like this one in china

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Re: Indian Railways Thread (Dec 2015)

Postby JTull » 03 May 2017 18:32

This is the video on the Chenab bridge


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Re: Indian Railways Thread (Dec 2015)

Postby vsunder » 03 May 2017 19:07

To Bank or Not

This is not about Demonetization but an exercise to show some of the peculiar engineering challenges the DFC faces. I shall use data that can be checked. First let us get some simple Physics out of the way. On IR the slope of a track is measured as 1:100, or like on the Bhor ghat towards Pune from Mumbai or Thull ghat out of Mumbai towards Delhi and Bhusawal 1:37 the steepest for Broad gauge in India. This means for every 37m you travel you climb 1m.
Simple trigonometry tells you that the Sine of the angle of the inclined plane is thus 1/37.

Now imagine a wagon of weight W standing on this inclined plane. A simple force diagram using vectors tells you that the component of the weight in the direction parallel to the inclined plane is W/37 if the wagon were on a 1:37 inclined plane like on the Thull Ghat. That is: W/37 is the force the wagon would exert on the coupling. DFC freights are supposed to be 13,000 ton rakes as opposed to 5000 ton rakes on IR currently. On a 1:37 slope this would mean that the force on the coupling with the engine would be 13,000/37. That is about 350 tons. This is double the force that a coupling can stand and so the coupling would break. IR couplings have breaking strength of around 130 tons. So either you provide bankers to mitigate the effects of gravity or provide re-alignment to have 1:100 slope to be within good safety tolerances with or without bankers or do away with 13,000 tonne rakes which plausibly defeats the purpose of the DFC. This problem will become more pronounced when the DFC is set up between Delhi and Chennai, where the slopes through the Chichonda ghat, or Dharakoh ghat in the Satpuras is 1:70. So the force on the leading coupling will be about 13,000/70, slightly less than 200 tons. So if the alignment is close to the current one over which travels GT Express, TN Express etc. bankers would be needed, as they are currently, over these Ghat sections or imminent disaster waits with a coupling that will shear. The point is not that one should not rely on bankers, which provide additional motive power, but you are over the safety regime which will become paramount if for some reason an engine fails. Even if the loading is below critical limits, poor handling of the loco will cause a coupling to break and one will have a runaway goods train, so bankers are usually used to prevent such eventualities in addition to providing motive power.

This is a webpage that gives breaking strength of couplers on IR, maximum strength is 130 tons.

http://railmaniac.blogspot.com/2015/08/ ... ed-by.html

Here is the IRFCA page with gross weights of passenger bogies and wagons. It can be used to calculate Gross Million ton (GMT) weights and decide after how many years 52kg/m and 60kg/m rails need to be replaced as per my previous post. But it also gives us an idea of the force on the leading coupling in a 52 wagon goods train. (52 kg/ m was 550 gross million tons, and 60 kg/m was 800 gross million tons for replacement)

http://www.irfca.org/faq/faq-stock3.html

Let us say we have a 52 wagon fully loaded BOXN rake. Each wagon according to the table above weighs fully loaded 83.3 tons. That is 83x52, roughly 4320 tons. I am going by 52 and things may have changed with maybe 60 wagon rakes nowadays. So on the Thull ghat the force on the leading coupler is 4320/37 about 117 tons. Given the breaking strength in the link above, would you give permission for a freight to go up the Thull ghat without bankers? Now suppose the DFC has to pass through mountainous areas with 13000 ton rakes, say in Central India, over the Satpuras for example, what alignment would you choose, with slopes that put low force on couplers and cause least amount of wear?
Last edited by vsunder on 04 May 2017 08:52, edited 5 times in total.

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Re: Indian Railways Thread (Dec 2015)

Postby Singha » 03 May 2017 19:21

Why are bankers a problem? Do they not contribute thrust?

Usa and canada mineral trains seem to have locos not just in front and back but middle cluster also

https://youtu.be/u0Yj0xTUTcM

Commonly used in coal areas...they ply over rockies routinely using rear engines

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Re: Indian Railways Thread (Dec 2015)

Postby vsunder » 03 May 2017 19:41

Bankers do contribute thrust but their most important role is to prevent a train from sliding down an inclined plane if a coupling breaks, this is a very real problem and happens easily by slightly careless operation of the leading loco. A sharp pull and you can break a coupling. You must know the story of Indrayani Express, coupling broke at Lonavala and train slid down the Bhor ghat and reached Karjat in 10mins, of what takes a 1 hour journey, guys were screaming inside the train and people jumped off, got killed/ hurt. It happens.

http://skeptic.skepticgeek.com/2007/09/ ... way-train/

Also why would you want to exceed safe tolerances with heavy rakes even if there is a banker? The point of my post is that you cannot just put the DFC over existing alignments and then say we will haul 13,000 ton rakes and the breaking stength of the coupler is 150 tons, but ok there is a banker so we can take care of 200 ton forces on the coupler even though it breaks at 150 tons. You either re-design the couplers and replace them on wagons, or choose alignments which have safe tolerances built in. Most of our ghat sections have catch sidings for this eventuality. Subramanya ghat towards Mangalore on Hassan-Mangalore line at 1:50 incline has numerous catch sidings. The leading loco/s and the bankers have to move in a ballet that is choreographed so that either both pull or both stop. This was done in the old days by using steam whistles, nowadays I suppose the loco pilots are in radio contact except when one is in a tunnel and radio reception is poor. DFC will have Wilmas also known as EOTT, End of Train telemetry and do away with Guard vans/ cabooses. This will be a new feature in India.

https://en.wikipedia.org/wiki/End-of-train_device

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Re: Indian Railways Thread (Dec 2015)

Postby Singha » 03 May 2017 22:17

Replacing couplings as needed sounds far cheaper and simpler than new alignments

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Re: Indian Railways Thread (Dec 2015)

Postby vsunder » 04 May 2017 01:18

In the Eastern DFC, between Son-Nagar and Gomoh or rather Netaji Subhas Chandra Bose Gomoh Jn. to give its full moniker after Lalu changed its name(something to do with Bose boarded Kalka mail here on his way out of India towards the Khyber pass and Afghanistan, never to return to India) there lies the Gurpa-Gujjahandi ghat of the Grand Chord with slopes of 1:70. These are the Chota Nagpur Hills with a Jain shrine to one of their tirthankars' atop one of them. DFC will avoid running parallel to the existing alignment and chose an alignment north of the existing one to maintain uniform grades of 1:200. This is the target of all DFC lines never to exceed a uniform grade of 1:200. Wise decision in light of what I computed. Easy on couplings, rolling stock, engines and rail and up you go with a 13,000 tonne rake full of coal from Jharia and Dhanbad.
Last edited by vsunder on 04 May 2017 19:22, edited 1 time in total.

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Re: Indian Railways Thread (Dec 2015)

Postby Avik » 04 May 2017 01:35

vsunder - could the North-South DFC be aligned along the Delhi-Agra- Jhansi-Guna- Indore-Manmad-Daund-Guntakal-Chennai route ?

The Guna section to Indore is now open to traffic, and IR is keen to build the Indore-Manmad track as well. This alignment would avoid the ghats fully, although it would have to bridge the peninsular rivers once it starts traversing south from Manmad. In addition, IR is finally moving to get doubling fully done on the existing Pune-Chennai via Guntakal route.
This alignment goes over relatively less populous, less fertile lands, and land acq should be easier than going through almost any other alignment

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Re: Indian Railways Thread (Dec 2015)

Postby Kashi » 04 May 2017 03:59

vsunder wrote:DFC will avoid running parallel to the existing alignment and chose an alignment north of the existing one to maintain uniform grades of 1:100.


You mean the planned detour via Koderma?

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Re: Indian Railways Thread (Dec 2015)

Postby vsunder » 04 May 2017 04:29

Kashi wrote:
vsunder wrote:DFC will avoid running parallel to the existing alignment and chose an alignment north of the existing one to maintain uniform grades of 1:100.


You mean the planned detour via Koderma?


No, I mean before Koderma, exactly between Gurpa and Gujhandi as I said. Koderma comes later towards Kolkata, after Gujhandi. There was some issue here of acquiring forest land and I am not sure this has been sorted out. If you look at DFC maps, you will see a bump northwards in this ghat section.

Avik wrote:vsunder - could the North-South DFC be aligned along the Delhi-Agra- Jhansi-Guna- Indore-Manmad-Daund-Guntakal-Chennai route ?

The Guna section to Indore is now open to traffic, and IR is keen to build the Indore-Manmad track as well. This alignment would avoid the ghats fully, although it would have to bridge the peninsular rivers once it starts traversing south from Manmad.

DFC has enough worries on its plate now. These are projects far out for the moment, with modern GIS and satellite based imaging, I am sure they will figure out an alignment. Right now there are no maps for this North-South project. With modern construction equipment they can construct viaducts to bridge deep chasms and build tunnels and maintain a 1:200 grade. It just needs determination. So everything at this point is speculation and not productive.

Avik wrote:In addition, IR is finally moving to get doubling fully done on the existing Pune-Chennai via Guntakal route.
This alignment goes over relatively less populous, less fertile lands, and land acq should be easier than going through almost any other alignment


This has hit a bottleneck in this never ending saga of doubling and electrifying Mumbai-Chennai. This also affects the new line Gulbarga-Bidar and the Margutti tunnel for which breakthrough has occured. Doubling between the last remaining sections, Akkalkot Road-Gulbarga, Kurduwadi-Bhigwan has hit the problem of non-availability of sand to make concrete and the availability of ballast, that cannot be secured from Govt. land and needs to be sourced from private entities.

http://www.thehindu.com/news/national/k ... 199101.ece

Take it for what it is worth, Kharge is a Congressman, The Hindu is what it is and Kharge is the Gulbarga MP.

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Re: Indian Railways Thread (Dec 2015)

Postby Dipanker » 04 May 2017 20:16

***Deleted: Reason already posted in Previous page ***
Last edited by Dipanker on 04 May 2017 20:32, edited 1 time in total.

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Re: Indian Railways Thread (Dec 2015)

Postby Karthik S » 04 May 2017 20:22

Dipanker wrote:Railway catering scam: 100gm curd for ₹972, refined oil for ₹1,241 a litre

A recent application filed as a second appeal under the Right to Information (RTI) Act by an activist has revealed that the Central Railway's catering department purchased certain food items to stock their warehouses at several times the maximum retail price.



You are too late, that game is over already.

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Re: Indian Railways Thread (Dec 2015)

Postby Gagan » 04 May 2017 20:41

vsunder wrote:No, I mean before Koderma, exactly between Gurpa and Gujhandi as I said. Koderma comes later towards Kolkata, after Gujhandi. There was some issue here of acquiring forest land and I am not sure this has been sorted out. If you look at DFC maps, you will see a bump northwards in this ghat section.

One can see some work being done near Gujhandi, up the chotanagpur plateau, and the alignment runs separate from the existing railway tracks on google earth. They are trying to maintain a smoother alignment, but they have to climb those hills.

They could have taken the DFC from Gaya to Hisua or Nawada, up north, and then come down bypassing the ghats altogether and rejoined at Rajdhanwar then Giridih, Dhanbad, Bokaro etc.

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Re: Indian Railways Thread (Dec 2015)

Postby Kashi » 04 May 2017 20:44

Gagan wrote:They are trying to maintain a smoother alignment, but they have to climb those hills.


What about tunneling? Is it being actively considered?

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Re: Indian Railways Thread (Dec 2015)

Postby Gagan » 04 May 2017 21:03

No tunnels visible yet, they are going all the way up the hills !
Look here 24.520334, 85.451465

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Re: Indian Railways Thread (Dec 2015)

Postby vsunder » 04 May 2017 21:55

No contracts have been issued for Son Nagar to Dankuni which is to be developed in PPP mode. So how can you see construction? In fact PMO is quite worried about DFC esp. this section as Land acquisition is not yet complete on this section.
Last edited by vsunder on 05 May 2017 00:21, edited 2 times in total.

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Re: Indian Railways Thread (Dec 2015)

Postby vsunder » 04 May 2017 22:10

An interview where a deadline of Dec 2019 is given

http://www.business-standard.com/articl ... 525_1.html

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Re: Indian Railways Thread (Dec 2015)

Postby SBajwa » 05 May 2017 00:26

Question to Mr. VSundar.

What is a bank in IR? You mean to say that once a rail climbs so many meters it need to straighten i.e. flat service where gravity does nothing? is that a bank?

I have been on Kalka-Simla route and some stations are indeed on a slope (don't know how trains stop there) while most are totally flat (like Simla railway station is flat.

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Re: Indian Railways Thread (Dec 2015)

Postby vsunder » 05 May 2017 01:35

SBajwa wrote:Question to Mr. VSundar.

What is a bank in IR? You mean to say that once a rail climbs so many meters it need to straighten i.e. flat service where gravity does nothing? is that a bank?

I have been on Kalka-Simla route and some stations are indeed on a slope (don't know how trains stop there) while most are totally flat (like Simla railway station is flat.


A banker is the terminology used for an engine attached at the back of a train. The purpose of the engine in the back is to provide motive power to climb steep slopes and to prevent the train from sliding back in case the coupling breaks on the slope. Please watch this video. It is on the famous Thull ghat, Kasara to Igatpuri.
When the train enters Kasara at 10:47 you will see many banker engines waiting at the foot of the Thull ghat at Kasara to push trains up this 1:37 slope steep ghat to Igatpuri. More banker engines at 12:13. Later in the video (this section is triple lined as it sees very heavy traffic between Mumbai-Delhi, Mumbai-Howrah etc) at 18:25 you will see three banker engines returning back to Kasara after pushing trains up to Igatpuri. Also at 15:59 you will see the catch siding, in case a coupling breaks and the banker engine also fails, the train will start rolling down the ghat back to Kasara, and the train will be diverted to the catch siding to prevent an accident, though very likely it would derail before that and fall into a very deep khud.

https://www.youtube.com/watch?v=8uO1N903VnE

Both the Thull ghat and Bhor ghat (Pune-Mumbai) are magnificent pieces of engineering for their time. Suresh Prabhu and Cabinet has authorized third line work between Kalyan and Kasara, do not know the progress. Perhaps we are looking at fourth lining Igatpuri-Kasara. In old days at Igatpuri a WP steam loco would haul Punjab Mail either the WP steam loco would be from Jhansi shed or Bhusawal shed with green CR livery. Upto Igatpuri DC electric locos (1500 V DC) from CSTM would do the work with bankers attached at Kasara. Have not been on Kalka Shimla since 1967. Diesel traction had just come in on that NG route.

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Re: Indian Railways Thread (Dec 2015)

Postby Gagan » 05 May 2017 01:53

vsunder wrote:No contracts have been issued for Son Nagar to Dankuni which is to be developed in PPP mode. So how can you see construction? In fact PMO is quite worried about DFC esp. this section as Land acquisition is not yet complete on this section.

There is definitely some construction activity going on at 24.520334, 85.451465. Don't know if it is DFC related or not - maybe not, but it looks like this is a track being planned. Maybe the railways is trying to get a more streamlined route for its existing line, or trying to link up Tilaiya to Koderma.

There is an incomplete track from Tilaiya to the chotanagpur plateau. This might connect to it.

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Re: Indian Railways Thread (Dec 2015)

Postby SBajwa » 05 May 2017 02:14

Thanks!

so train slows down and these banker engines just push them up the hill? Do they stop to attach?

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Re: Indian Railways Thread (Dec 2015)

Postby vsunder » 05 May 2017 02:41

SBajwa wrote:Thanks!

so train slows down and these banker engines just push them up the hill? Do they stop to attach?


Yes indeed. In the video I posted, the first three bankers you saw were presumably waiting to attach themselves to the train from which the video was filmed. Kasara is the start of the Thull ghat and the attachment point for the bankers. Kasara is also the last local train stop for the Central railway Mumbai suburban network. Suburban trains do not go up the Thull ghat. In fact the train of the videographer cut into the tracks in front of the bankers. The bankers would have moved, attached themselves and pushed the train upto Igatpuri and descended empty as we saw those three coming down. For very heavy freight bankers can even be attached to trains going downhill if there is a danger of brake failure. For example a long heavy freight of gasoline and LPG tankers. Would not want early Diwali in a tunnel.

Next time you travel on a train watch for signs at virtually track level which say something like 100 with an arrow pointing up or down. This means you are at the start of a 1:100 slope going uphill or downhill. For very steep slopes like Bhor or Thull ghat there is a mandatory brake test all trains must perform.
Last edited by vsunder on 05 May 2017 03:52, edited 3 times in total.

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Re: Indian Railways Thread (Dec 2015)

Postby vsunder » 05 May 2017 02:50

Gagan wrote:No tunnels visible yet, they are going all the way up the hills !
Look here 24.520334, 85.451465


http://www.asianage.com/india/pmo-worri ... rridor-240

Here is the situation between Dankuni and Son Nagar. It is a very real problem. That construction you see is not DFC but a new line connecting Tilaiya and Koderma. The deviation DFC will take will lie left of this construction. DFC calls this deviation Koderma deviation as Kashi referred to it, but it is a misnomer, the deviation occurs before Koderma.

Here is the info see pages 6 and 8, page 6 gives the grade 1:200 and page 8 the situation near Koderma

http://forestsclearance.nic.in/writerea ... haseII.pdf

This 4 page justification for forest clearance is a compact version of the one above. From the second document, linked below: That is the precise diversion

In Gaya districts the proposed alignment starts at km 157.500, Village, Sarne and terminates at km 180.000, village Manhona. The proposed alignment of approx 22.5 km length

http://forestsclearance.nic.in/writerea ... cation.pdf

You may wish to correlate what is here with Google Earth. That is the alignment.

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Re: Indian Railways Thread (Dec 2015)

Postby Singha » 05 May 2017 09:20

Are bankers used at rear of trains going to vasco da gama? I had a few worried moments when i realized slope was steep down after dudhsagar falls. Could see 2 locos in front but could not check the back.

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Re: Indian Railways Thread (Dec 2015)

Postby Singha » 05 May 2017 09:22

There is a painting of bhor ghat work in railway museum delhi. Small locos and wagons were hauled up on back of elephants. It is noted that 40.000 ppl lost their lives to build the bhor ghat rail but not explained why.

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Re: Indian Railways Thread (Dec 2015)

Postby Singha » 05 May 2017 09:24

Btw in national museum delhi naval heritage room a foxtrot class is labelled as kilo class ...been like that for atleast 3 yrs now.

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Re: Indian Railways Thread (Dec 2015)

Postby Singha » 05 May 2017 10:59

Singha wrote:There is a painting of bhor ghat work in railway museum delhi. Small locos and wagons were hauled up on back of elephants. It is noted that 40.000 ppl lost their lives to build the bhor ghat rail but not explained why.


wiki of bhor ghat claims 25,000 killed.....again a astonishing number. cannot be from accidents in tunnels and earthwork alone . substantial untreated epidemics of dysentery, typhoid , cholera, malaria, starvation, abuse under ruthless supervisors are needed to kill that many working age adults ... thats one mystery I would like to know. almost a genocide imo.

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Re: Indian Railways Thread (Dec 2015)

Postby arshyam » 05 May 2017 12:07

^^ Lots of such hidden tragedies in the story of our railway. Tharoor in his speech at Oxford mentioned a bigger number aggregated across other railway projects in British times, let me see if I can find it.

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Re: Indian Railways Thread (Dec 2015)

Postby rahulm » 05 May 2017 13:22

Singha wrote:Are bankers used at rear of trains going to vasco da gama? I had a few worried moments when i realized slope was steep down after dudhsagar falls. Could see 2 locos in front but could not check the back.


Have never seen bankers either to or from VSG on KR. double headed WDM's are common as are the EMD GT46MAC I spend many idle evenings on Pernem station enjoying ALCO clag.

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Re: Indian Railways Thread (Dec 2015)

Postby arshyam » 05 May 2017 13:45

^^ True, not on KR - it was built to avoid routes like ghat sections we see in the older lines. The ruling gradient is better than 1:100 there, probably 1:150. The DFC is trying to follow a similar approach.

Singha saar is probably asking trains from Miraj side to Vasco - that route traverses the western ghat and has a ghat section called the Braganza ghat. IIRC additional engines are attached in the front for braking when descending from Castle Rock. So the converse will be to attach bankers at the end, which happens at Kulem. Also, it's one of the few sections where Alcos rule the roost for passenger ops as there were visibility problems with the longer EMDs. Even in Alcos, only AEB fitted ones from Gooty are deployed on this route as there are no catch sidings and the AEB keeps the train speed low.

The above is from memory, not sure how much has changed of late.

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Re: Indian Railways Thread (Dec 2015)

Postby Austin » 05 May 2017 16:13

[IRFCA] Inside Rajdhani Express Locomotive, Ultimate Cab Ride in WDP4D Engine


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Re: Indian Railways Thread (Dec 2015)

Postby salaam » 05 May 2017 19:13

Austin wrote:[IRFCA] Inside Rajdhani Express Locomotive, Ultimate Cab Ride in WDP4D Engine



Somebody I know ;), whose grandfather was a guard of Rajdhani, might have been in cab from New Delhi to Kanpur, with fingers on two sirens all the way :)

Of course my memory fails and it might be a dream sequence.

A Hardoi newspaper cutting tells me that the year was 88-89

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Re: Indian Railways Thread (Dec 2015)

Postby vsunder » 06 May 2017 04:58

The Railways have released on April 27th construction targets for 2017-2018. There is a whole host of targets. Regarding the video I posted above, Vasind-Usargaon, on Kasara-Kalyan third line (item 4 in Central Railways) 6.5km is a target. One would have wanted to see more as this is a 75 km section heavily used by Mumbai suburban trains and Howrah-Mumbai and Delhi-Mumbai traffic. Tilaiya-Koderma New line is also on the list, East Central Railway ECR (item 15, NL=New line) 25km in a 64 km section. There is also some subterfuge at the end. While all the previous entries are Route kms, being either doubling or a new single line, the last two entries pertain to DFC. Ateli-Phulera is listed as 380km but we all know that is track kms, and since DFC new lines are all doubled, the actual route kms is 190kms.
The target for EDFC is very depressing a measly 18 track kms, or 9 route kms between Karwanda and Sasaram, on the Mughalsarai-Son Nagar section. They should have clarified this point. Balharshah-Wardha third line progress will be 13km. Chandigarh-Dhappar will be doubled finally, thus providing a double line between Delhi and Chandigarh. Also the progress on SWR for Hubli-Arsikere doubling looks good and so does, Vasco da Gama-Tinaighat-Hospet section. Some of the sections have already been commissioned like Tilati-Akalkot Rd. on Mumbai-Chennai doubling but find mention in this list as they were commissioned in early April. Some more block sections on Mumbai-Chennai doubling for potential completion are listed.

http://www.indianrailways.gov.in/railwa ... _17_18.pdf

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Re: Indian Railways Thread (Dec 2015)

Postby Karthik S » 06 May 2017 09:47

On track! Next-generation Chinese bullet trains that can reach 373MPH will be ready by 2020


http://www.dailymail.co.uk/travel/trave ... m=%2311375

Considering our HSR will not come before 2023, can we collaborate with the Japanese to work on similar lines, we'll get a good experience working with Japanese as well.

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Re: Indian Railways Thread (Dec 2015)

Postby Singha » 06 May 2017 11:22

the rajdhani video is probably assam looking at vegetation, water bodies, diesel loco and single track...and the 110kmph speed limit..dibrugarh rajdhani it has to be.

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Re: Indian Railways Thread (Dec 2015)

Postby arshyam » 06 May 2017 12:11

^^ Yeah. Very few Rajdhanis run under diesel power elsewhere - Thiruvananthapuram, BLR and Ahmadabad being the only exceptions.

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Re: Indian Railways Thread (Dec 2015)

Postby Singha » 06 May 2017 15:44

is blr hyderabad electrified ?

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Re: Indian Railways Thread (Dec 2015)

Postby Sicanta » 06 May 2017 16:00

No, i believe. BTW, that engine above with the rajdhani is from Tughlaqabad shed of Delhi division of NR. Mostly this shed serves the trains going to south and central. The only exception being that this may be DBRT rajdhani going through lko (not kanpur) which is hauled the entire way by diesel.

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Re: Indian Railways Thread (Dec 2015)

Postby arshyam » 06 May 2017 17:52

It's electrified in parts only - between BLR and Gooty, and Wadi-Sec'bad.

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Re: Indian Railways Thread (Dec 2015)

Postby rahulm » 11 May 2017 09:18

X-post from 'Achievements' thread



Railways starts firing officers convicted of corruption

In a first, the Indian Railways has quietly started terminating the services of officers who have been convicted in corruption cases. In the past six months, four senior officers from zonal railways across the country have been removed from service, signalling a new, tough stance that the government will no longer allow convicted officers to continue enjoying salaries and perks while they fight court cases against their conviction.
A list of 30 officers has been prepared at all levels across India, including Joint Secretary grade, who stand convicted by the CBI for offences under the Prevention of Corruption Act, like taking bribes and possessing assets disproportionate to their income.


The Railway Board, sources said, took legal opinion and the official consent of the Union Public Service Commission to arrive at the conclusion that a “stay on arrest” is not acquittal — some officers had got stay on arrest — and these convictions in CBI cases warrant removal from service.

“Let the officers fight their cases in appeals. If they are acquitted eventually, the government may consider giving them their jobs back. But until then, they cannot remain in service… the rules are clear,” a top officer on the Railway Board said.


This makes me immenesly happy. Once again, though, action in a Central,government service while state government corruption is a holy cow to be left untouched except when it suits electoral and political ends. :-?


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