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Blog Posts by 108 years of Electric operations on IR~
Page#    1465 Blog Entries  next>>
  
★  Info Update
1 Followers
553 views
Today (14:00)  

Aditya Immortal ™ ©~   3052 blog posts   186 correct pred (54% accurate)
Entry# 2251312            Tags   Past Edits
Indian Locomotive Sheds and Holding By Zone
Central Railway
PUNE - WDM2 , WDG3A , WDM3A , WDM3D , WDG4 , WDP4, WDP4D ,WDG4D
KYN - WDG3A , WDM3D , WDG4 ,WDP4D, WAG5 , WAG5H , WAG5TAOCHI , WAG7 , WAG9 ,WAG9H , WCAM2 , WCAM3 , WCAG1 , WCG6
CLA
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-WDM2 , WDM3A , WDS6
AJNI - WAP-7 , WAG5 , WAG7 , WAG9, WAG9H ,WAG9Hi
BSL - WAM4 , WAP4 , WAG5 , WAG5H , WAG5TAOCHI , WAG5P
Eastern Railway
HWH - WDM2 , WDM3A, WDM3D , WAP4 ,WAP7 , WDS6
BWN - WDM2 , WDM3A
UDL - WDG3A, WDM3A , WDG4
JMP - WDM2, WDM3A , WDG4
ASN - WAM4, WAG5H , WAG5TAOCHI , WAG5P, WAG7
East Central Railway
PTRU - WDM2, WDG3A , WDM3A , WDG4 , WDP4
MGS - WDM2 , WDM3A , WAM4, WAP4, WAG7
SPJ - WDM2 ,WDG3A, WDM3A, WDM3D,WDP-4D
GMO - WAG7, WAG9 , WAG9H
ECoR
VSKP - WDM2, WDG3A, WDM3A, WDM3D , WDG4 , WDS6 , WAM4, WAP4 , WAG5 , WAG5TAOCHI , WAG5P , WAG6 , WAG7 , WAG9H
ANGL - WAG7
Northern Railway
TKD - WDP-1 , WDP3A , WDM3A , WDP4
LDH - WDM2, WDG3A, WDM3A , WAM4, WAP4, WAG7
LKO - WDM2 , WDG3A, WDM3A , WDM3D, WDG4, WDP4,WDP-4D
SSB - WDM2 , WDS6
GZB- WAM4, WAP1 , WAP4, WAP5, WAP7,WAP-7i
KJGY - WAG7
North Central Railway
JHS - WDM2, WDG3A, WDM3A, WDM3D, WDG4 , WAM4 , WAG5H , WAG7
AGC - WDM2 , WDM3A
CNB - WAM-4 , WAP4 , WAG7
North Eastern Railway
GD - WDM2, WDG3A , WDM3A ,WDM3D,WDP-4D,WDG-4D , YDM4 , WDS6 ,WAG-7
IZN - WDM3D , WDG4, WDP4 ,WDP-4D, YDM4
NFR
MLDT - WDM2, WDG3A, WDM3A, WDM3D
NGC - WDM2, WDG3A, WDM3A, WDM3D
SGUJ - WDG4 , WDP4
MXN - WDP4
LMG - YDM4
NWR
BGKT - WDG4, WDP4
ABR - WDM2, WDM3A, WDG4
FL - YDM4
Southern Railway
ED - WDM2, WDG3A, WDM3A, WDM3D , WDG4, WDP4 , WAP4, WAG7
ERS - WDM2, WDG3A, WDM3A WDS6
GOC - WDM2, WDG3A, WDP3A, WDM3A, WDG4 , WDP4 , YDM4
TNP - WDM2, WDG3A , WDM3A, WDM3D, WDM7
AJJ- WAM4 , WAP1 , WAG5H , WAG7
RPM - WAP4 , WAP7
SCR
KZJ- WDM2, WDG3A, WDM3A , WDG4 , WAG7
GY - WDG3A , WDM3A, WDM3D, WDG4, WDP4
GTL - WDM2, WDG3A, WDM3A , WDM3D
MLY - WDM2, WDG3A, WDM3A
BZA - WDM2, WDP1 , WDM3A , WAM4 , WAP4 , WAG5 , WAG5TAOCHI , WAG5P , WAG7
LGD - WAP4 , WAP7 , WAG9 , WAG9H
SER
KGP - WDM2 , WDG3A, WDM3A
BNDM - WDG3A, WDM3A, WDM3D, WDG4 , WAG5H , WAG7
BKSC - WDM2 , WDG3A, WDM3A , WAG5H, WAG5TAOCHI , WAG7 ,WDS6
SRC- WAP4
TATA - WAM4 , WAG5H , WAG5P , WAG7, WAG9 , WAG9H
SECR
R - WDM2 , WDG3A, WDM3A , WDG4, WDP4 , WDS6
BIA - WAM4 , WAP7, WAG5TAOCHI , WAG5P , WAG7 , WAG9H
MIB - ZDM3A , ZDM3B , ZDM4A
SWR
KJM - WDM2 , WDG3A, WDM3A, WDM3D , WDG4, WDP4 , WDP4B , WDP4D
UBL - WDG4, WDP4 , WDP4B , WDP4D
WR -
RTM - WDM2, WDM3A , WDM3D , WDG4
VTA - WDG3A , WDM3A , WDM3D , WDP4
SBI - WDG4 , WDP4 , YDM4
MHOW - YDM4
BRC - WAM4 , WAP4 , WAP5,WAP7i , WAG5 , WAG5H , WAG5P , WAG5TAOCHI
BL- WAG5 , WAG5H , WAG5P , WAG7
PRTN - ZDM5
WCR
ET - WDM2 , WDM3A, WDM3D , WDP4 ,WDS6 , WAM4, WAP4 , WAG5 , WAG5TAOCHI , WAG5P , WDP4B , WDP4D
KTE/ NKJ - WDM2 , WDG3A , WDM3A, WDG4 , WAG5H , WAG7 ,WDG4D
TKD - WAM4 , WAP7 , WAG5 , WAG7 , WAG9 , WAG9H
If any loco Missed plz commment it

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135 views
Today (14:42)
108 years of Electric operations on IR~   2514 blog posts
Re# 2251312-5            Tags   Past Edits
A few additions here:
KZJ - WDG4D
GTL - WDG4D
GY - WDM3F, WDG5
TNP - I am not sure if it has WDM3D. They used to have WDS4 locos. At least one was active
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3 years ago. Not sure if it's still active.
JHS - Homes all WAG5HB class locos on IR.
A few WDM3C class locos are still operating on IR. Probably at KTE and MLDT sheds.

2 posts are hidden.

  
121 views
Today (15:12)
Need pitlines at BAY BGM SMET~   1999 blog posts   718 correct pred (70% accurate)
Re# 2251312-8            Tags   Past Edits
Can u confirm if UBL has WDG4D, I remember seeing it ??

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298 views
Today (15:55)
sairams   131 blog posts   2002 correct pred (68% accurate)
Re# 2251312-14            Tags   Past Edits
kjm wdp4d that is krishnarajapuram

3 posts are hidden.
  
Rail News
0 Followers
301 views
NFR/Northeast Frontier  -  IR Press Release 
Yesterday (12:12)   The last MG section of Northeast converted into BG

Jayashree ❖ Amita*^   36145 news posts
Entry# 2249893   News Entry# 300742         Tags   Past Edits
Hon’ble Railway Minster of State Shri Rajen Gohain today flagged off the first BG passenger train service in the newly converted Baraigram - Dullabcherra section in the Karimganj district of Assam by remote from Guwahati. Shri Parimal Suklabaidya, Minister for PWD (Road & Building, National Highways), Fisheries and Excise, Govt of Assam was also present o­n the occasion. At Baraigram station, Aziz Ahmed Khan, MLA of Karimganj (South) alongwith other distinguished guests were present to witness the historic event. In his speech Shri Gohain said that Railway Ministry is taking up various developmental projects o­n priority basis for the north-eastern region under the able leadership of the Railway Minister Shri Suresh Prabhakar Prabhu. General Manager of N. F. Railway Shri Chahatey Ram, General Manager of N. F. Railway Construction Organization Shri H. K. Jaggi alongwith other senior officials were present.
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Conversion of the Baraigram - Dullabcherra section (29.40Km) from MG into BG marks the completion of gauge conversion of the entire MG lines in Northeast region to BG. This Baraigram - Dullabcherra portion was under the Lumding – Silchar - Kumarghat gauge conversion project. With the commissioning of this section there is no MG section left for conversion within N.F.Railways system. The sanctioned cost of this gauge conversion work was about Rs.140.00 Crs. However a saving of about 16.00 crs could be achieved by eliminating a permanent diversion of 1.5 kms through hills.
There are 8 major Bridges and 60 Minor bridges and 6 manned Level crossing gates in the section. There are 6 stations in the section viz. Eraligul, Phakhoagram, Bazarghat, Ratabari, Anipur and Dullabcherra. This section starts from Bariagram station which lies o­n the Badarpur-Kumarghat-Agartala line and is about 40Km from Badarpur Railway Jn. Dullabcherra being the terminating station.
After being certified by CRS to run passenger trains, today passenger trains are being flagged off fulfilling a long standing demand of the local population. At present two pairs of trains o­ne from Silchar another from Badarpur will connect Dullabcherra daily. Train number 55688 will leave Silchar at 05-00 hrs to reach Dullabcherra at 08-45 hrs. Train number 55689 will leave Dullabcherra 09-10 hrs to arrive Badarpur at 12-25 hrs. Train number 55690 will leave Badarpur at 15-15 hrs. to arrive Dullabcherra 18-30 hrs. Train number 55687 will leave Dullabcherra 19-10 hrs to arrive Silchar at 23-00 hrs.

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249 views
Today (10:37)
108 years of Electric operations on IR~   2514 blog posts
Re# 2249893-4            Tags   Past Edits
NFR left behind the MG section between Ditokcherra-Mahur for running chartered heritage trains in the future.
  
General Travel
1 Followers
643 views
Apr 24 2017 (14:26)   22924/Jamnagar - Bandra Terminus Uday Express

MumbaiRajdhani150kmph   319 blog posts   18 correct pred (62% accurate)
Entry# 2248581            Tags   Past Edits
In my opinion, Chair car composition is not an ideal one for UDAY as there was scope for sleeper class accomodation.. Russia is a beautiful example.. Check dis video link -
click here
No doubt IR is making efforts towards better capacity augmentation but even presently not all chair car DDs are that successful.. am sure sleeper double decker would have been a better and desirable option. Maybe cost economics would have made IR skeptical

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270 views
Apr 24 2017 (16:03)
108 years of Electric operations on IR~   2514 blog posts
Re# 2248581-2            Tags   Past Edits
Thanks for sharing the video!!
The Russian implementation is quite comfortable, but it only has a capacity of 64 passengers. A sleeper accommodation in DD coaches with higher capacity than a 3A coach is quite a challenge ( and necessary for DD to be chosed over 3rd A/C).
RDSO had conducted some studies on enhancing the carrying capacity on IR's coaches. They evaluated several options based on the feedback people had given on the side middle berths introduced a few
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years ago. The primary problem people had with them was claustrophobia. For the same reason, RDSO felt that adding sleeper accommodation to DD coaches would result in the same response from people.
They concluded that increasing capacity would require a change in the permitted dimensions of the coaches, which would need some modifications throughout the routes they run on. ( Not major modifications though). Many zones have had problems with changing the coach dimensions as the sections of track capable of handling the modified coaches are fragmented and most of the route has to be upgraded.
They evaluated options to increase the capacity in 3 tier coaches to accommodate 4+4+3 passengers per coupe, by modifying the coaches to allow an additional 2 feet headroom inside. These discussions were published last year and they still seem to be in a R&D phase. For now, it seems very likely that the Uday coaches will end up with a chair car configuration only.

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414 views
Apr 24 2017 (17:15)
©The Dark Lord™~   6639 blog posts
Re# 2248581-4            Tags   Past Edits
Russian DD SL coach ki capacity isliye kum hai kyunki usme Side lower or side upper berth nahi hai. 16 coupes/compartments hai upper or lower deck mila ker or per coupe 4 seats hai. Agar AC 2nd layout ko implement kiya jaye or side me bhi berths de to per coach 32 berths badh jayenge or per coach capacity 96 ho jayegi. Ye realistic hai kyunki coach ka width to fixed hai. 96 Sleeper berths 120 Chair car seats se definitely better hai.

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255 views
Yesterday (07:36)
108 years of Electric operations on IR~   2514 blog posts
Re# 2248581-7            Tags   Past Edits
I do agree that the addition of side-berths will increase the capacity, but there are a few problems here, whether we follow our existing DD coach or improve it inline with the Russian design. The dimensions of the final coach become a problem, as RDSO identified in their reports. (The reports of the studies are available online).
The main advantage for the Russian systems is the height. The Russian coaches are about 5.3m high and provide about 2.2 metres of head-room per level. Our existing DD coaches are only 4.3m high and the bottom level is only 1.8m high, which is barely sufficient for luggage space + sitting head room + head room for the upper berth.
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Our earlier side-middle berths had a little less than 2 feet of head room and they were quite cramped. With the same height as our current DD coaches, each level would be quite cramped, particularly for the upper berths, and not comfortable like their Russian counterparts. Currently, the maximum allowed height for the DD coaches is 4366mm, which has to be revised to allow more height ( and this itself infringes the guidelines for standard coaches, which had to be specially amended to allow DD coaches).
Adding side berths is also slightly problematic as the DD coaches are narrower than the normal LHB or ICF coaches ( 3040mm vs 3240 mm in normal coaches ). So, addition of side berths would make it further cramped inside. The Russian coaches also have about 15cm lesser width (around 3.1m) than our standard coaches. To have the same berth size as we do now, the corridor width will end up becoming narrower ( Currently 2 feet wide in single level coaches). With a side-berth in a DD coach with either our existing or the Russian dimensions, the corridor will be barely one foot wide and overall, the comfort levels would be very low.
Ultimately, with the present 'Maximum moving dimension' (MMD) constraints we have on IR, it is probably safe to say that having sleeper class DD coaches with both comfort and high-capacity is very difficult. IR does have designs for comfortable, high capacity coaches, but implementing that would require modifications on tracks, bridges and platforms to allow coaches with larger dimensions.

  
133 views
Yesterday (11:47)
©The Dark Lord™~   6639 blog posts
Re# 2248581-8            Tags   Past Edits
Official sketch of Double Decker coaches describes it's width as 3135 mm BTW standard height of OHE wires from track surface remains around 5.55-5.60 meter so if the height of Double Decker coaches increased from existing 4.3 meters to at least 5 metes then Sleeper berths arrangement in a AC 2nd configuration could be done both in upper and lower decks and as I have said running a 96 seat DD SL coach is far more better than a 120 seat Chair car coach for both railways as well as passengers. But for all this new DD coaches with new design and dimensions needs to developed but Railways isn't interested in that so its relaunching the old wine with a new name. God knows how they will provide Reclining seats+more legroom despite retaining the per coach carrying capacity as 120.
  
★  Travel Question
0 Followers
19918 views
Nov 22 2016 (20:42)  

RPM WAP7 30333 30444 30555^~   9270 blog posts   11885 correct pred (85% accurate)
Entry# 2068223            Tags   Past Edits
List of the trains running with Deen Dayalu coaches.
1.15119/15120 MUV-RMM Exp(NER).
2.14227/14228 Varuna Exp(NR).
3.12419/12420 Gomti Exp(NR).
4.14211/14212 NDLS-AGC ICE(NR).
5.14151/14152
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ANVT-CNB Exp(NCR).
6.12581/12582 NDLS-MUV Exp(NER).
7.12555/12556 Gorakhdham Exp(NER).
8.11061/11062 Pawan Exp(CR).
9.14117/14118 Manwar-Sangam Exp(NCR).
10.11901/11902 Gita Jayanti Exp(NCR).
11.12447/12448 Uttar Pradesh Sampark Kranti Exp(NR).
12. 12533/12534 Pushpak Express(NER).
13. 18477/18478 Kalinga Utkal Express(ECoR).
14. 22443/22444 CNB-BDTS Exp(NCR).
15. 16581/16582 SBC-SMET Exp(SWR).
16. 16527/16528 YPR-CAN Exp(SWR).
17. 12101/12102 Jnaneswari Super Deluxe Exp(CR).
18. 12615/12616 Grand Trunk Exp(SR).
19. 12621/12622 Tamil Nadu Exp(SR).
20. 12609/12610 MAS-SBC-MAS Exp(SWR).
21. 12607/12608 Lalbagh Exp(SWR).
22. 16515/16516 YPR-KAWR Exp(SWR).
23. 16589/16590 Rani Chennamma Exp(SWR).
24. 11043/11044 LTT-MDU Exp(CR).
25. 12671/12672 Nilgiri Exp(SR).
26. 22679/22680 YPR-HAS-YPR Exp(SWR).
27. 16523/16524 SBC-KAWR-SBC Exp(SWR).
28. 16569/16570 YPR-KCG-YPR Exp(SWR).
29. 16571/16572 YPR-BIDR-YPR Express(SWR).
30. 16575/16576 YPR- MAJN-YPR Kudla Express(SWR).
31. 12727/12728 Godavari Exp(SCR).
32. 12723/12724 Telangana Exp(SCR).
33. 12759/12760 Charminar Exp(SCR).
34. 12691/12692 MAS-SSPN-MAS Exp(SR).
35. 12669/12670 Ganga Kaveri Exp(SR).
36. 15531/15532 SHC-ASR-SHC Jan Sadharan Exp(ECR).
37. 15529/15530 SHC-ANVT-SHC Jan Sadharan Exp(ECR).
38. 12737/12738 Gowthami Exp(SCR).
39. 12627/12628 Karnataka Exp(SWR).
40. 12657/12658 MAS-SBC-MAS Mail(SWR).
41. 12155/12156 Shaan-E-Bhopal Exp(WCR).
42. 16525/16526 Island Exp(SWR).
43. 12633/12634 MS-CAPE-MS Exp(SWR).
44. 16527/16528 YPR-CAN-YPR Exp(SWR).
45. 15547/15548 JYG-LTT-JYG Jan Sadharan Exp(ECR).
46. 15559/15560 DBG-ADI-DBG Jan Sadharan Exp(ECR).

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249 views
Apr 23 2017 (03:34)
108 years of Electric operations on IR~   2514 blog posts
Re# 2068223-66            Tags   Past Edits
12737/38 Gowthami express - Running with 1 DD coach according to this trip report : /diary/trip/107536

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155 views
Apr 23 2017 (07:29)
RPM WAP7 30333 30444 30555^~   9270 blog posts   11885 correct pred (85% accurate)
Re# 2068223-68            Tags   Past Edits
List updated. Thanks.

12 posts are hidden.
  
★★  General Travel
0 Followers
1123 views
Apr 18 2017 (10:23)   16576/Mangaluru - Yesvantpur Kudla Express | MAJN/Mangaluru Junction (Mangalore) (3 PFs) | KJM/WDG-4

TheRiderBeest   1074 blog posts   7 correct pred (100% accurate)
Entry# 2240383            Tags   Past Edits
Please update loco as twin KJM WDG4.
click here

6 posts are hidden.

  
486 views
Apr 23 2017 (03:43)
108 years of Electric operations on IR~   2514 blog posts
Re# 2240383-7            Tags   Past Edits
Yes. The task of pushing up the train on the ghat section is taken up by the bankers, So the lead loco doesn't really matter much. A single Alco would be sufficient even. The locos were probably just being sent to YPR with this train.
BTW, really beautiful livery for the EMD's!!

2 posts are hidden.
TRIP HAS ENDED.
Blog  Time-Table

18 posts are hidden. Click to open.

  
172 views
Apr 23 2017 (03:30)
108 years of Electric operations on IR~   2514 blog posts
Re# 2246427-20            Tags   Past Edits
Happy Journey!!

12 posts are hidden. Click to open.
  
Poll
1 Followers
9360 views
159 votes
Mar 21 2017 (21:02)   12627/Karnataka Express (PT)
 

Atharva^~   34076 blog posts   2659 correct pred (68% accurate)
Entry# 2205741            Tags   Past Edits
Which train is best.
Karnataka Express48%77
Tamil Nadu Express52%82

45 posts are hidden.

  
633 views
Mar 28 2017 (03:34)
108 years of Electric operations on IR~   2514 blog posts
Re# 2205741-48            Tags   Past Edits
A very difficult vote. :P
Voted for TN just because it was trailing and I can't see either train being declared as 'better' than the other. :) Would have voted for KK if had been the other way round).
Have been a frequent traveler in KK for many years, and it was always special because of it's twin-Alco links and the longer route it takes (an absolute delight for any rail-fan!!). It a great train for the general public in terms of utility, and
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an even better train for a rail fan just concerned with enjoying a long train journey on a less-frequented route. Despite receiving some backlash on being rerouted through a longer route, the train has been a blessing for the interior regions on the very neglected Mumbai-Chennai route. While the TN retained it's tag of less halts-more speed, the KK adapted better to the demands of the region and has been a vital link here.
However, I am a bit biased towards TN simply because of history, and the aura created around it by the general public, and veteran rail fans on IRFCA. Though all the 4 south giants (AP,TN,KK) had identical schedules and facilities, for a long time after their inception, TN was still considered to be on a higher level than the others ( probably due to it being the first of the 4 and may be due to Madras still being the more prominent city in the South at that time). One could tell it was the TN coming to BZA, when all the staff and even passengers waiting on the platform would go into an awestruck, almost reverential silence on the sight of a Maroon BZA WAM4 hauling Rajdhani liveried coaches pulling into BZA in the wee hours of the morning. Such a sight would leave a lasting impression on anyone.
All the lore and history set aside, there's no definitive winner in my opinion. Both trains have good schedules, and are important trains among their routes and each has something iconic associated with it for rail fans and passengers alike.

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233 views
Apr 22 2017 (09:33)
108 years of Electric operations on IR~   2514 blog posts
Re# 2205741-92            Tags   Past Edits
Addition of halts is one reason. The other, probably more important reason, is the increased traffic on the route and the general development all along the route.
At the time, the Vijayawada-Nagpur section was rather free compared to what it is today. There were hardly any express trains on the route. Barring the GT, Madras Delhi Janata express ( connected with Dakshin express at KZJ), there were practically no other regular trains. It was easy to run these four trains ( which between them only amounted to two daily trains due to the slot sharing) with exceptional priority. Even past Itarsi, the trains were given the highest priority on the route, more than the Bombay bound trains
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on the route!! There were also less demand from intermediate stations as they were still developing, and the trains mainly catered the end-to-end passengers.
These days, it is no longer possible to accord such high priority to these trains. Many towns and cities en-route have now developed to the point where there is considerable passenger traffic from them. The Kerala express is the best example of this, having seen a huge jump in the number of halts, as more and more people started traveling between intermediate stations. The number of North-South trains and freights on the route has also increased considerably, making traffic management more difficult.
The TN alone escaped the additional halts, partly because it doesn't pass through any other important place in Tamil Nadu, unlike the other 3 which run through a considerable part of their home states (KK being somewhat of an exception), and partly because it remained as the poster child for the Railways in South India for a very long time.

  
289 views
Apr 22 2017 (12:45)
Foamer~   1731 blog posts
Re# 2205741-93            Tags   Past Edits
"TN alone escaped the additional halts" - Yes it did, because there was already GT in the same route with a lot of halts as I said earlier /blog/post/2205741
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"KK being somewhat of an exception" - KK too had to cater to the home state as the lonely train connecting HK region of Kalaburagi, Raichur, Yadgir to the state capital for a long time. It travels around some 300 Kms of the state too.
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TN has the luxury of being in a route where there are a lot of trains to Delhi. Apart from GT, there are a lot of trains on the Kazipet-Delhi route. On the MAS-Kazipet route too many trains are there now.
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Kerala and Karnataka have no such luxury. Even today Kerala is the sole "daily" train to Delhi from a major city like Coimbatore, Salem or the pilgrim center Tirupati. There are a few weeklies to take off some load.
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Its even worse for Karnataka. It the ONLY train from a major city like Kalaburagi or divisional HQ SUR. Even for KA/AP cities like Raichur, GTL, AD, MALM, YG - it is the only non-premier train to Delhi, no weeklies to off-burden it.
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You said it right - TN is poster child for the Railways - so no halts in keeping with requirements. A favourite of railfans, for no 30 halt, 40 halt trains impresses them.
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662 views
Apr 22 2017 (13:58)
108 years of Electric operations on IR~   2514 blog posts
Re# 2205741-96            Tags   Past Edits
Quite a long post here. Bear with me. :)
I said KK was an exception as it mostly skirted on the boundary of the state instead of going smack dab through the middle of the state like Kerala or AP. I just mentioned in case somebody was ready to nitpick and tell me that KK covers only RC and GR on the boundary of the state and doesn't pass much through the state (People have asked such paranoid questions earlier. If you dig deep enough in this forum, there were posts where people would question - to quote them - "why KK and TN are named after the state when they barely have any run in the state?". I didn't want
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to write another long post answering that question again.)
"For no 30, 40 halt trains impress them" - True, many people go gaga over fast, non-stop trains. But that doesn't mean that they look down on trains with more halts. My own favorite train is the absolute definition of a crawler for it's route (17643/44) and It will still be my most favorite train even if I, like other RFs, call the Mumbai Raj as 'King' or just fan-worship some "legendary" train on IR and you can find no dearth of such RF's here on the site. We love trains as much, irrespective of their stops, loco links or speed.
I have mentioned that same thing in my post, that the demands of the intermediate regions have changed, and that was why they ended up with halts based on requirement. There was no question of 'losing prestige' or something silly like that because of additional halts. A train's prestige is in how well it serves the passengers it's supposed to serve, not in having some gimmicks - Something in which all four are doing quite good.
The TN did not escape because of GT. All of the big four still have more or less the same halts in the common part of their runs (ET-NDLS/NGP-NDLS). They mainly ended up with extra halts in the parts of their routes that are exclusively served by them. Until the mid-nineties, even the GT did not have too many halts and at the time TN was inaugurated, GT had even fewer halts. The Dakshin was running for a very long time and yet, the AP still got additional halts as it was passing through several important towns in her home state. The KK and Kerala got several halts in Maharashtra, AP etc as they also had to provide a connection from KA/KL to these intermediate locations in addition to a Delhi connection. The TN on the other hand had neither of these requirements. It had no other important place in Tamil nadu to serve, and neither did people need it for traveling to AP as there were many trains going to AP (None of the three-AP/TN/KL had any significant change in halts beyond NGP).
TN and it's sisters were the favorites of the railways and their zones, because they ushered in a new trend. Fast, non-stop runs skipping major places is a common thing now, but back then these were among the first ones to receive such priority and have such ruthless runs barring the 2 Rajdhani's. Today, because of rapid development, we need trains that cater to more people . But whatever aura was created around their 'lack of stops' was well justified in the days when they were inaugurated.

  
637 views
Apr 22 2017 (15:27)
Foamer~   1731 blog posts
Re# 2205741-98            Tags   Past Edits
1. "that doesn't mean that they look down on trains with more halts" - May be not you, but you can't sum up for all - here is one who has absolute disdain for members who voted for KK - /blog/post/2205741
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2. I don't know why you brought up 'losing prestige' word within quotes, I never used it. I believe all trains serve all equally - /blog/post/2205741
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3. "The TN on the other hand had neither of these requirements. It had no other important place in Tamil nadu to serve, and neither did people need it for traveling to AP as there were many trains going to AP" -
Serving is just not helping the state's people to go to AP.
Serving also is just not transporting people of that state to Delhi.
But... it is also on the - reverse direction - helping people from other places beyond AP, NGP to come to Chennai. In that aspect GT helps out TN.
Take Mathura Junction or Bina Junction for example: if GT wasn't there, I am sure that political/people pressure would have been there to give stop for TN at these places. Whereas KK has no back-up so it has to give stops at Bina and Mathura to help people come to Bengaluru or vice versa.
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Rail Fanning
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Apr 02 2017 (03:05)   GY/WDM-3

जय हनुमान^~   1003 blog posts   50 correct pred (66% accurate)
Entry# 2219048            Tags   Past Edits
Has anyone seen a WDM3 (not a subclass of WDM3)?

  
614 views
Apr 02 2017 (04:10)
108 years of Electric operations on IR~   2514 blog posts
Re# 2219048-1            Tags   Past Edits
Only the veteran rail fans could have seen them in action. Most of them were decommissioned by the early 90's. The RRM in Chennai used to have some pictures of it, apparently (They were used to haul the Brindavan express for a while), but they were not present when I visited the RRM last year.

  
602 views
Apr 02 2017 (04:56)
जय हनुमान^~   1003 blog posts   50 correct pred (66% accurate)
Re# 2219048-2            Tags   Past Edits
I have only seen one black and white photograph of them. But, sadly never saw them even in yards. There are no videos of them online... Does anyone have a video of WDM3 loco?

  
606 views
Apr 02 2017 (04:59)
जय हनुमान^~   1003 blog posts   50 correct pred (66% accurate)
Re# 2219048-3            Tags   Past Edits
Even WDM1 photos are there on internet, WDM3 photos are only there in IRFCA (1 image).

  
547 views
Apr 02 2017 (08:33)
108 years of Electric operations on IR~   2514 blog posts
Re# 2219048-4            Tags   Past Edits
There are some publications that have the pictures, but they are not available for free.
International Railway journal, 1971-72
Jane's world railways, 1971-72
RDSO REPORT,1971
All these publications have some pictures of the locomotive,
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but due to copyright issues the images are not available online. You can read some portions on Google books though.
These locos operated mostly on the GTL-AJJ, MAS-JTJ and the branches around GTL, not really a rail fanning hotspot. In addition, only 8 of these locos were imported, so they were exceptionally rare.
I remember, Mani Vijay sir or someone else mentioned them in one of their trip reports on IRFCA. They may be having pics or videos of these locos.

  
Apr 22 2017 (15:10)
108 years of Electric operations on IR~   2514 blog posts
Re# 2219048-7            Tags   Past Edits
Finally! Thanks to Mani Vijay sir, here is a capture of the WDM3 in it's original livery (I think red with a yellow band) at Gooty shed. Just found this in a video he posted on his youtube channel 3 months ago. You can pause the video at the 16:50 mark when his train is leaving Gooty station after an unscheduled halt. You can actually see two WDM3 locos. One is quite clear in the frame while a second one is partly hidden in the shadows behind the first one.
Credits: Mani Vijay Sir. ( Youtube link attached)
  
★★  Rail Fanning
1 Followers
1368 views
Apr 17 2017 (23:58)  

Ashu^~   574 blog posts   256 correct pred (72% accurate)
Entry# 2240127            Tags   Past Edits
Hi friends...!!
I was going through internet for train pictures and found many of them. These were one of the best according to me.
1.
Pic credit-- Lalam
Location-- Adarki
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-- Karnataka sampark Kranti Express(via UBL)
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Another one is Trivandrum Rajdhani Express on the Sharvathi bridge near Honnavar, Konkan Railway.
Pic credit-- Syed Zohaibullah
You all are requested to share your favourite pics of Indian Railways.

1 posts are hidden.

  
Apr 18 2017 (07:30)
108 years of Electric operations on IR~   2514 blog posts
Re# 2240127-2            Tags   Past Edits
Thanks for sharing!
The second picture appears to be one taken by Syed Zohaibullah Sir.( click here )
His Flickr photo stream is a heaven for railfans. His photography on the Konkan railway ( and other routes as well) is just magical. I am not exaggerating when say that I can't find words to describe how perfect his captures are. His channel would be my choice! He is a member here on IRI as well and has shared his captures here on many occasions.
Flickr
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744 views
Apr 18 2017 (07:50)
Ashu^~   574 blog posts   256 correct pred (72% accurate)
Re# 2240127-3            Tags   Past Edits
2nd pic credit-- Syed Zohaibullah..!!👍👍👌
Thanks for sharing☺

4 posts are hidden.

  
278 views
Apr 22 2017 (15:04)
108 years of Electric operations on IR~   2514 blog posts
Re# 2240127-8            Tags   Past Edits
Beautiful capture! A Star from me!! :)
I saw these viaducts when they were being constructed. I hope I get to travel by Kudla express soon and enjoy this route first-hand!!
  
★★  General Travel
1 Followers
3426 views
Feb 20 2017 (18:17)   12303/Poorva Express (via Patna) (PT) | ASN/Asansol Junction (7 PFs) | MGS/WAP-4/22909

Guest: 7dbb37b0   show all posts
Entry# 2172029            Tags   Past Edits
Poorva may become the first HOG enabled Superfast! HOG ports installed! Some months to wait for

57 posts are hidden.

  
1405 views
Feb 21 2017 (12:43)
108 years of Electric operations on IR~   2514 blog posts
Re# 2172029-59            Tags   Past Edits
Ideally, one power car is enough, but an EOG van is still needed for backup in case the HOG fails. And IR is modifying the existing EOG vans to be used as power cars for HOG, instead of building separate dedicated power cars. And there are restrictions on having passengers in the coaches containing diesel generators, as the noise and the danger of fire accidents are much higher in these coaches. So, even the under-slung generator coach that IR was testing, is only a Guard-cum-parcel van and not an SLR.
Another thing affecting the change is the lack of passenger-cum-guard LHB coaches. This was not required until now as all trains always had EOGs at the
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end. But now, with one EOG removed, there is no provision to deploy a guard at the rear of the train.
To solve this problem, IR is now deploying EoTT devices ( End of train telemetry devices) on it's trains. These devices will monitor the rake continuously and directly let the driver know in case of rake-parting or any other mishap. This will remove the need to keep the guard in the last coach of the train and he/she can now be present in any coach in the train. And in case of HOG trains, there can be only one EOG van and the guard can monitor the rake even while sitting at the head of the train.
ICF CBC SLR's cannot be used for 2 reasons. First reason is their speed restriction to 110kmph, which obviously isn't sufficient for the high speed LHB trains with 130kmph clearance. The 2nd and more important reason is the difference in the electrical and brake connections for LHB and ICF coaches. Because of this, it is not safe to have a passenger-filled coach freely trailing behind the train as the ICF coach's brake pipe system would not be compatible with the LHB coach's system. Even a EOG style ICF coach can not be used in this case.

  
716 views
Apr 21 2017 (13:47)
Vote for Durg HumSafar Vs BSP Rajdhani^~   80660 blog posts   5098 correct pred (78% accurate)
Re# 2172029-60            Tags   Past Edits
I heard that EoTT is being developed only for use in DFC . Is it being developed for passenger trains also ?

1 posts are hidden.

  
466 views
Apr 22 2017 (14:55)
108 years of Electric operations on IR~   2514 blog posts
Re# 2172029-62            Tags   Past Edits
Yes, it was being developed for the DFC, but IR was also evaluating it's use on mainline freights. In the context of HOG trains it was mentioned that the devices would aid the guard and LP in monitoring the train. But as the other member said, I am quite skeptical about it's introduction in passenger trains. It's just a lot of speculation for now. Nothing is concrete until it actually materializes on the DFC.

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