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Bandra Garib-Rath - नाम से गरीब, लेकिन मेरे दिल के करीब - Abdul Rehman

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Page#    1675 FAQs  next>>
Today (21:56)

Entry# 2307     
What is Chart Not Prepared status?

Today (21:54)
Blog Post# 4763746-0     
KarthikCG^~   Added by: KarthikCG^~  Today (21:56)
Ques) What is "Chart Not Prepared" status?

Ans) The last booking chart for a train will be done at least 4 hrs prior to the schedule departure of the train at originating station.
But in reality, charts have been getting prepared 1 or 2 hrs prior to the actual departure of the train.
situation of early morning or late evening trains, this might be prepared considerably earlier during the previous night itself.
A person's booking standing might change any time till chart is prepared.
Though quite uncommon, it is possible that an RAC ticket can change to wait-listed status.
It is also possible that booking relocated from WL to CNF can return to RAC or WL.
However none of this will certainly not happen for a ticket which was CNF while Booking itself.

Yesterday (18:35)

Entry# 2304     
Types of Stations in Indian Railways

★★  General Travel
Yesterday (18:33)
Blog Post# 4762739-0     
s.r.k_1007^~   Added by: s.r.k_1007^~  Yesterday (18:35)
Types of Station in Indian Railways
Based on Function stations may be classified as follows : -
1. Way Side station

1. Way Side Stations
It is a station set between principle stations on a line of travel where the train stops only on a signal. It is an intermediate stopping place. It is a common type of station where some trains stop and some do not. The train coming in opposite direction are accomodated. Loop lines and sidings are provided in such stations to facilitate faster trains to overtake a slower train. Platform in sufficient number are provided for up and down trains as well as for goods trains. Sidings help in sorting the goods wagon. Picture 1 given below is the picture of a wayside station. The wayside stations without sidings or loop lines are most often referred to as 'stops' or 'halts'.

2. Junction Station
A station where a branch line meets the main line or a main line of different route meets the main line of another route is called a Junction. Therefore Junction has facilities for interchange of traffic from one line to another line. Figure 2 given below ithe picture of Junction station.

3. Terminal Station
A station where main or branch line terminates is called a Terminal Station. These stations have facilities for passengers stay and repair of rolling stock , facilities for reversing the engines , number of sidings and examination pits. Hydraulic buffers are provided but they are meant as last resort to stop an engine when drivers effort to stop it fails. These are provided at the end of tracks. Terminals have enough circulating areas , ticket offices , passenger ammenities like retiring rooms and restaurants and goods storage sheds. Figure 3 is a picture showing a terminal station.
Oct 21 (20:24)

Entry# 2303     

★  Rail Fanning
Oct 21 (20:10)
Blog Post# 4754455-0     
SOUTHEASTERNRAILWAYWAP7   Added by: Brandon12663^~  Oct 21 (20:24)
Some pics of India's Fastest Passenger Locomotive

Location Ramrajatala - রামরাজাতলা
click here

The Driver Display Control Panel of India's Strongest Passenger Locomotive WAP-7
Location Electric Loco Shed Howrah
click here


DIU is an interface between the driver and DPWCS. The DIU acts as terminal, simply to receive and display information from CCU (Control & Communication Unit) and send driver input to CCU. DIU has 1024 x 768 resolution capacitive touchscreen along with keypad support for redundancy. It supports ESD/EMD MVB or serial 485 Communication.

Linux Based DDU
The Driver Display is 10.4 inch ARM controller based capacitive touch screen and fanless design. Touch screen has resolution of 1024 X 768 with keypad support. It communicates with Vehicle Control Unit through MVB to display various locomotive parameters. USB, RS232, RJ45 Interface is available. It supports ESD/EMD MVB Communication.
This Display is similar to Linux DDU with internal flash to store the fault and conditon data which is generated from Vehicle Control Unit. USB port is provided to extract fault messages from DDU for analysing the fault.

10.4" LCD display, LED backlight, variable intensity and fully enclosed IP65
MVB interface with vehicle control, provision of 4x40 LCD text pixy® screen for driver's convenience.
Integrated external fan for chassis cooling, milled full aluminium anodised body.
USB interface for data upload/download.
Multiple pre set graphic screens for viewing MVB variables.
Context sensitive troubleshooting directory pop up during fault. Can be used as a troubleshooting tool.
Provision for viewing status of physical I/O signals.
800 X 600, 10.4" LCD TFT non touch screen display.
IEC-60571 compliant.

Linux Based DDU
ARM based fanless design.
ESD/EMD MVB communication support.
USB RJ45 RS232 RS485 interface are available.
Port Freshness and Signals View features available.
1024 X 768, 10.4" capacitive touch screen display.
Screen brightness will automatically adjust to environment conditions.
Multi language supported (English and Hindi).
OS : Customize Linux.
Hardware or Software can be customize for needs.
IEC-60571 compliant.
Screens Details
The Driver display has pre-defined dedicated screens in order to monitor real time process variables pertaining to a particular section or sub-system of the locomotive. However, such screens are meant for online monitoring by technical staff whenever required. The locomotive driver, however, needs to view the default screen only most of the times. The screens have been designed to take care of the specification requirement. The details of the screens are explained below.

In the sub-system status menu, the names of the sub-systems are listed. To navigate to default screen, press "HOME". To navigate to list of screens, press . The isolated sub-system will be shown in red.

In the high voltage circuit screen, Harmonic Filter status and Hotel Load status are additionally provided. Other variables are already available in the default screen. Hotel Load facility is available only in WAP7 & WAP5 class of locomotives.

The physical input/output signals, both analog and digital, can be viewed using this multi-level screen. In this screen, the description of the signal, name used in FUPLA and the location of the signals and the actual value can be viewed (channel+slot+connector+pin number eg: 12/EA05 : means channel-12, E slot, A connector, pin-5). These screens will be quite useful for troubleshooting.

In traction converter screen, converter related parameters are displayed. The screen is split into two columns, one for each traction converter. The process variables displayed include pre-charge & input contactor status, oil pressure & temperatures, input power & ventilation level. Other displayed parameters are already available on default screen.

The Auxiliary Converter screen provides very vital process variable display about the BUR, which will help in easy trouble shooting. The variables include Auxiliary winding voltage, Total current in the auxiliary winding, dc link voltage & dc link current of each BUR, output voltage and output frequency. Please note that there is no direct signal available for the output voltage whereas the displayed value is calculated from dc link voltage and output frequency considering constant v/f relation. The screen also provides the status of BUR grouping contactors.

The traction motor screen is also vertically split into two columns, one for 3 motors belonging to one bogie. The relevant process variables like input contactor status, dc link voltage, ventilation level, converter input power, wheel slip status, speed of each traction motor reported from speed sensor and temperature of each traction motor reported by the temperature sensor are displayed.

The auxiliary system screen essentially displays the status of various auxiliary machines, as to whether these are OFF or ON. It also indicates the BUR status and BUR input volatge. The auxiliary machines considered are Compressors (1,2), Oil Cooling Blowers (1,2), Oil Pump Converter (1,2), Oil Pump Transformer (1,2), Traction Motor Blower (1,2) & Machine Room Blower (1,2).

The braking system screen displays the process variables related to braking, which include locomotive speed, master controller position (traction/braking region), BE demand and BE Actual, Pneumatic Brake Effort demand (when regeneration fails), regenerated power & energy as well as status of compressor.

The screen for energy monitoring displays the energy consumed and regenerated. The cumulative value is the one taken from the NVRAM of DIA computer, which is available on MVB. The trip energy is calculated by the driver display itself from the time of switching ON. This value is not saved in any memory and will vanish once the locomotive is OFF. Trip energy can be used for comparison of driver performance under identical conditions of operation.
The regeneration ratio (energy regenerated/energy consumed) is calculated by the driver display and displayed. This factor also provides a measure of the efficiency of regeneration and is a good comparison tool.

The temperature screen provides various temperatures recorded by sensors and the same can be compared with the converter input power. The temperatures of transformer oil, traction converter oil and traction motors are displayed alongwith converter input power for each bogie.

This screen shows the pressure variables. It include Transformer oil pressure, converter oil pressure, MR pressure, BP pressure and status of BC1 & BC2.
Link :
click here
Oct 16 (13:45)

Entry# 2302     
Understanding your ticket and WL number of PNR status

Info Update
Oct 16 (13:44)
Blog Post# 4748619-0     
SaifAliSalmani30^~   Added by: SaifAliSalmani30^~  Oct 16 (13:45)
Understanding your ticket and WL number of PNR status
On Railway ticket, there are two numbers which tell the position at which you joined the waitlist and current position.
You have booked a Railway Ticket to some destination.
the end of the Booking Ticket, you get a ticket with Position as WL5/WL2.
In this example you joined the waitlist at position 5 (WL5), but by the time you actually bought the ticket online you moved to waitlist position 2 (WL2) (due either to a cancellation or to someone not making a final booking).
The first number (WL5) will always stay the same � it indicates position you joined the queue.
The second number (WL2) will decrease until you get a ticket.
Your railway reservation could change / upgrade like:
WL 5/WL 2 (Starting Position . Waitlist 2)
WL 5/WL 1 (Waitlist 1)
WL 5/RAC 3 (Reservation Against Cancellation 3)
WL 5/RAC 1 (Reservation Against Cancellation 1)
WL 5/CNF (Seat Confirmed)
AB1 (Seat Number Confirmed)
WL 5/WL 2 = Waitlist ticket : you cannot board the train.
WL 5/RAC 3 = RAC ticket : you are allowed to board the train, but you may end up on a seat instead of a berth.
WL 5/CNF = Confirmed ticket : you can board the train and you have a berth to yourself.
Oct 16 (12:28)

Entry# 2301     
What is Scotch Block, Detailing Switch and Sand Hump in Indian railways?

★  Info Update
Oct 11 (15:43)
Blog Post# 4742524-0     
VijaySai123^~   Added by: VijaySai123^~  Oct 16 (12:28)
It is normal practice to isolate a through running line from a siding so that a vehicle standing on the siding does not accidentally roll onto the running line and foul the same. A scotch block or derailing switch is provided on a siding or shunting neck to ensure that the vehicle does not go beyond a particular point and that if this happens, the vehicle gets derailed.

Scotch block: A scotch block (Fig. 27.9) is a wooden block placed on the rail and properly held in its place with the help
of a device to form an obstruction. Once it is clamped in position, the scotch block does not allow a vehicle to move beyond it.

Derailing switch: A derailing switch (Fig. 27.10) consists of a half-switch, i.e., only a tongue rail, which in its open position faces away from the stock rail, leaving a gap in between, and this causes a discontinuity in the track. A vehicle cannot go beyond this point and gets automatically derailed if it does manage to do so. The switch can be closed with the help of a lever and a vehicle can then traverse it normally. This is also called a trap switch.

Sand hump: This is possibly the most improved method of isolating and stoping a moving vehicle without causing much damage to it. The sand hump (Fig .27.11) is normally provided on the loop line with the idea that in case an incoming train overshoots when being received on the loop line, the sand hump can make it stop while ensuring that there is least damage to it.

A sand hump consists of a mound of sand of a specified cross section that covers the track under the end of a dead end siding, which is laid on a rising gradient. A moving vehicle comes to a stop because of the combined resistance of the sand hump and the rising gradient.
Page#    1675 FAQs  next>>

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