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Feb 05 2012 (9:04PM)
Locomotives

Entry# 999     
Titus Antony Peris Bhatt*^~
what is a banker

★★★  Info Update
1 Followers
34131 views
Jul 24 2016 (12:45AM)
Blog Post# 1939740-0     
Indian Railway the life line of our Nation~   Added by: Ankit*^  Jul 24 2016 (5:23PM)
What are bankers? Why are bankers used?
The above pics are showing some Wag5/7 locos working as a Bankers on Ghat section.These pics are only for a example of Bankers.
A banker is a locomotive that assists in hauling a train up a steep gradient. A banker is attached to the rear of the train and pushes the train from the rear while the normal locomotive of the train pulls it as usual from the front.
Bankers
...
more...
are used for two reasons. One is that, of course, the leading loco may need assistance on a steep gradient. However, a more important reason to have a banker at the rear when ascending a grade is to protect the train from a possibility of coupling failure and consequent parting which would cause a portion of the train to hurtle backwards because of the gradient (guard's brakes being generally inadequate for such a situation). When descending a grade, bankers may be attached at the front to provide extra brake power (or sometimes just to allow the locos to be returned to their shed after having banked trains up the grade earlier, without taking up a separate slot on the timetable).
On an incline, when the train is being pulled up, the couplers come under a lot of strain. Normally, on level track, the couplers only have to sustain the forces corresponding to the static and rolling friction of the wagons or coaches. But when being pulled up, a component of the wagons' or coaches' weight also forms a part of the load on the couplers (the proportion of the weight arising from the sine of the angle of the gradient). Hence, there is a much higher probability of coupler failure when going up an incline. Finally, the additional locomotives help contribute extra brake power for the rake on the slope.
Often two, three, or even more banking engines may be provided on particularly steep grades and for heavy freight loads. It is common to see 3 rear bankers for passenger trains with 21+ coaches. On the Igatpuri-Kasara section even descending trains get two or three front bankers. It is common to see the Kushinagar Exp. get two WCG-2 bankers and a WCAM-3 up to Kasara.
Other trains on the same section often get three WCG-2 locos banking in front of a WCAM-3 when descending. Sometimes, however, bankers are attached to trains simply because there are available locos that need to be returned to one shed or the other, and using them as bankers is a way to move them rather than sending them light and reducing track utilization. The working timetable for a division specifies the local rules in effect for how many and what kinds of locos to use as bankers for different kinds of trains and loads.
The safety requirements for train operation set forth by the Commissioner of Rail Safety forbid operating passenger trains on steep gradients without bankers. Goods trains are sometimes operated on such sections without bankers if loads are light. EMUs are sometimes moved between Pune and Mumbai for maintenance and no bankers are used in such cases on the ghat sections as they are not carrying passengers.
The specific rules for what inclines necessitate bankers may vary from one zonal railway to another. In addition, bankers must be used for gentler inclines if there are special circumstances such as operation without brake vans.
The limits on the tensile force the screw coupler can handle necessitate the use of bankers for most Mail or Express trains these days even on fairly gentle gradients of 1 in 60 or so, since the rakes have been getting longer (and therefore heavier) in recent years. Hence the Nagpur-Itarsi ghat section requires bankers for all passenger trains with 18 or more coaches. Many trains with 17 coaches are run through on the ghat section for fear of overstressing the couplers if a stop is made and the train has to start on the incline. With CBC couplers, the allowable tensile loads are far higher. Goods trains with CBC couplers often don't need bankers on slight to moderate inclines for train parting reasons, but may require bankers to assist the leading loco.
Often, brake vans are removed from the rake before a banker is attached at the rear, because the common 4-wheeled brake vans are light and do not share the same mass/inertia characteristics of the freight wagons, causing them to be jolted around excessively and very often jump the rails due to the buffing action between the wagons and the banker locos. A newer, long 8-wheeled brake van has recently been developed which may avoid this problem, at the cost of making the rake longer.
In addition to the use of bankers, ghat sections often have special rules of operation. Mandatory brake halts are provided for steeper grades so that a brake power check can be done before the train proceeds on to the grade. Stopping at the top of a grade before descending also ensures the train is under control before proceeding. In steam days it was often common, for the steeper grades, to inspect all the brake cylinders of the rake at the mandatory brake halt, with defective ones being replaced immediately. There are also timed signals provided in some places; the train must stop at the signal for a specified time before it goes off and the points switch away from the catch siding, ensuring that only trains able to come to a halt there can proceed. 'Auto Emergency Brakes' are provided for locos intended for use on several ghat sections. These apply the brakes automatically if the speed exceeds a certain threshold.

★★★  
Feb 05 2012 (8:33PM)
Blog Post# 337525-11     
Guest: 85c92ae6   Added by: Titus Antony Peris Bhatt*^~  Feb 05 2012 (9:04PM)
A banker is a locomotive that assists in hauling a train up a steep gradient. A banker is attached to the rear of the train and pushes the train from the rear while the normal locomotive of the train pulls it as usual from the front.
Bankers are used for two reasons. One is that, of course, the leading loco may need assistance on a steep gradient. However, a more important reason to have a banker at the rear when ascending a grade is to protect the train from a possibility of coupling failure and consequent parting which would cause a portion of the train to hurtle backwards because of the gradient (guard's brakes being generally inadequate for such a situation). When
...
more...
descending a grade, bankers may be attached at the front to provide extra brake power (or sometimes just to allow the locos to be returned to their shed after having banked trains up the grade earlier, without taking up a separate slot on the timetable).
On an incline, when the train is being pulled up, the couplers come under a lot of strain. Normally, on level track, the couplers only have to sustain the forces corresponding to the static and rolling friction of the wagons or coaches. But when being pulled up, a component of the wagons' or coaches' weight also forms a part of the load on the couplers (the proportion of the weight arising from the sine of the angle of the gradient). Hence, there is a much higher probability of coupler failure when going up an incline. Finally, the additional locomotives help contribute extra brake power for the rake on the slope.
Often two, three, or even more banking engines may be provided on particularly steep grades and for heavy freight loads. It is common to see 3 rear bankers for passenger trains with 21+ coaches. On the Igatpuri-Kasara section even descending trains get two or three front bankers. It is common to see [8/03] the Kushinagar Exp. get two WCG-2 bankers and a WCAM-3 up to Kasara.
Other trains on the same section often get three WCG-2 locos banking in front of a WCAM-3 when descending. Sometimes, however, bankers are attached to trains simply because there are available locos that need to be returned to one shed or the other, and using them as bankers is a way to move them rather than sending them light and reducing track utilization. The working timetable for a division specifies the local rules in effect for how many and what kinds of locos to use as bankers for different kinds of trains and loads.
The safety requirements for train operation set forth by the Commissioner of Rail Safety forbid operating passenger trains on steep gradients without bankers. Goods trains are sometimes operated on such sections without bankers if loads are light. EMUs are sometimes moved between Pune and Mumbai for maintenance and no bankers are used in such cases on the ghat sections as they are not carrying passengers.
The specific rules for what inclines necessitate bankers may vary from one zonal railway to another. In addition, bankers must be used for gentler inclines if there are special circumstances such as operation without brake vans.
See the section on couplers for some information on the limitations of the ordinary screw coupler used most commonly on BG passenger stock. The limits on the tensile force the screw coupler can handle necessitate the use of bankers for most Mail or Express trains these days even on fairly gentle gradients of 1 in 60 or so, since the rakes have been getting longer (and therefore heavier) in recent years. Hence the Nagpur-Itarsi ghat section requires bankers for all passenger trains with 18 or more coaches. Many trains with 17 coaches are run through on the ghat section for fear of overstressing the couplers if a stop is made and the train has to start on the incline. With CBC couplers, the allowable tensile loads are far higher. Goods trains with CBC couplers often don't need bankers on slight to moderate inclines for train parting reasons, but may require bankers to assist the leading loco.
Often, brake vans are removed from the rake before a banker is attached at the rear, because the common 4-wheeled brake vans are light and do not share the same mass/inertia characteristics of the freight wagons, causing them to be jolted around excessively and very often jump the rails due to the buffing action between the wagons and the banker locos. A newer, long 8-wheeled brake van has recently [6/04] been developed which may avoid this problem, at the cost of making the rake longer.
In addition to the use of bankers, ghat sections often have special rules of operation. Mandatory brake halts are provided for steeper grades so that a brake power check can be done before the train proceeds on to the grade. Stopping at the top of a grade before descending also ensures the train is under control before proceeding. In steam days it was often common, for the steeper grades, to inspect all the brake cylinders of the rake at the mandatory brake halt, with defective ones being replaced immediately. There are also timed signals provided in some places; the train must stop at the signal for a specified time before it goes off and the points switch away from the catch siding, ensuring that only trains able to come to a halt there can proceed. 'Auto Emergency Brakes' are provided for locos intended for use on several ghat sections. These apply the brakes automatically if the speed exceeds a certain threshold
Jul 23 2016 (10:51PM)
General

Entry# 1949     
TT of Goa Tejas is Disastrous*^~
What happens when a passenger pull the Alarm Chain (Emergency Chain) in a coach? (ACP, Alarm Chain Pulling)?

★  Info Update
0 Followers
31957 views
Jul 23 2016 (8:30PM)
Blog Post# 1939412-0     
Indian Railway the life line of our Nation~   Added by: TT of Goa Tejas is Disastrous*^~  Jul 23 2016 (10:51PM)
What happens when a passenger pull the Alarm Chain (Emergency Chain) in a coach? (ACP, Alarm Chain Pulling)?
The alarm chain in a passenger coach is designed to create a break in the continuity of the brake pipes (whether vacuum or air brakes), immediately resulting in a loss of brake pressure (or vacuum) and thereby cause the train brakes to be applied. With vacuum brakes, a clappet valve is provided that is released by the pulling of the alarm chain, and with air brakes, there is a similar passenger emergency valve that can vent the brake pipe to the atmosphere.
At
...
more...
the locomotive, in addition to a warning lamp or buzzer being sounded, in most locos the master controller undergoes auto-regression, with the notches falling to zero rapidly as the locomotive's motive power is switched off. The guard may also notice the loss of brake pressure (although he may not know it is due to the pulling of the alarm chain) and is expected to apply his brakes as well immediately. It is possible for a driver to override the alarm chain pull in a few circumstances, and this is in fact done in a few cases where it is known that miscreants resort to pulling the emergency chain solely to get the train to stop at a point convenient for themselves (but note that such an act by the driver or guard of deliberately ignoring an indication of alarm chain pulling is a serious offence).
In recent years, locos have been fitted with emergency flashers on the roof of the cab, and these flashers are also activated when the brake pipe pressure is lost for any reason other than the driver's application of the brake valve (A9). This alerts drivers of oncoming trains of the possibility of a derailed or parted rake which may foul other tracks, since the brake pressure may have been lost for those reasons as well, and at the locomotive it is not possible to tell whether the loss of brake pressure is due to the pulling of the alarm chain.
ACP also causes a small lever to be released near the emergency brake valve (usually mounted near one end of the coach) which does not retract to its normal position even when the chain is released. This allows the driver or guard to find out in which coach the ACP actually occurred. When the coach is isolated, the lever needs to be manually reset. Until this is done, the lamp and buzzer in the locomotive cab are continuously activated. A circuit breaker controls the lamp and alarm bell in the locomotive cab; in cases where defective equipment causes the lamp and bell to go off, the driver can disable them by placing the MCB in the 'off' position; despite the obvious safety hazards, sometimes this is resorted to by drivers when driving trains through sections where spurious ACP incidents ae very common.
Jul 23 2016 (2:02PM)
Locomotives

Entry# 1948     
moderator*^~
How to start a Diesel Locomotive?

★★★  Info Update
Jul 23 2016 (11:04AM)
Blog Post# 1938699-0     
Indian Railway the life line of our Nation~   Added by: moderator*^~  Jul 23 2016 (2:02PM)
Step by step deatiled procedure to how to start a WDM-2 diesel locomotive
The WDM-2 has no key to start the engine - it has a 30mm diameter green colour switch in the electrical panel to crank the prime mover. Similarly there is a red switch to stop the prime mover.
The above picture is only for example of Wdm2.
To start the
...
more...
loco perform these steps:-
1. First a walk-around of the loco is done ensuring that the loco appears in condition fit for duty. This takes around 10 minutes. All the fluid levels (coolant, lube oil) are checked at this stage. After being started, the loco is checked once again before leaving the shed orstabling area.
2. Close the battery master switch inside the short hood compartment.
3. Close the fuel pump breaker and wait for the fuel oil pressure gauge to start showing some reading. The presence of fuel oil pressure means that the fuel is present at the injectors when the engine is cranked.
4. Close the crankcase exhauster breaker - this blower removes explosive vapours from the crankcase during operation.
5. Ensure: loco brakes on, generator field breaker open, reverser in the neutral position, Engine Control Switch in the Idle position, throttle in the closed position.
6. Press the green start switch - the bell will sound inside the engine compartment warning anyone working there that the beast will wake up soon. I think it takes a second push of the button during which the engine is cranked.
7. The switch is to be held down till all the cylinders start firing.
8. Once the prime mover is running, observe the oil pressure, air pressure, brake pipe pressure being build up.
9. Observe the battery charging taking place. The battery charging ammeter in the electrical panel always shows a (center) zero reading - this indicates the charging and discharging of the battery is perfectly balanced. The charging is checked by operating a toggle switch near the ammeter - this toggle switches off the field to the auxiliary generator (meant for battery charging, etc.) and the ammeter immediately shows a small negative deflection indicating a loss of battery charging. Once the switch is closed, the ammeter swings back to the center zero position.
10. Another check of the loco - some drivers open the crankcase exhauster breaker at this stage - the positive pressure inside the crank sometimes shows up oil leaks faster.
11. The throttle is moved to ensure that loco is responding to being notched.
12. Release the parking brake, remove any wedges, wheel blocks, or rocks placed at the wheels to stop the loco from rolling.
13. Move the Engine Control Switch from Idle to Run position.
14. Observe the signal being pulled off, release the loco brakes and honk before move!
Idenfity the Trains base with its number

★★★  General Travel
Jul 07 2016 (3:11PM)
Blog Post# 1921119-0     
জয়দীপ JOYDEEP जय़दीप*^~   Added by: জয়দীপ JOYDEEP जय़दीप*^~  Jul 07 2016 (3:14PM)
Commonly train number starting form those numbers (First Three number) belongs to
....
101 > konkan railway ( Ratnagiri div. )
102 > Konkan railway ( Karwar div. )
....
110
...
more...
> Mumbai CST & pune div.
111 > Jhansi div.
112 > Jabalpur div.
113 > Solapur Div
114 > Jabalpur , Nagpur & Bhusal div.
116 > Jabalpur div.
117 > Jabalpur div.
....
120 > Satabdi & jansatabdi
121 > OLD CR ( now CR & WCR , NCR > jhansi div. )
122 > alloted by RB on spl request of zone
123 > Old ER ( ER , ECR - danapur , dhanbad , MGS div.)
124 > old NR ( now NR , NCR > ALD div , NWR > bikaner & jodhpur div.)
125 > NFR & old NER ( NER & ECR > sonepur & samastipur div )
126 > old SR ( SR & SWR > Bengalore & mysore div.)
127 > old SCR ( SCR & SWR > hubli div.)
128 > old SER ( now SER , ECoR & SECR )
129 > old WR ( now WR , NWR > Jaipur & ajmer div. )
....
130 > Howrah div.
131 > Sealdah div.
132 > Danapur div.
133 > Dhanbad div.
134 > Malda town div.
135 > Assansol div.
136 > Mughalsarai div.
....
140 > Delhi div.
141 > Allahdabad div.
142 > Lucknow NR div.
143 > Moradabad div.
X44 > Delhi div for passengers.
145 > Ambala div.
146 > Ferozpur div.
147 > Bikaner div.
148 > Jodhpur div.
149 >
....
150 > Lucknow NER div.
151 > Varanasi NER div.
152 > Sonepur & samastipur div.
153 > Izatnagar div.
154 > alipurduar jn div
155 > Samastipur div.
156 > Lumding div.
157 > katihar div.
158 > Rangiya div.
159 > Tinsukia div.
....
160 > Chennai div.
161 > Chennai div. form chennai Egmore
162 > Mysore div.
163 > Thiruvananthapuram div.
165 > Bengalore div.
166 > Palkad div.
167 > Madurai div.
168 > Triuchchirappalli div.
....
170 > Secunderabad div.
172 > Vijayawada guntur div.
173 > Hubli div.
174 > Guntakal div.
176 > Nanded & Hyderabad div.
......
180 > kharagpur div.
181 > Chakradharpur div.
182 > Raipur & bilaspur div.
183 > Sambalpur div.
184 > Khurda road div.
185 > waltiar ( visakhapatnam ) div.
186 > Ranchi div.
188 > Nagpur Div of SER
.....
190 > Mumbai central div.
191 > Ahmedabad div.
192 > Bhavnagar Para div
193 > Ratlam div.
194 > Ahmedabad div.
195 > Rajkot Div
196 > Ajmer div.
197 > Jaipur div.
198 > Kota div
199 > Ahmedabad div. (MG)
Jun 04 2016 (7:17AM)
Site-related

Entry# 1946     
moderator*^~
What is Stamp Notify in the PNR Actions menu?

★★  
Jun 04 2016 (7:15AM)
Blog Post# 1878962-2     
moderator*^~   Added by: moderator*^~  Jun 04 2016 (7:17AM)
If you tap/select "Stamp Notify", you will get a "Followed Posts" notification when that PNR gets stamped with the Final Charting Status. This facility is useful if you do not own that PNR, but are still interested in following that PNR's status, and wish to know whether it finally gets Confirmed or not.
Jun 01 2016 (7:53PM)
Ticket Booking/E-Ticketing

Entry# 1945     
Viswanath*^~
Where are the satellite Booking/Reservation Offices in the Coimbatore area?

Info Update
Jun 01 2016 (7:45PM)
Blog Post# 1875415-0     
WAP7~   Added by: Viswanath*^~  Jun 01 2016 (7:53PM)
Booking / Reservation office @ Peelamedu, many might not be aware of the facility.
May 25 2016 (2:13PM)
General

Entry# 1944     
Charm Vanished*^~
Unique station code matching full station name

★★  Other Social
1 Followers
31919 views
May 25 2016 (2:11PM)
Blog Post# 1863630-0     
Charm Vanished*^~   Added by: Charm Vanished*^~  May 25 2016 (2:13PM)
#stations having unique station code matching with full station name:-
There are 223 such railway stations having unique station code matching with full station name. The names are as under. Out of this list 213 station codes are original and remaining 10 had been renamed as per Railway's policy of unique railway codes for stations having four or less alphabets in station name. Please advise corrections/additions/deletions, if any.
S. No. CODE Station Name
1. ADRA Adra
...
more...

2. AIT Ait
3. AJIT Ajit
4. AJNI Ajni
5. AKOT Akot
6. AKRA Akra
7. ALAI Alai
8. ALAL Alal (Old Code_ ALL)
9. ALAU Alau
10. ALER Aler
11. AMIN Amin
12. AMLA Amla
13. AMLI Amli
14. AMLO Amlo
15. AMOD Amod
16. ANAS Anas
17. ANTU Antu
18. APTA Apta
19. ARA Ara
20. ARAG Arag
21. ARVI Arvi
22. ASAN Asan
23. ASLU Aslu
24. ATA Ata
25. ATRU Atru
26. ATUL Atul
27. AUNG Aung
28. AUWA Auwa
29. BALE Bale
30. BANI Bani (Old Code_ VAI)
31. BANO Bano
32. BAR Bar
33. BARH Barh
34. BARI Bari
35. BEAS Beas
36. BELA Bela
37. BENL Benl
38. BERO Bero
39. BHUA Bhua
40. BHUJ Bhuj
41. BINA Bina
42. BIR Bir
43. BIRA Bira
44. BOKO Boko
45. CHAS Chas
46. DARA Dara
47. DET Det
48. DEWA Dewa
49. DING Ding
50. DIPA Dipa
51. DISA Disa
52. DIVA Diva
53. DODH Dodh
54. DUAN Duan
55. DURG Durg
56. DUSI Dusi
57. DW DW
58. EKMA EKMA(Old Code_ EM)
59. ETAH Etah
60. GAUR Gaur
61. GAYA Gaya
62. GEDE Gede
63. GHER Gher
64. GHUM Ghum
65. GILL Gill (Old code_GLL)
66. GOLE Gole
67. GOT Got
68. GUA Gua
69. GUMA Guma
70. GUNA Guna
71. HAPA Hapa
72. HAUR Haur
73. HER Her
74. HIND Hind
75. HOL Hol
76. IB Ib
77. IDAR Idar
78. IMLI Imli
79. ITKY Itky
80. JAIS Jais
81. JARI Jari
82. JEUR Jeur
83. JHAR Jhar
84. JHIR Jhir
85. JIND Jind
86. JITE Jite
87. KADI Kadi
88. KASU Kasu
89. KAVI Kavi
90. KHAR Khar
91. KHAT Khat
92. KHED Khed
93. KHOH Khoh
94. KIM Kim
95. KITA Kita
96. KIUL Kiul
97. KLNG Klng
98. KODI Kodi
99. KOKA Koka
100. KOLE Kole
101. KONA Kona
102. KORA Kora
103. KOTA Kota
104. KOTI Koti
105. KUHI Kuhi
106. KUP Kup
107. KURI Kuri
108. LAUL Laul
109. LEDO Ledo
110. LING Ling
111. LOHA Loha
112. LONI Loni
113. LUNI Luni
114. LUSA Lusa
115. MAEL Mael
116. MAHE Mahe
117. MAL Mal
118. MALA Mala
119. MANA Mana
120. MAU Mau
121. MAUR Maur
122. MHOW Mhow
123. MOGA Moga
124. MONE Mone
125. MOR Mor
126. MOTA Mota
127. MUPA Mupa
128. MURI Muri
129. NANA Nana
130. NERI Neri
131. NIDI Nidi
132. NILD Nild
133. NIRA Nira
134. NOLI Noli
135. NUA Nua
136. OD Od
137. ODHA Odha
138. ODUR Odur
139. OEL Oel
140. OHAN Ohan
141. OKHA Okha
142. ORAI Orai
143. ORDI Ordi
144. ORGA Orga
145. ORKI Orki
146. ORR Orr
147. PALI Pali
148. PATA PATA(Old Code_ PTX)
149. PAVI Pavi
150. PEN Pen
151. ENTRY DELETED
152. POHE Pohe
153. PORA Pora
154. PUDI Pudi
155. PUNE Pune
156. PURI Puri
157. RAHA Raha
158. RANI Rani
159. RAS Ras
160. RAU Rau
161. RAY Ray
162. RAYA Raya
163. REN Ren
164. REWA Rewa
165. RIGA Riga
166. ROH Roh
167. ROHA Roha
168. RORA Rora
169. RURA RURA(Old Code_ RRH)
170. SALI Sali
171. SANK Sank
172. SELU Selu
173. SHER Sher (Oldcode_ SH)
174. SIHO Siho
175. SIKA Sika
176. SINI Sini
177. SNND Snnd
178. SONI Soni
179. SORO Soro
180. SUI Sui
181. SUKU Suku
182. TADA Tada
183. TAKU Taku
184. TALA Tala
185. TALL Tall
186. TAPA Tapa
187. TATI Tati
188. TELI Teli
189. TELO Telo
190. TENI Teni
191. THAL Thal
192. THAM Tham
193. THAN Than
194. TIBI Tibi
195. TIHU Tihu
196. TIK Tik
197. TISI Tisi
198. TORI Tori
199. TULI Tuli
200. TUNG Tung
201. TUNI Tuni
202. TUWA Tuwa
203. TVD Tvd
204. Wrong update.Now deleted.
205. UGU Ugu
206. UGWE Ugwe
207. UMED Umed(Old Code_ UMD)
208. UMRA Umra
209. UMRI Umri
210. UNA Una (Gujarat)
211. UNDI Undi
212. UREN Uren
213. URGA Urga
214. URMA Urma
215. USRA Usra
216. VAPI Vapi
217. VASO Vaso
218. VEER Veer
219. VELI Veli
220. VINA Vina
221. WADI WADI(Old Code_ WD)
222. WAIR WAIR(Old Code_ WIR)
223. WANI Wani
224. WENA WENA(Old Code_ WEN)
May 15 2016 (12:10PM)
Site-related

Entry# 1943     
moderator*^~
How to register an existing PNR Entry for Trip?

General Travel
0 Followers
32859 views
May 14 2016 (11:21PM)
Blog Post# 1847263-0     
سینئر ریسرچ فیلو   Added by: moderator*^~  May 15 2016 (12:10PM)
how to add an existing pnr entry to trp???

32343 views
May 15 2016 (12:05PM)
Blog Post# 1847263-3     
moderator*^~   Added by: moderator*^~  May 15 2016 (12:13PM)
Pl. just go to the Trips page, and register the PNR for the trip.

32350 views
May 15 2016 (12:06PM)
Blog Post# 1847263-4     
سینئر ریسرچ فیلو   Added by: moderator*^~  May 15 2016 (12:14PM)
will it not recognize as pnr registr already?

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May 15 2016 (12:08PM)
Blog Post# 1847263-5     
moderator*^~   Added by: moderator*^~  May 15 2016 (12:14PM)
If the PNR Entry is already existing in the system, it will register that PNR for the Trip.
May 07 2016 (9:29PM)
Locomotives

Entry# 1942     
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Resistor Harmonic Filter for 3-Phase Locomotives

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May 07 2016 (5:12PM)
Blog Post# 1836793-1     
*^~   Added by: *^~  May 07 2016 (9:29PM)
#railwayengineering
-------- HARMONIC FILTERS FOR CONVENTIONAL & 3-PHASE LOCOMOTIVES ---------
DYNAMIC BRAKE RESISTOR ROOF MOUNTED, NATURALLY COOLED FOR WAP4 LOCOMOTIVES
This is Daulat Ram's Patented Product (patent No 197735 dt. 18.10.2000) and unique features of dissipating capability of 2168 kW power without being forced cooled . roof mounted construction saves space inside the locomotivves .very useful on high speed locomotives, long life
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and maintenance free
FEATURES
DRI Part No : DRI/RMDBR/00
Braking Current : 850 AMPS
Resistance Value at 20 ° C : 0.472 Ω ± 5%
Melting Point : 1390 ° C
Job Size : 1335L X 900W X 650H
Link: click here
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Resistor Harmonic Filter for 3-Phase Locomotives
Link: click here
(Images of both Harmonic Filters are attached)
May 06 2016 (11:11AM)
General

Entry# 1941     
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Cooking by Induction Heating for Indian Railways

★★  General Travel
May 05 2016 (11:06PM)
Blog Post# 1834211-0     
*^~   Added by: *^~  May 06 2016 (11:11AM)
Cooking by Induction Heating for Indian Railways
Journey by train is leisure time with nothing to do and a desire for munching all the time. This has called upon the need for mobile catering facility to supply hot and fresh food to the passenger. For this purpose, Indian Railway runs Pantry car in all important trains. There are two types of pantry cars
Rajdhani type Pantry cars: These pantry cars are attached to a complete vestibule type trains with EOG as a source of power. The pantry car is equipped with
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electrical resistance heating appliances for cooking and preheating of food.
Conventional type : These pantry cars are standalone with LPG as cooking fuel. LPG cooking is economical as compared to electrical heating, but not considered due to safety issues involved in handling LPG. Electrical pantry car also not suited as the load is much more and very poor energy efficiency.
The resistance heating method of cooking has the following dis-advantages:-
Excessive heat loss in the ambiance, discomfort to the cooking staff and adding heat load to the air conditioning of pantry car.
Red hot coil can cause fire if there is any oil spillage over it.
Accurate heat control is not possible.
Induction Heating for cooking
Induction heating is the process of heating of an electrically conducting metallic body by electromagnetic induction at high frequency producing eddy current and metallic resistance leads to Joule Heating of the metal. The frequency of AC used depends on the object size, material type, coupling (between the work coil and the object to be heated) and the penetration depth. Induction heating was one of the most popular means for localized heating in industrial application such as induction furnace, induction heating for bearing fitment, induction brazing, induction sealing, etc., and now cooking is finding application large-scale application with affordable price and reliability. Following are the advantages
There is no red-hot coil, hence, absolutely safe from fire on oil spillage.
Direct heating of the container, hence, efficiency is as high as 90%.
Reduced heat radiation and thus it keeps comfort to the cooking staff.
Accurate heating control
Trial and Energy efficiency report
Western Railway has already provided 02 induction heaters for cooking in one Rajdhani pantry car no. 04804 and one induction heater for cooking range in pantry car no. 03804. Preliminary trial reports have indicated energy saving to the tune of 30%. Northern Railway has also provided Induction Heater based cooking range in one of the LHB Pantry Car. Its performance has been also been reported energy-efficient similar to to WR.
Cooking time also reduced
There is much reduction in the cooking time based on the time recorded for cooking of different items by team of WR. This is obvious also as now the heat is induced directly into utensil body instead through conduction or convection. Now the heat transfer is faster.
Conclusion
Utility of induction cooking in pantry cars is proved beyond doubt than what is holding in completing the work in all pantry cars working with Rajdhani class of trains? Trial work is completed by NR and WR and proven independently. There is every possibility of releasing electric power enough to power one extra coach. One of the constraint in power car capacity is its inability to power 24 coaches and now this modification will help at least in attaching one more coach.
Link of this Info: click here
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