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NZM-Kota Jan Shatabdi: एवरेज स्पीड में नंबर वन, जिसमें नहीं है सवारियों का टोटा, यह है आपणी जनशताब्दी From कोटा - Madan Mohan Meena

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Wed Jul 15 22:44:23 IST
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Blog Entry# 560538
Posted: Oct 23 2012 (22:46)

88 Responses
Last Response: Dec 07 2013 (21:33)
Rail Fanning
Oct 23 2012 (22:46)  
dhooma shakata vahanam   289 blog posts
Entry# 560538            Tags   Past Edits
Compiled by me thanks to years of railfanning experience after reffering to many people and online material, I would quote an example with every sign to aid in understanding to the best extent possible:
The first thing we are concerned about when we are talking about movement of trains is anything which makes the train to de-accelerate, they can be in the following instances.
PERMANENT SPEED RESTRICTION-A restriction of speed in a particular section (which otherwise is a faster speed permitted one) of a permanent nature, usually placed before steep curves, weak P.Way etc. This is apart from obvious restriction zones like that of loops at a station.
Ex: Permanent speed restriction of 80 KMPH at sirnapalli forest gradient between Uppalvai and sirnapalli stations in SC-NED-MMR line, similar can be found in many sections.
A TEMPORARY SPEED RESTRICTION-A restriction of speed which is imposed temporarily due to varied reasons like P.Way work or other reasons. A typical instance is imposition of speed restrictions before many unmanned LC’s of HYB division of SCR between DHNE-KRNT-KCG-NZB-MUE(Probably to allow better control to LP in case of a confused soul deciding to cross an LC with his road vehicle at the last moment)
Ex: Speed restrictions at Makalidurga ghat between YNK-DMM for up gradation of P.Way.
THE SIGN(for both of the above restrictions): The sign board indicating the speed to be followed would be a Triangular yellow board with speed mentioned in black, usually of reflective material to be visible to LP at night. The train needs to be at the designated speed mentioned on the board by the time it passes the board even though it is typically placed some 100mts before the actual caution abled section. Apart from the board, these cautions would already be mentioned in the Caution order given to the LP before moving the train in a particular section. Again, the crew running a train in a particular section would already e having Road learning without which they are not authorized to pilot a train. So this leaves us with the crew already knowing the restriction, we can travel rest assured as far as risks involved with overspeeding at restricted zones are concerned.
RESCTRICTION TERMINTAION: A restriction in place obviously means it would have to end somewhere, be it permanent or temporary, a large circular yellow board with a black T(again of reflective material) would be placed indicating the termination of restriction. In specific cases of Passenger and goods trains, T/P and T/G boards are placed(T/G usually after T/P as goods rakes tend to be longer) indicating termination of speed restriction of passenger and goods trains.
Railfanning Note: After a restriction is terminated while train is on a curve, one can find the display of flags by Guard and ALP, it’s amazing to see this sight especially in diesel locos accompanied by the chugging/buzzing(For Alcos and EMD’s respectively) and vigorous waving of flags.
I understand many of you must have seen this earlier, if not please try to watch the strict compliance of speed at restrictions and terminations, not to forget the display of flags/Lights.
I hope this has been useful, please keep adding while I add some more too, For a knowledgeful and safe railfanning Experience.

5 Public Posts - Tue Oct 23, 2012

49 Public Posts - Wed Oct 24, 2012

15 Public Posts - Thu Oct 25, 2012

2 Public Posts - Sat Oct 27, 2012

4 Public Posts - Thu Nov 01, 2012

1 Public Posts - Mon Apr 15, 2013

Apr 15 2013 (17:05)
dhooma shakata vahanam   289 blog posts
Re# 560538-105            Tags   Past Edits
There is absolutely no doubt in saying that ICF coaches have been the backbone to the back bone of India-The Indian Railways. They have effortlessly (not in all cases) hauled tens of billions of people relentlessly every year. To know further about ICF,LHB or even locos for that matter we need to be clear on what a few terms mean, where are those parts located and what is their use. I am sure most of us here in IRI must be familiar about them but my idea
is to share knowledge to people who don’t know about them yet. So here we go with what I think would be a detailed understanding (might go kaput too, Technical writing in freestyle is not easy):
We daily see a lot of trains zipping past at full speed, be it directly or through videos of Harris Kiran or the vast multitude of highly passionate and talented people here. Anyway, the point is when the train is moving fast, like really fast is there any stress? If there is stress where is it concentrated? And why stress needs to be relieved?
Well, technically speaking there are lot of shocks and stress acting on the train while it is moving (varies with speed, curves, gradients, Tractive effort, deceleration and other small factors), this stress is exerted on it from all three axes-vertical, longitudinal and lateral. Our idea is to successfully relieve all stresses on the coach to the rail while it is continuously in contact while in motion. But merely being in contact with the rail doesn’t mean the stresses would be relieved through the wheels to the rail. Hence the arrangement of the wheels, axles, buffers, Bolsters, Primary and secondary suspensions, Bearing arrangement and a strong frame. If the stress is not relieved or not equally distributed there are two major results.
1. Ride Index would go Higher
2. Axles may go Hot, frame may give away, more frequent IOH/POH intervals-Basically safety concern.

3 Public Posts - Mon Apr 15, 2013

1 Public Posts - Wed Apr 17, 2013

2 Public Posts - Tue Apr 23, 2013

1 Public Posts - Thu Jun 27, 2013

3 Public Posts - Fri Dec 06, 2013

1 Public Posts - Sat Dec 07, 2013


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