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Sapt Kranti Express: Ruling the tracks with EMD Power - Keshav Singh

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Thu Jul 16 00:10:20 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

2 Public Posts - Mon Apr 15, 2013

Apr 15 2013 (17:16)
dhooma shakata vahanam   289 blog posts
Re# 560538-106            Tags   Past Edits
Oh btw, Ride index is a variable which details the comfort a human would experience while in motion. In technical terms it can be described as the function of amplitude of acceleration and frequency of oscillation. Ride index is measured on a scale of 5, 0 being the smoothest and most comfortable ride while 5 is the most horrible one. Quite a complex one at that, i tried putting some random variables and solving it but didnt really work out. Indian Railway Employees dont get paid for nothing after all.They are good at this stuff :)
the coach UnderGear arrangement should be such that all accumulated stress has to be distributed / shared. Coming to the Basic part, two wheels are connected with a rod which is the axle, so an axle has two wheels to it one at each end. Each axle has an axle joint and the primary suspension(springs at axles) is based on it which absorbs a part of the vertical shocks.
A pair of axles(4 wheels) are grouped by a frame mounted over it, this frame with two axles is together called a BOGIE. There are two such bogies under a coach which are grouped by the base of the coach, fitting exactly in the required places. The secondary suspension is also on the bogies, which again help dampen the vertical oscillations. Longitudinal shocks are absorbed by the Buffers at coach ends and the stress is transferred to the coach and finally to the rails through wheels.
So Primary and secondary suspensions take care of the Vertical Shocks while Coach end buffers absorb the longitudinal shocks and transfer them to the rail through frame..
There is however one more aspect, the lateral stress or the side-side oscillatory motion which we feel in ICF coaches which is the twist of the story, ICF coaches are not really great dampers of the Yaw Forces(side-side) which makes the RIDE INDEX of ICF coaches reaches upto 3.5

2 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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