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Behind the Bushes.
Kalyan (KYN) WCAG1 -21979 & AJNI. WAG9 -31247 resting at Babupeth (BUPH) with their respective loads. 😘😘
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D.O.C :- 26 July, 2019.
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MughalSarai WAG 7 27307 with a Fresh Coat of Paint , Rushes towards Allahabad Jn. with a long BCNA - HS Consist as the Monsoon's First Rains approach Manda Road Station with People waiting for the early morning Train towards Mumbai , the Patna - Mumbai Janta Express.
Now some Info on WAG 7 :-
Built by CLW to RDSO specifications, these represent the next indigenous design step up from the WAG-5 locomotives. Used primarily for goods haulage, these locos have a Co-Co wheel arrangement with high-adhesion bogies (shared with WCAG-1, WCAM-3, WDG-2/3A) and Hitachi motors providing 5000hp. Starting TE 402kN (41000kgf); continuous TE 235kN (24000kgf). Adhesion 34.5%. The higher tractive effort compared to the WAG-5 locos allows them to attain higher balancing speeds under load. The first 71 of these all went to the Mughalsarai shed. Kanpur was the second shed to get these locos.
Traction motors are permanently coupled in parallel and speed control is through the use of transformer taps. Max. speed is 100km/h. Air brakes and dynamic (rheostatic) brakes for loco, dual train brakes. MU operation with up to 4 units is possible. Traction equipment such as the smoothing reactor, etc., are all higher rated than in the WAG-5 due to the higher currents this loco draws. Auxiliaries include Rigi compressor, Arno rotary converters, Siemens smoothing reactor, Northey exhauster; other auxiliaries such as blowers from S F India. A number of these locos have been retrofitted with static converters to power the auxiliaries, replacing the older Arno rotary converters. These static converters are more efficient and require less maintenance, besides having self-diagnostic systems to make troubleshooting easier.
WAG-7These locos too, have limitations similar to the WAG-5 in not being able to start and haul 4500-4700t loads on gradients steeper than 1:200. When they were being designed and introduced, experiments were carried out to vary the gear ratio. The high-adhesion bogies also underwent some modifications for reduction of weight transfer.
The WAG-7H designation is applied to two locomotives of the WAG-7 class that were experimentally modified to provide higher TE by increasing their weight. Oscillation trials were conducted on a ballasted WAG-7 (#27002) around 1995, and then a new WAG-7 loco was built by CLW to have higher weight using thicker plates in the underframe of the loco (#27061, 1995). Weight is 132t, max. TE 441kN (45000 kgf). Traction motors are Hitachi HS15250-G, perhaps a minor variant of HS15250.
[4/04] Newer WAG-7's have been spotted (e.g., #27455 'Samrat') that externally look somewhat like a WAG-9 and with several improvements such as closed-circuit cameras for monitoring the pantograph and GR, a spotlight to illuminate the pantograph at night, large green lamps to exchange signals on the run, fog lamps, and single-piece windshield. New Katni shed is especially known to add the OHE monitoring equipment to WAG-7 locos. Cabs of some units are air-conditioned. Newer batches of WAG-7's [12/04] also have data loggers and train parting alarms (based on sensors for detecting loss of brake pressure), as standard equipment. They are also said to have 'microprocessor control' although it is not clear what this implies.
Traction Motors: Hitachi HS15250-G (a variant of the standard HS15250 with higher current rating (thicker wire gauge, better insulation); see description under WAP-4.) Motors built by CLW and BHEL.
Gear Ratio: 65:18 (65:16?)
Transformer: CCL India, type CGTT-5400, 5400kVA, 32 taps.
Rectifiers: Two silicon rectifiers, cell type S18FN350 (from Hind Rectifier), 64 per bridge, 2700A / 1050V per cubicle.
Axle load: 20.5t
Bogies: Alco High-Adhesion bogies, fabricated bogie frame assembly, with unidirectional mounting of traction motors, primary and secondary suspension.
Hauling Capacity: 3010t
Pantographs: Two Stone India (Calcutta) type AN-12.
Current Ratings: 1350A/2min, 1200A/10min, 960A/hr, 900A continuous.
Info From - www.irfca.org/faq/faq-loco2e.html
Arrived at - / JASPER / AM / JUL 12 / 22 / ALTA. / - partial cds backstamp
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“Your letter dropped from aeroplane at Terrace Camp, Moose River, BC. Elevation 6,000’.” - this note was written by Percy Barraclough to his wife Shirley Barraclough - this historic cover was folded in half and returned to her for a keepsake.
Another note, in orange crayon and a different hand - It reads: “Writing from the machine (flying machine)—splendid day—went right through to Kitchi R. (Kitchi River)” F. L. - this handwritten note was scrawled by Fred Lambart the Head Land Surveyor in Jasper, Alberta as he was the passenger flying in the open cockpit two-seater de Havilland DH-4B aircraft. Link to a photo showing the aircraft - postalmuseum.si.edu/collections/images/de-Havilland-dh-4_...
Summer 1914 - Mt Kitchi - a new peak discovered in the Canadian Rockies - Kitchi Creek protects an isolated population of Douglas-fir and other ecological features.
Name: Howard Frederick John Lambart
Birth: 30 Dec 1880 in Ontario, Canada
Death: 12 Jan 1946 in Ottawa, Ontario, Canada
Father: Octavine Henry Lambart / Mother: Sarah Lambart
Spouse: Helene Marianne Wallbridge
On the 5th June 1915 - HOWARD FREDERICK JOHN LAMBART qualified for the rank of Lieutenant at Kingston, Ontario.
Moose River, British Columbia is about 60 km from Jasper, Alberta - Moose River Route: The Moose River Route is just that, a route, not specifically a trail. This is not to imply that there is no visible trail but that there are a number of sections that cross braided gravel flats, or avoid marsh areas and may not be discernible. This 5 - 7 day route is recommended for experienced backpackers only.
Major George M, Croil of High River, Alberta, had a staff of 24 in 1922, including four pilots and one photographer. The aircraft used were D.H. 4's and D.H. 4B's - they were powered by Rolls-Royce Eagle VIII engines. Link to a article about the de Havilland DH-4B aircraft that was used to deliver this piece of mail - postalmuseum.si.edu/collections/object-spotlight/de-havil...
Jasper Park was made available to the Geodetic Survey. Impressed with his experience in using aircraft to establish basic triangulation points in the Fraser River Valley, Fred Lambart requested similar assistance along the line of the continental watershed from Yellow Head Pass northwest to the intersection of the 120th meridian and Jarvis Pass. Tudhope made five flights in his two-seater D.H. 4B, totaling about 20 hours, taking the surveyors in turn over unmapped territory in Jasper Park and the provincial boundary north of Mount Robson. Lambart telegraphed J.A. Wilson in Ottawa: "weather magnificent...Mount Robson clear...information obtained far reaching". Fred Lambert was an articulate advocate for aerial survey, noting that in less than four hours' flying time on 16 July 1922 he had covered over 300 miles on the round trip to Jarvis Pass. He compared this with 14 days by pack train to reach this same destination.
Link to his 1922 Flight - books.google.ca/books?id=teeuwDFncxIC&pg=PA34&lpg... (from the book - Photographing Canada from Flying Canoes)
Aerial reconnaissance for geodetic triangulation was used for the first time by Mr. F. H. Lambart in 1921. A 200-mile long triangulation net following the Fraser River was flown eastward from Vancouver and the results were confirmed by ground visits to the stations. However, it was not until 1929 that airplanes were widely employed for geodetic surveying in Canada. Air journeys totalling 35 000 kilometres were made during that field season. Link - www.nrcan.gc.ca/earth-sciences/geomatics/canadian-spatial...
Flight Activities - The original purpose of the High River air station was to act as a base for forest fire patrols. While this operation was to remain the focus of the flying programme for the next ten years, High River aviators soon found themselves occupied in a variety of other tasks. In 1923 this included: 700 hours devoted to fire patrols over Crowsnest and Bow River reserves; 50 hours assigned to the Topographical Survey Branch for photographic work on sectional maps between Edmonton and Calgary; 25 hours assisting the Parks Branch with occasional patrols in the Rocky Mountain Parks; 25 hours assigned to the Reclamation Service for photographic work on various rivers; 20 hours helping the Agriculture Department in its attempt to combat caterpillar pest in the Moose Mountain area; and 20 hours transporting members of the Geodetic Survey from Jasper Park to Jarvis Pass (DND 1923). The latter service is described by Wheeler and Lambart (1923), who were involved with the Alberta-British Columbia Interprovincial Boundary Survey at the time. Both surveyors were quick to recognize the value of mountain reconnaissance by aircraft, stating that: As a means for mountain reconnaissance the airplane offers exceptional facilities. Given a clear day and the ability to keep to known landmarks, it is to a topographer a study of a living map, the most accurate that can possibly be had. I was enabled to get a clear conception of the country my future surveys would cover, and the nature of the access to them, and in one case was able to obtain information that will prevent a considerable loss of time. Link to the complete article - www.geog.uvic.ca/dept/wcag/smith.pdf
264 metre gauge steam locomotives of the YL class were built between 1952 and 1956. The first ten engines - including this 5001 - were built by Robert Stephenson & Hawthorns in the United Kingdom. The further 254 were built by Hitachi, Henschel and Mavag.
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LOCOMOTIVES OF INDIA
The locomotives of India presently consist of electric and diesel locomotives. Steam locomotives are no longer used in India, except in heritage trains. A locomotive is also called loco or engine.
The Bengal Sappers of the Indian Army were the first to run a steam locomotive in India. The steam locomotive named ‘Thomason’ ran with two wagons for carrying earth from Roorkee to Piran Kaliyar in 1851, two years before the first passenger train ran from Bombay to Thane in 1853.
CLASSIFICATION OF LOCOMOTIVES
In India, locomotives are classified according to their track gauge, motive power, the work they are suited for and their power or model number. The class name includes this information about the locomotive. It comprises 4 or 5 letters. The first letter denotes the track gauge. The second letter denotes their motive power (Diesel or Electric) and the third letter denotes the kind of traffic for which they are suited (goods, passenger, mixed or shunting). The fourth letter used to denote locomotives' chronological model number. However, from 2002 a new classification scheme has been adopted. Under this system, for newer diesel locomotives, the fourth letter will denote their horsepower range. Electric locomotives don't come under this scheme and even all diesel locos are not covered. For them this letter denotes their model number as usual.
A locomotive may sometimes have a fifth letter in its name which generally denotes a technical variant or subclass or subtype. This fifth letter indicates some smaller variation in the basic model or series, perhaps different motors, or a different manufacturer. With the new scheme for classifying diesel locomotives (as mentioned above) the fifth item is a letter that further refines the horsepower indication in 100 hp increments: 'A' for 100 hp, 'B' for 200 hp, 'C' for 300 hp, etc. So in this scheme, a WDP-3A refers to a 3100 hp loco, while a WDM-3F would be a 3600 hp loco.
Note: This classification system does not apply to steam locomotives in India as they have become non-functional now. They retained their original class names such as M class or WP class.
THE CLASSIFICATION SYNTAXES
THE FIRST LETTER (GAUGE)
- W – Indian broad gauge (the "W" Stands for Wide Gauge - 5 ft 6 in)
- Y – metre gauge (the "Y" stands for Yard Gauge - 3 ft or 1000mm)
- Z – narrow gauge(2 ft 6 in)
- N – narrow gauge (toy gauge) (2 ft)
THE SECOND LETTER (MOTIVE POWER)
- D – diesel
- C – DC electric (can run under DC overhead line only)
- A – AC electric (can run under AC overhead line only)
- CA – both DC and AC (can run under both AC and DC overhead line); 'CA' is considered a single letter
- B – Battery electric locomotive (rare)
THE THIRD LETTER (JOB TYPE)
- G – goods
- P – passenger
- M – mixed; both goods and passenger
- S – shunting (also known as switching engines or switchers in the USA and some other countries)
- U – multiple units (EMU/DMU)
- R – Railcars
For example, in "WDM 3A":
- "W" means broad gauge
- "D" means diesel motive power
- "M" means suitable for both goods and passenger service
- "3A" means the locomotive's power is 3,100 hp ('3' stands for 3000 hp, 'A' denotes 100 hp more)
Or, in "WAP 5":
"W" means broad gauge
"A" mean AC electric traction motive power
"P" means suitable for Passenger service
"5" denotes that this locomotive is chronologically the fifth electric locomotive model used by the railways for passenger service.
BROAD GAUGE (5 ft 6 in) LOCOMOTIVES USED IN INDIA
STEAM TRACTION
COMPANY DESIGNS
In the nineteenth century, the various railway concessions ordered locomotives to their own specification, usually from British manufacturers. This multiplicity of similar, but different designs, increased manufacturers' costs and slowed production. During the 1890s, British manufacturers had full order books, so Indian railway companies looked to Germany and the United States for locomotives.
BENGAL NAGPUR RAILWAY
- Class F – 0-6-0
- Class GM – 2-6-0. Probably modified.
- BNR class HSG – 2-8-0+0-8-2 Garratt homed at Bengal Nagpur Railway (BNR) now Eastern Railway and South-Eastern Railway. First successful Garratts in India.
- Class M – 4-6-2. Probably modified.
- BNR class N – 4-8-0+0-8-4 Garratt. Largest locomotive to run in India. Highest capacity to hold water as compared to any Garratt in the world. One is preserved at National Rail Museum, Delhi.
- BNR class NM – 4-8-0+0-8-4 Garratt. Similar to N class. Ten built in 1931 by Beyer Peacock. Withdrawn in the late 1960s.
- BNR class P – 4-8-2+2-8-4 Garratt. Four built by Beyer Peacock in 1939. In the early 1970s, they were at Bhilai (BIA) shed before being withdrawn.
BOMBAY, BARODA AND CENTRAL INDIAN RAILWAY
- BB&CI class P – 4-6-2;
- Class A - 2-4-0T. Probably an Atlantic. Belonged to Palej shed.
- Class U36 – 0-4-2 used for hauling suburban trains at Mumbai.
- Class D1 – 4-4-0. One of them named Princess May.
- Class M – 4-6-2. Probably modified.
EASTERN BENGAL RAILWAY
EAST INDIAN RAILWAY COMPANY
- Class CT – 0-6-4T. Probably converted to Super-heater.
- EIR class G – 2-2-2T. First two named Express and Fairy Queen Built in 1856, the latter is the world's oldest locomotive to be in working order. Later rebuilt by Perambur Loco Works. Housed at E.I.R.
- EIR class P – 4-6-0;
GREAT INDIAN PENINSULA RAILWAY
- GIPR classes Y1, Y2, Y3, and Y4 – 0-8-4T. Used on Thull ghat as bankers (for pushing trains up the ghat).
- GIPR Class F – 2-6-0.
- GIPR Class F3 – 2-6-0.
- GIPR class J1 – 0-6-0
- Class D4 – 4-6-0. One named Hero.
- Class D5 – 4-6-0 Passenger locomotive.
- Class E1 – 4-4-2 Atlantic built by North British Locomotive Co. Ltd between 1907-8. Rebuilt with super-heater between 1925-28.
- Class T – Tank locomotive was used for hauling Mumbai suburban trains on G.I.P.R.
- Class Y – 2-8-4T
- Crane Tank – 0-6-0T. One is preserved at National Rail Museum, New Delhi.
MADRAS AND SOUTHERN MAHRATTA RAILWAY
- M&SM class V – 4-4-0. One is preserved.
- Class BTC – 2-6-4T. Based on BESA specifications.
- Class T – 0-4-2 at Madras.
NIZAM´S GUARANTEED STATE RAILWAY
- NSR class A - 2-6-0T owned by Nizam State Railway (NSR). One (No. 48) preserved at National Rail Museum,Delhi. Probably an Atlantic.
NORTH WESTERN RAILWAY (BRITISH INDIA)
- Class EM – 4-4-2 probably modified. One preserved at National Rail Museum,Delhi.
- NWR class GAS – 2-6-2+2-6-2 Garratt owned by North
Western Railway (NWR) now most of which is in Pakistan. Only one built in 1925. Retired in 1937.
- NWR class P – 2-4-0;
- Class E1 – 4-4-2.
- Class N1 – 4-8-0
OUDH AND ROHILKHAND RAILWAY
- Class B26 – 0-6-0. One preserved at National Rail Museum,Delhi.
SOUTH INDIAN RAILWAY
OTHERS
- Class B – 2-6-0.
- Class E – 2-4-0.
- Class F – 2-8-2 built between 1926-1950 by Nasmyth Wilson for service on Central Railway (CR).
- Class G – 2-6-0 probably meant for freight.
- Class NA2 –
- Class PTC – 2-6-4T owned by Delhi at Northern Railway (N.R.). Probably Converted Passenger locomotives.
- Class Y2 – 2-8-2T. These are reclassified L2.
- Phoenix – 0-4-0T. One is preserved at National Rail Museum, Delhi
- Ramgotty – 2-2-0T. One is preserved at National Rail Museum, Delhi. Converted to Broad Gauge. Oldest locomotive at National Rail Museum, Delhi.
- Sultan, Sahib and Sindh – These are the ones which hauled the legendary train from VT to Thana in 1853.
BRITISH ENGINEERING STANDARDS ASSOCIATION (BESA) DESIGNS
After acrimonious words in The Times and Parliament, the British Engineering Standards Committee (later British Engineering Standards Association or BESA) began to design a series of locomotives for use by all railways in India. The first two designs emerged in 1903: a 4-4-0 passenger, and 0-6-0 goods. The designs were revised in 1905 and 1906 with additional types added due to requests for heavier and more powerful locomotives:
- Class SP – Standard Passenger – 4-4-0;
- Class SG – Standard Goods – 0-6-0;
- Class PT – Passenger Tank – 2-6-4T;
- Class HP – Heavy Passenger – 4-6-0;
- Class AP – Atlantic Passenger – 4-4-2;
- Class HG – Heavy Goods – 2-8-0;
- Class HT – Heavy Tank – 2-8-2T.
These BESA designs however were advisory, not mandatory, and were customized by the railway companies to their own taste. The railway companies could not even agree to use the same classification system: only the state operated railways used the class designations SP, SG, PT, HP, AP, HG and HT. Once superheating became accepted, superheated versions were classified SPS, SGS, etc. if built with superheaters, and SPC, SGC, etc. if converted from saturated to superheated.
INDIAN RAILWAYS STANDARD (IRS) DESIGNS
After World War I, new, larger, more powerful locomotives were designed by the British consulting engineers to the Indian Government. These started to appear from 1927 onwards:
- Class XA – branch passenger 4-6-2 design, 12.5-ton axleload;
- Class XB – light passenger 4-6-2 design, 17-ton axleload;
- Class XC – heavy passenger 4-6-2 design, 19.5-ton axleload;
- Class XD – light goods 2-8-2 design, 17-ton axleload;
- Class XE – heavy goods 2-8-2 design, 22.5-ton axleload;
- Class XF – light shunting 0-8-0 design, 18-ton axleload;
- Class XG – heavy shunting 0-8-0 design, 23-ton axleload;
- Class XH – 4-cylinder 2-8-2, 28-ton axleload (none built);
- Class XP – experimental passenger 4-6-2, 18.5-ton axleload;
- Class XS – experimental 4-cylinder 4-6-2, 21.5-ton axleload;
- Class XT – light tank 0-4-2T, 15-ton axleload.
WORLD WAR II DESIGNS
During World War II, large numbers of 2-8-2 locomotives were acquired from the United States and Canada, and were designated as classes AWD and CWD respectively. The Baldwin Locomotive Works adapted the USATC S160 Class locomotive design India which became class AWC. 60 broad gauge locomotives were built in 1944 as part of an order of 180 locomotives to the S160 design. In addition to modified frame spreaders, axles, cylinders, and cab, the Indian locomotives had a turbo-generator and electric lighting fitted, which was not included in the standard design for use in Europe. Many parts, including boilers, were identical to those used for the standard gauge locomotives.
INDIAN GOVERNMENT RAILWAYS (IGR) STANDARD DESIGNS
Shortly before World War II, new classes were designed; but it would post-war before many of them came into service. These new designs were signalled by the change of broad gauge prefix from 'X' to 'W'. In addition, plans were put into place to start manufacturing locomotives in India. The new classes were:
- Class WP – passenger 4-6-2, 18.5-ton axleload;
- Class WG – goods 2-8-2, 18.5-ton axleload;
- Class WL (1st) – light 4-6-2, 16-ton axleload (four for North Western Railway in 1939; all to Pakistan at Partition);
- Class WL (2nd) – light 4-6-2, 16.75-ton axleload;
- Class WM – 2-6-4T, 16.25-ton axleload;
- Class WT – 2-8-4T, 18-ton axleload;
- Class WU – 2-4-2T, 16.5-ton axleload;
- Class WV – 2-6-2T, 16.25-ton axleload;
- Class WW – 0-6-2T, 16.5-ton axleload.
All broad gauge steam locomotives in India have been withdrawn from normal service, with only occasional steam specials continuing to operate.
DIESEL TRACTION
CLASSIFICATION CODES
- WDM – Wide Diesel Mixed
- WDP – Wide Diesel Passenger
- WDG – Wide Diesel Goods
- WDS – Wide Diesel Shunter
- WCDS – Wide Converted Diesel Shunter
MIXED TYPE LOCOMOTIVES
- WDM 1 (First mainline diesel electric locomotives used in India. Introduced in 1957. Imported from ALCO. Out of service now. 1950 hp)
- WDM 2 (Most widely used and first homemade mainline diesel-electric locomotives in India. Original prototypes were made by ALCO. Introduced in 1962. More than 2700 have been made. Rated at 2600 hp)
- WDM 2A,WDM 2B (Technical variants of WDM 2. WDM2A stands are dual braked and WDM2B are air braked usually)
- WDM 2G It is the first Multi-Gen-set locomotive of Indian Railway manufactured by DLMW, Patiala in 2013. As of February 2014 only one loco has entered service and has been numbered as #80000. It has been cleared for a max. speed of 105 km/h.
- WDM 3 (Only 8 were imported. They used hydraulic transmission and are currently non-functional. 2500 hp. 120 km/h. Built in 1970 by Henschel & Son)
WDM 3A (Formerly WDM 2C. Another WDM 2 variant. It is not related to WDM 3. Max speed 120 km/h. 30450kgf of tractive effort. Built since 1994) One of the most heavily used diesel locomotives in India at present.
- WDM 3A R (Formerly WDM 2. It is a rebuilt with DBR fitted on Short Hood. It is not related to WDM 3. They are rebuilt at DLMW, Patiala)
- WDM 3B (Co-Co bogies. Rated at 120 km/h. Homed at Uttar Pradesh sheds. 23 built by DLW. Similar to WDM3D. 3100 hp)
- WDM 3C, WDM 3D (higher powered versions of WDM 3A. 3300 hp. WDM3C is rebuilt from WDM2. WDM3C max speed 120 km/h. WDM3D max speed 160 km/h)
- WDM 3E (Reclassified as WDM 3D. Restricted to freight at 105 km/h. 8 units known. Manufactured by DLW. 3500 hp)
- WDM 3F Manufactured by Diesel Locomotive Works (DLW). 3600 hp. HAHS bogies. Conventional DBR. Air brake only.
- WDM 4 (Entered service along with WDM 2. Prototypes designed by General Motors. Though considered superior to WDM 2 in many ways, these locomotives weren't chosen as General Motors did not agree to a technology transfer agreement. 2600 hp)
- WDM 6 (Very rare class; only two were made; Exported to Sri Lanka. Rated at 1350 hp. Max speed 75 km/h. 19200kgf tractive effort. Fabricated Bo-Bo bogies)
- WDM 7 (Fifteen of these locos were built from June 1987 through 1989, they were designed for branch-line duties, but they are now used mostly for shunting. Rated at 2000 hp)
Note: No locomotive class was designated as WDM 5 in India.
PASSENGER LOCOMOTIVES
- WDP 1 (Bo-Bo bogies. 80 tons weight. Rated speed of 140 kmph. 12 cylinder engine. 2300 hp. Built by DLW in 1970. Homed at Vijayawada and Tughlakabad sheds only.)
- WDP 2 (New class name WDP 3A. Dedicated passenger diesel locomotive. Entered service in 1998. Max speed 140kmph. Built by DLW. 29.25 tons of tractive effort. 3100 hp)
- WDP 3 (These locomotives are actually prototypes of the class WDP 1 and never entered serial production. Designed in 1996 by DLW. 2300 hp. Co-Co bogies.)
- WDP 4 (EMD (former GM-EMD) GT46PAC, fundamentally a passenger version of the WDG 4 (GT46MAC). 4000 hp)
- WDP 4B (EMD (former GM-EMD) GT46PAC, An improved version of the WDP 4, this is a more powerful version and has 6 traction motors, just like the WDG 4. Also comes with wider cabin to aid visibility and minor exterior design changes.As of now,serial production of the single cab locomotives has been stopped. 4500 hp)
- WDP 4D (EMD (former GM-EMD) GT46PAC, This is basically a - WDP 4B with twin cabs. Minor changes were made to the locomotive to facilitate the addition of a second cabin. This locomotive comes with LCD instrument display and toilet for the drivers. Has entered serial production and regular service. 4500 hp.
GOODS LOCOMOTIVES
- WDG 2 (New class name WDG 3A. These class is actually a technically upgraded form of WDM 2. Max speed 100 km/h. Built by DLW)
- WDG 3B, WDG 3C, WDG 3D (Technical upgraded forms of WDG 2 or WDG 3A. WDG 3B and WDG 3C are rebuilt to WDG 3A. WDG 3C is rated at 3330 hp.)
- WDG 4 (Dedicated goods locomotives. These are General motors' GT46MAC models. First units were imported in 1999. They are numbered from #12000 upward till #12999 and #70000 upwards. Local production started in 2002. 4000-4500 hp)
- WDG 4D (Technical variant of WDG4 with dual cabs. IGBT. Max speed 105 km/h restricted to 100 km/h. Air conditioned cabs. First dual cab freight dedicated diesel engine in India)
- WDG 5 (Another Freight dedicated Locomotive developed by Diesel Locomotive Works and Supported by Electro Motive Diesels. First unit was rolled out from DLW on 25 February 2012. They are numbered from #50001 upward (Two produced as of 29 April 2015). Rated at 5500 hp. Equipped with Fire Control System, TFT Display and Driver's Toilet. The locomotive/series is named 'BHEEM', after the strong Pandav brother from epic of Mahabharat. The locomotive has completed its trials and has entered serial production. These locomotives are assigned to the Sabarmati Diesel Loco Shed.
SHUNTING LOCOMOTIVES (also known as switching engines)
- WDS 1 (First widely deployed and successful diesel locomotives used in India. Imported in 1944-45. currently out of service. 386 hp)
- WDS 2 (o-C-o bogies. 8 cylinder engine. Homed at Central Railway. Max speed 54 kmph. Built by Kraus Maffei in 1954-55. 440 hp. 15420kgf of tractive effort)
- WDS 3 (All locomotives of this class were rebuilt and reclassified as WDS 4C in 1976-78. 618 hp. 17100kgf of tractive effort. Built in 1961)
- WDS 4,WDS 4A,WDS 4B,WDS 4D (Designed by Chittaranjan Locomotive Works. 600-700 hp. C bogies. Built between 1968-97.)
- WDS 4C (Rebuilt by CLW, WDS 3 locos as mentioned above. 700 hp. 18000kgf tractive effort. C bogies. Out of service. Max speed 65kmph.)
- WDS 5 (Some of these locomotives are used for industrial shunting. A few are used on Indian Railways. Rated at 1065 hp)
- WDS 6 (Heavy-haul shunters made in large numbers for industrial concerns as well as for Indian Railways Rated at 1200/1350 hp)
- WDS 6R, WDS 6SL and WDS 6AD (Technical variants of WDS 6. WDS6SL is exported to Sri Lanka. WDS6AD has a max speed of 50 kmph and a 6-cylinder engine.)
- WDS 8 (Only five of these were made by CLW, and all were transferred to steel works 800 hp. Max speed 35kmph. 22000kgf tractive effort)
There were also a few hydraulic diesel shunters in use at Integral Coach Factory, Diesel Locomotive Works and Chittaranjan Locomotive Works. These were rated at 250 hp.
Note: There is no electric shunting engine in India. Classes from WDS 1 to WDS 4D have hydraulic transmission. The WDS 4, 4B, 4C and 4D are the only still existing broad gauge locomotives with diesel-hydraulic transmission.
CONVERTED LOCOMOTIVES
WCDS6 is a converted YDM4 locomotive into a broad gauge locomotive. This rebuilding was carried out by the Golden Rock shed. It was built for large industrial concerns. The first one was delivered to RITES. Rest being same, new water and air lines are added. They also have a modified control stand and dual brake system. Also, they have Broad Gauge bogies and under-frames.
DIESEL MUTIPLE UNITS
A few routes in India currently have Diesel multiple unit service. Depending on the transmission system they are classified as DEMU (diesel-electric transmission) or DHMU (diesel-hydraulic transmission). There are diesel railcar service in a few places known as 'railbus'.
DC ELECTRIC TRACTION
Note: These locomotives are no longer used, or were used only in sections around and in Mumbai which is the only location in India still or was using DC traction. The power operated is 1500V DC.
MIXED TYPE LOCOMOTIVES
- WCM 1 (First electric locomotives with the now familiar Co-Co wheel arrangement to be used in India. Seven built by English Electric at Vulcan Foundry in 1954–55. 3700 hp)
- WCM 2 (Out of service. Co-Co bogies. 120 kmph speed. 12 Built by Vulcan Foundry between 1956-57. Modified by RDSO. 3120 hp)
- WCM 3 (3600 hp. Co-Co – Used in Kolkata, then transferred to Mumbai; three built by Hitachi in 1958. Out of service. Max speed 120kmph)
- WCM 4 (4000 hp. Co-Co – seven built by Hitachi in 1960. Out of service. Rated at 120 kmph. Meant for freight. 31300kgf tractive effort)
- WCM 5 (Built by Chittaranjan locomotive works to RDSO's design specifications. Auxiliaries by Westinghouse and North Boyce. Built in 1962, these are India's first indigenously designed DC electric locomotives. The first was named Lokamanya after the freedom fighter Bal Gangadhar Tilak. 3700 hp Co-Co.)
- WCM 6 (5000 hp, only two were built in 1995 by CLW. Now converted to run on AC power. 105kmph initially now restricted to 65kmph )
PASSENGER LOCOMOTIVES
- WCP 1, WCP 2 (GIPR EA/1 and EA/2. Historically very important locomotives as these are the very first electric loco to be used in India. The first locomotive was named as Sir Roger Lumley and is currently preserved in the National Rail Museum, New Delhi. Swiss Locomotive and Machine Works (SLM) built one in 1928 and 21 in 1930 (WCP1), and one in 1938 (WCP2). 1′Co2′ wheel arrangement; 2160 hp)
- WCP 3, WCP 4 (GIPR EB/1 and EC/1, these are also among the earliest electric locos used in India. One of each class built by Hawthorn Leslie and Company in 1928; 2′Co2′ wheel arrangement.)
GOODS LOCOMOTIVES
- WCG 1 (GIPR EF/1. These are Swiss crocodile locomotives imported in 1928 from Swiss Locomotive and Machine Works (ten) and Vulcan Foundry (30). These are among the earliest electric locos used in India. The first locomotive was named as Sir Leslie Wilson and is currently preserved in the National Rail Museum, New Delhi. 2600–2950 hp)
- WCG 2 (Designed by Chittaranjan locomotive works in 1970. 57 built until 1977. 4200 hp. Max speed 90kmph. 35600kgf tractive effort. Were used extensively around the year 2000 when Mumbai was out of traction power. Out of service.
ELECTRIC MULTIPLE UNITS
WCU 1 to WCU 15 (Used in Mumbai region only)
AC ELECTRIC TRACTION
The 25 kV AC system with overhead lines is used throughout the rest of the country.
MIXED TYPE LOCOMOTIVES
- WAM 1 (Among the first AC electric locomotives used in India. Introduced in 1959. Now out of service. 3010 hp. Max speed 112kmph)
- WAM 2 (Out of service. Bo-Bo Bogies. Max speed 112 kmph. Built by Mitsubishi between 1960-64. 2910 hp. 25240kgf tractive effort)
- WAM 3 (Out of service. Bo-Bo bogies. Same as WAM 2 except for reverse pantographs. Built in 1964 by Mitsubishi)
- WAM 4 (Indigenously designed by Chittaranjan Locomotive Works in 1970. Highly powerful class. One of the most successful locomotives in India. 3850 hp)
- WAM 4B, WAM 4P, WAM 4PD, WAM 4PR, WAM 4PDBHS, WAM 46PD, WAM 4PDB3P, WAM 42S3P, WAM 46PDBHS, WAM 46PE, WAM 4G, WAM 4H and WAM 4E (Technical variants of WAM4)
PASSENGER LOCOMOTIVES
- WAP 1 (Designed by Chittaranjan locomotive works in 1980 for the Kolkata-Delhi Rajdhani Express. A very successful class. 3900 hp. Max speed 130 kmph).
- WAP 2 (Decommissioned in the late 1980s. Similar to WAM2 & 3. 4 built. Also had Flexicoil Mark-ll bogies. 2910 hp. Only 4 units built)
- WAP 3 (Rebuilt to WAP-1. Similar to WAP-1. Approximated speed of 160 kmph restricted to 145 kmph. 5 Built since 1987.)
- WAP 4 (Upgraded from WAP 1 for higher loads by Chittaranjan locomotive works in 1994. One of the most successful locomotives in India. Very powerful class. 5000 hp. Tested for Max speed 160 kmph. Restricted to 140 kmph)
- WAP 5 (Imported in 1995 from Switzerland and used on premier express trains. 5450 hp. Max speed tested for 184 kmph. Restricted to 160 kmph)
- WAP 6 (Most of them rebuilt to WAP-4. Max speed 170 kmph. 16 built by Chittaranjan Locomotive Works in 1997. 5000 hp.)
- WAP 7 (Same design as WAG 9 with modified gear ratio. Highly powerful class. 6000 hp. Tested for 155 kmph. Restricted to 140 kmph. Built by CLW since 2000)
GOODS LOCOMOTIVES
- WAG 1 (Out of service after 2002. B-B bogies. Max speed 80 km/h. Built by several builders between 1963-66. 2930 hp. First freight dedicated locomotive under AC traction)
- WAG 1S (Technical variants of WAG 1)
- WAG 2 ( Out of service. B-B bogies. Max speed 80 km/h. WAP 2 are technical variants of WAG 2. Built by several builders between 1964-65. 3450 hp)
- WAG 3 (Out of service. Monomotor bogies. Max speed 80 km/h. 10 Built in 1965. 3590 hp. 30000 kgf tractive effort. Above 6000 tons hauling capacity up to 70 km/h on level track)
- WAG 3A (Technical variant of WAG 3)
- WAG 4 (Out of service. B-B bogies. Max speed 80 km/h. Technical variants are WAG 4A,D. Built by Chittaranjan Locomotive Works between 1966-71. 3590 hp)
- WAG 5 (The most successful electric locomotives in India. Designed by Chittaranjan locomotive works in 1984. More than 1100 were made. 3850 hp)
(WAG 5A, WAG 5B, WAG 5D, WAG 5E, WAG 5H, WAG 5HA, WAG 5HB, WAG 5HD, WAG 5HE, WAG 5PE, WAG 5RH - Technical variants of WAG 5)
- WAG 6A (Imported from Allmänna Svenska Elektriska Aktiebolaget (ASEA). 6110 hp. Max speed 100 km/h. Bo-Bo-Bo Bogies. The most powerful non-3 phase AC electric locomotives in India)
- WAG 6B, WAG 6C (Variants of WAG 3A. Built by Hitachi in 1988. Regenerative brakes. 44950 kgf tractive effort. Upgradeable to 160 km/h)
- WAG 7 (Very successful class. Built by CLW and BHEL. 5350 hp. 41000kgf. Max speed 100kmph. 123tons in weight)
- WAG 7H (Technical variant of WAG7 with 132tons of weight and 45000kgf of tractive effort. Two units built)
- WAG 8 (Out of service. Similar in looks to WCAM 2 and technically to WCAM 3. Built by BHEL in 1998. Experimental class)
- WAG 9 (Currently the most powerful class in India, rated at 6350 hp. Same design as WAP 7 with modified gear ratio. Designed by Adtranz, Switzerland.)
(WAG 9H, WAG9i and WAG9Hi - Technical variants of WAG9. WAG9H is the heavier version. WAG9i is the one fitted with IGBT traction converters. WAG9Hi is probably a combination of WAG9H and WAG9i)
ELECTRIC MULTIPLE UNITS
- WAU 1 to WAU 4
DUAL (both AC and DC) traction
Main article: Indian Railways WCAM class
Note: These locomotives are used only in sections around Mumbai. They can run under AC traction too. The main purpose behind the manufacture of these type of locomotives was to provide transportation in and out Mumbai area without changing the engine.
-MIXED TYPE LOCOMOTIVES
WCAM 1 (Designed by Chittaranjan Locomotive works, total 53 were built and supplied between 1975-79. All owned by Western Railway) Only locomotive currently used having reverse pantographs. Now decommissioned.
- WCAM 2/2P (Designed by Bharat Heavy Electricals Limited, total 20 were built and supplied between 1995-96. Tested 135kmph under AC)
- WCAM 3 (50 Designed by Bharat Heavy Electricals Limited. 4600 hp under DC traction and 5000 hp under AC traction. All owned by Central Railway. Most widely used loco in the Mumbai Pune section).
GOODS LOCOMOTIVES
- WCAG 1 (12 Designed by Bharat heavy electricals limited between 1999-2000. Similar to the WCAM 3 in outer structure. 4600 hp under DC traction and 5000 hp under AC traction.
Note: There is no dedicated dual current passenger locomotive in India, but in Mumbai area, there are some EMUs which can run under dual traction.
BATTERY TRACTION
In 1927, English Electric and WBC built 2 shunters for use in yards at Bombay(now Mumbai). They had Bo-Bo bogies. Rated at 240 hp. They weighed 58 tons.
METRE GAUGE (3 ft 3⅜ in) LOCOMOTIVES USED IN INDIA
STEAM TRACTION
COMPANY TYPES
Nilgiri Mountain Railway X class
BESA DESIGNS
Passenger 4-6-0
Mixed-traffic 4-6-0
Goods 4-8-0
Tank 2-6-2T
WARTIME DESIGNS
Class MAWD – 2-8-2 USATC S118 Class
Class MWGX – 4-6-2+2-6-4 Garratt
INDIAN RAILWAY STADARDS DESIGNS
- Class YA – 4-6-2 with 9-ton axleload (none built);
- Class YB – 4-6-2 with 10-ton axleload
- Class YC – 4-6-2 with 12-ton axleload
- Class YD – 2-8-2 with 10-ton axleload
- Class YE – 2-8-2 with 12-ton axleload (none built)
- Class YF – 0-6-2; later examples were 2-6-2
- Class YK – 2-6-0 version of the 2-6-2 YF
- Class YL – 2-6-2
- Class YT – light 0-4-2T
- Class YG – 2-8-2 goods locomotive
- Class YP – 4-6-2 passenger locomotive
DIESEL TRACTION (MIXED TYPE ONLY)
- YDM 1 - The first diesel locomotives on 1,000 mm (3 ft 3 3⁄8 in) metre gauge. Imported from Britain in 1955. They were 20 in number. Mainly found on Western Railway. Phased out by the 1990s.
- YDM 2 - Originally used on Southern Railway. Built by CLW. Only 41 in numbers. Mostly used for shunting purposes or to pull short passenger trains.
- YDM 3 - Produced by GM-EMD in 1961-62. (Model no. GA-12). Mainly found near Ahmedabad. (Sabarmati Loco Shed).
- YDM 4 - Most widely and successful diesel locomotive used in India on meter gauge. 550 units produced by DLW (Varanasi) and Alco. Found in Mhow, Sabarmati Phulera, Lumding, Coonoor, Villupuram, Izatnagar Sheds and many other sheds.
- YDM 4A - The 99 locos supplied by Montreal Locomotive Works in 1964-69.
- YDM 5 - Same specifications as of YDM-3 but an addition of 10 t (9.8 long tons; 11.0 short tons) weight to the axles. Supplied by GM-EMD in 1964.
Currently all diesel locomotives except YDM-4 and YDM-4A are supposed to be withdrawn from service.
ELECTRIC TRACTION
ELECTRIC LOCOMOTIVES
- YCG 1 (These locomotives are among the earliest electric locomotives in India. This class was imported to serve the Chennai area in the early 1930s.)
- YAM 1 (These locomotives were in service until 2002 around Chennai. 1740 hp). 20 were Imported from Japan
ELECTRIC MULTIPLE UNITS
- YAU class (First EMU service in India. Introduced in the 1920s in Chennai area).
NARROW GAUGE (2 ft 6 in and 2 ft) LOCOMOTIVES USED IN INDIA
STEAM TRACTION (2 ft 6 in)
COMPANY DESIGNS
- Barsi Light Railway class A – 0-8-4T
- Barsi Light Railway class B – 4-8-4T
- Barsi Light Railway class C – 0-6-0ST
- Barsi Light Railway class D – 0-4-0
- Barsi Light Railway class E – Sentinel railcars
- Barsi Light Railway class F – 2-8-2
- Barsi Light Railway class G – 4-6-4
INDIAN RAILWAY STANDARDS DESIGNS
- Class ZA – 2-6-2 with 4.5-ton axleload (none built);
- Class ZB – 2-6-2 with 6-ton axleload;
- Class ZC – 2-8-2 with 6-ton axleload (none built);
- Class ZD – 4-6-2 with 8-ton axleload (none built);
- Class ZE – 2-8-2 with 8-ton axleload;
- Class ZF – 2-6-2T with 8-ton axleload
STEAM TRACTION (2 ft)
COMPANY DESIGNS
DARJEELING HIMALAYAN RAILWAY
- DHR A Class – 0-4-0WT;
- DHR B Class – 0-4-0ST; 777 and 778 preserved
- DHR C Class – 4-6-2
- DHR D Class – 0-4-0+0-4-0 Garratt
INDIAN RAILWAY STANDARDS DESIGNS
- QA – 2-6-2 with 4.5-ton axleload (none built).
- QB – 2-6-2 with 6-ton axleload (none built);
- QC – 2-8-2 with 6-ton axleload (none built).
DIESEL TRACTION (2 ft 6 in) (mixed type only)
- ZDM 1 (Available at Gwalior Junction)
- ZDM 2
- ZDM 3 (Later rebuilt as ZDM 4C class)
- ZDM 4 (Available at Gwalior Junction)
- ZDM 4A
- ZDM 4B, 4C, 4D
- ZDM 5
DIESEL TRACTION (2 ft) (mixed type only)
- NDM-1 - for the Matheran Hill Railway
- NDM-5 - for The Maharaja Railways of India
- NDM-6 – this class is currently in operation on the Darjeeling Himalayan Railway and the Matheran Hill Railway
BATTERY TRACTION
- NBM 1 – designed by BHEL in 1987; powered by battery.
Note: All narrow gauge locomotives in India are mixed type locomotives.
Note: There is no narrow gauge electric locomotive in India.
WIKIPEDIA
One of the Royal and luxurious trains of the Indian Railways, hence the name Maharajas' Express on its run from Mumbai to New Delhi hauled by a KYN WCAG-1 #21979.
Location: Diva, Central Railway, Maharashtra, INDIA.
-
Sriram SN
Twin KYN WCAG-1# 21971, 21979 with bcna rake take a sharp curve and showcase their beauty at lush green atmosphere before Kasara.
Here comes the freight cruiser of Indian Railways !! Presently the freight cruisers of Indian Railways are WAM-4 , WAG-5 , WAG-6 , WAG-7 , WAG-9 , WCAG-1 , WCAM-1 , WCAM-2 , WCAM-3 , WDM-2 , WDM-3 , WDG-3 , WDG-4 ans WDS-6 specification locomotives !! They hauls those traffics of India which brings profit to India's economy !! They can haul 58 to 60 freight rakes at a maximum speed of 100 kmph at present scenario with ease !! Can climb up high altitudes with heavy loads behind it !! When a locomotive a passenger train fails , freight cruiser is remembered as a helpline !! Now-a-days many well-patronised super-fast mail and express trains have a regular link of freight locomotives !! Most of the holiday special trains are hauled by freight cruisers !! In ghats sections with high altitudes , they are very much useful and they works as bankers or brakers also !! Indian Railways depended a lot on then in past times , still depending on them a lot and will depend on them a lot in future !! I salute all freight locomotives as an Indian and railfan !!
"Grain Elevators, Vancouver, B.C., The "Lions" in Background
Copyright G.S. Co."
Postcard. Made in Canada by the Gowen, Sutton Co., Ltd., Vancouver, B.C.
Grain elevators on the Vancouver Waterfront at Burrard Inlet.
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3 MUed WCAG-1 Pulls the BCNA Rakes Out of Thane.
This Might be a rare scene to see 3 Mued WCAG-1 in Action,Seen Here is Kalyan(KYN)WCAG-1 21973+21975+21981 pulling 42 BCNA Rakes and Skipping Thane Platform Nunber 8 and Accelerates and heads towards Mulund.
This is me. I work on the web.
I wrote my first computer program in BASIC on an Atari 400 in about 1981. No, I did not have a cool handset modem like the one they used in War Games.
I was interested in computer graphics (possibly due to the Atari console) and fine art from a very early age. My high school electives were tennis, computer science, and as many art classes as I could take. Desktop publishing was common, but this was still before the web was a commercially viable medium for graphic design. At the time, I wanted to work on computer-rendered graphics and special effects for Hollywood movies.
I didn’t actually start working “on the web” until college, at the University of Texas at Austin in 1994. After much perseverance, I gained access to a job in the Studio Art Computer Lab, which meant I got after-hours access to the lab and spent many hundreds of hours working late nights on web or video projects. I was in the graphic design program, which was mainly focused on print design. Granted, my design skill was very immature, but I did understand the direction I wanted to take… Of the faculty members, only Katie Salen seemed to really understand where the future of design was headed. One point of curriculum was consistent though; all of the professors re-inforced the importance of attention to detail in the quality of craft. I took this idea with me into my first dot com job where I was the only designer working with four programmers.
My attention to quality of craft in design led to my attention to quality of craft in code. I knew HTML and CSS pretty well but, until then, hadn’t used JavaScript for anything more challenging than image rollovers. I started paying attention to web standards in 1999. Participation in email lists, like css-discuss and www-style, helped hone my craft and, as I discovered later, even got me a minor credit nod for CSS 2.1. I was heavily involved with AIGA, SXSW, and Knowbility’s Accessibility Internet Rally (AIR), which led to an invitation to join the WCAG 2.0 Working Group. Although I’m still relatively active in the WaSP ATF, contributions to the other groups have slowed in recent years due to job responsibilities.
I worked for a series of companies over the years, mostly notably frog design and Apple Inc. I left Texas for California in 2006. I live in the quiet San Francisco neighborhood of Bernal Heights and would only return to Texas for one reason. Luckily for me, she decided to move here instead.
Photo credit: YiMay Yang. YiMay works on the web, too.
Been tagged by
Jacqui with the four things meme
I don't have a blog, so here's mine on Flickr.
Four jobs I've had
1.Choir boy (I actually got paid $6 a week to sing in Church each week)
2.Newspaper boy on St.Kilda Rd, Melbourne
3.Library Assistant, Kings Cross Library
4.Information Architect, UTS
Four movies I can watch over and over
1. Sister Act (camp and cheesy but hey, it’s fun!)
2. The Sound of Music
3. Terminator I & II
4. Aliens I & II
(hmm, since posting this I've just realised I have a subconscious Nun theme happenning there)
Four places I've lived
1.Country Victoria (Violet Town then Wangaratta)
2.Melbourne (St.Kilda, Caulfield & Fitzroy in various shared houses)
3.Venice Beach, Los Angeles (for a crazy 6 months)
4.Sydney (Newtown & now Darlington)
Four TV shows I enjoy
1.The Bill
2.Desperate Housewives
3.Kath & Kim
4.Little Britain
Four places I've vacationed
1. Fiji
2. New York
3. Turkey
4. Vietnam
Four of my favourite dishes
1. My Mum’s Bread & Butter Pudding
2. My Roast Chicken baked with two lemons inside
3. Vietnamese Chicken Rice Noodle Soup (Pho)
4. Yum Cha Sticky Rice
Four sites I visit daily
1. Sydney Morning Herald online (SMH)
2. Flickr
2. Google
3. UTS Homepage (not really out of choice but work usually distracts me from the more important things in life)
Four places I would rather be right now
1.Sleeping in
2.Playing with my dogs in the park
3.Sitting by the Mekong on a steamy Laos afternoon
4.At home pottering around
I've added a few more...
Four things I’m carrying around in my bag
My uncharged mobile
My Sony Cybershot
A jar of tigerbalm
A scrunched up ball of receipts (one day soon I will get to my Tax return!)
Four things I need to use everyday
My Tungsten T3 palm pilot (well OK I admit, not on the weekend)
My expresso coffee maker
My impeccable fashion sense
Patience
Four things I could do without
The UTS Lifts
Chicken Livers
Sydney’s Humidity
Spam
Four “Top Played” in my iTunes Library
Holiday, Green Day
We’re all in this Together, Ben Lee
Miss you Less See you More, Faithless
Better Days Pete Murray
Four things on my desk right now
1.A banana
2.The Omni Pro Productivity Bundle install CD
3.A print out of the W3C WCAG guidelines
4.A copy of “Experience Design 1” by Nathan Shedroff
Four Flickr people I'm tagging
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Any suggestions as to what these initials may signify please? Chelsea Wives And Girlfriends perhaps?
minutes before kick-starting our panel "The New Accessibility Guidelines: WCAG 2.0".
notice how bruce lawson brucelawson.co.uk has already started to heckle...
BHEL built brawny linked to its dead colleague WCAG1 21977, departs from Diva with a mixture of flat bed & Concor rakes in tow.
The panel for the WCAG 2.0 session. Unfortunately, this panel was about as disorganized and confusing as WCAG 2.0. Overall, a little bit disappointing. Shame. And why didn't Andy have more to contribute?
gez lemon and ian lloyd, minutes before kick-starting our panel "The New Accessibility Guidelines: WCAG 2.0".
and yes, gez juicystudio.com was just vibrating in anticipation there...
just before our panel "The New Accessibility Guidelines: WCAG 2.0", going through last minute revisions with ian lloyd and andy clarke
HTML5 & CSS have nice badges, but... ATAG & ARAI 1 just isn't cool..
marketplace.servicerocket.com/static/images/logos/css3log...
www.w3.org/html/logo/downloads/HTML5_Logo_256.png
Official W3C logos are:
27.11.2014
Barrierefreiheit "Blue Beanie Day" 2014: Ein Tag für Webstandards
Am Sonntag wird zum achten Mal der "Blue Beanie Day" gefeiert. Auch in Österreich wird ein Zeichen für Webstandards gesetzt.
Vor etlichen Jahren schrieb Jeffrey Zeldman das Buch "Designing with Webstandards". Abgesehen vom Inhalt schuf das Cover eine kleine Bewegung. „Im Zentrum des Coverbildes war eine große blaue Haube zu sehen. Menschen griffen dieses Bild auf, setzten blaue Hauben auf und änderten an einem Tag im Jahr ihr Profilfoto“, erinnert sich der Wiener Blogger Robert Lender.
Der "Blue Beanie Day" war geboren: Menschen mit blauen Hauben, die ein Zeichen für Webstandards setzen. Der erste "Blue Beanie Day" fand am 26. November 2007 statt, Ein paar Jahre später war auch der Tag selbst standardisiert: an jedem 30. November eines Jahres wurde und wird er gefeiert und jährt sich jetzt schon zum achten mal.
Barrierefreiheit
Insbesondere im deutschsprachigen Raum nahmen Web Accessibility Aktivistinnen diese Idee auf. Schon 2007 "enterten" einige den "Tag der Barriererfreiheit" (eine Veranstaltung des Sozialministeriums) und luden Anwesende (u.a. eine Staatssekratärin) ein, sich mit einer blauen Haube zu fotografieren. Diese sind noch bei Beate Firlingers "talking caps Flickr Album" zu finden.
Um das Ganze nicht zu einer Art (auch wenn man das zumindest vor 2014 nicht kannte) "IceBucketChallenge" verkommen zu lassen, gab es immer wieder zusätzliche Aktionen (z.B. die TabParade 2008) um nicht die blaue Mütze sondern das Thema im Vordergrund zu halten.
Webstandards
„Vielen Internet Nutzerinnen und Nutzern ist es nicht bewusst, dass es so etwas wie Standards im Web gibt“, führt Lender (einer der Promoter des Blue Beanie Day in Österreich) aus und ergänzt: „Einerseits ist es gut so. Gerade weil sie Standards sind, bemerkt man sie nicht. Sie fallen nur dort auf, wo sie fehlen bzw. nicht angewendet werden.“
Nur durch eine gemeinsame Definition der Hyper Text Markups Language (HTML) kann (fast immer) jeder Browser jede Website richtig darstellen. An diese Standards wird auch aktuell immer weiter gearbeitet.
Auch für viele behinderte Menschen gibt es ohne Webstandards keine Möglichkeit das Internet in sinnvoller Weise zu nutzen. Dazu dienen insbesondere auch die Web Content Accessibility Guidelines (WCAG) 2.0.
Der "Tag der blauen Hauben" 2014
Blogger Robert Lender gibt erste Tipps rund um den Blue Beanie Day 2014 und dokumentiert den Tag. Wer das Ganze live mit verfolgen will, der/die kann dies auf der "BBD14 Social Media Wall",die sich rund um den 30. November sicherlich noch stärker befüllen wird. Deutschsprachige NutzerInnen finden sich in einer eigenen Facebook Gruppe. Wie bei allen Social Media Aktionen gilt: Hashtag #bbd14 nicht vergessen.
Macht das überhaupt Sinn?
Über Aktionismus kann man immer diskutieren. Die Aktionen rund um den "Blue Beanie Day" zeigen, dass man durchaus da und dort Interesse, Aufmerksamkeit erzeugen und manches vielleicht auch ändern kann. Oder wie es einer der Blue-Beanie-Aktivisten einmal sagte: „Blaue Hauben können nicht das Web verändern, aber die Menschen können es, die diese Hauben aufsetzen.“
Über den Autor
Martin Ladstätter
Martin Ladstätter ist Leiter des Wiener Beratungszentrums für Selbstbestimmtes Leben (BIZEPS - Zentrum für Selbstbestimmtes Leben) und ist Mitglied des Unabhängigen Monitoringausschuss zur Umsetzung der UN-Konvention über die Rechte von Menschen mit Behinderungen sowie des Menschenrechtsbeirates der Volksanwaltschaft.
futurezone.at/digital-life/blue-beanie-day-2014-ein-tag-f...
WCAG-1 #21974 hauling a BCNA rake towards Mumbai crosses WR's 15 coach rake on Bhayander south bridge. On careful observation, the gradient of bridge can be noticed.
Brief
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* Allow marketing to analyse visitor trends
* Offer as high a level of accessibility as possible
We implemented our bespoke Content Management System, customising it to meet the specific requirements of the Ark Therapeutic Group.
3wise also implemented hosting on one of our premiere hosting partners with automated site monitoring and alerting 24/7.
Our Managed Results service allows the marketing department to view no less than 102 reports on visitors, traffic, referers, navigation, paths and a whole host of other in depth statistics about visitors to the Ark Therapeutics website to a depth and detail that server stats just can't provide.
We ran all the pages on the website through an accessibility validator and achieved a 96% success rate in WCAG AAA level compliance, the highest achievable.
Name: Joanne Harrison
Position: Marketing Manager
Description: Ark is a specialist healthcare group with operations in the UK and Finland. Ark focuses on areas of high unmet clinical need in vascular disease and cancer, where opportunities exist form effective new products to generate significant revenues.
Der Tag der blauen Mützen
Der Blue Beanie Day will auf die Wichtigkeit von Barrierefreiheit im Internet aufmerksam machen. Nicht nur Entwickler, sondern auch ganz normale User könnten dazu beitragen.
Wenn der Blogger Rober Lender am 30. November eine blaue Mütze aufsetzt, dann liegt das nicht nur an den spätherbstlichen Temperaturen: Es ist auch Blue Beanie Day. Der internationale Aktionstag hat es sich zur Aufgabe gemacht, auf die Wichtigkeit einheitlicher Standards im Internet aufmerksam zu machen. Und Lender hat es sich zum Anliegen gemacht, in Österreich auf dieses Anliegen hinzuweisen.
Das tut er schon seit vielen Jahren, aber gerade heuer, sagt er, sei es wichtig, „in einer Zeit, in der wegen der Covid-Ausgangsbeschränkungen und des Nicht-Treffen-Könnens von Menschen jeder von uns verstärkt auf das Internet angewiesen ist, und wo Beratungseinrichtungen nicht einmal mehr das Telefon besetzen, sondern auf Mail und Web verweisen.“
Der Aktionstag selbst geht dabei auf den Autor Jeffrey Zeldman zurück, dessen 2003 erschienenes Buch „Designing with Web Standards“ zum Standardwerk zum Thema geworden ist. In den frühen Jahren des Internet, erinnert sich Lender, erschienen Websites je nachdem, welchen Browser man verwendete, in Aufbau, Farbdarstellung und Anordnung einzelner Elemente durchaus verschieden, „weil man nicht daraus geachtet hat, wie Seiten technisch zu gestalten sind.“ Weil Zeldman auf dem Cover eine blaue Haube trug, wurde der 2007 in seinem Sinn erfundene Aktionstag nach selbiger benannt. Mittlerweile steht der Tag auch für die Wichtigkeit eines barrierefreien Internets - dessen Vorraussetzung ein korrekter Einsatz von Webstandards ist, damit es auch Menschen mit Behinderung mit ihren jeweiligen Hilfsgeräten nutzen können. Lender vergleicht Webstandards dabei etwa mit jenen für Steckdosen. Würden sie fehlen, bräuchte man für jede Elektrogerätmarke eine andere.
Für Menschen mit Behinderung „erst recht mühsam"
Die Mütze ist für Engagement rund um den Aktionstag dabei nicht zwingend notwendig, aber durchaus hilfreich, sagt Lender, „weil man dadurch ins Gespräch kommt“. Etwa, wenn er sie in Telefonkonferenzen trägt, die auch in seinem Beruf (Lender ist eigentlich Beamter in einem Ministerium) derzeit an der Tagesordnung stehen. Telefon- und Videokonferenzen seien dabei gleich auch ein gutes Beispiel für fehlende Standards. Während man Websites mit jedem Browser „zu 99 Prozent nutzen“ kann, brauchen alle Teilnehmer einer Konferenz das gleiche Programm. Sich immer wieder ein neues zu installieren und damit zurecht zukommen, ist schon für sehende Menschen mühsam – für Menschen mit einer Behinderung erst recht.
Dabei muss man nicht Programmierer sein bzw. für eine große Firma oder Behörde arbeiten, um für ein barrierefreies Internet einen Beitrag leisten zu können. „Es gibt“, sagt Lender, „viele kleine Dinge, die man als Nutzer machen kann.“ Als Blogger kann man etwa aus verschiedenen Templates wählen, die definieren, wie die Außenansicht des Blogs aussieht – da gebe es besser und schlechter geeignete. Man könne redaktionell unterstützen, indem man auf das Thema hinweist. Oder bei der Verwendung von Bildern mitbedenken, dass nicht alle Menschen sie sehen können – und sogenannte Alternativtexte anbieten, damit Hilfsprogramme blinden Nutzern vorlesen können, was auf dem Bild zu sehen ist. „Das hilft nebenbei auch Google, die Seite zu indizieren.“ Wenn etwa im Hintergrund erklärt ist, welche Person zu sehen ist, erhöhe das die Suchgenauigkeit. Teils, sagt Lender, seien Anbieter auch durch rechtliche Vorgaben zu barrierefreiem Aufbau gezwungen. So bieten soziale Medien wie Twitter, Facebook oder Instagram die Möglichkeit, Bilder mit Alternativtext zu hinterlegen, „aber das wissen und nutzen nur wenige“.
Ein anderes Beispiel für barrierefreie Gestaltung sei die Erläuterung von Links: Mit dem Hinweis, dass weitere Informationen „hier“, „hier“ und „hier“ zu finden seien, kann schon der sehende Nutzer wenig anfangen. Ein Blinder weiß erst recht nicht, wo er landet. Mit einem kurzen Verweis auf Zeitung A oder Behörde B sei da schon viel erreicht.
Wenn Hashtag oder Smiley zu Stolpersteinen werden
Auch Hashtags können zur lästigen Hürde werden. Ein Wort wie #bluebeanieday, sagt Lender, wird von einem sogenannten Screenreader oft kaum verständlich vorgelesen, Großbuchstaben wie in #BlueBeanieDay würden den Vorleserhythmus bei den meisten Programmen verbessern.
Auch bei der Verwendung vom Emoticons könne man rücksichtsvoll mitdenken. „Es ist zwar nett, 120 Emoticons in einen Text zu packen, aber das Problem ist: Die Geräte lesen deren Bedeutung vor.“ Ein „hallo, zwinkender Smiley“ ist einmal okay, 30 mal eher weniger, auch, weil weniger intelligente Geräte nicht mitzählen, sondern „zwinkernder Smiley“ 30 mal wiederholen.
Auch Emoticons oder kryptische Sonderzeichen in Usernamen werden gern einmal zum Stolperstein. Betroffen sind dabei nicht nur Blinde: Auch Farbfehlsichtigkeit (Rot/Grün) kann man bedenken, wie auch Bewegungseinschränkungen, die es etwa schwer machen, winzige Buttons mit der Maus zu treffen.
Ein freier Austausch von Gedanken und Ideen
Lender ist selbst übrigens weder Webentwickler noch behindert; als „Open Blogger“ versteht er sich allerdings als jemand, der der freien Austausch von Gedanken und Ideen fördern will und sich auch an der Weiterentwicklung dieser Idee beteiligt. Nach der ersten Euphorie darüber, dass mit dem Web 2.0 endlich alle miteinander reden können, sei ihm bald klar geworden, „dass das doch nicht für alle gilt.“
Seither hat er etwa mit Vertretern des Verein Bizeps, einem Zentrum für selbstbestimmtes Leben, seinen eigenen Blog „auf Ecken und Kanten abgeklopft“ und versucht, den Prozess so transparent wie möglich zu beschreiben, „um zu zeigen, was man tun kann.“ Auch, sich auf YouTube einmal anzuschauen, wie jemand einen Screenreader nutzt, könne erhellend sein. „Für mich war das ein Aha-Erlebnis. Ich habe danach viel mehr verstanden. Etwa, warum es wichtig ist, Überschriften auszuzeichnen, damit man hinspringen kann, oder Listen als Listen.“
Vorgaben für Programmierer sind übrigens in den Web Content Accessibility Guidelines (WCAG) zusammengefasst, einem internationalen Standard zur barrierefreien Gestaltung von Internetangeboten. Die, sagt Lenger, sollten eigentlich alle Webentwickler kennen, „aber das tun bis heute einige nicht.“ Betreiber von Websites rät er, mit dem Entwickler vertraglich die Einhaltung der WCAG zu vereinbaren. Wie die Webseite aufgebaut sein soll, bedeute dann auch für den Auftraggeber Denkarbeit. „Ich habe schon mit vielen Menschen zusammen gearbeitet, die sich dann überhaupt zum ersten Mal richtig überlegt haben, was sie auf ihrer Website eigentlich zeigen und in welcher Form.“