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kelvinwatertech · 1 year

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Choose the Right Hydraulic Baling Press Machine For Your Metal Recycling Business

One of the most vital pieces of equipment in the scrap processing sector is the hydraulic baling press. The global economy, which is lurching towards becoming more circular, is being shaped by the scrap metal recycling sector. Businesses are learning how to recycle outdated equipment by utilizing modern technology. However, most firms still aren't aware of how to recycle their metal waste in an economical way.

In steel mills, the metal processing industry, and even the smelting industry, a hydraulic baling press has several uses. Balers assist in compacting huge amounts of recyclable material for simpler storage and transportation. In the case of industries that recycle metal, a baler can be used to extrude different metal scraps into bales, minimizing the amount of storage space and transportation expenses needed to dispose of waste metal. By maximizing the value of each bale, they also enable higher commodity values. Balers are typically used to crush recyclables such as cardboard, paper, plastic, and metal.

Before selecting a hydraulic baling press for their business operations, every business owner should take into account the following factors:

The Amount of Raw Material to be Baled

The amount of material that needs to be processed should be the primary consideration for the business owner when choosing the type of baling machine to buy. Every company is unique, and each produces stuff in varying quantities that must be processed. Before making a choice to purchase equipment, it is crucial to analyze the needs of the company. Based on their size and capacity, hydraulic baling presses are available in a variety of sizes and are priced differently. A corporation should be certain of the volume of material it plans to regularly process and recycle before investing in the machine. Overpaying for capacity that the company doesn't produce is not a good idea.

The lifespan of the Equipment

Durability is crucial since a hydraulic baling press can be used continuously for many hours to maximize production. The business owner must evaluate the needs and compare them to the machine's lifespan before making a purchase. When making a purchase, it's crucial to take into account elements like the equipment's durability, a warranty on part replacement, and a maintenance routine for the machine. Knowing about these issues might help firms plan their work and budgets to account for the equipment downtime.

Raw Material to be Processed

One of the primary determinants of the type of hydraulic baling press to be purchased is the type of material that will be compressed. The type of business and the type of trash that is recycled or disposed of have an impact on the equipment that is best for the organization. The company can recycle in an environmentally responsible and economically viable way by selecting the appropriate recycling equipment.

Safe Operation of Equipment by Staff

Heavy machineries like balers, which have numerous moving parts and crushing rams, must be handled with extreme caution. Two key factors that a business intending to buy balers should look at before making the purchase are the safety features of the equipment and the availability of employee training. The company ought to place a high premium on the working conditions of the personnel using this equipment. Companies must invest in training to help protect employees since safe equipment handling is essential to reducing workplace accidents.

Benefits of Hydraulic Baling Press Machine:

Reduces the cost of garbage disposal.

Offers a simpler recycling procedure that can contribute to creating a hassle-free and hygienic working environment. helps to generate extra revenue from processed garbage.

Facilitates the transit or storage of items

A firm can make the best purchase by first studying and comprehending its equipment requirements and by considering the opinions and recommendations of other business owners. They can use these techniques to locate the ideal hydraulic baling press for the task.

#baling press machine #baling machine #plastic baler #plastic baling machine #hydraulic baler #hydraulic baling press machine #automatic baler #automatic baler machine #automatic baling press machine #triple action baling machine #Baling machine mfr #baler machine mfr

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baler-machine · 3 months

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https://www.sinobaler.com/triple-action-baling-machine/

What are the applications of triple action baling machines? Contact SINOBALER to choose your best suitable triple action baling machine. Go!

#Triple Action Baling Machine #Triple Action Baling Press Machine

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advancehydrautech · 24 days

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🌟 Paper Baler Machine! – The Ultimate Solution for waste management🌟

Our Paper Baler Machine is your ultimate solution for bundling paper, plastic, PET, cardboard, and more into easily manageable bales.

🔹 Why Choose Us?

We are India’s largest manufacturer of waste processing machines.

Wide range of machines for waste: Automatic baler, triple action baler, and vertical baler.

User-friendly operation and highly efficient performance.

🌱 Ideal for:

Recycling centres

Paper factories

Distribution centres

Manufacturing facilities

Warehouses

Waste disposal companies

Printing presses

#paperbaler #wastebaler #WasteManagement #Recycling #Sustainability

#balingpress #paperbaler

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diloya-group · 3 years

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Scrap Wire Compress Compressing Scrap Metal

http://www.diloya.com/product305/detail665.html

Metal CompactorScrap Compactor Machine For Sale, Used Scrap Metal Balers For Sale, Scrap Metal Compressing Machine, Y81F-160B Metal Hydraulic Automatic Scrap Baler, Hydraulic Press Machine Steel, Tcm Baler-Waste Light Scrap Metal Baling Press Baler Compactor Machine, Scrap Copper Compressor Machine Open, Enerpat Balers Metal Shavings Baler, How To Press Scrap Copper, Metal Baler Machine In Pakistan, Waste Aluminum And Tin Can Pressing Machine, Press Tin Machine, Scrap Machine Trash Compactor, Baler Metal Scrap, Horizontal Baler Machine Baling Spring Metal, High Speed Metal Baler, Horizontal Metal Baler, Aluminium Wire Scrap In Bales, Baling Press Metal Recycling, China Hydraulic Iron Scrap Press, Steel Wire Baling Machine, Recycle Scrap Metal Baler Machine, Scrap Metal And Baler, Pressing Aluminium Cans, Hydratech Machines Triple Action Metal Scrap Baler, we can provide you the best solutions and offer according to you special requirements.

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advancehydrau-tech · 4 years

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Scrap Baling Press - Compact Your Metal Scrap

Get high density bales from high quality scrap baling press. We are leading manufacturer in India offers wide range of baling solutions. The scrap baling press can compact low to high volume of scrap and produce bundles which later on used in furnaces for melting. Advance hydrau-Tech's manufacturing balers are highly in quality and known for its best performance. The sizes of bundle always depends upon the baling machine you are using. As there are many variety of machines manufactured by the company like automatic baler, mini balers, vertical balers, triple action balers, double action balers. continuous balers and mobile balers. We before purchasing the scrap baler should understand our scrap recycling need. Any trader and manufacturer who is handling and managing scrap or waste like metal, aluminum, CRC, steel, iron and generate scrap more than 10 tons can contact us for triple action scrap baling press. Similarly if you have paper, plastic, OCC , cardboard then you required vertical or automatic balers depend upon the quantity of waste. for more details related scrap management and solutions please call 9810728984 or visit www.advancehydrautech.com today.

#baling #balingpress #scrapbaler #advanceHydrautech

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scrapprocessingmachines · 5 years

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Metal Baler For Scrap Compacting/Bundling - Triple Action Model

Metal Balers Manufacturer by Advance Hydrau-Tech is based on quality and widely demand for the productivity. Our Metal Scrap bundling machines are best suitable for Aluminum, MS, Mild Steel, CRC scrap and for all types of ferrous/non ferrous scrap material.

Features:

1 Available in both PLC Controlled and Semi-Automatic variants

2 . Every scrap baler is efficiently equipped with three separate operating compactors which work on scrap compressing

3. Automatic lubrication system

4. Multi-information PLC display for operation and troubleshooting

5. Replaceable wear-resistant plates are supplied with the Bailing Press for longer life of feeding chamber

6. Shearing blades on the edges of top lid and chamber are available for shearing oversized material

7. Additional scrap feeding hopper for enhancing the productivity of the baler

8. Inclusion of Check Valves and Limit Valves to avoid any accident

9. Post sale support and service

10. Customization of the Baling Press as per your specific requisites to include any required features.

#MetalBaler #MetalScrapBaler #AdvanceHydrautech #metalscrapbundling #Scrapbaler #Balingpress #Balingmachine

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advancehydrautech-blog · 5 years

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Baling Machine - Triple Action And Double Action Model

Baling Machine one of the finest technology compacting scrap into specify Bundles. Baling machines are widely demanded in scrap processing sector and very useful technology for scrap management. There are different types of baling machines used for different scrap or waste. For metal to paper or plastic the baling machine s always play an vital role. Bundle size will vary from waste to waste depend upon the waste put into chamber. These days we can see baling machine are coming with fully automatic. Advance Hydrautech, the company is considered India's no1 manufacture in this sector always believes new innovations in the sector of scrap processing. Contact 9958596018 or visit http://www.advancehydrautech.com/product-category/metal-recycling-machines/baler/triple-action-baler/ to explore wide range of baling machines.

#AdvanceHydrautech #BalingMachine #ScrapBaler #ScrapBalingPress

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torixus · 4 years

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Ford vs. Ferrari: The True story behind the most bitter rivalry in Auto racing

History is full of famous rivalries. Most stem from a power grab or wounded pride—a few are a combination of the two. The best contentious relationships, however, are the ones that create the most legendary tales. Take the saga of how Henry Ford II—a.k.a., Hank the Deuce—attempted to acquire Ferrari in 1963, sparking a nearly decade-long feud between him and Enzo Ferrari, the strong-willed man that owned the Italian carmaker. At its core, the Ferrari versus Ford narrative—which gets the full Hollywood treatment in the new Ford v. Ferrari movie starring academy award winners Matt Damon and Christian Bale—recounts a business deal gone wrong and the reaction of a stubborn, egotistical automotive titan who was willing spend some $25 million and thousands of engineering man-hours to avenge his pride. To Ford, that meant beating Ferrari in the world’s most prestigious car race, the 24 Hours of Le Mans, which the Prancing Horse had historically dominated. The story begins in the early 1960s. U.S. purchasing habits changed as the Baby Boomer generation came of age. For the first time in history, youth were more important to American business’ bottom line than their parents. Boomers had lots of disposable income to spend on items such as cars, clothes and homes, and unlike their “a penny saved is a penny earned” parents, who had lived through the Great Depression and World War II, they were looking for something unique from a new vehicle. They wanted cars that were sportier and sexier, valuing speed and performance over comfort and reliability. They wanted sports cars, a fact that was not lost on the executives at Ford Motor Co. In 1962, Ford was coming out of a major sales slide thanks to failed products like the Edsel and the growing popularity of rival products from GM and Chrysler. CEO Henry Ford II, the eldest son of Edsel Ford and eldest grandson of Henry Ford, was desperately looking for a way to turn the tide. Top executives, including Ford Division general manager Lee Iacocca, convinced him that the answer was a sports car.

The Rivals: The most famous and powerful CEO in America in the sixties, Henry Ford II (right), up against Enzo Ferrari, possible the most narcissistic man to walk the earth.MARKA / ALAMY STOCK PHOTO; ROGER VIOLLET/GETTY IMAGES

There was just one problem: Ford didn’t have a sports car in its portfolio, and there were no plans to build one. (Iacocca’s legendary Mustang was still a couple of years away from production.) It was decided that the most expedient way bring a vehicle to market would be to acquire one. That’s when the idea was floated to purchase Ferrari, which in those years was primarily a race car company that sold street-legal machines only to fund its track exploits. In the spring of 1963, after months of negotiation, an agreement seemed to be near. Ford would pay $10 million to Enzo Ferrari for his company and all its assets. A former racer, Enzo was supposedly eager to put a deal together with Ford, a move that would relieve him of the burden of running the company day-to-day. But at the eleventh hour, Ferrari balked at a clause in the contract that said Ford would control the budget and, thus, all the decisions governing the Ferrari racing team. Enzo was unwilling to relinquish control of his company’s motorsports program. He told Ford’s representatives that he’d never sell under those terms—nor, he added, would he sell to an ugly company that builds ugly cars in an ugly factory. It is rumored that he also insulted Henry II personally by insinuating that he couldn’t hold a candle to his grandfather, the real Henry Ford. To add even more insult to injury, Enzo then turned around and sold a majority stake in Ferrari to fellow Italian automaker Fiat. Some Ford executives, including the Deuce, speculated that Enzo was never serious about selling to Ford at all but had only negotiated with the company in order to pressure Fiat to come up in price. The ploy worked, and Henry II was left looking like a fool—without a ride.

GT40 MK II Ferrari

Triple Threat: While a trio of GT40 MK IIs passed the finish line in Le Mans together, none of the Ferraris even finished the race.

To get his pound of flesh, the Deuce decided to build a sports car that would humiliate Ferrari where it mattered to him the most, the 24 Hours of Le Mans. The seeds for the legendary GT40 race car were sowed. Initially, the task of building the so-called Ferrari Killer was assigned to Ford’s Advanced Vehicles Group in the United Kingdom. They were already developing a vehicle that would use an engine created by Ford’s experimental engine group, located in Dearborn, Michigan. While the first batch of GT40s to roll out of the Advance Vehicle Group were fast, they were also incredibly unstable and unreliable. And the brakes were downright dangerous. According to Popular Mechanics, Ford engineers calculated that when a driver hit the brakes at the end of Le Mans’ Mulsanne Straight, the front brake rotors would heat up to 1,500 degrees Fahrenheit within seconds, causing them to fail. This would prove to be disastrous—even deadly—for any driver trying to compete in northwestern France, even the best in the world. Ultimately, the Ford team couldn’t figure out how to make the cars stay firmly on the tarmac, let alone run continuously for 24 hours, two musts for a win in Le Mans. After losing to Ferrari at Le Mans in 1964 and 1965, Ford turned to the legendary Los Angeles car designer Carroll Shelby, one of the only American drivers to ever win at Le Mans, to run race operations. Shelby (played in the movie by Matt Damon) was already a consultant on the project, but now he was in charge, responsible for its success—or failure.

Lights, Cameras, Action: Academy-award winners Matt Damon (left) and Christian Bale play Carroll Shelby and Ken Miles, respectively, in the film.MERRICK MORTON

After a challenging start, Shelby and his trusted friend, go-to test driver and engineering specialist Ken Miles (portrayed onscreen by Christian Bale), reinvented the GT40. And they did so by collaborating with Advanced Vehicle Group and Ford’s experimental engine group, rather than starting from scratch. Shelby and Miles first improved the handling and stability of the vehicle by improving its aerodynamics through flow testing. They taped wool streamers or tufts to the exterior of the car to see how air traveled over and around the vehicle. The better a car cuts through the air, the less power is required to propel the vehicle, which also leads to less fuel consumption. If the yarn lay flat, all was good. If not, it indicated there were flaws in the car’s design that adversely affected downforce and stability. The data collected allowed Miles and Shelby to make body and suspension modifications that helped the GT40 be more stable and maneuverable on the track. The brake problem was solved by Phil Remington, an engineer on the Ford team. He devised a quick-change brake system that allowed the mechanics to swap in new pads and rotors during a driver change, so the team didn’t have to worry about making the brakes last the entire race. To address reliability issues, the team used a dynamometer. A standard practice today, putting an engine on a dyno, as it is commonly known, was revolutionary in the mid-sixties. A dynamometer is a device that can measure force, power, and speed—so you can figure out how much power you need or how much you have on hand. The experimental team videotaped practice sessions before Le Mans and programmed a dyno to re-create the various stress points on the track. Then the team ran the engine for 24 to 48 hours on the dyno, virtually re-creating the conditions the engine would face during the race so it wouldn’t break down before the finish line. Le Mans.

Ferrari versus Ford: The #2 GT40 Mk II piloted by Le Mans winner Bruce McLaren passe Richard Attwood in the #16 Ferrari 365 P2. The latter didn’t finish the race. UNIVERSAL IMAGES GROUP VIA GETTY

All their hard work paid off, and the GT40 Mk. II was born. Ford didn’t just defeat Ferrari at Le Mans in 1966, it humiliated the Italian stallions. While Ferrari didn’t even have a car that completed the race, GT40 Mk. II’s captured first, second and third places. The finish wasn’t without controversy. Late in the race, Miles was well ahead of the competition, on his way to ending Ferrari’s dominance at Le Mans and becoming the only driver to win the world’s three biggest endurance race—the 24 hours of Daytona, 12 Hours of Sebring and 24 Hours of Le Mans—in the same year. Ford’s PR guru Leo Beebe wanted to celebrate the win with a picture of the trio crossing the finish line together. So, he had Shelby order Miles to slow down and let the other GT40 teams catch up. After crossing the line, Miles was informed that he did not win the race. His teammate Bruce McLaren did. McLaren started several cars behind Miles. So even though Miles was faster until the very end, McLaren actually traveled farther faster, because Miles intentionally slowed down. Sadly, Miles died before he could race at Le Mans again. Late in 1966, he was testing another Ford race car at Riverside International Raceway in California when he lost control and crashed. Miles did not survive the accident. The Deuce, meanwhile, got a second taste of vengeance the following year at Le Mans—a Ford GT40 Mk. IV built by Shelby (who died in 2012 at 89) won the 1967 race. Ferrari finished second. As for the Ford GT40, the great American supercar remains one of the most collectible automobiles in the world, with a sticker price that would blow back any driver’s hair. The 2020 Ford GT begins at $500,000 while the track-only Ford GT Mk. II sells for $1.2 million, the first car from a Ford factory to cost more than $1 million. Revenge, it seems, still pays. Culled (adsbygoogle = window.adsbygoogle || []).push({}); via Blogger https://ift.tt/2XuBxpY

#NEWS

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biofunmy · 5 years

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From Underwear to Cars, India’s Economy Is Fraying

TIRUPUR, India — When Alan Greenspan ran a consulting firm and wanted to know where the economy was headed, he would often look at sales of men’s underwear as a guide.

Mr. Greenspan, who later served as chairman of the Federal Reserve, believed that when times were tough, men would stop replacing worn-out underwear, which no one could see, before cutting other purchases.

By that measure, India is in a serious slump.

“Sales are down 50 percent,” said Jeffrin Moses, gesturing toward the boxes of cotton briefs and tank tops bulging from the shelves of the Tantex undergarment emporium in Tirupur, the southern city where most of the country’s knitwear is made.

It’s not just underwear. Car sales plunged 32 percent in August, the largest drop in two decades, and carmakers are warning of one million layoffs as shoppers balk at rising prices and struggle to get loans from skittish lenders. Macrotech, a big real estate developer that has teamed up with President Trump on a residential tower in Mumbai, just laid off 400 employees as demand for new housing sinks.

Families are even skimping on the 7-cent packets of Parle biscuits that are a staple of India’s morning milk and tea. They are turning instead to even cheaper snacks made by local food vendors, according to Mayank Shah, a Parle executive. Biscuit sales are down about 8 percent, he said, and if current trends continue, the company may cut as many as 10,000 jobs.

Further darkening India’s outlook is the global economic slowdown, the recent spike in oil prices and the impact of Mr. Trump’s trade battles — including one with India.

On Friday, the Indian government, which spent months playing down evidence of a slowdown, finally acknowledged the depth of the problem, announcing a surprise cut in income taxes for all companies and additional incentives for manufacturers.

And this weekend, Prime Minister Narendra Modi is traveling to Houston to meet with Mr. Trump and try to resolve some of their trade disputes.

Until last year, India, with a population of 1.3 billion people, was the world’s fastest-growing large economy, routinely clocking growth of 8 percent or more. Now the government pegs the country’s growth at 5 percent. And the layoff notices are piling up, with unemployment at 8.4 percent and rising, according to the Center for Monitoring Indian Economy.

India’s reversal of fortunes, partly driven by domestic problems like neglected farmers, is ominous for other developing countries in Asia, Africa and Latin America that are trying to navigate both the weakening global economy and Mr. Trump’s fusillade of trade conflicts.

“India is potentially a bellwether,” said Per Hammarlund, the chief emerging markets strategist at SEB, a Swedish bank. “It’s a sign of the global economic trend right now: Growth has slowed further this year than last year.”

As skittish global investors have flocked to the safety of the dollar, India’s rupee and other emerging-market currencies have plunged in value. That has made vital imports of energy, electronics and factory equipment more expensive. Last weekend’s attack on two Saudi Arabia’s oil facilities, which sent the global price of oil soaring, underscored just how vulnerable India and other developing countries are to external factors beyond their control.

Like China and Indonesia, India is grappling with the fallout from years of excessive lending encouraged by the state. In India’s case, the overhang of bad bank loans, coupled with recent defaults by nonbank financial firms, has curbed lending to consumers and businesses.

Policy decisions by India’s central and state governments have worsened the country’s downturn, according to economists and business leaders.

Auto manufacturers, for example, were hit by a triple whammy: New safety and emissions standards increased the cost of vehicles, nine states raised taxes on car sales, and the banks and finance companies that fund dealers and 80 percent of consumer car purchases were paralyzed by the credit crunch.

“All of that coming in one year resulted in a normal cyclical recession becoming a deep depression in the auto sector,” said R.C. Bhargava, chairman of Maruti Suzuki, India’s largest automaker.

Some manufacturers are now begging the government to cut taxes on new car purchases or get old gas guzzlers off the road through a cash-for-clunkers program.

Mr. Modi was criticized in his first term for ignoring early evidence of a slowdown. After he won a sweeping re-election victory in May, many economists expected him to pass a short-term stimulus package and tackle longstanding issues like farm poverty and land reform.

Instead, he dealt the economy a blow with an unexpected tax increase on foreign investors, prompting them to dump Indian stocks and bonds. The rupee reeled.

More recently, the Modi administration has acknowledged the need for action. In addition to the tax cuts on Friday, the finance minister, Nirmala Sitharaman, recently promised that the government would step in to help automakers and speed infrastructure spending, and she has directed government-owned banks to make more loans. The government also reversed the new taxes on investors.

The textile industry, which employs about 45 million people and is India’s second-largest employer after agriculture, is emblematic of the country’s distress.

On an afternoon in early September, Tirupur’s market for wholesale, overstock and slightly defective clothing was deserted. Mr. Moses said that store owners and distributors typically traveled across India to place bulk orders for shirts, pants, dresses and fabric before the country’s September-to-November festival season.

“Now, people do not come,” he said.

The region’s spinning mills, which twirl cotton into yarn, are cutting production. Although the world price of cotton has plunged because of the increased American tariffs on Chinese textiles, owners say that yarn prices have also fallen, making it difficult for mills to profit.

At Dollar Industries, which has made men’s underwear for nearly half a century, a 4 percent decline in sales last quarter was a shock.

“I haven’t seen a slowdown like this,” said Gaurav Gupta, a son of one of Dollar’s founders, as he walked through the company’s plants. “For a customer who used to buy six pairs of garments, now he has come down to probably four.”

Still, Dollar’s Italian-made cutting machines continue to slice colorful sheets of fabric for undershirts and underpants, six days a week. About 100 workers sort the pieces and tie them into bales, ready for contractors who will sew them into finished garments.

Dollar has not laid off anyone yet, although it has cut work hours — and paychecks — by 10 to 20 percent. Mr. Gupta said his factories were switching to making thermal underwear for northern India’s chilly winters, and he hoped that the festival season would mark the beginning of a turnaround in sales.

Sambhu Karwar, a 22-year-old employee who smooths the fabric before it is cut, said the job was better than working in his family’s bakery in eastern India. Dollar pays him a monthly salary of 12,000 rupees, or about $167, and provides lodging and some subsidized food.

“It’s good living here,” said Mr. Karwar, whose brother also works at the factory.

The outlook is bleaker at Siva Exports, a contractor that stitches some of Dollar’s underwear.

Most of the sewing machines in the two-story factory sit idle. Siva’s owner, V. Murugesan, said he had to lay off about three-quarters of his tailors over the last six months after he lost his two biggest clients — clothing brands in Italy and France. He said he could not match the prices they could get in Bangladesh, where wages are far lower.

“It’s a buyer’s market,” Mr. Murugesan said. “Orders are very slow.” He urged the government to help small exporters like him with subsidies or other support.

Dollar said its distributors and retailers were having trouble borrowing money to finance inventory. The government’s lengthy delays in paying tax refunds to small businesses are increasing the cash crunch.

So Dollar is trying to step into the gap, allowing its partners to buy a few weeks’ worth of stock at a time instead of requiring them to buy three months of inventory as it did previously.

“We are trying to work in a different manner,” said Shashi Agarwal, Dollar’s senior vice president of corporate strategy.

With the cheaper rupee and the higher American tariffs on imported Chinese textiles that began Sept. 1, India has an opportunity to export more garments to the United States.

That’s the theory, at least.

But C. Anand, director of RTW Renaissance Asia, a Tirupur garment maker that focuses on exports to the United States, said that India could not compete on price alone against exports from Bangladesh or Vietnam or free-trade zones like Jordan or Haiti.

“You have to bring innovation to the market,” he said. For example, he said, his company has devised a way to process the cotton yarn and fabric for an American company’s work uniforms so that they can withstand at least 50 washings without significant wear.

Innovation may not be enough, however.

Vijay Varthanan, who was once a quality control manager at a garment factory and now runs a small grocery store in Tirupur, predicted that times would get worse before they got better.

Sales are down by about 50 percent in his shop, he said, and a lot of people are buying food on credit. Mr. Varthanan said that many workers would head back to their home villages next month for Diwali, India’s biggest holiday — and not come back.

“Everything is totally down,” he said. “People are just waiting for their Diwali bonuses.”

Ayesha Venkataraman contributed research from Mumbai, India.

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kelvinwatertech · 11 months

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#plastic baler #plastic baling machine #hydraulic baler #hydraulic baling press machine #baling press machine #baling machine #automatic baler machine #triple action baling machine #Baling machine mfr #baler machine mfr

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ashwinkumar1989 · 6 years

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I was hugely lucky to benefit from the 15-day leave policy of my company; which I made full use of – to plan a week-long trip to Chennai in order to meet my maternal grandparents, relatives and friends. As the title suggests, I took the legendary 09 Down Mail (now 11027 Mumbai Chennai Mail); a supercrawler which takes nearly 28 hours to cover the 1284 km from Mumbai, with a whopping 50 stops along the way. Since it departs Mumbai CSMT as late as 23 45, I had enough time for a full day of work; after which I could return home and have dinner as well.

On the day of the journey (17th Nov), I was in a festive mood – obviously because of a long train journey ahead; and also because it was the last working day of the week. After dinner, I left my home at 21 45 and took an auto to Vikhroli; wherein I boarded a local to CSMT, reaching by 22 55. After walking up to Platform 14 (where my train would be berthed), I had to wait for half an hour for the rake to arrive from the yard. My coach B1 was 5th from the engine, and was a 2013 make with plug points (for charging mobile phones and laptops) in all bays; and bio-toilets at one end. I had a trackside emergency window seat LB. From the adjacent PF 15, 11057 Mumbai Amritsar express departed. My ticket was checked (I was just asked to show my photo ID) before we departed at 23 53 (8 mins late). BTW: For all technical terms, abbreviations and station codes; refer the legend at the bottom – I haven’t covered ALL though!

As we slowly cleared the points, I observed KYN WDP4D 40277 adjacent to the rake of Tejas express. There was also UBL WDP4B 40015 on a siding and a train with a WCAM loco was pulling in – probably an almost 4 hours late running 11302 SBC CSMT Udyan express (as announcements had been made for it to arrive at 23 15!) . Nearby was Ajni WAP7 30296. We crossed a daytime CR train with an ALCO. A lot of people got in our (till then) almost empty coach at Dadar. Here I saw GOC WDP4B 40067 – probably the loco of 12052 Madgaon Dadar Jan Shatabdi. I soon went to sleep. I woke up a few times in between. The customary loco change (from electric to diesel) would have happened at Pune, and I guessed that we were now being hauled by an EMD; going by the pull, absence of the transition jerk (that happens at around 40 kmph in ALCOs) and LT horn. When I finally got out of my berth, it was 07 55; and we were stationary at a small station.

From the Side bay window, I observed a CR daytime train (probably 12158 Solapur Pune Hutatma express) come and make its stop. Then a CR train hauled by an EMD overtook us; after which Hutatma left. I brushed my teeth and then got out to have a look at our surroundings – we were at Kem, a scheduled stop but in a remote location with a thoroughly nondescript platform on the other side(where Hutatma was halted)!

The signal on the main line (in the middle) then turned green – our 2nd overtake! It was 12025 Pune Secunderabad Shatabdi with continuous and pure EMD honking from its GY WDP4D 40314 https://www.youtube.com/watch?v=9PBWrlgPwqw . The MPS at this station is 80 kmph, hence even the Shatabdi had to be a bit restrained here. So two overtakes at a ghost town which is a scheduled stop – see the fate a 100+ years old train has to endure! As expected, our loco was an EMD (to note: it has a unique LT horn, that only an EMD loco can have – this was used mostly while running. Also, it has two HT horns – the one which was most frequently used for departures sounded rather like a traditional ALCO horn (baaam) ! ). We finally departed at 08 36, after a more than 40 mins long stop!

On the right, I observed doubling work in progress – there was a line next to us for a while. I could also see sleepers and ballast till Kurduwadi. There was a TSR of 80 kmph on the line to Pandharpur. We pulled into Kurduwadi at 08 55, 55 mins late. Here another train hauled by an EMD crossed us. We departed after 5 mins with a jerk. The EMD which was hauling us didn’t give a very smooth feel, in spite of the absence of transition jerk of the ALCO as mentioned earlier. Whenever we accelerated, decelerated, started or stopped; there was always a jerk. There was again a line next to us (indicating the doubling progress) till Wadsinge, where we crossed a WDG4D with a tanker train. At Madha, a train crossed us as we started leaving – a rare occurrence in a single line section.

I was hungry; so finished off the pack of Nachos (with Salsa) that I had purchased the previous night. I also had Bread cutlet from the pantry, as well as a cup of tea. There was more freight action, as we crossed a BCNA rake headed by an odd combination of an EMD and an ALCO at Vakav; and a triple ALCO headed tanker train at Angar. There was the usual scenery in the form of maize fields, few corn fields, meadows, bushes and shrubs; as well as cows grazing. We crossed the mostly dry (except for a few patches of stagnant water) Seena river. Then there was a pond and few coconut trees. The UP track was on a higher level before Bale, where we crossed a DEMU marked Pune-Baramati. What was it doing there? :O

A lot of residential buildings as well as slums marked the arrival of Solapur. We were stopped at the home signal for 8 mins, as 11014 CBE-LTT express (with 6 AC coaches) crossed us led by KJM WDP4D 40237. We finally pulled into the station at 10 25, 55 mins late. Here I saw Pune WDM3D 11357 and GOC WDG4 12784 with a BCNA freight. On the adjacent platform, 57659 Solapur Falaknuma passenger was headed by Pune WDM3D 11368 (this one interestingly has a horn similar to the ones found on most GTL ALCOs). Meanwhile, I managed to have a look at our power – to my surprise, it was a KYN WDP4D 40312. There was a huge crowd at the station, especially for the passenger.

Also, there was a lot of activity going on around our RMS coach. There was a moss-covered lake (where some people were bathing – looks like they didn’t have a choice! :O) and a lot of residential buildings till Tikekarwadi. We also crossed 57650 Wadi Solapur passenger with Pune WDM3A 18951R. Then there was some rural scenery till Hotgi, where I observed GTL WDM3D 11120 coupled to it’s shed-mate WDM3A 16701R – both were in the standard shed livery of orange and yellow. Then there was a factory in the distant right.

I also saw an old shepherd leading goats and an another leading cows. At Tilati, there was a man driving a Suzuki Access125 on the platform! :O I also observed IR markers instead of the usual CR ones. Then there was an unmetalled road parallel to us. I saw a salt pan somewhere in the distant right, along with usual scenery in the form of bushes and shrubs, and neem trees. At Akkalkot Road, there was a Plasser machine with a camping coach on which clothes were hung out to dry! :O On the other platform, there were a lot of schoolchildren loaded with their bags, On our platform, there was a lot of crowd; and many people deboarded.

There was a lot of construction work (probably doubling) going on at Nagansur – I saw L&T Tomatsu machines, excavators and bulldozers scooping up ballast. Then there was a lot of stone waste. Some slums, cottages and goats grazing signalled the arrival of Dudhani, where there was a BCNA rake led by twin GY WDM3Ds (rear 11123) – both were in the standard blue-white 3D livery. Just as we departed, the freight also departed at the same time in the opposite direction. I then dozed off for a while; the AC making me drowsy. At Gulbarga, I saw 57660 Falaknuma Gulbarga passenger with new Pune WDP4D 40447. The station has an MPS of 70 kmph.

The section between Gulbarga and Wadi is wired, which is a sad news for us diesel fans. Electrics are rapidly invading predominantly diesel bastions all over IR. Anyway, the UP and DOWN tracks in this section are separated by a huge distance and the UP track is on a higher level . There were a lot of eucalyptus trees, and I saw gangmen with characteristic orange shirts on the UP track. We pulled into Wadi at 13 15, now only 25 mins late thanks to the slack; which is present for all trains as they move over from CR to SCR territory and vice-versa here. Our EMD beast was detached; having put in a sterling effort. Time for the electric to assume the reins till Chennai.

By now, I have made a habit of splitting my blog posts into two parts – this one will be no different. Though it may result in you all having to wait for the second part, I am sure that the blog on the whole will be less boring thanks to my partition! 😀 Happy reading so far 😉

Technical Terms and Abbreviations

ALCO – American Locomotive Company (and a class of diesel engines of the 1960s)

EMD – Electromotive Diesel (and a modern class of diesel engines)

LT – Low Tone

HT – High Tone

MPS – Maximum Permissible Speed

DEMU – Diesel Electric Multiple Unit (or just diesel local train :P)

RMS – Railway Mail Service

TSR – Temporary Speed Restriction

Station Codes

CSMT – Chatrapathi Shivaji Maharaj Terminus (Earlier without the ‘Maharaj’ :P)

KYN – Kalyan

UBL – Hubli

SBC – Krantiveera Sangolli Rayanna Bengaluru (or just Bangalore City :P)

GOC – Golden Rock (Ponmalai)

GY – Gooty

CBE – Coimbatore

LTT – Lokmanya Tilak Terminus (Kurla Terminus)

KJM – Krishnarajapuram (KR Puram)

GTL – Guntakal

A Two Night Sojourn to Chennai – Part 1 I was hugely lucky to benefit from the 15-day leave policy of my company; which I made full use of - to plan a week-long trip to Chennai in order to meet my maternal grandparents, relatives and friends.

#11027 #Indian Railways #IRFCA #Mumbai Chennai Mail #railfanning #WDP4D

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