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    Документальный фильм – тепловоз ТЭП60 / TEP60 locomotive documentary (with eng subtitles)

    November 30, 2019


    Documentary about TEP60 locomotives This… this is a toy but the film won’t be about toys the film will be about real TEP60 locomotives Due to the conversion of railway lines to diesel traction and due to the need to replace the passenger steam locomotives, Ministry of Railways in 1956 gave Kolomna locomotive factory a technical assignment to develop a passenger diesel locomotive. In May 1959 Kolomna factory presented a technical project with three locomotive versions: – Single unit, with double cab and with two 2-axle bogies; – The same but with two 3- axle bogies; – And similar to the first version but with only one cab per unit meaning a double unit locomotive. Second version was taken for the primary construction of the prototype passenger locomotive, for which the factory carried out a work project. In the middle of 1960 the testing of the first locomotive TEP60-0001 started on October railway. Diesel locomotives TEP60-0001 and TEP10-002 were tested for effects to the track. Based on the tests, Central Research Institute of the Ministry of Railways concluded advisability of using locomotives TEP60 not TEP10 for hauling passenger and especially fast trains As a result in 1961 Kolomna locomotive factory started the production of TEP60 locomotives Kolomna factory released in 1964 double unit locomotives 2TEP60-0001 and 0002 that were tested on the Moscow-Brest line Units of these locomotives differ from TEP60 only with the presence of a passage between the middle cabs of the units and with the offset of the coupler, extending the unit 75 mm All the controlling systems were left intact in the middle cabs, the only change was the added doors to the passage This solution allowed to use the double units also separately The overall appearance overall layout of the locomotive and the undercarriage is characteristic for a high speed locomotive Single unit locomotive TEP60 was meant for servicing trains with the weight of 1100 tons with the maximum speed on level ground of 80 km/h and around 50 km/h on a gradient of 9‰ Double unit locomotive 2TEP60 was meant for servicing the same trains but with speeds of 150 km/h on level ground and up to 80 km/h on a gradient Maximum power output of TEP60 locomotive is 2500 hp constructional speed 160 km/h locomotive weight with 2/3 of fuel and sand is 129 tons ±3% axel load 21,5 tons, ±3%. Fuel tank capacity 6400 kg water reserve 1580 kg engine oil reserve 880 kg,
    hydrostatic drive reserve 90 kg, sand reserve 600 kg About dimensions maximum height above rail is 4780 mm greatest width of protrusions is 3316 mm distance between the axles of automatic couplers 19,25 m total wheelbase 15 m distance between pivots 10,2 m Track gauge 1524 mm and locomotive gauge 1Т Locomotive has automatic couplers SA-3 and minimum radius of passable curves 125 m The locomotive has a welded bearing body which is a compound of the main frame side frames meaning the walls, roof, and two cabins bringing them into a single spatial design which receives the weight of the devices located on the frame and the dynamic forces when starting to move and driving on the track The locomotive body is placed on two tri-axle balanced bogies without horn cheeks On both bogies the locomotive body is operating on two vertical swing hangers fitted with rubber cones and with 4 lateral spring supports 2 of which are placed on both sides of the bogie These supports enable the bogie to turn in curves and to ensure lateral movement Spring suspension of the bogie consists of spring supports which are located next to the axle boxes and of leaf springs with balancers Wheel diameter is 1050 mm Locomotive has braking on both sides of the wheel and the brakes are controlled electro-pneumatically First locomotives had not metallic but composite brake shoes When using those shoes, an abnormal wear on the wheel tyres increased heating and rapid wear of wheel flange was noticed Because of that, from the locomotive no. 0018 factory started to produce locomotives with cast-iron shoes Therefore to increase the pressure of the shoes, brake linkage was changed Locomotive has 6 traction motors meaning that every axle has a traction motor During traction the motors are constantly and parallel connected to the generator This connection gives the best use of weight and traction force reduces less in case of failure in one of the motors Traction motors are supported by frame suspension their weight is not taken by axles, they are fixed to the bogie frame and to the suspension structure of the locomotive itself Locomotive has a two-stroke V-16 diesel engine 11D45 That has 3000 hp Main AC generator has independent excitation and forced ventilation Several auxiliary machines are being actuated from the crankshaft From the turbocharger end the engine actuates a blower for cooling the traction motors of the rear bogie and hydraulic pump for the hydrostatic drive of the cooling fans The water is cooled in water-air sections that are used also on locomotives TE3 The air is run through the sections by two axial six-blade fans Fans are driven by hydraulic motors, which are being operated with oil that has been pressurised with hydraulic pumps This drive system is called as hydrostatic and it was first used on TEP60 locomotives But what tells us a former locomotive driver-instructor from Vitebsk depot, Sergei Ivanovich Kurjakov about the hydraulic system? When operating of the locomotive, the crew had to draw more attention to hydrostatics that is in the cooling system of the locomotive and to the temperature regimes Since these are the most vulnerable nodes on the locomotive This is the engine from the cooling side The other side with the main generator is much more interesting From the generator end, the engine actuates the subexciter blowers for main generator and traction motors of front bogie main generator compressor КТ7 and a two-machine aggregate, consisting of the generator exciter and the auxiliary generator for lighting, control circuits and charging the batteries For preheating the diesel engine before starting the locomotive had a boiler-heater that was located somewhere here But starting from the locomotive number 0502 it was not installed any more At the main generator end are besides the auxiliary devices located also a toilet and high-voltage chamber, HVC for short Behind it, on the back wall of the chamber necessary switches are located for switching the cab On the front side of HVC behind a hatch are breakers for all the auxiliary circuits of the locomotive Also on the front side of HVC are breakers for lighting and buttons for checking the grounding The wall of the chamber that is facing the drivers cab has double doors with plexiglas Inside the chamber are various contactors, relays, electropneumatical contactors, reverser and so on When the diesel engine is not working, the 75 V power supply comes from the batteries which are located on the fuel tank behind hatches Over time, the electrical schematic of the locomotive was changed and improved as a former locomotive driver-instructor from Vitebsk depot, Sergei Ivanovich Kurjakov remembers I still remember from my experience the first TEP60’s I remember well number 0046 it had an old electrical circuit had old exciting of the generator But I remember few about the details due to the long period of time I just want to say that the first locomotives were experimental They had disturbances in their work later came more modern locomotives that had improved electrical circuits Systems were enhanced they worked smoothly and disturbances practically did not occur during their work Despite the changes and improvements, the electrical circuit of TEP60 was simple As one driver said – the circuit is as simple as a shovel In principle, a locomotive driver from Vitebsk depot, Stanislav Anatoljevitš Parovoi thinks the same Let’s say that on TEP60 locomotive you feel calm Why? Because on TEP60 locomotive faults that have no way out, practically do not exist Only in case of a complete assembly failure, only then All other cases, electrical faults, there is always an easy solution beginning from the emergency mode and so on Between the engine room and the cabins is a passage for entering the locomotive from both sides The cab that is closer to the HVC is considered as front cab or as cab “A” The cab that is on the cooling end is considered as rear or as cab “B” Lets enter the cab! Cabs are divided from the engine room with heat-sound isolated walls that in the middle have doors with double glass windows Ceiling, side walls and especially the floor and rear wall are thoroughly isolated The whole cab is lined with perforated steel plates but the wooden floor is covered with linoleum. For the driver and his assistant the chairs are mounted and secured to the floor and can be adjusted in height Two additional folding seats are mounted on the rear wall Front and side walls have solid windows from plexiglass with narrow vertical buttresses, which are the supporting elements of the body Two of those elements are placed to the front wall so that they form a doorway from the second cab of double-unit locomotive 2TEP60 to pass from one unit to another Locomotive TEP60 has three front windows as said earlier locomotive was foreseen from the beginning as a double-unit locomotive In cabin A under the middle window is a handbrake wheel but in cab B the layout does not have a handbrake wheel and there is access to the potential passage Thanks to the middle window the remaking of the locomotive into double-unit one can be done without any difficulty While doing that, the other windows are not affected and the body construction is not weakened This original approach allowed to leave all the necessary controls to control the unit from cab B and use it as a single unit locomotive unlike for example locomotive 2M62 Dead man’s switch, whistle/horn valve, sanding controls and brake valves are located on the right About the whistle valve handle towards yourself – whistle away from you – horn Main control panel has an inclined board which has controlling and measuring instruments Throttle, radio and the speedometer are on the left The throttle has two handles reverser with positions: back, 0 and forward and a throttle with notches 0 and 1-15 In notch 0 and 1 the engine revolutions are minimum – 400 rpm Every following notch increases the revolutions by 25 rpm and in notch 15 the revolutions reach 750 rpm How to start the engine will be shown to us by drivers assistant Valery V. Leshchenko and by driver Stanislav A. Parovoi Let’s switch on the battery Let’s turn on the breakers. – Which ones? – All of them – All of them? – All – headlight, power for „ATC“, brakes, fuel pump, plugs, fire alarm That’s it, let’s switch the cab Let’s switch the cab That’s it. Let’s go to the cab Let’s switch on the braker Fuel pressure fuel pump is working, yes? Can you hear it?
    – Yes! – And let’s push the button This is the pump for pre-pressurising the oil It will pump his time and then the crankshaft will be rotated Excellent! But how to start moving? And how to finish the service and change the cab? I wonder, how does servicing the locomotive look like from the drivers cab? Cab signal yellow
    – Cab signal yellow Entry signal 2 yellows, speed 40, stop in the station
    – Entry signal 2 yellows, speed 40, stop in the station Passed the entry signal 2 yellows, speed 40
    – Passed the entry signal 2 yellows, speed 40 Cab signal white
    – Cab signal white Arrival track is clear, green light, stop in the station
    – Arrival track is clear, green light, stop in the station Nice I wonder, how would the locomotive crew describe the TEP60 locomotive? Simple, easy to maintain, easy to control During its releasing time, comfortable. Compared to locomotive TEP70, yes, TEP70 has a bigger cab, it is more comfortable. Compared to TEP70BS, TEP70BS is more comfortable considering that it has A/C But for its time and also today in the part on driving it and on safety it meets the requirements I would say like that But interesting… were there any typical malfunctions that occurred during the servicing? Malfunctions occured, but any typical ones… I cannot say At least for me there were no typical malfunctions Well, that’s great! Among the biggest structural changes made during the release of locomotives TEP60, can be noted that since the locomotive no. 0167 some changes were made in the design of the diesel generator and it was designated as 11D45A From the same locomotive, changes in cooling system were made Water-air sections located on the roof were removed and the water that got its heat from water-oil heat exchanger was cooled in the sections located on the side walls’ With that changed the location of cooling units on the side walls In 1967 on the proposal of „Scientific, engineering and technological innovation“ locomotives 0193 and 0194 were installed with experimental equipment for dynamical braking This equipment was removed from the locomotives in Leningrad-Baltic depot of October railway after damage On one locomotive – TEP60A-0211 were experimentally installed instead of diesel engine 11D45A, diesel engine 5D49 but that locomotive was not given into operation and its body was used to assemble locomotive no. 0258 From the locomotive no. 0437 synchronized subexciter was changed to a more modern one In 1974 instead of traction motors ED-108, motors ED-108A were started to produce In 1985, since the locomotive no. 1234 were changed some electrical components in the automatic generator excitation system During the release of the locomotive during period of 1976-1985 Kolomna factory made some different changes to the locomotive construction that did not have effect on the main traction parameters From locomotive no. 0859 a key for stopping the train in emergency was applied providing simultaneous emergency braking, stopping the diesel engine and sounding the horn From locomotive no 0906 the old, built in throttle KA-1501 was replaced with the throttle KV-1552 that had a wheel shaped handle on top of the console First TEP60 locomotives worked for a period of time on Moscow-Leningrad line afterwards the locomotives started to service passenger trains Leningrad-Tallinn, Lozovaya-Melitopol and in other directions First TEP60 locomotives came to Zasulauks depot in December 1963 They were numbers 0058, 0059, 0060 During the USSR all over the Baltic railway the passenger trains were serviced only with locomotives TEP60 from Zasulauks depot From 1963 to 1992 the weight of the passenger trains grew from 850 to 1300 tons, meaning from 15 to 22 wagons, the speed increased to 120 km/h, therefore since 1985 fast trains to Moscow, Kaliningrad, Minsk and Tallinn were started to service with two TEP60 locomotives coupled together with two locomotive crews and later with 2TEP60 locomotives with one crew Altogether the Baltic railway got 90 TEP60 locomotives and 8 2TEP60 locomotives All the locomotives were assigned to TCh-2 and that was Zasulauks depot On the 1st of January 1992 58 TEP60 and 8 2TEP60 locomotives were taken in the balance of Latvian railway By that time rest of the locomotives were written off as the resource of first locomotives that came to Baltic railway was exhausted Because Estonia and Lithuania were left without passenger locomotives, in May 1992 the locomotives were divided between Latvian, Estonian and Lithuanian railway 7 TEP60 locomotives were given to Estonian railway to Lithuanian railway were given 12 TEP60 locomotives All 2TEP60 were left to Latvian railway Because there was no more need for the 2TEP60 locomotives after the collapse of Soviet Union, the locomotives 2TEP60 were not used After that some of the locomotive were kept for some time in Rezekne reserve base where they were gradually cut into scrap metal Last locomotives were sent for scrapping in 2006 In 1994 in Latvia were used 19 TEP60 locomotives, they worked with passenger trains until 1997 In Latvia remained the largest number of TEP60 they had, that is 1206 which is in Riga railway museum since 2005 Indoors exposition has also the drivers cab of locomotive no. 0627 under the no. 0192 Third locomotive with no. 0925 is in the courtyard of Daugavpils Vocational Secondary School As said before, Estonia got 7 TEP60 locomotives with numbers 0222, 0315, 0319, 0339, 0922, 0924 and 0994 They were in service until 1997 The last working locomotive servicing trains was the oldest one – 0222 The only one left is no. 0924 that is behind me in Haapsalu railway museum It arrived to the museum in working condition but due to the absence of security and fences, the locomotive was quickly plundered It was externally restored in 2011 but due to the indifference of the museum management, the front windows and the colour scheme was not original According to the words of the management, it was the fault of the painters and it was promised to fix quickly 4 years have passed and as you can see nothing has changed Lithuania got 12 locomotives with numbers 0202 that was actually 0765, 0256, 0284, 0286 that was actually 1112, 0325, 0327, 0351, 0923, 0926, 0927, 0992 and 0993 5 locomotives were left by the year 2010, but in the autumn of 2009, the cab and HVC of no. 0993 burned down The locomotive was not restored Last locomotives with the livery similar to the original were withdrawn from service on 8th of September 2010 and they were scrapped in July 2011 Two locomotives in the livery of Lithuanian railway were left in service, no. 0923 and 0926 But also their time came up and they were withdrawn from service in October 2011 0923 was scrapped but 0926 was preserved and it is now in Vilnius railway museum Last TEP60 locomotives of Russian railways worked in Salsk depot in Rostov region 4 locomotives were left by the end of 2008 no. 1029, 1039, 1094, and 1236 They were used until the spring of 2009 when they were taken off from service and scrapped So after withdrawing the last two locomotives in Lithuania in 2011, the last railway that was still using locomotives TEP60 was Belarusian railway First TEP60 locomotives arrived to Vitebsk depot in 1967 Altogether 40 TEP60 locomotives worked in Vitebsk depot One of them was the oldest one starting from the beginning of the 1990’s, locomotive no. 0241 It was sent from the factory to Smolensk depot in 1968 from where it was sent to Vitebsk depot in 1978 It’s lifetime ended in 2014 when it was scrapped By that time it had worked 46 years In 2015, the oldest working TEP60 locomotive in Belarus is locomotive no. 0391, assigned to Vitebsk depot It is 44 years old but continues its service In addition to Vitebsk depot, locomotives TEP60 worked also in Orsha, Minsk and Brest depots In 2015 locomotives TEP60 are working in addition to Vitebsk depot also in Minsk Belarusian railway had altogether approximately 130 single-unit diesel locomotives TEP60 On the Belarusian railway worked also double-unit locomotives 2TEP60 Five of them, with the numbers 0049 to 0053, were rebuilt to single-unit locomotives TEP60 Units A got the same number that the 2TEP60 had for example 0049, 0050 and so on Units B were added the digit 1, such as 0149, 0150 and so on. Overall Belarusian railway had 34 double-unit locomotives 2TEP60 In 2015 Brest museum are locomotives no. 0437 and 0774, in Baranovichi museum is no. 0369 that has a livery which is similar to the original one The only locomotive with the old cooling unit
    TEP60-0121 was in Brest museum, but it was scrapped to metal Also at some point locomotive 2TEP60-0017 was sent to the museum but also it was scrapped like TEP60-0121 Single-unit locomotive TEP60 was released since 1960 until 1985, altogether were made 1241 locomotives Double-unit locomotive 2TEP60 was released since 1966 until 1987 in small batches and not every year Altogether were released 116 double-unit locomotives that were sent to depots that already had TEP60 locomotives for hauling heavy passenger trains In 1989 Poltava locomotive repair factory rebuilt around 60 single-unit locomotives TEP60 into
    double-unit locomotives 2TEP60 New double-unit locomotives got numbers with six hundred and they worked on October, North and South railways Briefly – locomotive was built since 1960 until 1987, altogether 1473 units But maybe former driver-instructor from Vitebsk depot and a current locomotive driver have something to add about TEP60 locomotives? About TEP60 I can say only one thing, that it is the most successful diesel locomotive in diesel locomotive construction of USSR It said by the fact that it is working basically 45 years without changing the power unit No-one has changed it, only repaired What can be added? I can thank the constructors for constructing the locomotive What else can I add It has served a long period of time. Since 1994 I have never had problems that I did not reach my destination The locomotive always took me home At the moment I cannot bring out a locomotive as reliable Yes, TEP70 is a good locomotive, TEP70BS is good, comfortable but in terms of reliability, no! Locomotives TEP60 and 2TEP60 were created for passenger trains and they were widely used along with the electric locomotives ChS2 on the railways of USSR After 55 years of history their time is running out, and now then can be found in museums But in 2015, these historic locomotives are still used, but only on the Belarusian Railway The moment when I came from freight traffic to passenger traffic to work on TEP60 locomotives, was the best time in my memory As the TEP60 were newer, better maintained than locomotives TE3 that were used in freight traffic It was pleasant to work on TEP60 locomotives and the sense of responsibility was greater as behind me were passengers Cast:
    veteran – driver-instructor S. I. Kuryakov
    driver S. A. Parovoi
    drivers assistant V. V. Leshchenko Host and narrator
    M. Kuusk Scenarist
    M. Kuusk Operators
    M. Kuusk, S. Koit Musical editor
    S. Koit Video editor
    M. Kuusk Corrector
    E. Urbla Additional photo and video authors Used materials:
    book “Locomotives and motor car rolling stock of USSR railways 1976-1985” by V. A. Rakov
    book “Locomotive TEP60” pictures from Kolomna factory archive
    videomaterials from Estonian Television archive Special thanks to:
    Belarusian railway Special thanks to:
    Latvian railway museum Special thanks to:
    Toms Altbergs and Ivan Rudnjev Translation:
    M. Kuusk, P. Wormald Estonia
    2015

    [ENGSUB, JPNSUB, INDOSUB] EXO COSMIC RAILWAY THE ELYXION D1 SAITAMA
    Articles, Blog

    [ENGSUB, JPNSUB, INDOSUB] EXO COSMIC RAILWAY THE ELYXION D1 SAITAMA

    November 29, 2019


    EXO COUNTDOWN- “COSMIC RAILWAY”
    ELYXION D1 SAITAMA JAPAN
    Subtitle by Kim Bongu I can not choose a place to be born It’s not going to be undesirable While wandering around the far end of the universe I wanted to come here Moonglight Weaving Lifting Days Go through it and go over it now Cosmic Railway Go with this thought Cosmic Railway To love you Meet with a sparkling starry sky Lets meet in the distance of time Bongu is dead x_x You Cannot cry when you are hurt I want tobe a place I can forget All weaknesses not shown to anyone
    Even if it exposes it, it is already good
    *CHANBAEK SHIPPER ARE DEAD :’)* Watchful Moonlight Pierces each day I will embrace you All you deposit -SeKai :* Cosmic Railway Go with this thought Cosmic Railway to love you The starry sky I look up connects us Let’s meet many time *yes jongin ah whenever I do* Dramatic train Accelerate and put my (Please put yours) *Okay baby Ohsehun* Oh inside the stardust *Aaaah baekhyun smile

    Thomas the Train Wooden Railway Track Build
    Articles, Blog

    Thomas the Train Wooden Railway Track Build

    November 29, 2019


    Kids Toys Play! Hey Liam, what are you doing? remember
    our crazy cuckoo track we built a while back
    are you ready to build another one like we did last okay and let’s build off of
    this do you think we can use every single twisty turny switch that we have
    yeah do I try it okay let’s do it these are my favorite pieces day you
    like those axes you’re trying to use every single switch we have them to get
    our battery-operated trains on here that’s a good piece right there yeah
    Oh might not work I don’t know there I’m sure we can get a piece written there
    Liam is on the case how’s this figure in yours working yeah
    oh wow look at you you’re doing real good
    oh I thought I would connect this to here well we can okay we can put
    something in there how about this right here that’s our special road piece it’s
    got the road lines on it perfect we got two circles can you get a piece in there
    okay I think that’s too big in building a weirdo yak Yard
    weirdo okay well that works good too oh we made a triangle yeah I’ve got
    triangle we’ve got some circles yes you got that piece okay this is gonna work
    here I know it I know it I know it it works yes perfect it worked good we have
    going on over here this is awesome I wouldn’t know oh hey look at that okay you have a little bit of a Oh is it
    gonna work perfect that’s a nice curve oh look that’s
    perfect space right there this piece and is just a perfect piece
    right here yeah perfect it’s a speed bump on that piece yeah how
    am I gonna know perfect damn perfect you’re doing incredible over here look
    at this come on fit you fit yeah pop this piece
    out I’m gonna put this piece in okay you have that piece right there all right
    push okay and we just did a few other female and I think we have this in done pop that one in there ah
    what does Rebecca think of this crazy track oh my god peas share so many
    options where to go Rebecca Liam John check something out watch do
    you think that’s gonna work okay here comes our big test for Toby will Toby be
    able to matakohe again in this figure that out Oh Henrietta I don’t know if I
    can go over no problem for Toby and he keeps on going to telly bolt off and I think we did it William guys what do you
    think of this crazy cuckoo track it’s just the worst track you’ve ever seen
    Oh Toby narrowly escapes across Gordon keeps on keeping on hey who put near
    here she’s not battery-operated Gary Gordon Oh will he take out James it’s
    gonna happen Gordon James Wow rocket here’s Rosie and Gordon Oh Rosie
    wins the exchange Thomas hero back around again said Gordon and
    we’re back in the background what’s gonna happen here oh oh no lady is done
    but here comes salty oh no so Oh salty makes it through Oh
    what’s happening Oh Spencer look at this especially to do it again
    Oh No what’s happening Victor Gordon no games versus the biggest engine on Sodor
    Oh heroes helping what’s hopping Lady Hornets sister ha ha ha now it’s hopping
    Victor helping Gordon and hero against diesel and here goes Percy now Wow what
    do you Joe Spencer Spencer taking a model yeah yeah Percy survives but
    here’s Charlie now Oh Charlie hello-o joke telling you cuz it’s lady that
    weeds r it’s also Don Cawthon runs off nigga sidetracked and Kyle Gordon and
    James whoa want honest horris these will survive this one Gordon just
    falls off and Percy somehow ended up with James’s tender was Charlie to top
    Toby he’s gonna save Toby thanks charlie Oh Charlie long ladies lay oh no diesel
    how do people keep winning these exchanges I don’t like this oh look on
    Valentine’s Day it is lady and Thomas oh yes Toby wins I have no idea what
    Spencer’s doing he’s weird thanks for helping Rebecca hey I’m just
    even hopping

    Storeton Quarry Light Railway – Wirral
    Articles, Blog

    Storeton Quarry Light Railway – Wirral

    November 29, 2019


    Storeton Quarry light railway Lever Brothers quarry road, station furniture cross Cross lane map of route track and stone Quarry was present in roman occupation, Stone transported to the quay side at Brombrough

    Pakistan Railway Journey Rohri To Nawab Shah Travel 2019
    Articles, Blog

    Pakistan Railway Journey Rohri To Nawab Shah Travel 2019

    November 29, 2019


    Traveling Pakistan by Train In this video, Rohri to Nawabshah Railroad Journey I’ve Completed my journey on Pakistan Railways all active Tracks This is my last video I’m Creating New Series in March. with Good quality Content What type of videos do you like? Comment Below My journey is almost 190 Km Hazara Express takes 2:40 to reach Nawabshah. Khairpur, Mehrabpur and Padiden are Main Railway Stations. in my journey.

    Pakistan Railway Train Journey Larkana to Rohri Sindh
    Articles, Blog

    Pakistan Railway Train Journey Larkana to Rohri Sindh

    November 29, 2019


    Traveling Pakistan by Train, in this video Larkana to Rohri by Pakistan Railways train Mohenjo Daro Passenger 213 up runs between Kotri and Rohri junction on Pakistan Railways main railway line 2 and Rohri Chaman Mainline 3. I am traveling now in the Northwestern part of the Sindh in Larkana District. it is a Monsoon climatic region and Head Quarters of a Political party. Pakistan Peoples Party. Two Former Prime Ministers Zulfiqar Ali Bhutto and Benazir Bhutto belonged to Larkana. Larkana to Rohri distance is almost 100 Km. The train takes 3 hours to reach Rohri Junction. Main Railway stations between Larkana and Rohri are Shah Nawaz Bhutto, Madeji Road, Ruk, Habib Kot Jn, & Sukkur. Kindly comment why you’re not watching the complete video. any suggestion to improve the video quality.