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Blog Entry# 1820709
Posted: Apr 26 2016 (10:41)
22 Responses
Last Response: Apr 27 2016 (10:33)
22 Responses
Last Response: Apr 27 2016 (10:33)
Tamil nadu and gt both has very poor coaches despite they are very long distance trains.
they don't have charging ports in bogies.Both of them has charging ports only near to door .Now it is needed to provide lhb asap for legendary gt sf and king tamilnadu .I had travelled in shridham exp condition of ur + sleeper class is excellent ,even they have charging ports in ur.SR you must have to learnt something from WCR
they don't have charging ports in bogies.Both of them has charging ports only near to door .Now it is needed to provide lhb asap for legendary gt sf and king tamilnadu .I had travelled in shridham exp condition of ur + sleeper class is excellent ,even they have charging ports in ur.SR you must have to learnt something from WCR
17 Posts
Telangana is neat and clean and far more better than both these.And one more thing kashi vishwanath and prayagraj both have cbc rakes despite of it they are very well maintained and they are in awsome condition.So conclusion is SR is not keeping care of its legendary trains.
Coaches conditions are poor because of lack of Maintenance, TN/GT has to undergo the same at BBQ, which is filled with trains. And man power for meeting this huge volume of train is less. Hence they might not be concentrating in the outer condition of rake.
As per me ONT SF trains or trains that can be maintained with 2-3 rakes , having CC of 22-23 coaches and having a good patronage all round the year will be the Best choice for considering for LHB coaches.
CC reason being as of date LHB rake comprises only 20 coaches, leaving 2 EOGs aside. If a 24 coach ICF train is converted to LHB, then there will be a drastic reduction in seating capacity (even though higher capacity per LHB coach is taken into consideration).
CC reason being as of date LHB rake comprises only 20 coaches, leaving 2 EOGs aside. If a 24 coach ICF train is converted to LHB, then there will be a drastic reduction in seating capacity (even though higher capacity per LHB coach is taken into consideration).
Also, the southern zones themselves might have some concern in running the high patronage trains with LHB rakes. Many of SR and SCR's crack trains are 23 or 24 coachers, and converting to LHB will result in a hit in the seating capacity ( mostly at the expense of UR coaches) and trains like Gautami, Godavari already run with fully packed UR coaches. Also, these trains are among the most profitable express trains for their respective zones, and converting to LHB will increase operating costs because of the EOG cars ( Over 2000km run for GT/TN with 2 EOG's !) . Because of this, SR/SCR may also be not so enthusiastic to convert these trains to LHB right away, and will prefer to convert the others first.
If u say about Operating Cost of EOGs, no matter its a profitable express train or a non profitabe one, End of day, the expense increases and Net Earnings decreases. But over Economies of Scale, the Net earnings for will be lesser effected for short distance trains and more effected for long distance trains in a/c of EOGs.