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Blog Entry# 1446730
Posted: Apr 29 2015 (11:06)
7 Responses
Last Response: Apr 29 2015 (18:30)
7 Responses
Last Response: Apr 29 2015 (18:30)
What Is The Purpose Of Making Hybrid LHB Coaches?
Why Can't Railways Switch Over To Pure LHB Coaches?
Why Are ICF Coaches Still Being Manufactured?
Why Isn't There Complete Switchover To LHB Coach Production?
Railways...
more...
Why Can't Railways Switch Over To Pure LHB Coaches?
Why Are ICF Coaches Still Being Manufactured?
Why Isn't There Complete Switchover To LHB Coach Production?
Railways...
more...
2 Posts
2. This is both a technical as well as Financial problem. Firstly, for Mass transport systems and any systems working on a large scale, reliability and robustness of the design is of utmost importance. This can take several years to develop and finalize and once developed it will be used for 'as long as possible'. LHB coaches have been around long enough that most of the issues are well-understood now. One problem is that there are still no Self-Generating LHB coach designs that are good yet, so LHB trains right now have to depend on EOG or HOG ( Has it's own problems when driving a fully AC train) while ICF coaches have been here for several decades and are a proven technology ( despite their faults) so the transition won't be quick. It'll be very gradual.
Given the money that has to be spent on the manufacturing of the coaches, it is economically not feasible to quickly change over to any new technology that comes along. Again, here also, the transition has to be gradual for making the best utilization of existing rakes while gradually switching to a new set with minimal cost overhead.
Tha said, IR is definitely going too slow with the transition to LHB. The end of 2016 deadline will definitely not be met. IR needs more focus on solving the LHB design issues and bringing down the cost. Sorry for the long answers. :)
Tha said, IR is definitely going too slow with the transition to LHB. The end of 2016 deadline will definitely not be met. IR needs more focus on solving the LHB design issues and bringing down the cost. Sorry for the long answers. :)
Agree, that ir should overcome all faults related LHB. Also try to produce LHB capable of run upto 200 km/hr. Also railway should start research related to comfortable, high speed and safe rail coaches. As it is the demand of time. Also as mr. prabhu said that ir will involve technology then it would be definitely the best use of technology in ir.
Thanks!
Don't Worry About Long Answers, Infact It Clears Out Many Things!
:)
Don't Worry About Long Answers, Infact It Clears Out Many Things!
:)
The 160kmph rating is only for the FIAT bogies not for the coach as a whole. Because of the open windows, passenger comfort is severely affected at high speeds. (This is like the 'side window buffeting' seen in cars, where you can experience vibrations and sounds when driving at high speeds with the windows down). An absolute speed limit for comfort probably can't be decided, but since the sounds levels and dust levels increase exponentially with speed, 110-130 kmph is probably a safe limit for non-AC coaches. Also, the wind induced vibrations make it unsafe to run non-AC coaches at high speeds. I found the 120kmph number on the IRFCA page at the link below
click here
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