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Mon Feb 20, 2017 05:06:30 ISTHomeTrainsΣChainsAtlasPNRForumGalleryNewsFAQTripsLoginFeedback
Mon Feb 20, 2017 05:06:30 IST

Blog Entry# 2067908  
Posted: Nov 22 2016 (15:42)

47 Responses
Last Response: Nov 24 2016 (02:49)
  
Rail News
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4371 views
Other News
Nov 22 2016 (13:12)   80% of railway coaches unsafe - Mumbai Mirror

Jayashree ❖ Amita*^   35461 news posts
Entry# 2067908   News Entry# 286410         Tags   Past Edits
Old, less technologically advanced ICF coaches make up the bulk of the Indian Railways’ fleet.
Railway Minister Suresh Prabhu yesterday announced “strictest possible action” against the guilty, and a thorough probe aided by the latest technical and forensic analysis into Sunday’s train accident near Kanpur, in which over 140 people were killed.
Speaking in the Lok Sabha, Prabhu said that the exercise to replace old coaches lacking crash-worthy features announced in the Railway Budget will also be expedited.
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that is where the government could be faced with a huge problem: over 80% of passenger trains in the country use the ‘old’ Integral Coach Factory (ICF) coaches.
The Integral Coach Factory, located near Perambur, near Chennai, is one of the railways’ main coach production facilities. The coaches are made of mild steel (a less ductile material, heavier than stainless steel) which is less effective in protecting occupants in the event of a collision.
Making a suo moto statement yesterday, Prabhu said that old technology coaches lack the crash-worthy characteristics of modern coaches. “I had informed this House during the previous Railway Budget that such coaches will be progressively replaced and phased out. This will be expedited,” he said.
The Railways plan to replace the existing compartments on passenger trains with Linke Hofmann Busch (LHB) coaches. At the moment the Indian Railways only has around 10,000 LHB coaches out of a total of 60,000 passenger coaches. LHB coaches, which cost over Rs 2 crore, are safer and more crashworthy than ICF coaches. The coaches, which are made of stainless steel, are also equipped with disc brakes as opposed to ICF coaches that have a threadbrake system, which impacts their stopping distance. They can absorb the shock and impact of derailment more effectively than ICF compartments and, as a result, do not topple, thus reducing the loss of lives in case of an accident. The coupling system on LHB coaches reduces the relative motion between two compartments and also prevents one coach from ‘rising’ on the other in case of a mishap. LHBs also have better suspension, ride quality, significantly larger windows and sound reduction.
According to experts, LHB coaches are safer as compared to ICF coaches. “If we were to talk about this recent mishap, LHB coaches would have significantly reduced the number of casualties, ” said Subodh Jain, a former member (engineering) of the Railway Board and former general manager, Central Railway. Another former official said that replacing the coaches could take as much as eight to ten years.
The Railways had imported a set of coaches from Linke-Hoffman-Busch (now a part of Alstom) for testing and use in India in the late 1990s, and LHB coaches became popular once a few glitches were ironed out. Today, they are manufactured at the Rail Coach Factory, in Kapurthala, under a Transfer of Technology agreement.

33 posts - Tue Nov 22, 2016

9 posts - Wed Nov 23, 2016

  
900 views
Nov 23 2016 (19:15)
No more DLS or ELS Hereafter only a Locoshed*^~   9561 blog posts   497 correct pred (73% accurate)
Re# 2067908-43            Tags   Past Edits
Looks like all ICF coaches will be refurbished with CBC

  
896 views
Nov 24 2016 (00:10)
†★⚡ WAP5 ⚡★†   6156 blog posts   278 correct pred (90% accurate)
Re# 2067908-44            Tags   Past Edits
More rigorous maintenance is required for hybrid LHB and double decker coaches which have pneumatic suspension at secondary stage :P. Pure LHB coaches require less maintenance because they have nested coil suspension, both at primary and secondary stages.
Ride index is 3.25 for ICF EOG (Rajdhani/Shatabdi) coaches and the value increases with increase in speed. Our normal ICF SG coaches may attain higher values at lower speeds, like 3.25-3.5 at 120 km/h itself, due to the usage of stiffer springs.
I.Rlys has plans to retrofit the existing ICF coaches with CBC coupling
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:)

  
837 views
Nov 24 2016 (01:20)
†★⚡ WAP5 ⚡★†   6156 blog posts   278 correct pred (90% accurate)
Re# 2067908-45            Tags   Past Edits
Actually, locomotive factor is hardly taken into consideration as far as jerks are concerned. Even WAP4/WAM4 can produce strong jerks. I almost spilled my coffee while travelling by TN Exp which was powered by an Erode based WAP4 :P.
The amount of jerk felt depends on :-
1. The coach you're in : Old couplers are designed with a considerable 'slack' between the mating parts. This slack gets added up over the length of the train. If you're travelling in the 24th coach of the train you may feel considerably stronger jerks
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compared to the jerks you feel while travelling in 4th or 5th coach.
2. LP's driving technique : The intensity of jerks can get stronger/weaker due to this reason. In 3-ph locos, the acceleration/deceleration is done using same lever (throttle). We can instantly shift from acceleration mode to braking mode. That may somewhat contribute in intensifying them.
3. Gradients : Gradients can intensify the jerks, especially while starting, due to the effect of gravitational pull.

  
788 views
Nov 24 2016 (01:25)
†★⚡ WAP5 ⚡★†   6156 blog posts   278 correct pred (90% accurate)
Re# 2067908-46            Tags   Past Edits
For ICF EMU (old) coaches, the ride index is around 4 at 80-90 km/h, not exactly 4. For short distances, this value is tolerable.
For metro coaches (imported ones, not the ones owned by I.Rlys), the ride index is found to be around 1.25 at 80 km/h :D

  
780 views
Nov 24 2016 (02:49)
A good day ahead~   2306 blog posts
Re# 2067908-47            Tags   Past Edits
Not the intensity of the jerks, but the locomotive does have an effect on the coupler strain. Particularly in CBC coaches, the knuckle and the CBC lock are usually the most frequent points of failure. With the starting acceleration ( or rather, the high draw-bar forces at start) of the WAP7, any material defects in the coupler, can lead to an increased chance of the coupler breaking. In fact, during the 2005-2007 period, there were man cases of train parting due to CBC coupler failure. These were mainly due to material defects, but the problem was being worsened by the locomotives as well. While the failure rate has become very low now ( as is usually a problem only with freights), nonetheless, some internal buffer modifications had to be done to allow for higher drawbar forces.

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