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Indian Railways Thread (Dec 2015)

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A Nandy
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Re: Indian Railways Thread (Dec 2015)

Postby A Nandy » 15 Mar 2017 22:23

http://economictimes.indiatimes.com/ind ... ntent=10PM

NEW DELHI: Converting the entire network of rail tracks into broad gauge and installing bio-toilets in all trains are among the ambitious projects being implemented to make the railways a major engine of the country's growth.

Railway Minister Suresh Prabhu, who stated this in the Lok Sabha today, also informed about a proposal to lay separate rail lines for freight trains and a move to lay at least 10 km track per day.

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Re: Indian Railways Thread (Dec 2015)

Postby Zynda » 16 Mar 2017 19:48

GE Rail releases the rendering of their upcoming diesel locos for Indian Railways.

Image

Bright colours chosen for Indian locos

Apparently, the livery scheme is chosen to reflect Holi's spirit. I think it looks hideous. Even the design is boxy & lacks any aerodynamic features. Eventually, these locomotives will be adapted to haul long & heavy 24 coach passenger trains and some aerodynamic shaping will help in high-speed ops.

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Re: Indian Railways Thread (Dec 2015)

Postby Sachin » 16 Mar 2017 21:54

Zynda wrote:Eventually, these locomotives will be adapted to haul long & heavy 24 coach passenger trains and some aerodynamic shaping will help in high-speed ops.

Notice the loco classification # on the image. The WDG series locos are generally made to haul freight traffic (W=Broad guage, D = Diesel, G=Goods). So this may not be the actual design which they may roll out for locos meant for passenger trains. Passenger train locos generally have 'P' designation (WDP, WAP etc.).

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Re: Indian Railways Thread (Dec 2015)

Postby Zynda » 16 Mar 2017 21:58

^^Yes saar. I am aware of the G/P classification. Thats why I used the word *eventually*. Just like how WDG4 (original GT46MAC) was "converted" to WDP4 (GT46PAC)...I think 6000 HP version of the GE loco will be adapted for Pax ops. May be DLW (I hope it will be GE Rail team in India) will redesign the body to have slight aerodynamic shaping without compromising on crash rating.

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Re: Indian Railways Thread (Dec 2015)

Postby arshyam » 16 Mar 2017 22:43

It looks like the DLW designed WDG-5 called Bheem. The latter class was a failure though, and they have standardized on the the dual cab WDP-4D. I don't know if a WDG-4D was released through.

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Re: Indian Railways Thread (Dec 2015)

Postby jayasimha » 20 Mar 2017 14:54

for info and records..

http://pib.nic.in/newsite/PrintRelease. ... lid=156044
Press Information Bureau
Government of India
Ministry of Railways
31-December-2016 16:54 IST
Year End Review 2016

PASSENGER AMENITIES, SERVICES

● Personalised take away bedrolls service launched.

● Main Concourse at Hazrat Nizamuddin Station commissioned Along with Enhanced Passenger Amenities and Executive Lounge at Agra Cantt

● Catering made optional in identified Trains (some Shatabdis & Rajdhanis)

● Initiation of “Janani Sewa” announced – i.e. Hot Milk, Hot Water and Baby Food items at stations and children’s menu items on Trains.

● Released Brochure on “Passenger Business Initiatives”.

● Hourly Booking of Retiring Rooms-enhancing stay capacity by use of IT for convenience of passengers launched.

● Optional Travel insurance for e-ticket passengers launched.

● Policy decision taken to provide sub quota of 33 % to women within reserved categories for the allotment in catering units.

● Policy decision taken to give preference to local domicile holders for commercial licenses at stations.

● New system of allocating vacant berths after final charting to wayside stations. 10% rebate also offered on these vacant berths.

● RAC berths increased to allow more passengers to travel on board Trains.

● Self Help Groups have been roped in to make local Cuisines available through E-Catering Services of Its PSU IRCTC.

● Handing over of all catering units to IRCTC is being finalised. Sharing of license fee between Indian Railways and IRCTC will be in the ratio of 40:60

● Policy guidelines for handing over of Retiring rooms and Dormitories to IRCTC have been launched.

● Policy of Multi purpose stall is being finalised.

● Automated refund, without filing of TDR in case of cancellation of trains introduced.

● Provision of booking full berth/seat for children between 5 and 12 years of age introduced. However full adult fare would be charged for the same.

● The Alternate Train Accommodation Scheme (ATAS) also known as VIKALP now available on sectors viz., Delhi- Howrah, Mumbai, Chennai, Bangalore and Secunderabad is now being extended to other sectors and instructions have been given to Zonal Railways to this effect.

● Facility of Online Change of Boarding Point Introduced for e-tickets.

● Online concessional ticket booking facility launched for accredited journalists.

● Compensation Rate Payable to Railway Accident Victims has been Doubled.

● Flexi fare system for Rajdhani/Duronto and Shatabdi trains introduced.

● Flexi fare system in Rajdhani/Shatabdi/Duronto trains reviewed and Rebate introduced in flexi fare system in select trains and select sectors.

● Flexi fare system introduced in Humsafar trains.

● So far, 316 no. of escalators at 129 stations & 178 no. of lifts at 79 stations have been provided across Indian Railways.

NEW TRAINS

● Mahamana Express from Varanasi Cantt. to New Delhi with Model Rake flagged off. Coaches have been Refurbished for Enhanced Passenger Comfort and Facility in the Model Rake. Mahamana Express is the First Train to have a Seamless Run on Electric Traction from Varanasi to New Delhi via Recently Completed Ghaziabad-Moradabad Route.

● Lokmanya Tilak (T)-Kazipet Anandwan Express (Weekly) flagged off.

● Bilaspur-Bhagat Ki Kothi Express & Bilaspur-Bikaner Express (Bi-weekly) between Delhi & Bilaspur (Chhattisgarh) and Delhi & Dalli Rajhara flagged off.

● India’s First Semi-High Speed Train Christened as Gatimaan Express Capable of Running at a Maximum Speed of 160 Kmph between H.Nizamuddin and Agra Cantt Flagged off. Train Hostesses to Provide Hospitality Services On-Board.

● Tiger Express train launched on the World Environment Day.
● Newly Developed Deen Dayalu Coach dedicated to the Nation
● Air Conditioned Coach developed for DEMU Train
● Launch of new service providing direct connectivity from Jhansi to Indore and Jhansi to Etawah

● Hansdiha - Dumka Passenger Flagged off.

● Train No. 22427/22428 (Balia – Anand Vihar Terminus – Balia) weekly flagged off.
● Train No. 14117/14118 MANWAR- SANGAM EXPRESS (Allahabad- Basti- Allahabad) (5 days a week) flagged off.

● Train No. 15069/15070 Gorakhpur-Badshahnagar Express (daily) flagged off.

● Train No 12595/12596 Gorakhpur-Anand Vihar(T) HUMSAFAR EXPRESS(Bi- Weekly)(Via Basti) and Train No. 12571/12572 Gorakhpur-Anand Vihar(T) HUMSAFAR EXPRESS(Weekly)(Via Barhni) Flagged off.

● Train No. 55382 Pilibhit-Bhojipura-Bareilly City Passenger flagged off on newly Gauge converted Rail Track of Bhojipura-Pilibhit.

● Extension of Koderma-Hazaribagh town passenger upto Barkakana flagged off.

● Two additional coaches augmented for Cancer & Family Health Services to THE LIFELINE EXPRESS – the world’s first State-of-the-art Hospital Train .

● Extension of existing Agra Cantt-Etawah DEMU Train upto Mainpuri via newly constructed Etawah-Karhal-Mainpuri Broad Gauge section



NEW LINES

● Cabinet Committee on Economic Affairs approved construction of the below additional Railway lines

1. Doubling of Hubli-Chikjajur railway line

2. Third line between Wardha (Sewagram) – Balharshah at an estimated completion cost of Rs.1443.32

3. Doubling of Ramna-Singrauli railway line

4. Third line between Anuppur-Katni

5. Doubling of Katni-Singrauli railway line

6. Construction of additional Bridge and doubling project of Rampur Dumra-Tal-Rajendra Pul

7. Third line between Itarsi and Nagpur

8. Third line between Balharshah-Kazipet
9. Third line between Jhansi and Bina
10. Third line between Vijayawada Jn and Gudur Jn
11. Third line between Mathura and Jhansi
12. Fourth line between Jharsuguda and Bilaspur
13. Third line between Rajnandgaon-Nagpur (Kalumna)
14. Third line between Kharagpur (Nimpura) and Adityapur
15. Doubling of New Bongaigaon and Kamakhya of Northeast Frontier Railway in Assam
16. Doubling of Rajpura-Bhatinda railway line at an estimated cost of Rs.1,251.25 crore and expected completion cost of Rs.1,465.59 crore

● Mumbai Urban Transport Project Phase-III approved by Cabinet.

● Newly laid section of Hansdiha - Barapalasi in Jharkhand dedicated to the Nation,

● Hazaribagh-Barkakana section of Koderma Ranchi New Railway Line Project dedicated to the Nation.

● Foundation stone laid for elevated rail line of Indian Railways to eliminate 5 level crossings on Rohtak-Gohana stretch in Haryana under Delhi Division of Northern Railways.

● Digha and Monghyr Railway Bridge across River Ganga opened.



MAKE IN INDIA INITIATIVES

● Contract Awarded for setting up of Electric Loco Manufacturing Factory at Madhepura in Bihar and Diesel Loco Manufacturing Factory at Marhowrah in Bihar.

● Rail Coach Factory set up at Kanchrapara/West Bengal.

● Electric Loco Assembly & Ancillary Unit of CLW set up at Dankuni in West Bengal.

● LHB Bogie Manufacturing Factory set up at Budge Budge, West Bengal.

● Foundation stone laid for Rolling Stock Component Factory at Ratnagiri, Maharashtra.

● Contract awarded for setting up of Forged Wheel Factory at Raebareli.



DIGITAL INDIA INITIATIVES

● New checks on booking of e-ticket/i-ticket through IRCTC website introduced with a view to further prevent possible misuse. Under the new provisions a maximum of 6 tickets can be booked online by an individual user in a month on IRCTC website.

● Cancellation of PRS counter tickets through IRCTC website and 139 introduced

● Printing of Bar Code on Unreserved tickets introduced to Prevent Fraud.

● International Debit and Credit Cards accepted for payment for e-ticketing through IRCTC website

● India’s first High Speed Public Wi - Fi Service at Mumbai Central station inaugurated.

● As on 27 December 2016, 98 Railway Stations are provided with High Speed Wi-Fi service..

● Implementation of E-enabled Track Management System (TMS) & Mobile Application of TMS on Indian Railway and Track Inventory Management System inaugurated on Northern Railway.

● A New Micro - Site for Railway Budget 2016-17 Update and Budget Watch http://www.railbudget2016.indianrailways.gov.in or www.indianrailways.gov.in/rb2016 launched.

● Hand Held Terminals given for TTEs

● Paperless Unreserved Ticketing Mobile Application launched

● E-booking of Disposable Linen on Trains launched

● Works Module of Indian Railways E-Procurement System (IREPS) and Implementation of ‘e-Tendering in Works Contracts’ launched.

● Integrated (Facebook & Twitter) Social Media Platforms for grievance redressal launched.On an average 12000 tweets and 400 posts per day are received from Railway Ministry’s Twitter & Facebook accounts. Social Customer Relationship Management System has been launched to handle such large number of tweets/posts.

● Railway Ministry’s Twitter handle has reached 2 million followers.

● Go India Smart Card introduced on pilot basis in select sectors (New Delhi - Mumbai, New Delhi - Howrah) to facilitate Cashless transactions and to reduce the time taken at Booking Counters.

● Hand Held Terminals for Booking of Unreserved tickets at Point of Sale launched at Hazrat Nizamuddin Railway Station

● Website of National Rail Plan, 2030 launched.

● Yatri Ticket Suvidha Kendras (YTSKs) to install POS machines and accept payments through all banks debit/credit cards for issuing both reserved and unreserved tickets.

● Yatri Ticket Suvidha Kendras (YTSKs) & Jan Sadharan Ticket Booking Seva (JTBs)are encouraged to accept payments through other modes also like UPI, USSD, e-wallet, Aadhar enabled payments system.

● 5% Discount for booking of Retiring Room through digital means like using debit/credit cards introduced

● 0.5% discount in the base fare of season tickets (Monthly, quarterly, Half yearly, yearly) over suburban section has been granted in case the payment is made through digital means through debit card, credit card etc.

FREIGHT

● Seminar on “Evolving Strategic Partnership for Select Freight Segments” organized by CTRAM held.

● Port Congestion Surcharge & Busy Season Charges withdrawn.

● Arrangements made to transport drinking water to the drought-affected areas of Latur district in Maharashtra.

● First time-tabled container train service from Domestic Container Terminal, Okhla (Delhi) to Whitefield (Bengaluru) flagged off.

● Liberalized comprehensive parcel leasing policy & liberalized policy for parcel cargo express trains launched.

● Interactive seminar with major industries and stakeholders of Indian Railways freight business organized.

● Rationalized siding policy-a major freight segment reform easing the setting up additional private terminals launched.

● Commodity basket for container traffic – 43 additional commodities in Freight of Any Kind expanded.

● Station to station special freight rates policy has been liberalized.

● Solar Powered Guard Van of Goods (Freight) Train flagged off.
● Mini Rake Loading – Distance restriction has been eased from 400 km to 600 km. Due to this policy loading has witnessed 356% increase and earning has also shown 442% increase during April-Nov 2016 as compared to corresponding period of previous year.
● Dual Freight Policy for Export Iron Ore has been eliminated
● Automatic Freight Rebate Scheme in Empty flow Directions has been extended.
● Container Train Operators have been allowed to operate Parcel Special Trains on indent basis.
● Proposal to allow Private investment in General Purpose Wagons is being considered.

FINANCE
● Cabinet approved merger of rail budget with general budget; advancement of budget presentation and merger of plan and non-plan classification in budget and accounts.

● Cabinet approved Productivity Linked Bonus to railway employees.

● National Conference on “Accounting Reforms in Indian Railways - A Strategic Mission for Sustainable Growth” held

● Railway PSU RITES Achieved Highest Ever Total Income of Rs. 1294 Crore, Higher by 11% Over The Previous Year.


SYSTEM IMPROVEMENT AND INNOVATION
● Campaign for “Innovation Challenges for Indian Railways” launched.

● Concept Paper on Rail Development Authority of India prepared.

● Indian Railways appointed Ernst Young (EY) as consultant to tap advertising potential of stations and trains. EY to identify assets and pricing strategy across 7000 stations for the purpose of advertising.

● A 3 day Rail Vikas Shivir (Rail Development Camp) held with a view to generate numerous innovative yet practical ideas across most critical areas of Railway operations for substantial progress of this sector.

● Ministry of Railways in collaboration with Center for Transportation Research and Management (CTRAM) organised 17th National Rail Transport Conclave.



SAFETY

● Fortnight long massive safety drive launched to focus on measures to prevent derailments.
● Indian Railways working on an action plan on eliminating unmanned level crossings from the railway network. The exercise is a sub-mission of the Railways “Mission Zero Accident”. Regular awareness campaigns are underway to sensitize public about taking precautions while crossing unmanned level crossing

● TRI-NETRA - Terrain imaging for diesel dRivers Infrared, Enhanced Optical & Radar Assisted system trial launched.
● An action plan has also been chalked out for retro-fitting of the existing 45,000 ICF designed coaches with better safety features over the next 3 to 4 years.
● was decided that Indian Railways would completely switch over to the production of LHB coaches which are designed with better safety features like anti-climbing and anti-telescoping.
● Japan and Korea are roped in to improve the safety performance of Indian Railways
● Former CAG, Shri Vinod Rai and Renowned Nuclear Scientist Dr. Anil Kakodkar to be involved in improving the safety parameters of Indian Railways

SECURITY

● Dynamic measures undertaken by Railway Protection Force to come upto the expectations of the travelling public for a safer travel during year 2015-16

● Rescue of Children by RPF under “Operation Muskaan – II
● Fitment of CCTV In Amritsar- New Delhi Shan-E-Punjab Express inaugurated. Shan-E-Punjab Express becomes the First India Train fitted with CCTV surveillance Cameras. Surveillance Systems while monitoring security shall not compromise on privacy of Rail Passengers four to six cameras per Coaches installed with Digital Video Recorder Facial Recognition in Unambiguous Light and in Low Light Conditions Especially in Aisle Areas

ELECTRIFICATION AND SIGNALLING

● Indian Railways Khurja Yard gets Ultra Modern Computer based Signalling System

● International Conference on Decarbonisation of Indian Railways - Mission Electrification inaugurated.

● Railway Energy Management Company Limited (REMCL)-PTC (formerly known as Power Trading Corporation of India Ltd) Control Center Inaugurated

● Record electrification of 1775 rkm in a year in Indian Railways, has been achieved upto 15th Dec.’16, This is 20% higher than the previous record electrification of 1479 rkm achieved during the same period for calendar year 2015.

● To increase the pace of electrification; it was proposed to assign works to other Railway PSUs like IRCON & RITES including PGCIL (PSU of Ministry of Power).

● One of the most challenging railway project for conversion of 1500 V DC to 25000 V AC traction system has been successfully completed over the entire Mumbai division of Central Railway.

● 38 WAP7 locomotives have been fitted with Hotel Load Converters (HOG). 3000 liters of diesel is saved in one round trip between New Delhi-Mumbai by Rajdhani Express with HOG and reduce noise pollution.

GREEN INITIATIVES

● Substantial paper saving effort by budget wing of Railway Ministry in preparation and communication of Rail Budget 2016-17. This effort has resulted in saving of 12 lakh sheets of A-4 size paper and printing of 26 lakh pages.

● Indian Railways bagged highest ever 27 National Energy Conservation Awards for the Year 2015-16.

● ‘First Green Train Corridor namely Rameswaram - Manamadurai’ free from human waste discharge inaugurated.
● “Okha-Kanalus and Porbandar-Wansjaliya Sections in Gujarat of Western Railways inaugurated as Green Corridor Sections (Free from human waste discharge from trains).
● Till date about 400 MW (160 MW rooftop and 240 MW on land based system) has already been tied up/tendered out of the target of 500 MW rooftop and 500 MW land based solar power system to be set

● Model Tender Document for 100 MW Solar Rooftop project of IR finalized

● 339 nos. of Railway stations have already been fitted with 100% LED luminaries.

● First WDG4D HHP diesel locomotive no. WDG4D-70486 fitted with vacuum based toilet and bio-digester system inaugurated.



INITIATIVES FOR THE SENIOR CITIZENS & PERSONS WITH DISABILITIES

● Senior Citizens Concession Rules modified.
● Announcement of implementation of policy allowing differently abled persons to avail concession while travelling without escort.

● Railway Streamlined procedure for issue of concession certificate to physically challenged persons (Divyang)
● With a view to provide support to old and differently abled passengers requiring assistance at the stations, introduced Yatri Mitras Sewa for enabling passengers to book wheelchair services cum porter services.

HUMAN RESOURCE

● Policy decision taken to post Station Directors at all A1 Category Stations.

● Single person accountability for all facilities on trains-along with single nodal officer for monitoring launched.

CLEANLINESS (SWACHH RAIL MISSION)

● Nine-Day Long “Swachhta Saptah” held.

● In order to carry out efficient disposal of waste, Indian Railways has decided to provide separate dustbins for collections of biodegradable (wet waste) and non-biodegradable (dry waste) on the platforms and all passenger interface areas in A1 & A category stations apart from vending stalls.

● “Clean My Coach” Service launched to ensure cleanliness in Trains.

● Padma Bhushan Dr. Bindeshwar Pathak founder of Sulabh International appointed as a Brand Ambassador for “Swachh Rail Mission” of Indian Railway.

HIGH SPEED RAILWAY

● High Speed Train between Mumbai - Ahmedabad Corridor already sanctioned and under implementation with financial & technical assistance from Japan.

● Other high speed corridors along the diamond quadrilaterals are under exploration.

● Semi-High Speed Train between Delhi – Agra called Gatimaan Express started.

● 8 More semi-high speed corridors are under study.

● Indian Railways working on a proposal to acquire modern EMU Train Sets for improved average speed.

● Field Trials for Spanish Talgo Train held for saving substantial travel time.

● Mission Raftaar launched to work towards increasing speed of existing trains in Indian Railways

● Process is on for introducing faster trains Tejas as announced in the Railway Budget

● International conference on Technology for Ultra High Speed rolling stock jointly organised by Institute of Rolling Stock Engineers (IRSE) and Indian Railways Service of Mechanical Engineers Association (IRSMEA) with active support of Indian Railways held.
● Protocol for Undertaking Feasibility Study of Speed Raising of Nagpur-Secunderabad Railway Corridor Signed Between Indian Railways and Russian Railways
● ‘Mission Raftaar’ of Indian Railway Starts To Yield Results
SPORTS

● Indian Railways won National Chess Team Championship for the First Time

● 35 Sportspersons from Indian Railways participated in Rio Olympics
● Indian Railways among all sports organization in the country becomes the highest contributor for the Indian Olympic Contingent.
● Almost Entire Indian Women Hockey Team & Weightlifting Team Comprises of Railways Players.
● Sakshi Malik, a Railway Employee won the first Olympic Bronze Medal in 58 kg category in wrestling.

● Indian Railways Team Won Senior National Powerlifting Championship.

● Indian Railways Men Hockey Team Won MCC Murugappa Gold Cup Hockey Tournament For The First Time.

MOUs

● Memoranda of Understanding (MoU) signed between Ministry of Railways and Governments of Kerala, Andhra Pradesh,Telangana, Chhattisgarh, Haryana and Odisha for “Formation of Joint Venture Companies for Development of Railway Infrastructure in these States.

● MoU signed between India and Sweden on Technical Cooperation in Rail Sector

● A Memorandum of Understanding (MoU) Signed Between Ministry of Railways and Indian Space Research Organization (ISRO) for developing applications in the field of Remote sensing and Geographic Information System (GIS) for remote sensing at unmanned railway crossing including, all geospatial solutions and customized software solutions for providing reliable, efficient & optimal solutions to Railways in it various areas of operation thereby benefiting the rail user.

● Railway Ministry takes major step towards Scientific and Technical collaboration among major Government Technical and Scientific Agencies for development of special material and technologies for improving Railway Rolling Stock.

● Memorandum of Understanding (MoU) signed between Ministry of Railways and Confederation of Indian Industry (CII) on Green Industrial Units.
● Agreement Signed Between Indian Railway Stations Development Corporation Limited(IRSDC) And Bansal Group For The Redevelopment And Modernization Of Habibganj Railway Station
● Indian Railways Ties Up with Maharaja Sayajirao University, Vadodara for award of MBA Degree To Railway Probationary Officers In Specific Railway Fields
● Indian Railway Minister held discussions with the visiting German Transport Minister
● Ministry of Railways Promoting Railway Related Education in The Country in Collaboration With Premier Educational Institutions
MISCELLANEOUS

● Renovated National Rail Museum inaugurated.

● Conference on Heritage Rail Tourism organized jointly with Asia Pacific Heritage & Rail Tourism Organisation
● “Rail Geet” dedicated To The Nation
● India to supply Diesel Locomotive to Myanmar Railways.

● Indian Railways PSU RITES signed Locomotives Export Contract with Myanmar Railways.









AKS/MKV/AK

Zynda
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Re: Indian Railways Thread (Dec 2015)

Postby Zynda » 23 Mar 2017 21:37

I was reading about contract negotiations done by IR on Western Dedicated Freight Corridor. The Japanese have offered some kind of a sweet deal (I think Japanese were financing WDFC to a large extent) where in we would buy their 9000 HP freight locos in turn for them financing the construction of the corridor.

Further, IR has ordered 12000HP Prima locomotives for usage in other corridors/pan India (?) from Alstom. As it turns out that the cost of Japanese locomotives is nearly 2x the price of one Alstom loco. Obviously IR does not want to pay higher and is demanding a renegotiation of the contract with Japan. IR is willing to pay as much as Prima loco for the Japanese ones. I hope more informed person on IR like vsunder perhaps can throw in more light about the above but I can't help but notice many parallels between our defence contract negotiation & the above. The whole approach is archaic and it seems like IR did not do proper due diligence wrt the Japanese deal. I really think India/GoI should start promoting private sector to set up legals teams who will be in charge of scrutinizing & writing up contracts with GoI ministries and organizations.

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Re: Indian Railways Thread (Dec 2015)

Postby Avik » 24 Mar 2017 01:38

Zynda - more than 'lousy contracting' it could just be a scale and pricing issue. The number of Japanese locos contracted is less than half the Alstom ones contracted.

BTW, the Alston locos for India is not the Prima. Its this one..

https://en.wikipedia.org/wiki/Alstom_KZ8A

chetak
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Re: Indian Railways Thread (Dec 2015)

Postby chetak » 24 Mar 2017 04:08

Avik wrote:Zynda - more than 'lousy contracting' it could just be a scale and pricing issue. The number of Japanese locos contracted is less than half the Alstom ones contracted.

BTW, the Alston locos for India is not the Prima. Its this one..

https://en.wikipedia.org/wiki/Alstom_KZ8A


from wiki

https://en.wikipedia.org/wiki/Prima_(locomotive)

In November 2015 Alstom received a Letter of Award from the Ministry of Indian Railways to supply Indian Railways with 800 double section freight electric locomotives with associated long-term maintenance. The total contract is worth above €3 billion. The Prima locomotive for Indian Railways will be 9,000 kW at the wheel rim and will run at a speed up to 120 km/h. [8]

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Re: Indian Railways Thread (Dec 2015)

Postby Austin » 24 Mar 2017 23:20

Railways suffered over Rs 33,000 crore loss on passenger service: CAG

During 2010-11 to 2014-15, 560 cases of misclassifications and mistakes in accounts worth Rs 3,548.95 crore were pointed out by audit
http://www.governancenow.com/news/regul ... rKAcA.dpuf


The Railways was unable to meet its operational cost of passenger and other coaching services. During 2014-15, there was a loss of Rs 33,821.70 crore on passenger and other coaching services. The freight services earned a profit of Rs 38,312.59 crore which indicated that 88.28 percent of the profit from freight traffic was utilized to compensate the loss on operation of passenger and other coaching services, said a CAG report.

The Comptroller and Auditor General report - Union Government (Railways) Railways Finances – said that during 2014-15, total revenue receipts, increased by 12.43 percent which was below the Compound Annual Growth Rate (CAGR) of 13.99 percent during the period 2010-14. The growth of freight earnings and passenger earnings were 12.66 percent and 15.49 percent respectively against the CAGR of 14.32 per cent and 12.30 percent achieved during 2010-14. Net surplus after meeting dividend liability was Rs 7,664.94 crore in 2014-15. The Operating Ratio improved to 91.25 percent in 2014-15 from 93.60 percent in 2013-14.

During 2015-16, total revenue receipts increased by 4.57 percent which was significantly below CAGR of 14.86 percent during the period 2011-15. The growth of freight earnings was 3.23 percent in 2015-16 which was below the CAGR of 15.01 per cent registered during 2011-15. The growth of passenger earnings was 4.96 percent in 2015-16 which was also below the CAGR of 14.31 percent registered during 2011-15.

The report said that Railway funds closed at Rs 10,806.68 crore at the end of 2015-16 against the fund balance of Rs 6,872.73 crore in 2014-15. The improvement in fund balances was mainly due to not making payment of capital component of lease charges to Indian Railway Finance Corporation (IRFC) amounting to Rs 12,629.49 crore during the period 2011-12 to 2013-14 from Capital Fund. However, the railways started payment of capital component of lease charges to IRFC from Capital Fund from 2014-15 and made a payment of Rs 5,449.24 crore in 2014-15 and Rs 6,324.74 crore in 2015-16.

The Public Accounts Committee in its various reports has expressed serious concern over large number of misclassification occurring in the Accounts of Railways and despite repeated assurances given by the Ministry of Railways in their Action Taken Notes that necessary remedial measures have been taken to ensure that misclassification is curbed, numerous instances of misclassification are still being noticed by audit.
During 2010-11 to 2014-15, 560 cases of misclassifications and mistakes in accounts worth Rs 3,548.95 crore pointed out by Audit were accepted. Out of these 560 cases, 426 cases amounting to Rs 3,031.36 crore pertained to six Zonal Railways.

In 11 Zonal Railways, 66 cases of irregular adjustments involving money value of Rs 1,431.05 crore were pointed out by audit and accepted by railways.

It is observed that errors which could have been detected by the Accounts Department through internal check and rectified before closure of Final Accounts for the financial year remained un-noticed, the report said.

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Re: Indian Railways Thread (Dec 2015)

Postby SaiK » 25 Mar 2017 00:52

http://economictimes.indiatimes.com/ind ... 814715.cms

Modi government set to end SAIL's 'steel' monopoly in rail tracks, eyes private suppliers

The vast state rail operator is undergoing a $130 billion, five-year overhaul
$15 billion fund to improve rail safety.


---

running short of steel!

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Re: Indian Railways Thread (Dec 2015)

Postby vasu raya » 26 Mar 2017 20:59

http://www.news18.com/news/india/wi-fi-kiosks-at-500-remote-rail-stations-to-provide-e-services-1364350.html

A very good move indeed, not sure what stops them using the bogies of local trains as ad space for all the government schemes in vernacular.

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Re: Indian Railways Thread (Dec 2015)

Postby vsunder » 27 Mar 2017 20:27

Zynda wrote:I was reading about contract negotiations done by IR on Western Dedicated Freight Corridor. The Japanese have offered some kind of a sweet deal (I think Japanese were financing WDFC to a large extent) where in we would buy their 9000 HP freight locos in turn for them financing the construction of the corridor.

Further, IR has ordered 12000HP Prima locomotives for usage in other corridors/pan India (?) from Alstom. As it turns out that the cost of Japanese locomotives is nearly 2x the price of one Alstom loco. Obviously IR does not want to pay higher and is demanding a renegotiation of the contract with Japan. IR is willing to pay as much as Prima loco for the Japanese ones. I hope more informed person on IR like vsunder perhaps can throw in more light about the above but I can't help but notice many parallels between our defence contract negotiation & the above. The whole approach is archaic and it seems like IR did not do proper due diligence wrt the Japanese deal. I really think India/GoI should start promoting private sector to set up legals teams who will be in charge of scrutinizing & writing up contracts with GoI ministries and organizations.


I think IR contracted for 200 Japanese locos at 50 crores each from Japan for WDFC. Alstom locos are 25crores each, I have seen numbers like 800 Alstom Prima locos. The Japanese then were willing to go for a lower price provided the JICA interest rates were upped from 0.1%. Some negotiations followed and the Japanese lowered the price to 36 crores a loco. I am not sure where it is at now. But DMRC managed to get out of a contract with Japan for rolling stock and got Bombardier and Rotem coaches instead. So perhaps it is possible to re-negotiate or get out of the deal. Almost all the steel rails for WDFC is coming from Japan. Several shipments of rails from Japan have already come via Chennai port as reported in the news and in links I have given in this thread a while back.

The deal with Japan was 40 locos shipped from Japan in totally completed form. The next 50 in kit form to be assembled in India, like Meccano sets. The last 110 to be Made in India.

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Re: Indian Railways Thread (Dec 2015)

Postby shiv » 27 Mar 2017 22:10

Zynda wrote: Even the design is boxy & lacks any aerodynamic features.

Here is something that I really don't know. How much aerodynamic drag is significant for a 500,000 kg mass moving at 120 kmph showing only a relatively small surface area to the wind - I mean here you have something that is 4 meters broad and high and 500 (?) meters long and weighs say 500 tons.

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Re: Indian Railways Thread (Dec 2015)

Postby arshyam » 27 Mar 2017 22:12

Suresh Prabhu's focus on infra is paying off. The short but crucial 4th track in the north of Chennai was inspected and is expected to be thrown open soon. This will now complete the quad track sections radiating in 3 cardinal directions from Central/Chennai port - Attipattu 22 km to the north, Arakkonam 70km to the west, and Tambaram 30km south. This last line has an additional 3rd track coming between Tambaram and Chengalpattu, which is another 30km south. Once they finish the planned double line from Beach, which is next to the Chennai port, goods movement will gain a further fillip. There is also a plan to connect the Ennore port directly to the Mumbai line near Puttur, which is a few km short of Renigunta after the line turns north from Arakkonam.

Good news for the 3 ports in the city, and to suburban train travellers.


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Re: Indian Railways Thread (Dec 2015)

Postby sohamn » 27 Mar 2017 22:27

shiv wrote:
Zynda wrote: Even the design is boxy & lacks any aerodynamic features.

Here is something that I really don't know. How much aerodynamic drag is significant for a 500,000 kg mass moving at 120 kmph showing only a relatively small surface area to the wind - I mean here you have something that is 4 meters broad and high and 500 (?) meters long and weighs say 500 tons.


The aerodynamic drag at 100-120 kmph is minimal compared to the tractive effort. For goods locomotive , it really doesn't matter - all they care is how much of traction they can provide per axle without wheel slip. The challenge is the low friction/resistance in the rail, not higher resistance from the wind.

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Re: Indian Railways Thread (Dec 2015)

Postby shiv » 27 Mar 2017 22:30

^^thx
Crisp and to the point informative

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Re: Indian Railways Thread (Dec 2015)

Postby Rishi Verma » 27 Mar 2017 23:11

shiv wrote:^^thx
Crisp and to the point informative


But incorrect


HakimJi i am glad you are satisfied with the answer. But few points i learned after reading up about air friction vis railways might interest you.

Based on the following reference

http://www.google.co.in/url?q=http://ww ... dAp5j_cBOA


1) air resistance affecting of the entire train needs to be taken into account not just on the locomotive

2) slide 25 shows the graph where air friction almost doubles that of rolling friction and journal friction combined at speed exceeding 80mph

3) slide 33 has a Train Equation (also called Davis' Equation)

"trust but verify"

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Re: Indian Railways Thread (Dec 2015)

Postby vsunder » 28 Mar 2017 01:21

arshyam wrote:Suresh Prabhu's focus on infra is paying off. The short but crucial 4th track in the north of Chennai was inspected and is expected to be thrown open soon. This will now complete the quad track sections radiating in 3 cardinal directions from Central/Chennai port - Attipattu 22 km to the north, Arakkonam 70km to the west, and Tambaram 30km south. This last line has an additional 3rd track coming between Tambaram and Chengalpattu, which is another 30km south. Once they finish the planned double line from Beach, which is next to the Chennai port, goods movement will gain a further fillip. There is also a plan to connect the Ennore port directly to the Mumbai line near Puttur, which is a few km short of Renigunta after the line turns north from Arakkonam.

Good news for the 3 ports in the city, and to suburban train travellers.



Poor poor Manoharan, CRS Southern Circle. Poor, poor all CRS's in India. No rest for them, they are getting dragged day and night all over India for line openings and inspections. In addition to 4th line, above:

Last Friday Pollachi-Podanur gauge conversion CRS, before that Mathur-Vriddachalam CRS, March 30th Valadi-Trichinopoly second line and electrification, March 31st Mannaparai onwards to Kalpatichatram CRS inspection on Trichy-Dindigul line
for doubling and electrification. Only 20km left in doubling and electrification between Chennai-Madurai.
I will post videos of all this eventually. A few weeks ago Aryanakavu-Shengottai and Edamon-Punalur and Nellamangala-Hassan. Manoharan is a very tired man. Hassan-Yeshwanthpur intercity started Sunday, after 20 years this new line is operational. When the train reached Hassan there were very loud cheers and just delight.
If I start with other zones it is a long list. All can light up your Black Tiger Trichonopoly cheroot, and be careful of
Sherlock Holmes who knows that a Trichinopoly leaves an ash that is dark and flaky like what he did In a Study in Scarlet.

Also Ro-Ro in Delhi is a non-starter and plan has fallen through. OHE is too low due to low ROB's and trucks and lorries will hit traction wires unless less than 3.5 metres height. No takers for this height so the scheme of avoiding pollution in NCR area using Ro-Ro is on hold for the moment. They could fix it by having wagons low to the ground but that is another set of problems.
Last edited by vsunder on 28 Mar 2017 03:26, edited 1 time in total.

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Re: Indian Railways Thread (Dec 2015)

Postby vsunder » 28 Mar 2017 03:25

CRS inspection GC Podanur to Pollachi last Friday

https://www.youtube.com/watch?v=IdVT1bs ... e=youtu.be

Intercity Yeshwantpur-Hassan on the new line. This is the first train on this line. SWR claims no trains to Mangalore due to shortage of rakes, did the bus lobby strike again:

https://www.youtube.com/watch?v=FqGXMS3qVtA

Train arrives in Kunigal, first train in history to come to Kunigal, entire town turns out

https://www.youtube.com/watch?v=v_fxGLLSjqc

Train enters Hassan, excited crowds

https://www.youtube.com/watch?v=FWXTmmrXYYU


The last 1.5km at Srirangapatna, track linking to be over by March 31st as Tipu's armoury is now shifted. CRS inspection for double line electrified upto Mysore to be done soon within 5-6 months after substations are up and running.

Other inspections that have taken place around India:(last two months)

1. Itarsi - Pipariya electrification (on Howrah-Mumbai line via Allahabad-Jabalpur, Bagri-Tawa bridge is also coming up to double the small single line section on Prince Albert viaduct)
2. Cheoki - Shankargarh electrification (same as above near Allahabad)
3. Pilibhit - Majhola Pakadia newly converted BG line
4. Sojat Road - Marwar Bhinmal second line (Delhi-Ahmedabad doubling project, this runs parallel to WDFC,
so in all there will be 4 lines, 2 for WDFC and 2 IR)
5. Parbhani - Mirkhal second line
6. Tilati - Akalkot Road second line (between Gulbarga-Solapur, Mumbai-Chennai trunk line, this section still to be electrified)
7. Wakav - Mohol second line (between Solapur-Daund on Mumbai-Chennai trunk line, still to be electrified)
8. Dulabhachera - Baraigram newly converted BG line
9. Tarapit Road - Rampurhat third line
10. Hirakud - Godbhaga second line
11. Singapuram road - Lanjigarh Road electrification
12. Hadapa - Saragipali second line
13. Bolagarh Road - Rajasunakala new line
14. Chappra - Thawe newly converted BG line
15. Sukri Mangela - Ghunsore newly converted BG line (Satpura Narrow gauge railway GC, between Gondia-Jabalpur, this section is in particular between Jabalpur and Nainpur, Will provide an alternate path between Southern India, and Varanasi, Gorakhpur, Allahabad and Bihar, which bypasses Itarsi and takes load off it)
Trains are already running on GC Jabalpur-Sukrimangela commissioned Nov 2016. This was fast.

Other projects that have had CRS inspection and are being commissioned within a month:

1. Ginigera - Chikkabenakal new line (part of Hospet-Raichur new line, will aid in moving coal etc from Mormugoa port to Raichur Thermal power plant)
2. Nelamangala - Hassan new line(see above first train ran on it last Sunday)
3. Morthad - Nizamabad new line
4. Devarakadra - Jaklair new line
5. Kalyanadurgam - kadirideverapalli new line (Rayadurga-Tumkur new line, will provide a shorter route to Hospet from Bangalore and may help in a quicker journey to Hampi)
6. Mantralayam Rd.(Brindavana of Shri Raghavendra swami)- Matumari second line (bridge over Tungabhadra river, Chennai-Mumbai doubling project. The original bridge over the Tungabhadra river was designed by the grandfather of Alan Turing the famous computer scientist. His mother was born in the Podanur railway colony) with this Chennai-Gulbarga is completely double lined and only 195 km between Gulbarga-Akkalkot and Kurduwadi(junction for Pandharpur)-Daund is left for doubling between Chennai-Mumbai. Electrification is another matter. Mumbai-Daund-Bhigwan is electrified and Chennai-Guntakal is electrified for sure and about 400km not electrified between Chennai and Mumbai.
7. Tiruvalla-Changanaserry Doubling and electrification ( Kochi-Trivandrum via Kottayam doubling project) commissioned.
8. Edamon-Punalur and Aranyakavu-Sengottai, GC, on Kollam-Sengottai GC project, commissioned.

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Re: Indian Railways Thread (Dec 2015)

Postby arshyam » 28 Mar 2017 07:16

As usual, lots of detailed updates!

vsunder wrote:CRS inspection GC Podanur to Pollachi last Friday
Palakkad-Pollachi GC is already done, right?

Intercity Yeshwantpur-Hassan on the new line. This is the first train on this line. SWR claims no trains to Mangalore due to shortage of rakes, did the bus lobby strike again:
There is a lot of demand for better connectivity on this route, but a severe paucity of trains. SWR claims too much freight movement, rake shortage, etc. Even the latest demand for starting the already announced Kudla express seems to be in abeyance. It's sad that BLR is much better connected to MAS and CBE than MAQ. Heck, MAS is better connected to MAQ! In general, I don't know if it is all due to the bus lobby, but intercity/overnight trains with KA are a poor shadow of what one sees in TN or AP.

The last 1.5km at Srirangapatna, track linking to be over by March 31st as Tipu's armoury is now shifted. CRS inspection for double line electrified upto Mysore to be done soon within 5-6 months after substations are up and running.
I assume they will commission the double line without waiting for electrification? This was the last bottleneck, IIRC.

6. Mantralayam Rd.(Brindavana of Shri Raghavendra swami)- Matumari second line (bridge over Tungabhadra river, Chennai-Mumbai doubling project. The original bridge over the Tungabhadra river was designed by the grandfather of Alan Turing the famous computer scientist. His mother was born in the Podanur railway colony) with this Chennai-Gulbarga is completely double lined and only 195 km between Gulbarga-Akkalkot and Kurduwadi(junction for Pandharpur)-Daund is left for doubling between Chennai-Mumbai. Electrification is another matter. Mumbai-Daund-Bhigwan is electrified and Chennai-Guntakal is electrified for sure and about 400km not electrified between Chennai and Mumbai.
I was going to ask about the Tungabhadra bridge :). This was a major pending work forcing traffic to slow down for the single line bridge. How much time do you think the remaining work will take? Any major bridges holding up the work? I don't care for electrification if I can get the extra track to begin with. In any case, Mumbai bound trains are running under electric traction all the way up to Guntakal, which is a substantial improvement over the short MAS-RU (Renigunta) stretch. Even trains out of BLR are now under electric traction (Prashanthi express last week was hauled by an ED WAP4). With the exception of the Rajdhani and Karnataka, the rest would move to electric traction soon.

All fine and dandy, but the pressure on Erode and RPM to supply electric locos will increase significantly. ED especially is already stretched, trying to cover the entire KL region (which will soon include the northern stretch to MAQ) and BLR+CBE traffic. Not to mention their stubborn hold over 'prestigious' links like TN and KL expresses :). RPM is a smaller shed and has to deal with northbound links out of MAS, and the line toward MDU. AJJ was converted into a pure goods shed, not sure if they have any passenger locos left. That would help. Otherwise, GTL shed will need to start operations soon to relieve the pressure, or all these wires will be there, but trains running with D locos - any idea where GTL plan is at?

IMHO, electrifying the BLR - GTL single line was a case of misplaced priorities. Ghat section notwithstanding, doubling the line first would have gone a long way in relieving congestion on this stretch. It is like the NH-7 highway being only a 2 lane road :). What the BLR region needs is not electrification (that can come later), but more double tracks radiating out of the city.

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Re: Indian Railways Thread (Dec 2015)

Postby arshyam » 28 Mar 2017 07:33

Rishi Verma wrote:1) air resistance affecting of the entire train needs to be taken into account not just on the locomotive

That's right. That's why the WAP-4 "aerodynamic" locos are anything but :lol:. But for the speeds they run at, and the length of the trains (24 heavy ICF coaches), they are good enough. Reliability and ruggedness trumps aesthetics, and the WAP-4s are some of the most reliable locos around.

The conversion to LHB rakes will start the process as they are lighter to begin with. Not having dynamo batteries as in the ICF coaches means lesser resistance and tractive effort to move them. These two changes alone will make up the lack of aero styling on the loco. But the inter-coach gaps still remain, which will have to be addressed. Not sure how much different that will make for 110-130 kmph ops though, which is the bulk of IR passenger traffic.

But these LHB rakes can be efficiently utilized only when hotel load is enabled, i.e. locos power the coaches' electric fittings, AC etc. (LHB coaches have no batteries). Apparently, WAP-4s don't have that facility (could be wrong about this), and IR has been reticent getting it working on the newer and more powerful WAP-7. The big bad American diesels may have, but the SDRE Alcos don't*. Without that, these LHB coaches need a diesel generator to power them, and for fail safe reasons each train has 2 generator coaches. 2 extra coaches that don't need to be there. Even with hotel load, I am told there will be one generator coach for backup - so that's still dead weight they'll lug around.

* It's funny that I call the Alcos as 'SDRE' since they are also of Amriki origin. Alco: American locomotive co. which went defunct in the sixties itself. IR/DLW used the platform (WDM-2) to come up with a with a variety of diesel locos, which have faithfully served as IR's backbone for a long time: WDM-2, 2A, 2B, 3A, 3D, WDG-1, 2, 3A, WDP-1, 2, 3A, etc.

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Re: Indian Railways Thread (Dec 2015)

Postby vsunder » 28 Mar 2017 07:46

arshyam wrote:As usual, lots of detailed updates!

vsunder wrote:CRS inspection GC Podanur to Pollachi last Friday
Palakkad-Pollachi GC is already done, right?

Intercity Yeshwantpur-Hassan on the new line. This is the first train on this line. SWR claims no trains to Mangalore due to shortage of rakes, did the bus lobby strike again:
There is a lot of demand for better connectivity on this route, but a severe paucity of trains. SWR claims too much freight movement, rake shortage, etc. Even the latest demand for starting the already announced Kudla express seems to be in abeyance. It's sad that BLR is much better connected to MAS and CBE than MAQ. Heck, MAS is better connected to MAQ! In general, I don't know if it is all due to the bus lobby, but intercity/overnight trains with KA are a poor shadow of what one sees in TN or AP.

The last 1.5km at Srirangapatna, track linking to be over by March 31st as Tipu's armoury is now shifted. CRS inspection for double line electrified upto Mysore to be done soon within 5-6 months after substations are up and running.
I assume they will commission the double line without waiting for electrification? This was the last bottleneck, IIRC.

6. Mantralayam Rd.(Brindavana of Shri Raghavendra swami)- Matumari second line (bridge over Tungabhadra river, Chennai-Mumbai doubling project. The original bridge over the Tungabhadra river was designed by the grandfather of Alan Turing the famous computer scientist. His mother was born in the Podanur railway colony) with this Chennai-Gulbarga is completely double lined and only 195 km between Gulbarga-Akkalkot and Kurduwadi(junction for Pandharpur)-Daund is left for doubling between Chennai-Mumbai. Electrification is another matter. Mumbai-Daund-Bhigwan is electrified and Chennai-Guntakal is electrified for sure and about 400km not electrified between Chennai and Mumbai.
I was going to ask about the Tungabhadra bridge :). This was a major pending work forcing traffic to slow down for the single line bridge. How much time do you think the remaining work will take? Any major bridges holding up the work? I don't care for electrification if I can get the extra track to begin with. In any case, Mumbai bound trains are running under electric traction all the way up to Guntakal, which is a substantial improvement over the short MAS-RU (Renigunta) stretch. Even trains out of BLR are now under electric traction (Prashanthi express last week was hauled by an ED WAP4). With the exception of the Rajdhani and Karnataka, the rest would move to electric traction soon.

All fine and dandy, but the pressure on Erode and RPM to supply electric locos will increase significantly. ED especially is already stretched, trying to cover the entire KL region (which will soon include the northern stretch to MAQ) and BLR+CBE traffic. Not to mention their stubborn hold over 'prestigious' links like TN and KL expresses :). RPM is a smaller shed and has to deal with northbound links out of MAS, and the line toward MDU. AJJ was converted into a pure goods shed, not sure if they have any passenger locos left. That would help. Otherwise, GTL shed will need to start operations soon to relieve the pressure, or all these wires will be there, but trains running with D locos - any idea where GTL plan is at?

IMHO, electrifying the BLR - GTL single line was a case of misplaced priorities. Ghat section notwithstanding, doubling the line first would have gone a long way in relieving congestion on this stretch. It is like the NH-7 highway being only a 2 lane road :). What the BLR region needs is not electrification (that can come later), but more double tracks radiating out of the city.


Arshyam I shall try to answer what I know:

1. You saw the video of Podanur-Pollachi CRS inspection that I linked. It was done Friday, so CRS report and then some rectification if needed and then they open. It will be a direct link from Coimbatore and parts of Kongunadu to South TN and temple towns Palani etc. The Pallakad-Pollachi GC link which has been operational for some time will allow a Pilgrimage express, that does Gokarna, Udipi and Mookambika on Konkan, then south past Mangalore to Kaladi, Guruvayoor, then Pallakad, then, Palani, Madurai, Trichy and ends at Rameshwaram. Many people would like to see such a train. Maybe when the Karnaprayag-Rishikesh link is done in a decade one can have a train from Karnaprayag(for Badrinath and Kedarnath) to Rameswaram. Can touch Ujjain and then go on GC,
Mhow-Khandwa and also touch Omkareshwar, so 5 Jyotirlingas including Tryambak(Nashik rd.) so call it Jyotirlinga express. Kedarnath, Ujjain, Omkareshwar, Tryambak, Rameshwaram.

2. Line block and non-interlocking signals for 17-20th March for Matamari-Mantralayam rd. so commissioning is within a few days.

3. Yes ED e-locos are stretched. Remember our poor Manoharan, a few weeks ago he inspected and okayed 64 km Mangalore-Charvattur OHE as you say so end to end Chennai-Mangalore is doubled and electrified. So now that section needs e-locos for West Coast, Mangalore Mail, Egmore exp. leave alone Parsuram, Malabar exp, Ernad exp plying between Mangalore and Trivandrum. If you put in Rajdhani and others between Trivandrum and parts North via Mangalore and Konkan railway, then yes ED shed is stretched and yes you pre-empted them, they have complained that they have few locos to spare. Mangalore-Mangalore Harbour(Panambur) electrification is moving slowly, I hope it is done by year end. Then electrified right up to the SR-Konkan railway border.

4. Regarding bus lobby, it is very powerful. Many of them get awards for "social service" on Karnataka Rajyotsava day. SWR maintains it is the paucity of rakes that prevents them starting Kudla express. Kudla actually means Junction in Konkani but Tulu speakers also refer to Mangalore as Kudla.

Poor Manoharan is everywhere nowadays, one day Mangalore, next day Chennai, they seek me here, they seek me there, those damned DRM's seek me everywhere, they seek me in heaven, they seek me in hell, the death defying.......

%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%
This is the announcement of Mohol-Vakav, DRM Solapur also tweeted, so seems commissioned as this
is non-interlocking work to connect signals to the new double line.
LINE BLOCK IN SUR DIVN OF CR - DOUBLING OF GTL-WADI-GR-SUR-DD

Traffic Blocks between Mohol – Vakav section of Solapur Division from 1.2.2017 to 5.2.2017



Traffic Blocks between Mohol – Vakav section of Solapur Division from 1.2.2017 to 5.2.2017

Central Railway will operate a special traffic blocks for Non-Interlock working in connection with doubling of Mohol - Vakav section of Solapur Division commencing from 1.2.2017 to 5.2.2017 (5 days).

%%%%%%%%%%%%%%%%%%%%%%%%%%

Here is the answer to your other question: This is non-interlocking work

In order to facilitate works related to commissioning of Double line between Matmari – Mantralayam Road stations of Guntakal Division, traffic blocks are imposed from 17thto 20th March, 2017. Consequently, the following passenger trains are partially cancelled as detailed below.

Trains Partially Cancelled:
1.Train No. 57631 Solapur-Guntakal passenger journey commences o­n 18th, 19th and 20th March, 2017 is partially cancelled between Raichur and Guntakal stations.
2.Train No. 57632 Guntakal-Gulbarga passenger journey commences o­n 18th, 19th and 20th March, 2017 is partially cancelled between Guntakal andRaichurstations.
3.Train No. 57428 Guntakal- Raichur passenger journey commences o­n 17th, 18th and 19th March, 2017 is partially cancelled between Adoni andRaichurstations.
4.Train No. 57427 Raichur – Guntakal passenger journey commences o­n 18th, 19th and 20thMarch, 2017is partially cancelled between Raichur and Adonistations.
%%%%%%%%%%%%%%%%%%%%%%%%
Regarding Bangalore, the Arsikere-Tumkur doubling earthworks are moving very fast, and also Hubli-Chikjajur doubling. Center has released ample funds and gotten on their case. Also Hotgi-Gadag doubling is moving fast and bypass line at Hotgi is done. This line past Bijapur is very important and Cabinet has released ample funds. Kudgi super thermal plant, many steel industries are coming up in this backward part of North Karnataka and doubling will help the movement of freight rakes. Kudgi station was recently upgraded with several loop lines as the super thermal plant is getting ready and needs ample siding and connectivity. As I say India badal raha hai teji se.

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Re: Indian Railways Thread (Dec 2015)

Postby shiv » 28 Mar 2017 09:53

Rishi Verma wrote:1) air resistance affecting of the entire train needs to be taken into account not just on the locomotive

2) slide 25 shows the graph where air friction almost doubles that of rolling friction and journal friction combined at speed exceeding 80mph

3) slide 33 has a Train Equation (also called Davis' Equation)

"trust but verify"

Thanks for trying but read the question before attempting to provide an answer.

How does the aerodynamic shape of the face of the engine affect performance of a 500 ton train doing 120 kmph? You have not answered the question. In fact you have not provided any answer at all. You have only said that the length of train must be "taken into account" The question was about the locomotive face and the answer I got first was what I was looking for.

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Re: Indian Railways Thread (Dec 2015)

Postby Rishi Verma » 28 Mar 2017 10:04

shiv wrote:
Rishi Verma wrote:1) air resistance affecting of the entire train needs to be taken into account not just on the locomotive

2) slide 25 shows the graph where air friction almost doubles that of rolling friction and journal friction combined at speed exceeding 80mph

3) slide 33 has a Train Equation (also called Davis' Equation)

"trust but verify"

Thanks for trying but read the question before attempting to provide an answer.

How does the aerodynamic shape of the face of the engine affect performance of a 500 ton train doing 120 kmph? You have not answered the question. In fact you have not provided any answer at all. You have only said that the length of train must be "taken into account" The question was about the locomotive face and the answer I got first was what I was looking for.


dude, you have major ego issue and never say "oops i was wrong",

Where did i say "length" of the train?

You need reading glasses hakimJi, because i gave you references with page numbers but still you make a spectacle of yourself.

Its actually a social experiment for me, if a doc says Chicken is a Pig, how to convince him... No amount of convincing will work with 1/2 learned egoistic people

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Re: Indian Railways Thread (Dec 2015)

Postby Indranil » 28 Mar 2017 10:41

I was always fascinated with this question. How come cars that run at the same speed as a train benefit from aerodynamic shaping but trains do not. I am sure the loco designers are not fools to leave a simple shaping out of the design given the cost of each locomotive!

Actually it lies in the fact that the frontal part of the locomotive is a minuscule part of the trains aerodynamic drag. Much more significant drag comes from the gaps between cars and undercarriages. People have studied how to reduce this drag for example by installing outward blowing fans in the gap between cars, etc. The study that Rishi Saar posted earlier is on the similar lines on how to arrange the cars such that the gaps between them is optimized for lower drag. Notice that they never suggested streamlining the face of the loco. Unfortunately, Rishi saar is already all-knowing. So, he doesn't need to learn anything new and can limit himself to conducting social experiments.

On high speed trains, shaping matters. Also notice that they have a fairing to cover the gap between the cars and to keep the airflow from interacting with the undercarriage.

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Re: Indian Railways Thread (Dec 2015)

Postby vina » 28 Mar 2017 13:27

Indranil wrote:I was always fascinated with this question. How come cars that run at the same speed as a train benefit from aerodynamic shaping but trains do not.

Reynolds Number difference. Consider the length of a train vs. the length of a car / truck. There is scale effect in this . A longer body will require PROPORTIONALLY less powering than a shorter body. Same reason why they have "Road trains" in Australia. You hitch three or 4 trailers together as a train, the powering requirements drop proportionally.

Added later. The train will have predominantly friction drag and hence streamlined, while a truck because of shorter length has significantly high pressure drag and hence streamlining of the nose and taper in rear is important. For high speed trains, peak pressure when entering a tunnel or when crossing an oncoming train in the opposite track can get very high, so streamlining nose in high speed trains might be done I think.
Last edited by vina on 28 Mar 2017 21:43, edited 1 time in total.

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Re: Indian Railways Thread (Dec 2015)

Postby Zynda » 28 Mar 2017 14:56

Rishi,
Thx for posting that presentation. It was a good read.

Hakimji, thanks for raising your question. Forced me to do some amateurish research. In anycase, I did learn something new by this exercise. Apparently, the frontal face shaping does not affect drag a whole lot at speeds below 85 mph. Also I did not know that cars behind the loco would contribute to the drag in that intensity. Found this post on a Train Magazine forum...a little longish read but for me it was worth it. Also corroborates with literature posted by Rishi.

The longitudinal air resistance of any substantial train due to aerodynamic drag on the power is not a major proportion of train resistance at typical track speeds. You are correct in thinking that the major component of train resistance is at the cars, not at the locomotives. The situation is, of course, progressively different as speed advances above about 85 to 90 mph, with nose streamlining becoming essential, but you should also consider that the built-up regions of high pressure ahead of the locomotive function quite effectively as a streamlined 'nose cone' and very little actual reshaping or vanes are required to control this quite effectively. If you don't believe this, ask yourself why a pickup with full tailgate gets better mileage than the same model with one of those stupid "flow-through" panels...

Meanwhile -- we're not in the cab-and-booster era any more, and unlikely to return to it in freight service... ask the railroaders on the list why if you haven't read the previous threads on the general subject. If you have three identical locomotives in the consist... how do you streamline them all effectively? Just pointing the nose isn't going to help too much. There isn't much involved in putting a Genesis cab on a Dash-9 style unit; ask yourself why even with fuel at current levels, no railroad is doing this. Yeah, I know, it's godless capitalism... but capitalism is a mighty good determinant of action when money's at stake... and saving money is really what your take on streamlining is implicitly about.

Fans blowing air into the gaps between cars would likely consume far more power than would be used to overcome the drag attributable to the gaps -- completely aside from the capital cost of providing them. (And what would you propose for the gaps where there are empties?) I'd like to see the reference for this idea.

A somewhat 'better' solution is inflatable diaphragms at the car ends... the idea being to give reasonable flow stabilization past the gaps, not provide perfect 'streamlining'. It is also possible to use active or passive vanes or airfoils to control some of this. My opinion is that it's the instabilities, not the 'air resistance' per se, that causes the major problems at freight speeds. The cost and operational complexities of these systems generally precludes their adoption in routine service -- just not enough saving to justify the hassles that the crews have to go through to make the stuff work right, every time, and keep it all in proper operating condition. (I'd like to think that it would stay perfect, but Murphy and Finagle have resolved otherwise...)

Likewise, the drag attributable to crosswinds dwarfs that of longitudinal movement, particularly on TOFC (with high drag around the undercarriage and due to the higher profiles and longer gaps) and COFC with ribbed-sided containers. Laymen often seem to think that the only 'wind' on a train is that which comes directly from the front, and that crosswinds short of those violent enough to derail cars do nothing more to train resistance than 'make the cars sway'. One solution used in Europe was to increase tumblehome on the vehicle sides -- something that doesn't 'package' well in the world of ship containers!

Regarding the better bearings: I get the impression that you're looking at some other definition of 'better' than applies in the railroad industry. You do understand why magnetic bearings aren't used on boxcars, or even intermodal trains, don't you? Even in the 1990s, Timken was building bearings with low friction and sealed maintainability past the wear limits on the wheels -- better than that is essentially pointless. If you look at the recent research into top-of-rail lubrication, you'll note that this produces increased running efficiency higher than that which would result from 'perfect' lubrication in the bearings (i.e. no component of rolling resistance attributable to bearings) -- some proof, I think, that very little additional efficiency is to be obtained from "better" bearings of any design; there had better be a minimum 500.000-mile life without maintenance or external power on your 'better bearing' for it to be even "as good" as what current technology provides...

There are MUCH better things to be redesigned on conventional freight railcars than bearings. Start with continuous wheel profile turning (and precise pair sizing), field hard-coating of wheel treads, better brake composition and actuation mechanisms, and multiaxis damping (particularly including yaw damping, which must be proportionally greater for high rates, among other things). Then see if there's an economic justification to magic-wear-rate grinding, better 'tuning' of transitions, teaching crews how to actually line and surface transition spirals with existing equipment, etc. Make stick flange lubricators and top-of-rail systems ubiquitous... if they pay. All these things have, imho, a greater influence on train operations than aerodynamic drag. And we haven't done more than scratch the surface on how to eliminate unnecessary stops and slow orders, even one of which wipes out the whole theoretical gain from locomotive streamlining...

I have very little doubt that bean-counting railroad management would embrace locomotive streamlining if it paid. I concur that (imho) it's a little shortsighted for GM to embrace so aggressively 'unstreamlined' an approach as the SD70M-2, particularly considering what these locomotives cost, but I'm also not privy to construction economics, and have learned not to second-guess people or judge situations in a business without finding out the facts and context beforehand.

Whether we like it or not -- and in quite a few ways I don't -- railroads exist to make money, not maximize efficiencies. This is particularly hard for me, at times, because I have a love of technology, effective and elegant design, high speed, DFM, etc., as well as a certain romance for that part of railroading that runs trains fast. It's quite logical to burn more fuel to save money... if you have run your numbers correctly and are actually making money on the bottom line, and aren't Penn-Centraling your railroad somehow by deferring critical things (like maintenance) until the situation goes nonlinear. My opinion is that modern railroad management are not a collective pack of blind fools, and are, in fact, quite cognizant of fuel burn and desirous of reducing it.

As an exercise, I'd like to see a full lifecycle costing of streamlining as applied to locomotives -- fab cost, maintenance and crash-resistance implications, cooling, wake-turbulence analysis, etc., balanced by the savings attributable to the practice. (If you like, include the goodwill attributable to the better appearance... that was, after all, a principal justification for streamlining on both steam and diesel locomotives in the past!! ;-})

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Re: Indian Railways Thread (Dec 2015)

Postby Zynda » 28 Mar 2017 18:37

vsunder saar, I saw the video of BLR-Hassan. Quite a humbling experience to watch people get excited about railway connectivity, which many of us in metro cities take for granted at least in the current times. Anyways, most of the terrain looks flat with no major gradient...do you have any idea about the max speed the tracks/line is designed for?

I will repeat arshyam's question about BLR-MYS doubling. Post March 31st, would the stretch between Kaveri rivers & Srirangapatnam Station be thrown open for traffic?

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Re: Indian Railways Thread (Dec 2015)

Postby Zynda » 29 Mar 2017 22:20

Railways opts for global shopping for 200 kmph locos

NEW DELHI: The Railways will go for global shopping to acquire high speed locomotives with a Rs 500 crore project to run trains at 200 km per hour on Delhi-Mumbai and Delhi-Kolkata routes.

Speed is the latest matra for railways as it is going ahead with the action plan to upgrade Delhi-Kolkata and Delhi-Mumbai rail corridors enabling the track fit for 200 kmph train run.

"We will float the global tender for acquiring 10 high speed electric locomotives, which can haul trains at 200 kmph and beyond, from the market shortly," said a senior Railway Ministry official.

"The transfer of technology of the high power locomotives and its maintenance will be the responsibility of the successful bidder, besides supplying 10 locos to railways," said the official.

The Rs 500 crore project involves purchase of high speed locomotives, transfer of technology and maintenance for 13 years as per the bidding requirement.

The high power locomotives are expected to haul 22-24 coaches train at 200 kmph on Delhi-Mumbai and Delhi-Kolkata routes to reduce the travel time. :eek:

In order to match the loco capacity, railways has started the manufacturing of Linke Hofmann Busch (LHB) coaches with speed potential of 200 kmph.

The high speed LHB coaches are about to be turned out from Rail Coach Factory at Kapurthala.

Besides Talgo coaches, which are also meant for higher speed on the existing tracks, are likely to be hauled with these high speed locomotives.

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Re: Indian Railways Thread (Dec 2015)

Postby sohamn » 29 Mar 2017 22:42

Which car do you guys think has lower drag?

a) Viper RT 1996
Image


b) Chevy Astro 2005 Minivan
Image

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Re: Indian Railways Thread (Dec 2015)

Postby sanjaykumar » 30 Mar 2017 01:52

Probably the second.

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Re: Indian Railways Thread (Dec 2015)

Postby vsunder » 30 Mar 2017 07:49

Zynda wrote:vsunder saar, I saw the video of BLR-Hassan. Quite a humbling experience to watch people get excited about railway connectivity, which many of us in metro cities take for granted at least in the current times. Anyways, most of the terrain looks flat with no major gradient...do you have any idea about the max speed the tracks/line is designed for?

I will repeat arshyam's question about BLR-MYS doubling. Post March 31st, would the stretch between Kaveri rivers & Srirangapatnam Station be thrown open for traffic?


Actually not quite, there is a very deep cut and also a tunnel that took some time to excavate on BLR-Hassan new line. One positive outcome is that there are no level crossings on this new line and this makes for better speed. The line is maybe OK for 130kmph max operations but CRS has determined an initial operational speed of 90kmph max.
Here are the tunnel videos on this line and deep cutting. This is during the speed testing and trials.

https://www.youtube.com/watch?v=xoAE9K3QmN4

Regarding BLR-Mysore doubling. The track linking through Srirangapatna station and the two branches and bridges over the Kaveri river amounts to 1.5km. This track linking was reported as targeted to be done by 31st March. Then there are 3 rounds of tamping of the ballast once track linking is complete. Each round will take 2 days, then there is setting up electric traction poles and wiring. I am not sure of the status of wiring in Mysore yard and there was some report of the traction substations not complete. Thus by mid May I would perhaps be confident they will be ready for CRS inspection. There is a possibility it may be done earlier and the entire Bangalore-Mysore line doubled and electrified, or there is also a possibility of work slippage and we see work ending mid June. Then it depends on the schedule of the CRS. So I said earlier 5 months, but I suspect this is 3-4 months or slightly earlier before we have a commissioned Bangalore-Mysore doubled and electrified track . Once electrified many trains will save time like Shatabdi as it will no longer be necessary to switch from Diesel(on MYS-SBC section) to electric on Bangalore-Chennai section.

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Re: Indian Railways Thread (Dec 2015)

Postby Singha » 30 Mar 2017 10:03

But isnt the existing abb wap7 hauling rajdhani already capable of 200kmph with 25 coaches?

Is this like buying longbow apache ignoring lch in hand

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Re: Indian Railways Thread (Dec 2015)

Postby Zynda » 30 Mar 2017 10:25

That would be WAP5. WAP7 was a passenger variant of the original WAG-9 freight locomotive. WAP7 if I recall correctly is rated for 140Kph only. Apparently, there was lot of vibration issues due to freight to pax conversion. Also a single WAP5 isn't powerful enough to haul 25 coaches at 160Kph, forget 200 Kph. IR did try having multiple units of WAP5 but had issues with excessive catenary vibrations (?) due to lot of vertical movement of electric loco's pantograph at such high speeds. So part of the problem may be track laying itself...lot of undulating features which show up at high speeds. I could be wrong on that though.

vsunder saar, thanks for answering. I wonder why IR is limiting to 130 Kph line rating when they can design some of the newer sections to higher speeds (160+) right now instead of thinking about it 30 years hence forth like they are conducting studies for Mysore-Bangalore-Chennai line among others.

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Re: Indian Railways Thread (Dec 2015)

Postby vina » 30 Mar 2017 10:57

sohamn wrote:Which car do you guys think has lower drag?

Trick question .. And hence trick answer. The Viper will have a lower drag.
But which has lower drag coefficient ? So how does it square with the answer?

Perfect video posted by VSunder which shows the flow around the train.


Watch the flow in the tunnel. It is constrained by the tunnel sides and it is pushed forwards by the engine , sort of like a piston pushing out air in an open tube.. You can see the dust come out of the tunnel a fair bit before the engine comes out .

Once the engine is out the flow dramatically changes. Watch the dust. It is a great substitute for smoke in flow visualisation studies, here it is free and is real time and real world. See how it flows primarily along the sides of the train (swept up and then extends right beyond the end of the train) and separates out. The longer the train, further behind is the wake and a much weaker wake. I a car, you tend to have a wedge shaped boot and the wake is typically at the top of the boot (and a smaller wake) than if you let the wake separate out at the top of the rear glass (like in a hatch back).

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Re: Indian Railways Thread (Dec 2015)

Postby sohamn » 30 Mar 2017 12:02

vina wrote:
sohamn wrote:Which car do you guys think has lower drag?

Trick question .. And hence trick answer. The Viper will have a lower drag.
But which has lower drag coefficient ? So how does it square with the answer?



Good thinking Vina. :idea: Aerodynamics is affected by the frontal drag and the overall drag coefficient. The frontal drag is all about how effectively an object can something slice through a fluid and the drag coefficient is all about how overall fluid movement around the body of moving objects creates resistance.

So, while the frontal drag is lower in the viper, the overall drag coefficient is significantly higher - resulting in poor aerodynamics compared to the minivan. Hence, in an locomotive mere frontal streamlining and drag reduction is not enough, at higher speeds overall drag coefficient matters even more. So, a WAG7 with WAM shell vs WAP shell will not matter much untill the entire drag coefficient is reduced.

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Re: Indian Railways Thread (Dec 2015)

Postby JayS » 30 Mar 2017 15:52

vina wrote:Watch the flow in the tunnel. It is constrained by the tunnel sides and it is pushed forwards by the engine , sort of like a piston pushing out air in an open tube.. You can see the dust come out of the tunnel a fair bit before the engine comes out .

Once the engine is out the flow dramatically changes. Watch the dust. It is a great substitute for smoke in flow visualisation studies, here it is free and is real time and real world. See how it flows primarily along the sides of the train (swept up and then extends right beyond the end of the train) and separates out. The longer the train, further behind is the wake and a much weaker wake. I a car, you tend to have a wedge shaped boot and the wake is typically at the top of the boot (and a smaller wake) than if you let the wake separate out at the top of the rear glass (like in a hatch back).


The beak-like shape of Japanese Bullet trains is dictated by this problem - high speed train entering a tunnel. High enough speed and it could create shockwaves. The shapes that those Shinkansen trains have at the front vents the entrapped air in upward direction reducing the pressure in the front.

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Re: Indian Railways Thread (Dec 2015)

Postby JayS » 30 Mar 2017 16:18

sohamn wrote:
vina wrote:Trick question .. And hence trick answer. The Viper will have a lower drag.
But which has lower drag coefficient ? So how does it square with the answer?



Good thinking Vina. :idea: Aerodynamics is affected by the frontal drag and the overall drag coefficient. The frontal drag is all about how effectively an object can something slice through a fluid and the drag coefficient is all about how overall fluid movement around the body of moving objects creates resistance.

So, while the frontal drag is lower in the viper, the overall drag coefficient is significantly higher - resulting in poor aerodynamics compared to the minivan. Hence, in an locomotive mere frontal streamlining and drag reduction is not enough, at higher speeds overall drag coefficient matters even more. So, a WAG7 with WAM shell vs WAP shell will not matter much untill the entire drag coefficient is reduced.


Frontal drag is a part of total or overall drag.

And the Viper has Higher Drag coefficient which is typically expected from Sports cars which want to generate a lot of down force. In fact you know which cars have highest drag coefficients..?? The F1 cars..!! Cd >1 in some cases. That's 3-4 times higher that what typical cars have (~0.3).

I would expect Minivan would have higher drag force and much less stability than the Viper at high speeds (say >100mph)

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Re: Indian Railways Thread (Dec 2015)

Postby Zynda » 30 Mar 2017 17:21

When I mentioned aerodynamic shaping, I was NOT referring to shaping that is done on bullet trains...more like a slight streamlining of the front.

This locomotive is called F-125, designed by Caterpillar Inc. (formerly EMD) to replace existing passenger diesel-electric locomotives in US.

Image

The locomotive is designed to have an in-service max speed of 125mph (200 Kph). Note the front facade of the locomotive...some slight aerodynamic shaping.

This is P-42 locomotive...the one being replaced by F-125 and P-42 is a GE Rail product. The P-42 has a slightly less max speed of 110mph (177 Kph) even though the routes along which it runs in US are largely restricted to 79mph (~130 Kph) operational speed.

Image

Again note the frontal shaping.

I will bet that IR will eventually adapt them locomotives to haul passenger trains. In fact, RDSO of India had put a white paper around 4-5 years ago (I will post a link later when I find it) where it mentioned the need for 6000 HP diesel-electric locomotive to haul the Shatabdi & Rajdhani Express rakes at speeds up to 150 Kph (94 mph). At those speeds, even some front streamlining would be helpful. It is perfectly possible that DLW along with GE Rail could modify the front facade (may not be an extensive redesign since it may affect crash worthiness of the underlying structural elements) slightly later on...I am basing the above on the existing track record of IR adapting all previous diesel freight loco purchase from US which have been put in to Pax hauling services as well in IR.


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