Monday 19 August 2013

Indian Railway’s new WDG5 Locomotive, supported by Electro-Motive Diesel

Indian Railway’s new WDG5 Locomotive, supported by Electro-Motive Diesel
High Points

- Electro-Motive Diesel Expands presence in India by bringing fresh tech to the Indian railways.

- Setting up World Class Production Facility at Patli, Gurgaon.

- Opening an Engineering Center of Excellence in Lucknow.

- This upcoming diesel locomotive has an output of 5500 BHP, which makes it the strongest diesel locomotive ever run on the Indian rail network. In combination with its record high tractive effort of 560 KN, it can pull significantly more load at higher speeds, thus enabling Indian Railways to increase the system throughput in the rail network.

Indian Railway’s new WDG5 Locomotive, supported by Electro-Motive Diesel-wdg5-picture.jpg

- The WDG5 locomotive design is a significant enhancement over the existing high horsepower diesel locomotives currently in use on the Indian Railways. It includes electronic fuel injection, radial grids and high adhesion, lightweight fabricated bogies. It has a modern driver interface and crew-friendly features, such as an air conditioned cab and toilet, which is another first for the Indian Railways fleet.

- This locomotive is the only one that incorporates salient features from International Union of Railways (UIC) and Association of American Railroads (AAR) crashworthiness criteria and is a major step forward in safety.
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Diesel Locomotive Classes – Broad Gauge

Diesel Locomotive Classes –
Broad Gauge

Note: Information on meter gauge and narrow gauge diesels can be found here.

Broad Gauge Diesel Locomotives

Note: Class names for mainline diesels are according to the new classification scheme, with references to the class names in the old system for those classes that were renamed, or for older classes that are out of use. See the general loco page for an explanation of the new and old schemes.
The remaining units of this class arrived in 1959. In the late 1990s, the remaining units were all in SER, based at Bondamunda and perhaps some at Waltair and relegated to shunting or piloting duties as they were withdrawn / condemned. There used to be some at Gonda and Gorakhpur, a few used for carrying sugarcane traffic. Today all have been withdrawn. One loco (not working) is at Gonda shed.
The very first WDM-1 (#17000) has been ear-marked for preservation at the National Rail Museum ([2/01] not yet refurbished).
WDM–2WDM-2 (Class name unchanged after reclassification.) 2600 hp Alco models (RSD29 / DL560C). Co-Co, 16-cylinder 4-stroke turbo-supercharged engine. Introduced in 1962. The first units were imported fully built from Alco. After DLW was set up, 12 of these were produced from kits imported from Alco (order no. D3389). After 1964, DLW produced this loco in vast numbers in lots of different configurations. This loco model was IR's workhorse for the second half of the 20th century, and perhaps the one loco that has an iconic association with IR for many people. These locos are found all over India hauling goods and passenger trains — the standard workhorse of IR. Many crack trains of IR used to be double-headed by WDM-2 locos; this has decreased now owing to the electrification of most important sections and the use of more powerful locos. A single WDM-2 can generally haul around 9 passenger coaches; twin WDM-2's were therefore used for 18-coach trains.
WDM-2 JumboJumbos – A few locos of the WDM-2 class produced in 1978-79 have a full-width short hood; these are unofficially termed 'Jumbos' by the crew. These range from serial numbers around 17796 or so to about 17895 or so (17899 and above are known to be 'normal' WDM-2s). These were apparently produced with the idea of improving the visibility for the drivers, but it was learned later that it did not make much of a difference under the typical operating conditions of these locos. Some of these were later modified to have narrower short hoods to look more like the other WDM-2's. Two locos, #17881 and #17882, were trial locos produced by DLW when they were considering shutting down Jumbo production; these look like ordinary WDM-2 locos, even though there are other Jumbos with higher road numbers than them. Some Jumbos have undergone further modifications: Loco #17854 was a Jumbo based at Jhansi in 1981; now [6/04] it has been rebuilt as a WDM-3A locomotive (based at Pune) by DCW, Patiala.
WDM-2 JumboThe classification WDM-2A is applied to those that were re-fitted with air brakes (most of these therefore have dual braking capability), while WDM-2B is applied to more recent locos built with air brakes as the original equipment (these very rarely have vacuum braking capability in addition, especially if they have been rebuilt by Golden Rock). (However, in the past, before the widespread use of air-brakes, a few modified versions with a low short hood at one end like the WDS-6 were also classified WDM-2A.) A few WDM-2 locos of the Erode shed have been modified and sport a full-forward cab at one end, with the dynamic brake grid, blower, etc. moved between the cab and the traction alternator.
The original Alco designs had a 10-day, 3000km maintenance schedule, which was later extended by some modifications to a 14-day schedule. Now [1/02], the schedule is being extended to 30 days by increasing the capacities for various fluids (lubrication oil, etc.), and improving some bearings (mainly, using roller bearings for the suspension). The original WDM-2 bearings were very susceptible to failure. However, given the age of this model, unsurprisingly even locos that have been modified for a 14-day schedule do often require more frequent maintenance or minor repair so they end up being put on a 7-day schedule anyway.
WDM-2 locos are excepted from the new mainline diesel classification scheme and will remain classified as WDM-2 and not 'WDM-2F' as they might be in the new scheme based on their horsepower.
The first one supplied by Alco was #18040. This one is no longer in use and is now preserved at the National Railway Museum at New Delhi. The second one from Alco, #18041, is currently [7/05] homed at Kalyan shed and is often seen hauling the Diva - Vasai DMU service. The first WDM-2 built by DLW, #18233, is now at Andal shed (not much in use). The last WDM-2's were in the 16000 series. The very last one is #16887.
The WDM-2 locos have a max. speed of 120km/h. There are generally speaking no restrictions for running with the long hood leading, although it's been reported that in some cases the practice was to limit it to 100km/h. The gear ratio is 65:18.
Some WDM-2 units are being converted [2/02] to have AC-DC transmission (alternator driving DC traction motors) by DCW, Patiala. Golden Rock workshops have also been renovating some WDM-2 locos with new features such as twin-beam headlamps.
Only one WDM-2 loco (#16859, Ernakulam shed) is known to have had cab air-conditioning fitted. This was the first loco to have air-conditioning in India; this was done by the ERS shed in 1997 right after receiving the loco from DLW, but it was disabled later as the auxiliary alternator proved too weak to run the air-conditioner well.
A few WDM-2 locos downgraded for shunting duties have been seen marked with a WDM-2S class name; e.g., some at Itwari shed [2003] and some at Kurla. A few have also been spotted bearing the class name WDS-2, e.g., those at the Kalyan shed where they are used for shunting. These appear to be quirks of the local shed staff and not officially recognized classifications.
DCW Patiala has rebuilt some WDM-2 units to class WDM-3A/WDM-2C specifications. WDM-3AThese are a little different from the normal WDM-2C from DLW. They look very similar to WDM-2's, except for a bulge on one of the doors of the hood; this is due to the presence of a centrifugal fuel filter which moved there because the model required larger aftercoolers. There are some other slight differences in appearance. These units have a GE turbocharger and a different expressor with integral air drying facility. They have a Woodwards governor which leads to even running and idling, and (to the great disappintment of Alco smoke fans) reduces the amount of black smoke during intense acceleration. These also have roller bearings for the suspension, improving on the longstanding problem of bearing failures on the regular WDM-2 model.
Following the new mainline diesel classification scheme, new WDM-2C's converted or overhauled by DCW, Patiala, are being labelled WDM-3A (new).
Brief Notes
  • Builders: Alco, DLW
  • Engine: Alco 251-B, 16 cylinder, 2600hp (2430hp site rating) with Alco 710/720/?? turbocharger. 1000rpm max, 400rpm idle; 228mm x 266mm bore/stroke; compression ratio 12.5:1. Direct fuel injection, centrifugal pump cooling system (2457l/min @ 1000rpm), fan driven by eddy current clutch (86hp @ engine rpm 1000).
  • Governor: GE 17MG8 / Woodwards 8574-650.
  • Transmission: Electric, with BHEL TG 10931 AZ generator (1000rpm, 770V, 4520A).
  • Traction motors: GE752 (original Alco models) (405hp), BHEL 4906 BZ (AZ?) (435hp) and (newer) 4907 AZ (with roller bearings)
  • Axle Load: 18.8 tonnes, total weight 112.8t.
  • Bogies: Alco design asymmetric cast frame trimount (Co-Co) bogies (shared with WDS-6, WDM-7, WAM-4, WCAM-1, WCG-2).
  • Starting TE: 30.4t, at adhesion 27%.
  • Length over buffer beams: 15862mm.
  • Distance between bogies: 10516mm.
Note:The WDM-3A has nothing to do with the original WDM-3 Henschel locos, and is the new class code for the WDM-2C loco based on the power rating of 3100hp (see below).
WDM-3A / WDM–2CWDM-3A, baldie variant (Old class name WDM-2C, new class name WDM-3A.) These 3100hp locos are more powerful versions of the WDM-2. The first one was delivered on August 22, 1994. A single WDM-2C could haul a 21-coach passenger train, something that required two of the older WDM-2's. The WDM-2C / WDM-3A also has a rated top speed of 120km/h, and has the same power-pack as the WDG-2 and WDP-2 locos. Early units were air-braked but lately many have been provided dual-braking capability. Dynamic brakes are also provided. The loco has a single cab. Gear ratio 65:18 as with the WDM-2. All recent units have a square profile, but a few early versions have a rounded appearance. Starting in [11/02], even higher powered units (3300hp) have been turned out by DLW, Varanasi, and DCW (DMW), Patiala -- all recent WDM-3A are of 3300hp power rating.
DLW has also experimented with improvements to the Alco 251 powerpack to extract 3900hp out of it, and this is being [4/02] tested in a few locomotives.The new class name for these is WDM-3A.
WDM-2CA is a variant of the WDM-2C (numbers beyond #14080). Dual brakes? (not confirmed) These units all had right-hand seating for the driver. Later these were all reclassified WDM-3A along with the WDM-2C locos, but a few remain at Erode shed with the old class name on them [7/05].
Brief Notes
  • Builders: DLW
  • Engine: Upgraded (by DLW) Alco 251-C (16 cylinder), 3100hp (2900hp site rating) early models, 3300hp from 2003, 1050rpm max / 400rpm idle; direct fuel injection. Cooling and fans as with WDM-2. ABB VTC304-15 or Napier NA 295 IR turbocharger.
  • Governor: GE 17MG8 / Woodwards 8574-650.
  • Transmission: Electric with BHEL TA 10102 CW alternator, 1050rpm, 1130V, 4400A. (Earlier used BHEL TG 10931 AZ alternator.)
  • Axle Load: 18.8 tonnes. Wheelset: Co-Co trimount bogie.
  • Starting TE: 30.4t, at adhesion 27%.
  • Length over buffer beams: 15862m
  • Distance between bogies: 10516mm.
More recently [7/05] a loco marked WDM-3C, #14147, has been spotted. Its road number puts it in the WDM-3A series, but in its construction it appears to share the body shell, bogies, fuel tank, cowcatcher, and so on with the WDM-3D. It is thought that DLW may be trying out a new variant design as a compromise between the 3100hp WDM-3A which is no longer being produced, and the 3400hp WDM-3D model which has suffered many problems with its electronic systems. For instance, it is possible (this is speculative) that this loco #14147 had a 3300hp powerpack with WDM-3D style (WDG-3A style) high-adhesion bogies, a bigger fuel tank (from the WDG-4) and without the electronic complexity of the WDM-3D.
Left hand drive, WDG-3A style High Adhesion bogies, air cylinder under footboard, WDP-4 style fuel tanks, engine doors like WDP-4, marker lights outside cabin doors, electronic horn. Improved bogies with stem type vertical and lateral dampers in place of 'eye' type for easier maintenance. High capacity buffers. Components and auxiliaries improved with the aim of making the duty schedule longer between maintenance visits to the shed. Fuel tank capacity 6000l, engine oil sump capacity 1210l.
The WDM-3D is the result of a concerted effort by DLW to incorporate some of the best features of the GM/EMD locomotives (WDP-4/WDG-4) into the proven Alco base technology with which DLW has enormous experience. The WDM-3D uses General Electric's 'Bright Star' microprocessor control system to monitor and control various engine parameters, to detect wheel slip, and to supply power in a phased manner to the traction motors under slipping conditions. (Some later units may have switched to a control unit from Medha.) An oil cooler is provided in this loco, a first for the Alco-based models produced in India. The cab in the first units of this class is a normal metal one, but later units are expected to feature a fibre-glass cab as seen in the WDP-4 (e.g., #20012). (This will result in thWDM-3. Photo by Naren Damodarane dynamic brake resistor grid being moved to behind the cab.) The control desk will also be changed to be similar to that of the WDP-4. [11/08] Only one locomotive (#11121) so far has had cab this modification. Rest of the fleet retain the classic Alco hood design but have had the dynamic brake resistor moved to the roof on the short hood (#11200 onwards?).
The first one was built in July, 2003, numbered #11101. Launch livery deep blue with cream stripes, but has possibly been repainted very soon after. Spotted with damaged sandboxes in December 2003 at Bangalore. Maker's plate read 'DM-3D-001, July 2003'. The first few units (five, [11/04]) were all homed at Krishnarajapuram but later transferred to Erode. Serial production started in late 2005 with locos being alloted to almost all major BG diesel sheds.
Nomenclature: The class name 'WDM-3D' would normally imply 3400hp, however this loco is rated at 3300hp, just like the WDM-3C. Originally when this was developed, it was named WDM-3C+, but apparently IR decided that this was too confusing, and re-classified it as 'WDM-3D' to avoid confusion with the WDM-3C class. In addition, the 3500hp WDM-3E class (see below) is referred to as 'WDM-3D without equalizer' in IR documents, so the class name 'WDM-3D' is somewhat ambiguous as it may refer to either the 3300hp or the 3500hp loco..
Brief Notes
  • Builders: DLW
  • Weight: 117t
  • Axle Load: 19.5t
  • Bogies: Alco High-Adhesion Co-Co fabricated bogies.
  • Length: 18626mm
  • Width: 2950mm
  • Height: 4077mm
  • Starting TE: 353kN (36036kgf)
  • Gear ratio: 18:65
  • Traction Alternator: BHEL TA 10102FV
  • Traction Motor: BHEL 5002AZ CGL 7362A
  • Compressor: 6CD4UC
  • RPM: 390rpm-400rpm idling, 1050rpm at 8th notch
  • Main brake reservoir pressure: 10.4kg/cm2
This is a 3500hp loco developed by DLW in 2008, based on the WDM-3D design. (RDSO circulars suggest that some prototypes or early versions may have been rated at 3300hp.) It has a high-adhesion bogie ('HAHS') which has a design modified from similar high-adhesion bogies by the removal of equalizing and compensating mechanisms in order to reduce the unsprung underframe weight of the locomotive (and also to circumvent problems seen with the equalizing and compensating mechanisms in the bogie). It has a permitted speed of 105km/h and a maximum design speed of 120km/h. GM-style dynamic brakes spotted on some. Air-braked.
This loco was later redesignated as WDM-3D without equalizer in IR documents, which creates confusion with the 3300hp WDM-3D class noted above.
Brief Notes
  • Builders: DLW
  • Weight: 118.2t
  • Axle Load: 19.7t
  • Bogies: HAHS bogie without equalizers and compensating mechanisms
  • Starting TE: 373kN (38060kgf)
  • Traction Motor: BHEL 4097
This is a 3600hp loco developed by DLW, based on the WDM-3D design (continuing the development that resulted in the WDM-3E loco). It has a high-adhesion bogie without equalizers ('HAHS' bogie) just like the WDM-3E. It has a permitted speed of 105km/h and a maximum design speed of 120km/h. Locos of this class are air-braked. Some of these locos have been spotted with a GM-style short hood and roof-mounted dynamic brake equipment, while others have a rounded, quasi-streamlined hood reminiscent of the WDM-2C units (the ones nicknamed 'baldies' on IRFCA).
Brief Notes
  • Builders: DLW
  • Weight: 120.0t
  • Axle Load: 20.0t
  • Bogies: HAHS bogie without equalizers and compensating mechanisms
  • Starting TE: ?
  • Traction Motor: GE 752NR
They are 2-stroke engines fitted with Woodwards governors. All units of IR were equipped only for vacuum brakes. Top speed generally limited to 120km/h, although they were run at 130km/h regularly for the Howrah Rajdhani, and even run in some speed trials at 145km/h. Haulage capacity 2400t. The Co-Co bogies used for this loco were Flexicoil 'Mark 1' cast steel types.
All were eventually based at NR's diesel shed at Mughalsarai. The Doon Exp. was one of the first to get these locos (it was also one of the first major trains to switch from steam). Most prominently, the Howrah Rajdhani was hauled by a WDM-4 at one time, as were many other prestigious trains (AC Exp. (now Poorva), Himgiri, and Kashi-Vishwanath Exps.). Later they used to haul local area passenger trains on the Dehradun - Moradabad - Lucknow - Varanasi - Mughalsarai - Buxar - Patna - Howrah sections. The Bareilly-Mughalsarai Passenger was probably the last train to get these locos. These locos could haul around 9 passenger coaches; for the 18-coach Rajdhani and other trains they were invariably used with two locos coupled together.
All are now decommissioned [7/00]. About 20 are at Mughalsarai shed [7/01], and the rest at Alambagh stores depot destined for scrapping. One (#18001, second of class) is now [2/01] at the NRM. IR numbers 18000-39, 18080-111. Interestingly, the gap in serial numbers corresponds to the 40 units of this model delivered by GM to Pakistan at the same time. Four units (18004, 18022, 18098, and 18107) were purchased by IRCON in 2000, and sent to Bangladesh for construction work.
WDM–6WDM-6 18901 at Burdwan in 2001. Photo by Deepak Sapra. (Class name carried over from old system.) Rarities! DLW built just two of these locos, which have a short centre-cab with a long hood and a short hood. Nos. 18901, 18902, assigned to ER, built in July 1981 and in 1982, and currently [4/00] based at Burdwan and handling departmental duties and occasional shunting. Known as 'Maruti' or 'chutka gari' by the staff. They are 1350hp Bo-Bo locos with the same 6-cylinder inline engine (Alco 251D-6 variant) and traction motors (4), and hood superstructure, as the YDM-4 locos, with a WDM-2 underframe. The power rating of the YDM-4 powerpack is too low to haul anything more than very small rakes, so it's not clear exactly what IR had in mind when these locos were designed and built. Perhaps they were to take on short-haul commuter and suburban services, a task which the DMUs and MEMUs have proved good at. The Bo-Bo bogies of these locos are of a fabricated design, similar to those seen on the WDP-1, apparently not related to any other diesel loco bogies found on IR although perhaps loosely based on the Flexicoil models.
These Co-Co diesel-electrics were designed for branch-line duties (top speed 105km/h). They have bodies with two 3-axle bogies and are similar to the WDM-2 in appearance. The power-pack is a 12-cylinder Alco 251B unit. They are now used mostly for shunting, and occcasional branch-line duties on the Trivandrum - Kottayam, Cochin - Alleppey, and Cochin - Trivandrum sections. The first 10 have generators and a top speed of 105km/h. The last 5 in this series have dynamic brakes, alternators, and a top speed of 100km/h. Both batches have a 94:17 gear ratio.
Brief Notes
  • Builders: DLW
  • Engine: Alco 251B-12 variant, 2000hp
  • Transmission: Electric, with BHEL TG 10931 AZ generator — DC shunt wound (first 10), or BHEL TA 10105 AZ alternators — 3 phase star (the last 5)
  • Gear ratio: 94:17
  • Fuel capacity: 5000l
Rated at 2300hp. Bo-Bo fabricated bogies. Produced from April 1995, last loco on March 26, 1999. WDP-1 locos are excepted from the new mainline diesel classification scheme and will remain known as WDP-1 and not WDP-2C or some such.
  • Builders: DLW
  • Engine: Alco 251C-12 variant, 2300hp, with Napier NA 295 or ABB VTC304 turbocharger. 1000rpm max / 400rpm idle. Fuel injection, cooling, fans, governor as with WDM-2. 228mmx266mm bore/stroke. 12.5:1 compression ratio.
  • Transmission: Electric, with BHEL TA 10106 AZ alternator (1000rpm, 750V, 4200A).
  • Axle Load: 20t. Wheelset: Bo-Bo fabricated bogies (an odd design, shared with the WDM-6, apparently loosely based on the Flexicoil models).
  • Starting TE: 20t at 25% adhesion.
  • Length over buffer beams: 14810mm
  • Distance between bogies: 8800mm
The first one, #15501, rolled out in October 1998. Used on KR (e.g., Trivandrum Rajdhani) ,some SR sections [8/00] (Chennai Egmore - Kanyakumari) and NR. Rated top speed is 160km/h (in both directions). Two-stage suspension with Flexicoil Mark IV fabricated bogies (Co-Co). Air-braked. The WDP-2A variant is essentially the same, but with dual brakes. The new class name for these is WDP-3A.
  • Builders: DLW
  • Engine: Alco 251C-16 (upgraded by DLW), 3100hp. 1050rpm max / 400rpm idle. Napier NA 295 IR or ABB VTC304-15 turbocharger. 228mm x 266mm bore/stroke, 12.5:1 compression ratio. Unit fuel injection. Cooling system has centrifugal pump with 3785l/min capacity @ 900rpm; fan driven by an AC motor, 35kW.
  • Transmission: Electric, with BHEL TA 10102 BW alternator (1050rpm, 1130V, 4400A)
  • Axle Load: 19.5t.
  • Bogies: Co-Co Flexicoil Mark 5 (fabricated bogie frame and bolster assembly)
These are 4000hp locos with the 16-cylinder EMD 16-710 (16-V-710G3B-EC) turbocharged engines (AC-AC transmission) with unit fuel injection. The fabricated underframe has a rigid design. The bogies are GM's light-weight cast HTSC bogies similar to those of WDG-4 locos but meant for passenger use. (See the WDG-4 notes for some more information.) The bogies are said to have a 'million mile' overhaul interval because of a reduction in the number of wearing surfaces. The suspension is a two-stage suspension. They have an interesting Bo1-1Bo wheel arrangement. At 119t they are 7t lighter than the WDG-4 because they have 2 fewer traction motors. Max. speed 160km/h, although in trials it is said to have been run at speeds up to 180km/h. However, in most cases today [2/05] the loco is restricted to 110km/h or so since it used for hauling heavier 24-coach passenger trains. Factor of adhesion is claimed to be around 32% (all-weather). The EM2000 onboard microprocessor system provides a flexible and expandable control system with complete self-diagnostic and unit history features. The cab body is made of fibreglass. It is expected that these will need to return to their home sheds only once in about 90 days for regular maintenance. However, the links at Hubli [1/05] are such that these end up being 'home' every 15 days in any case. Indigenization has proceeded well with many components being made in India now: motors by Crompton, alternators by Kirloskar, etc.
Unusually for IR locos, the DLW-built WDP-4's have cab air-conditioning factory-installed. However, the Hubli shed apparently discourages the use of the air-conditioning equipment for fear it affects fuel consumption adversely [10/04].
Starting in April 2005, these locos were allocated in large numbers to Krishnarajpuram shed of the SWR with Siliguri in the NFR receiving a few locos in late 2006. [12/08] More sheds are expected to home these locos, but currently, along with Hubli, these are the only sheds that handle this class. The current holding of all sheds combined is 75+.
#20040 homed at KJM shed is the first IGBT based WDP-4. The traction conversion system was supplied by Siemens.
  • Builders: GM EMD, DLW
  • Engine: GM-EMD 16-710, 4000hp
  • Transmission: Electric (AC - AC), GM components?
  • Weight: 118t
  • Tractive Effort: 27.0t (264.8kN). Some sources say 27.5t (269.8kN)
  • Brake horsepower: 3939hp
  • Engine rpm: 950
  • Weight: 118t
  • Fuel tank capacity: 6000l
A 24-coach (1430t) passenger rake can be accelerated to 110km/h in 1020 seconds (over 25.7km) by a WDP-4.
WDP–4B These locos are modified versions of the WDG-4 class locos, used for passenger operations. They have a reduced axle load of 20.2t (compared to the WDG-4's 21t axle load), achieved mainly by trimming the weight of the underframe. The gear ratio is 17:77, horsepower rating of 4500hp (brake horsepower 4150hp), and the maximum tractive effort is 384.4kN. It has an operational design speed of 130km/h and a maximum speed of 150km/h. The cab is slightly wider to provide better visibility when running long hood forward. All other features are essentially the same as with the WDG-4. Please see the WDG-4 class information for more details on this loco. Other points to note are below.
Initially two prototypes of the WDP-4B class were built using components for the WDP-4 class loco (#20047, #20075 - in the number series for the WDP-4 class). Serial production of these locos began in March 2010.
Note that although the class designation makes it seem like a minor variant of the WDP-4 class, it has significant differences from it, being much closer to the WDG-4 class. In particular, the WDP-4 has 4 PAC traction motors (Bo-Bo) whereas the WDP-4B has 6 traction motors (Co-Co). In addition, the traction motors have individual inverters, so that in the case of one inverter failing, 5 traction motors are still available, allowing the loco to reach its destination under reduced power. Traction control uses IGBTs instead of GTOs. The control software has also been changed so as to squeeze out power at the top end of each traction motor under most conditions, unlike with the WDP-4 where the software was more constraining in terms of when it would allow maximum power to be drawn. The WDP-4B also has a provision for an inverter-driven head-end power unit, allowing running trains without a generating car (EOG) for hotel power.
WDP–4C Non-existent?? It is unclear if this class actually exists. No confirmed sightings have been reported, nor any official documents referring to this class been seen. The class name may have been used internally by DLW or by one of the diesel sheds for experimental variants of the WDP-4 model.
First loco delivered on July 18, 1995. A WDG-3A / WDG-2 can haul about 3000 tonnes on ordinary gradients. Shares bogie design with WCAG-1, WCAM-3, WAG-7 (high-adhesion trucks). They are the most common goods locos seen on KR. The gear ratio is 74:18. Most of these are air-braked, but some (e.g., at Pune) are being retrofitted with vacuum brakes to make them dual-braked to handle the vacuum-braked freight stock (TP, TK petroleum tankers between Loni petrol depot and Miraj; some BCX rakes, etc.).
WDG-3Balancing speed of 69km/h with a 58 BOXN wagon load. Max. speed 100km/h. The WDG-2A variants are dual-braked. Some older WDG-3A units were made with left-hand-side driving position in the cab. [7/02] Newer units of the class are being fitted with microprocessor governors. The first of these variants, Garuda (#14951) is at Gooty. One WDG-3A, #14944 at Erode, has an air-conditioned cabin.
  • Builders: DLW
  • Engine: Alco 251C-16 upgraded by DLW, 3100hp. 1050rpm max / 400rpm idle. Fuel injection, cooling, fan, bore/stroke as with WDM-2C. Compression ratio 12.5:1. NAP NA2951R or ABB VTC304-15 turbo-supercharger.
  • Transmission: Electric, with BHEL TA 10102 CW alternator (1050rpm, 1130V, 4400A).
  • Axle Load: 20.5t; total weight 123t.
  • Bogies: Alco High-Adhesion Co-Co fabricated bogies
  • Starting TE:37.9t at 30.8% adhesion.
  • Length over buffer beams: 17850mm
  • Distance between bogies: 11500mm
The loco shed at Hubli has been modified to handle these; initially all will be based at Hubli and will be used to haul mineral ore freight from Bellary or Hospet to Vasco da Gama.
The locos are rated at 4000hp and use 3-phase AC traction motors. They can start a load of 58 BOXN wagons on a 1 in 150 grade and have a balancing speed of 85km/h for such a load on level track. Max. speed is 100km/h. They can be MU'd with up to 4 units operating in tandem. Gear ratio 85:16. Axle load 21 tonnes. They have an evaporation-bath-cooled converter system, and the Siemens SIBAS 16 traction control system. The locos also have slip-control mechanisms.
They are expected to have lower maintenance costs, as they need to return to the home shed only once in 90 days instead of every 7-10 days as with the earlier diesels. Fuel costs are also about 20% lower than with the WDM-2. [1/05] Earlier plans to home more of these at Golden Rock seem to have been dropped; instead more are expected to go to the northeast (Siliguri? New Alipurduar?).
The first units from GM were #12001-12013 manufactured between 7/97 and 9/98; followed by a second order (#12014-12021) manufactured around 12/98. The first unit, #12001, has been seen often [1/05] in a green-black livery with no IR markings and instead '9001 / General Motors' painted on it.
Recent WDG-4 units have added GTO control of the traction motors.
  • Builders: GM, DLW
  • Engine: GM-EMD 16-710 G3B, 4000hp, with EMD 'G' turbocharger. WW PGR governor. Unit fuel injection, centrifugal pump as with WDP-2, cooling and fan as in WDP-2.
  • Transmission: Electric with TA-17-CA6A alternator, 900rpm, 2200V AC / 3000V DC, 1600A AC, 2100A DC.
  • Wheelsets: Co-Co bogies
  • Starting TE:55t at 41% adhesion.
  • Length over buffer beams: 19964mm
  • Distance between bogies: 13888mm (? or 13666mm?)
  • Weight: 128t
  • Fuel tank capacity: 6000l
A modified version of this loco with reduced weight is designated WDP-4B and is used for hauling passenger trains.
WDG‐5
Proposed design published in September 2010, this is a 5500hp locomotive, with 560kN tractive effort. A vision statement of IR suggests that up to 5,000 units of this class will be manufactured by 2020.
WDS–4, WDS–4A, WDS–4BCLW produced some of these diesel-hydraulic locos beginning in 1967-1968, but bulk production began only in 1969. (Some of the later units were probably built at the Diesel Loco Works, Varanasi.) WDS-4BWheel arrangement: 'C'. 6-cylinder 4-stroke turbo-supercharged engines. WDS-4 models are rated at 600hp, WDS-4A at 660hp, and WDS-4B at 700hp. (The same power-pack is used on all the models, upgraded for each.)
Many of these were used by public-sector units and some private companies for industrial uses. (These are the only IR locos in use today with hydraulic transmission.) WDS-4B numbers are shared in a range with WDS-4D locos. The first WDS-4A, #19057, named 'Indraprastha', was homed at Shakurbasti for a long time (still is [10/05]) but is due to be decommissioned and sent to the NRM shortly. Some WDS-4A locos (e.g., #19063) have over the course of time 'lost' their sub-class marking and are marked simply as WDS-4 -- it's not clear whether this is just a sloppy job by the painters or indicates some real variation in the locos.
Brief Notes
  • Builders: CLW
  • Engine: Mak/CLW 6M 282 A(K), slight variations and power differences for WDS-4A, WDS-4B, etc.
  • Transmission: Mak-Suri 2-speed hydromechanical transmission (WDS-4), Voith hydraulic transmission (WDS-4A), Suri hydromechanical transmission (WDS-4B)
The first ten were numbered #19459-#19468 but later renumbered as they were all allocated to public-sector industrial concerns. (The same numbers were later allotted to WDS-4 units.) Many of the later units built for IR (as opposed to the earlier ones which went to the public-sector concerns in large numbers), numbered #36000 and above, are classed WDS-6R. A few locos of a variant design classifiedWDS-6SL were sent to Sri Lanka (Puttalam Cement Co.). Some units (#36255-#36265, #36501-#36503) are designated WDS-6AD. The exact differences from the base WDS-6 model are unclear. Some of these are built (modified) by the Parel Workshops.
Brief Notes
  • Builders: DLW
  • Engine: Alco 251D-6, 6 cylinder in-line
  • Transmission: Electric
  • Wheelsets: Alco asymmetric cast Co-Co trimount bogies.
  • Length over buffers: 17370mm
  • Wheel Diameter: 1092mm
  • Weight: 113t
  • Axle load: 21 tons.

More diesels (MG and NG) on the next page.
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Locomotives of India

Locomotives of India

From Wikipedia, the free encyclopedia
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This article's factual accuracy may be compromised due to out-of-date information. Please update this article to reflect recent events or newly available information. (March 2013)
Rajdhani Express with WAP-5 broad gauge AC electric locomotive.
A Freight train with Twin WDG-3A broad gauge diesel-electric locomotive.
A Darjeeling Himalayan Railway narrow gauge class Bsteam locomotive.
The locomotives of India presently consist of electric and diesel locomotives. Steam locomotives are no longer used in India, except in heritage trains. Locomotives are also called locos or engines.
The Bengal Sappers of the Indian Army were the first to run a steam locomotive in India. The steam locomotive named ‘Thomason’ ran with two wagons for carrying earth from Roorkee to Piran Kaliyar in 1851, two years before the first passenger train ran from Bombay to Thane in 1853.

Contents

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Classification of Locomotives[edit source | editbeta]

In India, locomotives are classified according to their track gauge, motive power, the work they are suited for and their power or model number. The class name includes this information about the locomotive. It comprises 4 or 5 letters. The first letter denotes the track gauge. The second letter denotes their motive power (Diesel or Electric) and the third letter denotes the kind of traffic for which they are suited (goods, passenger, mixed or shunting). The fourth letter used to denote locomotives' chronological model number. However, from 2002 a new classification scheme has been adopted. Under this system, for newer diesel locomotives, the fourth letter will denote their horsepower range. Electric locomotives don't come under this scheme and even all diesel locos are not covered. For them this letter denotes their model number as usual.
A locomotive may sometimes have a fifth letter in its name which generally denotes a technical variant or subclass or subtype. This fifth letter indicates some smaller variation in the basic model or series, perhaps different motors, or a different manufacturer. With the new scheme for classifying diesel locomotives (as mentioned above) the fifth item is a letter that further refines the horsepower indication in 100 hp increments: 'A' for 100 hp, 'B' for 200 hp, 'C' for 300 hp, etc. So in this scheme, a WDM-3A refers to a 3100 hp loco, while a WDM-3F would be a 3600 hp loco.
Note: This classification system does not apply to steam locomotives in India as they have become non-functional now. They retained their original class names such as M class orWP class.

Heritage Gallery of Indian Railways[edit source | editbeta]

  • First Train of East Indian Railway in 1854
    •  
  • Photo of first passenger train on 16 april 1853
    •  
  • East Indian Railway Mail
    •  
  • 1948 photo of Secunderabad Railway Station
    •  
  • X-Dominion for India

The classification syntaxes[edit source | editbeta]

The first letter (gauge)
  • W – Indian broad gauge (the "W" Stands for Wide Gauge - 5 ft 6 in)
  • Y – metre gauge (the "Y" stands for Yard Gauge - 3 ft or 1000mm)
  • Z – narrow gauge(2 ft 6 in)
  • N – narrow gauge (2 ft)
The second letter (motive power)
  • D – diesel
  • C – DC electric (can run under DC overhead line only)
  • A – AC electric (can run under AC overhead line only)
  • CA – both DC and AC (can run under both AC and DC overhead line); 'CA' is considered a single letter
  • B – Battery electric locomotive (rare)
The third letter (job type)
  • G – goods
  • P – passenger
  • M – mixed; both goods and passenger
  • S – shunting (also known as switching engines or switchers in the USA and some other countries)
  • U – electric multiple unit (used to carry commuters in city suburbs)
  • R – railcars
For example, in "WDM 3A":
  • "W" means broad gauge
  • "D" means diesel motive power
  • "M" means suitable for mixed (for both goods and passenger) service
  • "3A" means the locomotive's power is 3,100 hp ('3' stands for 3000 hp, 'A' denotes 100 hp more)
Or, in "WAP 5":
  • "W" means broad gauge
  • "A" mean AC electric traction motive power
  • "P" means suitable for Passenger service
  • "5" denotes that this locomotive is chronologically the fifth electric locomotive model used by the railways for passenger service.

Broad gauge (5 ft 6 in) locomotives used in India[edit source | editbeta]

Steam traction[edit source | editbeta]

Left:Indian Railways Preserved locomotive HPS, Right:Indian Railways class locomotive NRM WP 7200
Left:Indian Railways Preserved locomotive YP class, Right:Indian Railways class locomotive B-26

Company designs[edit source | editbeta]

In the nineteenth century, the various railway concessions ordered locomotives to their own specification, usually from British manufacturers. This multiplicity of similar, but different designs, increased manufacturers' costs and slowed production. During the 1890s, British manufacturers had full order books, so Indian railway companies looked to Germany and the United States for locomotives.[1]

British Engineering Standards Association (BESA) designs[edit source | editbeta]

After acrimonious words in The Times and Parliament, the British Engineering Standards Committee (later British Engineering Standards Association or BESA) began to design a series of locomotives for use by all railways in India. The first two designs emerged in 1903: a 4-4-0 passenger, and 0-6-0 goods. The designs were revised in 1905 and 1906 with additional types added due to requests for heavier and more powerful locomotives:
These BESA designs however were advisory, not mandatory, and were customised by the railway companies to their own taste. The railway companies could not even agree to use the same classification system: only the state operated railways used the class designations SP, SG, PT, HP, AP, HG and HT. Once superheating became accepted, superheated versions were classified SPS, SGS, etc. if built with superheaters, and SPC, SGC, etc. if converted from saturated to superheated.

Indian Railways Standards (IRS) designs[edit source | editbeta]

After World War I, new, larger, more powerful locomotives were designed by the British consulting engineers to the Indian Government. These started to appear from 1927 onwards:
Left:Indian Railways locomotive XP class 1935, Right:Indian Railways class locomotive XB class 1927

World War II designs[edit source | editbeta]

During World War II, large numbers of 2-8-2 locomotives were acquired from the United States and Canada, and were designated as classes AWD and CWD respectively. SeveralUSATC S160 Class locomotives were adapted for broad gauge and became class AWC.

Indian Government Railways (IGR) standard designs[edit source | editbeta]

Shortly before World War II, new classes were designed; but it would post-war before many of them came into service. These new designs were signalled by the change of broad gauge prefix from 'X' to 'W'. In addition, plans were put into place to start manufacturing locomotives in India. The new classes were:
Left:Indian Railways locomotive WL class, Right:Indian Railways class locomotive YG class
Left:Model of a (decommissioned) WP Steam Locomotive atGuntur Division, Right:Model of a (decommissioned) Indian Railways steam locomotive M2-162
All broad gauge steam locomotives in India have been withdrawn from normal service, with only occasional steam specials continuing to operate.

Diesel traction[edit source | editbeta]

Classification codes[edit source | editbeta]

  • WDM – Wide Diesel Mixed
  • WDP – Wide Diesel Passenger
  • WDG – Wide Diesel Goods
  • WDS – Wide Diesel Shunter

Mixed type locomotives[edit source | editbeta]

Left:Indian Railways locomotive WDM-2, Right:Indian Railways locomotive WDM-2A (ABR)
Left:Indian Railways locomotive WDM-3D (JHS), Right:Indian Railways locomotive WDM-3A class
Left:Indian Railways locomotive WDM-4A , Right:Indian Railways locomotive WDM-4
  • WDM 1 (First mainline diesel electric locomotives used in India. Introduced in 1957. Imported from ALCO. Out of service now. 1950 hp)
  • WDM 2 (Most widely used and first homemade mainline diesel-electric locomotives in India. Original prototypes were made by ALCO. Introduced in 1962. More than 2700 have been made. Rated at 2600 hp)
  • WDM 2A,WDM 2B (Technical variants of WDM 2)
  • WDM 3 (Only 8 were imported. They used hydraulic transmission and are currently non-functional)
  • WDM 3A (Formerly WDM 2C. Another WDM 2 variant. It is not related to WDM 3. 3100 hp)
  • WDM 3A R (Formerly WDM 2. It is a rebuilt with DBR fitted on Short Hood. It is not related to WDM 3. 3100 hp)
  • WDM 3C, WDM 3D (higher powered versions of WDM 3A)
  • WDM 3E (Converted to WDM 3D.
  • WDM 3F Manufactured by Diesel Locomotive Works (DLW).3600hp.HAHS bogies. Conventional DBR. Air brake only.
  • WDM 4 (Entered service along with WDM 2. Prototypes designed by General Motors. Though considered superior to WDM 2 in many ways, these locomotives weren't chosen as General Motors did not agree to a technology transfer agreement. 2600 hp)
  • WDM 6 (Very rare class; only two were made; one is being used by Puttalam Cement Factory in Sri Lanka. Rated at 1200 HP)
  • WDM 7 (Fifteen of these locos were built from June 1987 through 1989, they were designed for branch-line duties, but they are now used mostly for shunting. Rated at 2000 hp)
Note: No locomotive class was designated as WDM 5 in India.

Passenger locomotives[edit source | editbeta]

Left:Indian Railways locomotive WDP-4, Right:Indian Railways locomotive WDP-4B
Left:Indian Railways locomotive WDP-4D, Right:Indian Railways locomotive WDP-4 (KJM)
  • WDP 1 (Bo-Bo bogies. 80 tons weight. Rated speed of 140 kmph. 12 cylinder engine. 2300 hp. Built by DLW in 1970. Homed at Vijayawada and Tughlakabad sheds only.
  • WDP 2 (New class name WDP 3A. Dedicated passenger diesel locomotive. Entered service in 1998. Powerful locomotive. 3100 hp)
  • WDP 3 (This locomotives are actually prototypes of the class WDP 1 and never entered serial production.)
  • WDP 4 (EMD (former GM-EMD) GT46PAC, fundamentally a passenger version of the WDG 4 (GT46MAC). 4000 hp)
  • WDP 4B (EMD (former GM-EMD) GT46PAC, An improved version of the WDP 4, this is a more powerful version and has 6 traction motors, just like the WDG 4. Also comes with wider cabin to aid visibility and minor exterior design changes. 4500 hp)
  • WDP 4D (EMD (former GM-EMD) GT46PAC, This is basically a WDP 4B with twin cabs. Minor changes were made to the locomotive to facilitate the addition of a second cabin. This locomotive comes with LCD instrument display and toilet for the drivers. As of now, two units have been made and are expected to enter full-time service soon. 4500 hp)

Goods locomotives[edit source | editbeta]

Left:Indian Railways locomotive WDG-3A, Right:Indian Railways locomotive WDG-4
  • WDG 2 (New class name WDG 3A. These class is actually a technically upgraded form of WDM 2)
  • WDG 3B, WDG 3C, WDG 3D (Technical upgraded forms of WDG 2 or WDG 3A)
  • WDG 4 (New dedicated goods locomotives. These are General motors' GT46MAC models. First units were imported in 1999. They are numbered from #12000 upward. Local production started on 2002. 4000 hp)
  • WDG 5 (Another Freight dedicated Locomotive developed by Diesel Locomotive Works and Supported by Electro Motive Diesels. First unit was rolled out from DLW on 25 February 2012. They are numbered from #50001 upward. Rated at 5500 hp. Equipped with Fire Control System, TFT Display and Driver's Toilet.)Loco is still under trials in DLW, Varanasi. The locomotive/series is named 'BHEEM', after the strong Pandav brother from epic of Mahabharat.

Shunting locomotives (also known as switching engines)[edit source | editbeta]

Left:Indian Railways Shunting locomotive WDS-4D, Right:Indian Railways WDS-4 Shunting locomotive
  • WDS 1 (First widely deployed and successful diesel locomotives used in India. Imported in 1944-45. currently out of service. 386 hp)
  • WDS 2 (o-C-o bogies. 8 cylinder engine. Homed at Central Railway. Max speed 54 kmph. Built by Kraus Maffei in 1954-55. 440 hp)
  • WDS 3 (All locomotives of this class were rebuilt and reclassified as WDS 4C in 1976-78. 618 hp)
  • WDS 4,WDS 4A,WDS 4B,WDS 4D (Designed by Chittaranjan Locomotive Works. 600-700 hp)
  • WDS 4C (Rebuilt WDS 3 locos as mentioned above)
  • WDS 5 (Some of these locomotives are used for industrial shunting. A few are used on Indian Railways. Rated at 1065 hp)
  • WDS 6 (Heavy-haul shunters made in large numbers for industrial concerns as well as for Indian Railways Rated at 1200/1350 hp)
  • WDS 8 (Only five of these were made, and all were transferred to steel works 800 hp)
Note: There is no electric shunting engine in India. Classes from WDS 1 to WDS 4D have hydraulic transmission. The WDS 4, 4A, 4B, 4C and 4D are the only still existing broad gauge locomotives with diesel-hydraulic transmission.

Diesel multiple units[edit source | editbeta]

Left:Indian Railways DHMU, Right:Indian Railways DEMU
A few routes in India currently have Diesel multiple unit service. Depending on the transmission system they are classified asDEMU (diesel-electric transmission) or DHMU (diesel-hydraulic transmission). There are diesel railcar service in a few places known as 'railbus'.

DC electric traction[edit source | editbeta]

Note: These locomotives are, or were used only in sections around Mumbai which is the only location in India still using DC traction.The power operated is 1500V DC.

Mixed type locomotives[edit source | editbeta]

  • WCM 1 (First electric locomotives with the now familiar Co-Co wheel arrangement to be used in India. Seven built byEnglish Electric at Vulcan Foundry in 1954–55. 3700 hp)
  • WCM 2 (520 hp)
  • WCM 3 (600 hp Co-Co – Used in Kolkata, then transferred to Mumbai; three built by Hitachi in 1958)
  • WCM 4 (675 hp Co-Co – seven built by Hitachi in 1960)
  • WCM 5 (Built by Chittaranjan locomotive works to RDSO's design specifications. Auxiliaries by Westinghouse and North Boyce. Built in 1962, these are India's first indigenously designed DC electric locomotives. The first was named Lokamanya after the Congress leader Bal Gangadhar Tilak. 3700 hp Co-Co.)
  • WCM 6 (A rare and highly powerful class. 5000 hp, only two were built. Now converted to run on AC power)

Passenger locomotives[edit source | editbeta]

Preserved WCP1
  • WCP 1, WCP 2 (GIPR EA/1 and EA/2. Historically very important locomotives as these are the very first electric loco to be used in India. The first locomotive was named as Sir Roger Lumley and is currently preserved in the National Rail Museum, New Delhi. Swiss Locomotive and Machine Works (SLM) built one in 1928 and 21 in 1930 (WCP1), and one in 1938 (WCP2). 1′Co2′ wheel arrangement; 2160 hp)
  • WCP 3, WCP 4 (GIPR EB/1 and EC/1, these are also among the earliest electric locos used in India. One of each class built by Hawthorn Leslie and Company in 1928; 2′Co2′ wheel arrangement.)

Goods locomotives[edit source | editbeta]

Preserved WCG1

Electric multiple units[edit source | editbeta]

Mumbai suburban Railway EMU
  • WCU 1 to WCU 15 (Used in Mumbai region only)

AC electric traction[edit source | editbeta]

The 25 kV AC system with overhead lines is used throughout the rest of the country.

Mixed type locomotives[edit source | editbeta]

  • WAM 1 (Among the first AC electric locomotives used in India. Introduced in 1959. Now out of service. 3010 hp)
  • WAM 2 (Out of service. Bo-Bo Bogies. Max speed 112 kmph. Built by Mitsubishi between 1960-64. 2910hp)
  • WAM 3 (Out of service. Bo-Bo bogies. Same as WAM 2 except for reverse pantographs. Built in 1964 by Mitsubishi)
  • WAM 4 (Indigenously designed by Chittaranjan Locomotive Works in 1970. Highly powerful class. One of the most successful locomotives in India. 3850 hp)

Passenger locomotives[edit source | editbeta]

Left:Indian Railways class WAM-4 (ET), Right:Indian Railways class WAM-4 (MGS)
Indian Railways class WAP-7
Indian Railways class WAP-4
  • WAP 1 (Designed by Chittaranjan locomotive works in 1980 for the Kolkata-Delhi Rajdhani Express. A very successful class. 3900 hp)
  • WAP 2 (Not in use)
  • WAP 3 (converted to WAP-1)
  • WAP 4 (Upgraded from WAP 1 for higher loads by Chittaranjan locomotive works in 1994. One of the most successful locomotives in India. Very powerful class. 5350 hp)
  • WAP 5 (Imported in 1995 from Switzerland and used on premier express trains. 5450 hp)
  • WAP 6 Only found near Asansol
  • WAP 7 (Same design as WAG 9 with modified gear ratio. Highly powerful class. 6250 hp)

Goods locomotives[edit source | editbeta]

Indian Railways class WAG-1 (BZA)
Left:Indian Railways class WAG-7 (old Variant), Right:Indian Railways class WAG-7 (New Livery)
Left:Indian Railways class WAG-5 (JHS) , Right:Indian Railways class WAG-5 (VSKP)
Main article: Indian Railways WAG class
  • WAG 1 (Out of service after 2002. B-B bogies. Max speed 80 kmph. Built by several builders between 1963-66. One 'Bidhaan' preserved at National Railway Museum,Delhi. Technical variants are WAG 1S. 2930hp)
  • WAG 2 ( Out of service. B-B bogies. Max speed 80 kmph. WAP 2 are technical variants of WAG 2. Built by several builders between 1964-65. 3450hp)
  • WAG 3 (Out of service. B-B bogies. Max speed 80 kmph. Technical variants are WAG 3A. Built in 1965. 3590 hp)
  • WAG 4 (Out of service. B-B bogies. Max speed 80 kmph. Technical variants are WAG 4A,D. Built by Chittaranjan Locomotive Works between 1966-71. 3590 hp)
  • WAG 5 (The most successful electric locomotives in India. Designed by chittaranjan locomotive works in 1984. More than 1100 were made. 3850 hp)
  • WAG 5A,WAG 5B,WAG 5D,WAG 5E,WAG 5H,WAG 5HA,WAG 5HB,WAG 5HD,WAG 5HE,WAG 5PE,WAG 5RH.(Technical variants of WAG 5)
  • WAG 6A (Imported from ASEA and Hitachi. 6110 hp)
  • WAG 6B,WAG 6c (Variants of WAG 3A. All rated at 6110 hp)
  • WAG 7 (Very successful class. Designed by chittaranjan locomotive works. 5350 hp)
  • WAG 8 (Out of service. Similar in looks to WCAM 2 and technically to WCAM 3. Built by BHEL in 1998. Experimental class)
  • WAG 9 (Currently the most powerful class in India, rated at 6350 hp. Same design as WAP 7 with modified gear ratio. Designed by Adtranz, Switzerland.)

Electric multiple units[edit source | editbeta]

Main article: Electric multiple units
  • WAU 1 to WAU 4
Left:Chennai EMU, Right:Hyderabad MMTS

Dual (both AC and DC) traction[edit source | editbeta]

Main article: Indian Railways WCAM class
Note: These locomotives are, or were used only in sections around Mumbai which is the only location in India still using DC traction. They can run under AC traction too. The main purpose behind the manufacture of these type of locomotives was to provide transportation in and out Mumbai area without changing the engine.

Mixed type locomotives[edit source | editbeta]

Left:Indian Railways locomotive WCAM-2P, Right:Indian Railways locomotive WCAM-3
  • WCAM 1 (Designed by Chittaranjan Locomotive works, total 53 were built and supplied between 1975-79.)
  • WCAM 2/2P (Designed by Bharat Heavy Electricals Limited, total 20 were built and supplied between 1995-96.)
  • WCAM 3[1][dead link](Designed by Bharat Heavy Electricals Limited. 4600 hp under DC traction and 5000 hp under AC traction)

Goods locomotives[edit source | editbeta]

  • WCAG 1 (Designed by Bharat heavy electricals limited. 2930 hp under DC traction and 4720 hp under AC traction)
Note:There is no dedicated dual current passenger locomotive in India, but in Mumbai area, there are some EMUs which can run under dual traction.

Metre Gauge (3 ft 3⅜ in) locomotives used in India[edit source | editbeta]

Steam traction[edit source | editbeta]

Company types[edit source | editbeta]

BESA designs[edit source | editbeta]

Wartime designs[edit source | editbeta]

Indian Railway Standards designs[edit source | editbeta]

  • Class YA – 4-6-2 with 9-ton axleload (none built);
  • Class YB – 4-6-2 with 10-ton axleload
  • Class YC – 4-6-2 with 12-ton axleload
  • Class YD – 2-8-2 with 10-ton axleload
  • Class YE – 2-8-2 with 12-ton axleload (none built)
  • Class YF – 0-6-2; later examples were 2-6-2
  • Class YK – 2-6-0 version of the 2-6-2 YF
  • Class YL – 2-6-2
  • Class YT – light 0-4-2T
  • Class YG – 2-8-2 goods locomotive
  • Class YP – 4-6-2 passenger locomotive

Diesel traction (mixed type only)[edit source | editbeta]

Left:Indian Railways locomotive YDM-1, Right:Indian Railways locomotive YDM-4
  • YDM 1 - The first diesel locomotives on meter gauge. Imported from Britain in 1955.They were 20 in number.Mainly found on Western Railway.Phased out by 1990s.[2][3]
  • YDM 2 - Originally used on Southern Railway.Built by CLW.Only 41 in numbers.Mostly used for shunting purposes or to pull short passenger trains.[4][5]
  • YDM 3 - Produced by GM-EMD in 1961-62. (Model no. GA-12) .Mainly found near Ahmedabad.(Sabarmati Loco Shed).[6][7]
  • YDM 4 - Most widely and successful diesel locomotive used in India on meter gauge.550 units produced by DLW (Varanasi) and Alco.Found in Mhow , Sabarmati Phulera , Lumding, Coonoor , Villupuram , Izatnagar Sheds and many other sheds.[8][9]
  • YDM 4A - The 99 locos supplied by Montreal Locomotive Works in 1964-69.[10][11]
  • YDM 5 - Same specifications as of YDM-3 but an addition of 10t weight to the axles.Supplied by GM-EMD in 1964.[12][13]
Currently all diesel locomotives except YDM-4 and YDM-4A are supposed to be withdrawn from service.

Electric traction[edit source | editbeta]

Electric locomotives[edit source | editbeta]

Metre-gauge electric loco - YAM1
  • YCG 1 (These locomotives are among the earliest electric locomotives in India. This class was imported to serve theChennai area in early 1930s.)
  • YAM 1 (These locomotives were in service until 2002 around Chennai. 1740 hp) 20 were Imported from Japan

Electric multiple units[edit source | editbeta]

  • YAU class (First EMU service in India. Introduced in 1920s in Chennai area)

Narrow Gauge (2 ft 6 in and 2 ft) locomotives used in India[edit source | editbeta]

Steam traction (2 ft 6 in)[edit source | editbeta]

Company designs[edit source | editbeta]

Indian Railway Standards designs[edit source | editbeta]

  • Class ZA – 2-6-2 with 4.5-ton axleload (none built);
  • Class ZB – 2-6-2 with 6-ton axleload;
  • Class ZC – 2-8-2 with 6-ton axleload (none built);
  • Class ZD – 4-6-2 with 8-ton axleload (none built);
  • Class ZE – 2-8-2 with 8-ton axleload;
  • Class ZF – 2-6-2T with 8-ton axleload

Steam traction (2 ft)[edit source | editbeta]

Company designs[edit source | editbeta]

Indian Railway Standards designs[edit source | editbeta]

  • QA – 2-6-2 with 4.5-ton axleload (none built).
  • QB – 2-6-2 with 6-ton axleload (none built);
  • QC – 2-8-2 with 6-ton axleload (none built).

Diesel traction (2 ft 6 in) (mixed type only)[edit source | editbeta]

Left:Indian Railways locomotive ZDM-3, Right:Indian Railways locomotive ZDM-5
  • ZDM 1
  • ZDM 2
  • ZDM 3 (Later rebuilt as ZDM 4C class)
  • ZDM 4
  • ZDM 4A
  • ZDM 4B, 4C, 4D
  • ZDM 5

Diesel traction (2 ft) (mixed type only)[edit source | editbeta]

NDM-1 Diesel loco on the Matheran Hill Railway
ZDM4A at Rajim

Battery traction[edit source | editbeta]

NBM 1 – designed by BHEL in 1987; powered by battery.
Note: All narrow gauge locomotives in India are mixed type locomotives.

Special names[edit source | editbeta]

  • Abhinav - Named to a WAP-4.
  • Airavat - Named to some WDG-4's which belong to Gooty Diesel locomotive shed.
  • Baaz - (Bird of prey in Hindi) Mainly two WDP 4's 20011 & 20012 are called BAAZ, WDP-4's 20000-20009 also have the name stencilled on them in the side.
  • Baba Saheb - Named to a WAP-1 which is named after Babasaheb Ambedkar.
  • Vallabh-Named to first WCAM-1 #21800.
  • Balwant - Named to first WCAM-2 #21861.
  • Cheetah - Named to some WDM-3D's.
  • Dr.Silver - Named to a MONU, Its livery is Red unlike the standard green livery.
  • Gajraj - Named to some diesel locomotives of 141xx series.
  • Gajodhar
  • Garuda - Named to first Microprocessor controlled WDG-2a.
  • Jagjivan Ram - Named WAM-1 which is named after India's ex-Railway Minister Babu Jagjivan Ram.[14]
  • Jawahar - Named to a WAP-1 which is named after India's first prime minister Jawahar Lal Nehru.
  • Krishnaveni - Named to a WAG-5.
  • Navodit - Named to first natively produced 3-phase Electric Passenger locomotive WAP-5.
  • Nav Jagran - Named to a WAP-5.
  • Gaurav - Named to Frist WAP-5 Of Vadodara Shed.
  • Nav Shakti - Named to a WAG-9.
  • Nav yug - (New era in Hindi) Named to first natively produced 3-phase Electric Goods locomotive: WAG-9.
  • Prabal - Named to WDM-3A's which belongs to Lucknow Shed.
  • Prayas - Named to a WAG-7.
  • Pushpak - Named to a WDP-3A.
  • Rajhans - Named to a WAP-4e which belongs to Vadodara Shed.
  • Airavat - Named to a WAP-4e which belongs to Vadodara Shed.
  • Mayur - Named to a WAP-4e which belongs to Vadodara Shed.
  • Pawanhans - Named to a WAP-4e which belongs to Vadodara Shed.
  • Arjun - Named to a WAP-4e which belongs to Vadodara Shed.
  • Panther -Named to WAP-4e which belongs to Vadodara Shed.
  • Cheetah -Named to WAP-4e which belongs to Vadodara Shed.
  • Sahyattri - Named to a WAP-4e which belongs to Howrah Shed.
  • Antim - Named to a WAM-4 which belongs to Bhusaval Shed(Last WAM4 to be Produced).
  • Samrat - Named to a WAG-7.
  • Shakthi - (Power in Hindi) Named to Some Micro-processor controlled WDG-3A locomotives.
  • Shantidan - Named to first WAG-7 #27001 (29 March 1992) (christened by Mother Teresa).
  • Sukh Sagar Naveen - Named to a WAM-4 (not in service).
  • Tiger Face - Refers to those WAG-7 locomotives which have red and white stripes on their front and painted red, white, blue, as opposed to being fully painted light blue.

Image Gallery[edit source | editbeta]

Diesel Locomotives[edit source | editbeta]

Electric Locomotives[edit source | editbeta]

Multiple Units[edit source | editbeta]

    See also[edit source | editbeta]

    Portal iconRailways in India portal

    References[edit source | editbeta]

    Notes[edit source | editbeta]

    1. ^ Hughes 1979, p. 17
    2. ^ Meter Gauge Diesel Locomotives
    3. ^ YDM-1
    4. ^ http://www.irfca.org/faq/faq-loco-diesel-mg.html#mgloco
    5. ^ http://www.irfca.org/faq/faq-specs.html#YDM-2
    6. ^ http://www.irfca.org/faq/faq-loco-diesel-mg.html#mgloco
    7. ^ http://www.irfca.org/faq/faq-specs.html#YDM-3
    8. ^ http://www.irfca.org/faq/faq-specs.html#YDM-4
    9. ^ http://www.irfca.org/faq/faq-loco-diesel-mg.html#mgloco
    10. ^ http://www.irfca.org/faq/faq-loco-diesel-mg.html#mgloco
    11. ^ http://www.irfca.org/faq/faq-specs.html#YDM-4A
    12. ^ http://www.irfca.org/faq/faq-loco-diesel-mg.html#mgloco
    13. ^ http://www.irfca.org/faq/faq-specs.html#YDM-5
    14. ^ http://nrlym.webs.com/electriclocomotives2.htm

    Bibliography[edit source | editbeta]

    • Hughes, Hugh (1976). Steam in India. Truro, Cornwall: D. Bradford Barton Ltd. ISBN 0851532586.
    • Hughes, Hugh (1979). Steam locomotives in India, Part 3 – Broad Gauge. Harrow, Middlesex: The Continental Railway Circle. ISBN 0-9503469-4-2.
    • Hughes, Hugh (1996). Indian Locomotives: Part 4 – 1941–1990. Harrow, Middlesex: The Continental Railway Circle. ISBN 0952165511.
    • Marshall, Lawrence G (2001). Indian Narrow Gauge Steam Remembered. East Harling, Norfolk: Plateway Press. ISBN 1871980488.
    • Marshall, Lawrence G (2005). Indian Metre Gauge Steam Remembered. East Harling, Norfolk: Plateway Press. ISBN 1871980542.
    • Marshall, Lawrence G (2009). Indian Broad Gauge Steam Remembered. East Harling, Norfolk: Taverner Publications. ISBN 9781901470154.

    External links[edit source | editbeta]

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