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In-plant Training

HISTORY OF RAILWAYS
(Electrical point of view)

The first electric train ran between Bombay's Victoria Terminus and Kurla along the
Harbour Line of CR, on February 3, 1925, a distance of 9.5 miles. In 1926, Thana and Mahim
were connected. In 1927, electrification was complete up to Kalyan. In 1928, Borivili in the
north was connected (Colaba-Borivili of WR being inaugurated on May 1). In 1929, Kalyan Igatpuri section was commissioned. In 1930, the Kalyan - Poona tracks were opened to
electric trains.
It is sometimes stated that the electric train in 1925 was Asia's first
electric, or electric suburban, train service. This is however not true, because electric services
were running in Japan since Jan. 31, 1895, on the Kyoto Electric Railway (officially listed
under 'Exploitation Department', Kyoto Municipality, in the annual reports of the
Government of Japan's Department of Railways), but this is sometimes classified as a
tramway instead of a light rail system. (Interestingly, this was also the year that the first
Japanese steam locomotive was manufactured.) Electric railcar services ran on the
Government Railways of Japan from about 1905, and (German-built) electric locomotives
were introduced in Japan in 1911. In 1919 the first the first entirely Japanese electric
locomotive was built (a class ED-40). In Indonesia, the first electrified section (1500V DC)
of the State Railways opened at Batavia (Jakarta) in 1925, the same year as in Bombay.
On November 15, 1931, electrification of the meter gauge track between
Madras Beach and Tambaram was inaugurated (1.5kV DC). After that the only electrification
project undertaken was Borivili - Virar, finished in 1936. For mainline traffic, GIPR
undertook electrification of the Karjat-Pune and Kasara-Igatpuri sections because it was
realized that the heavy traffic to and from Bombay would be suitable for electric haulage.
Following this there was a long gap, and the next electrification project
started only 1953 or 1954, in the Calcutta area (Howrah-Burdwan via Bandel, SheoraphulliTarakeshwar), using 3kV DC traction. At this time, the idea of mainline electrification
(Howrah-Mughalsarai) was seriously mooted. Support for 25kV AC traction was also
growing at about this time, especially after some trials of AC locos from SNCF, and studies
that concluded that the single-phase load from electric traction would not seriously unbalance
the 3-phase regional grids.

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After a period of about 25 years of aggressive electrification, now


[12/04] IR has most of the busy routes of its network electrified (although not all), and this
has resulted in about 65% of the traffic being hauled by electric traction. Recently [12/04],
therefore, IR has decided to slow down the pace of electrification -- about 2600km of routes
are scheduled to be electrified in the next 10 years, compared to 5100km in the past 10 years.
The focus will be on consolidating electric traction for the busiest sections; some of the
sections that will be converted to electric traction in the next few years are Pune-Guntakal,
Bina-Kota, and many 'B' sections of NR.

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ZONAL
Sl. No
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.

17.

Name
Northern
Railway
North
Eastern
Railway
Northeast
Frontier
Railway
Eastern
South
Eastern
Railway
South
Central
Railway
Southern
Railway

NR
NER

RAILWAYS

Headquarters
Divisions
Delhi
Delhi, Ambala, Firozpur,
Lucknow, Moradabad
Gorakhpur
Izzatnagar, Lucknow,
Varanasi

NFR

Guwahati

Alipurduar, Katihar,
Lumding, Rangia, Tinsukia

ER
SER

Kolkata
Kolkata

Howrah, Sealdah, Asansol,


Adra, Chakradharpur,
Kharagpur, Ranchi

SCR

Secunderabad

SR

Chennai

Central
Railway
Western
Railway

CR

Mumbai

WR

Mumbai

South
Western
North
Western
Railway
West
Central
North
Central
South East
Central
Railway
East Coast
Railway
East Central
Railway

SWR

Hubli

Secunderabad, Hyderabad,
Guntakal, Guntur, Nanded,
Vijayawada
Chennai, Madurai, Palghat,
Tiruchchirapalli, Trivandrum,
Salem (Coimbatore)
Mumbai, Bhusawal, Pune,
Solapur, Nagpur
Mumbai Central, Baroda,
Ratlam, Ahmedabad, Rajkot,
Bhavnagar
Hubli, Bangalore, Mysore

NWR

Jaipur

Jaipur, Ajmer, Bikaner,


Jodhpur

WCR

Jabalpur

Jabalpur, Bhopal, Kota

NCR

Allahabad

Allahabad, Agra, Jhansi

ECR

Hajipur

Konkan
Railway

KR

Navi Mumbai

SECR Bilaspur, CG

Bilaspur, Raipur, Nagpur

ECoR Bhubaneswar

Khurda Road, Sambalpur,


Visakhapatnam
Danapur, Dhanbad,
Mughalsarai, Samastipur,
Sonpur
None

INTRODUCTION

TO

P.O.H

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Now a days indian railways have largely are locomotive of electric variety
because at their large advantages over other locomotive
The electric locomotive workshop (ELW) repairs and does the necessary
maintance at these engine .The locomotive comes to E.L.W.for POH (periodic overhauling).
In India there are two P.O.H. workshop

Kacharpara(near kolkata)

Bhusaval (M.S)

WAM-4, WAP-4, WAG-5, WAG-7 Bhusawal used to be the largest steam shed
(after WW 2). Had WAP-1 locos until recently, as well as the rare Mitsubishi WAG-2's. The WAP-1
locos here were not converted to WAP-4 locos as elsewhere; they were eventually transferred to
Ghaziabad. Received WAP-4 locos in 2005 and WAG-7 in 2006. WAG-5 locos handle banking
duties on some CR sections. Shed performs POH on other sheds' locos (NR, ER, WR, etc.). It also
specializes in rebuilding fire-damaged locomotives. Facilities to perform POH for three-phase
locos as well.

Electric locomotive workshop Bhusaval was set up at cost of Rs.3.52 crores in the
year 1974.To cater POH second workshop of electric locomotives.the biggest locomotive
workshopBhusaval. In the second after Kacharpara.It cater to POH requirement at central
,western &northen railways.

PRIME ACTIVITIES (E.L.W BHUSAVAL):POH of WAM4/WAP/WAG&WCAM1A class of locos

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Recabling of above class in addition to WCG2 loco.


Special repair to Accident damaged and burnt locomotive of c.rly
Dual brake conversion of WAM4&WCG2 locomotives.
Catering to wheel sets repairs ,rediscing and regarding requirement at AC
locomotives shed on central railway.

CAPACITY OF E.L.W. BHUSAVAL:As newly establishment ELW Bhusaval carryout 5 locos per month but now a days they carry
Out 12 locos per month

FURTHER PLANS( E. L.W. BHUSAVAL):1) POH capacity extension to 15 locos per months.
2) POH of 3phase locomotives.
3) Upgradation at EDP center.
Every locomotive brought here every 6 years of 6,oo,oooKm of run for periodic ovrauling
(POH) .As new locomotive comes after 9 years on 9,00,000 Km of run.
The production and designing of new loco is done only in chittaranjan locomotive
Workshop ( CLW). The maintenance schedule and over haul schedule to be

followed for AC electric loco are as under,


Nature of Inspection/over haul
1.) Trip Inspection (TI)
2.) Monthly Inspection (IA)+5days
3.) Two monthly Inspection (IB)
+5days
4.) Four monthly Inspection (IC)
+10days
5.) Annual over haul (AOH)+15days
6.) Intermediate over haul (IOH)
300000km, after POH or first
commissioning or 3 years+ 1
month.
7.) Periodical over haul (POH)
600000km.

Place where to be carried out


Out station shed of homing loco
shed as convenient.
Homing or nominated loco shed
Homing electric loco shed
Homing electric loco shed
Nominated workshop
Homing electric loco shed or
nominated workshop
Workshop nominated for the
purpose.

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DIFFERENT SECTION & THEIR RESPECTIVE FUCTION


OF ELW (P.O.H.)

1)

ERECTION SECTION :-

When loco comes in ELW for P.O.H. it is comes to erection for


dismantle.Assembly and dismantling of all parts is carried out in this section. A after
dismantling all parts are dispatches to respective section for maintenance after completing all
maintenance work assembling of loco done.

2)

BOGIE SECTION :-

After dismantling loco bogie is send to this section by erection section .In this
section all parts attached from bogie frame is send for inspecting cracks.Here wheel &
traction motor are detached from bogie and send them to respective section ,where
overhauling of part is done.

3)

WHEEL SECTION :-

In this section wheel comes from bogie section. Here axie box and wheel set
are dismantle and necessary operation are done on wheel disc and axie box, with help of
different machine.

4)

RECABLING SECTION :-

When whole body is checked and certify from erection section ,it comes to
recabling section.There are 15000 cables.All the cables have number on both side so that
they can be connected after overhauling at proper places.

Electric Locomotive Workshop Bhusaval

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5)

T.M.SECTION:-

In locomotives the d.c.series motor is used because the d.c. motor have
starting torque and most suitable characteristic for locomotive. The dg series motor has two
types
1. Tao motor
2. Hitachi motor
In one locomotive only one type of motor is used on this traction motor some tests are
carried out as follows:1) TAN DELTA TEST:-It is used for including condition of insulation and is
angle between inductive current. So value of tan delta must be minimum.
2) SURGE VOLTAGE TEST:In this test momentarily high voltage of applied to T.M. and graph observed
on cro .
3) H.V. TEST:In this test 2.5 Kg kv voltage is applied to T.M. and see the leakage current.
4) RUN TEST:In this test rated supply gives to motor and run it for 2 hours in
between these vibration in motor ,temp and motor noise in rotor are observed.
After completing this test its armature and field windings are found ok. Then they
are assembled. If there is any disturb in field winding replacement of winding is
done.

6)

TRANSFORMER SECTION:-

When the transformer is detached from loco then it comes to this section
.In this section the transformer can change under this section for maintenance.
There is dismantling of transformer to check were the transformer is ok
or not. The following test can be performed on the transformer.
1)WINDING TEST:In this test resistance of winding can be measured .

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2)INSULATING RESISTANCE TEST :In this test the insulation resistance of winding Is to be measured by megger .
The test is carries after H.V.test

3)H.V. TEST :In this test high voltage is applied to transformer then select the tap
changer is non zero it show the value of current is 40-50 A. When the current
level of transformer is increased to 150A during test the transformer not
suitable for traction.

4) MOISTURE TEST:-

In this test the moisture content on coil of transformer is to be checked.

7)

PNEUMATIC SECTION:-

In this section 45 types of pneumatic valves are repaired and maintenance the
workers perform various test and trial on pneumatic equipment if locomotive because of easy
transportability of compressed air in pressure cylinder ,long pipes and tubes and maintain fire
proof characteristic medium.

8) AUXILLARY SECTION:Auxillary means the supporting the auxillary equipment used in loco start the
loco frequency without any prolem and is done in all section.
Particularly the air compressor which is source of pneumatic circuit in this
compressor .The air can be provided to compressor and this will cool on inter cooler and
after this air will pass through LP-HP.
The driven motor of compressor is 3Q I.M . which Is supplied from arno
cylinder and any fault occur in compressor then first check the reason fault and
Then replace it.

9) RSI SECTION :Electric Locomotive Workshop Bhusaval

In-plant Training

The section is nothing but rectifier section it is the most important section in
poh After demantaling of loco in erection section the rectifier block comes to this section .
It is an electronic device that convert ac supply to dc supply the traction
motor used in loco is the dc series motor .So dc supply is supplied for traction motor.

10) TEST ROOMIn this section the fuction of DJ & SMGR is to be tested Where the DJ is
nothing but the tap changer ,[disc jointer ]In this section the whole section of SMGR is to be
checked[servo motor of gr].

11) MACHINE SHOP SECTION :Turning ,Driling,Tapring,Shaping,Milling, Threading, etc.


1)
2)
3)
4)
5)
6)
7)

Center lathe
HMT machine
Turret lathe machine
Driling machine
Miling machine
surface grinder
GD2 lathe

5
3
3
2
5
2
2

12) RM SECTION :IN this section the reparing of accidental loco is done and maintenance of central
pivot.
The central pivot is attached to lower side of loco .The fuction of this is to carry
the loco .Side mirror is also manufactured in this section in WAM4 the side Mirror is used.

13) INSPECTION SECTION :When the railways comes in LW for POH and again the testing the whole loco
Before handling over to respective section for providing good servicehaving a specified
period for regular intervals.
An inspection acts as connecting link between the inspector and the supervisor.
The following thing can be tested in this section :1)Battery voltage.
2)Loco movement from cab 1-cab2
3)Light working [head light]
4)Horn working
5)A.G .and S.A.G braking system
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6)Sander working
7)Meter working
8)Pantograph

14) QULITY CONTROL LAB:In this the quality of different material, oil insulating material is to be tested. In
this lab the testing on ferrous and non ferrous material , transformer oil is performed on
different material.
SR
NO.

MATERIAL

TESTING

FERROUS

To testing hardness , tensile strength ,check value


Of carbon ,silicon etc.

NON-FERROUS

RUBBER

To check value of cu, tin nickel ,zn etc.


Hardness test & conductivity test
Polymer identification ,hardness tensile strength

TRANSFORMER
OIL
NDT TESTING

15)

To check the specific gravity , flash point


Moisture test.
Ultrasonic flow defect
Red dye penetrate test

CBC BUFFER HAND BREAK SECTION:-

After dismantling of loco in erection then the buffer CBC and hand brake of
loco comes this section.
Buffer means a protective device which can protect the body of locomotive from
mechanical shock and it has to spring.CBC means nothing but the central bus coupler it is
one type of coupling which couple the loco with the help of two locos together.
When all break system of loco are failed for failure of pneumatic circuit when the driver
can apply or operate this break system.

16) WHITE METAL SECTION :In this section the white metal covering is done on suspension bearing the
bearing will be tinning and then this bearing is heated in heated in heater up to 400 degree
C . The white metal is applied on it. And the thickness of white metal covering is 2.5-3mm.

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17) TOOL SECTION:When any tool is required in any section then this need is satisfied by tool room
section In this section the various equipment are present as follows
1)Hydraulic pump
2)Torque bench
3)Socket of tighting the nut
4)Different meters and gauges

18) MCO SECTION :This is nothing but the material collection section the section is provide the
material which will required for POH locomotives.
Hence this section are of two types: 1)Stock 2)Non stock
Stock means daily routine material which will required for POH .And non stock means The
material which is not available and the demand of the material is to be eliminated by this
section to give the order for purchasing.

19) BATTERY SECTION :When locomotive is come from POH in ELW Bhusaval then the battery used in
locomotives is totally charged.This battery is 11v, 75ah the voltage between two cell is 2.5
volt.In this battery H2SO4 acid is used as an electrolyte.

20)

MILLING SECTION :-

This is one of the most important section of POH it is nothing but the maintenance of POH
section when any machinery IS failed to work and then the section will take a charge of that
equipment under maintenance and ready to work.
21) TEST LAB:
Test lab is the most important part of ELW. When the new equipment comes in
ELW all the testing of sample piece is done here. After certification of this department, all
stock is distributed to respective section.
Various tests are done here, some of them are,
a) Rockwell Hardness Test
b) Carbon testing
c) Magnize Testing
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d)
e)
f)
g)
h)
i)

Poldi Hardness Test


Brinell Hardness Test
Ultrasonic Test
Magnaflux Test
Rubber Tension Test
Transformer oil moisture content test, etc.

Some of the sections related with Mechanical Engineering are as follows,


Wheel Section
Bogie Section

CLASSIFICATION OF LOCOMOTIVES

Locos, except for older steam ones, have classification codes that identify
them. This code is of the form '[gauge][power][load][series][subtype][suffix]'
In this the first item, '[gauge]', is a single letter identifying the gauge the loco runs on:

W = Broad Gauge
Y = Meter Gauge
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In-plant Training

Z = Narrow Gauge (2' 6")

N = Narrow Gauge (2')

The second item, '[power]', is one or two letters identifying the power source:

D = Diesel
C = DC traction

A = AC traction

CA = Dual-power AC/DC traction

B = Battery electric(rare)

The third item, '[load]', is a single letter identifying the kind of load the loco is normally used
for:

M = Mixed Traffic
P = Passenger

G = Goods

S = Shunting

L = Light Duty (Light Passenger?) (no longer in use)

U = Multiple Unit (EMU / DEMU)

R = Railcar (see below)

The fourth item, '[series]', is a digit identifying the model of the loco. Until
recently, this series number was simply assigned chronologically as new models of locos
were introduced.
The fifth item, '[subtype]', is an optional letter or number (or two of them) that
indicates some smaller variation in the basic model or series, perhaps different motors, or a
different manufacturer. With the new scheme for classifying diesel locos (see above), the fifth
item is a letter that further refines the horsepower indication in 100hp increments: 'A' for
100hp, 'B' for 200hp, 'C' for 300hp, etc. So in this scheme, a WDM-3A refers to a 3100hp
loco, while a WDM-3F would be a 3600hp loco.
The last item, '[suffix]', is an optional indication that indicates something
special about the loco, such as a different gearing ratio or brake system than usual.

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SR NO.

NAME OF EQUIPMENT

QUANTITY

Body

Bogie

Wheel Set

Traction motor

Transformer

D.I.

B.A.panel

Compressor

Exhauster

10

SMGR

11

MVMT( Blower for T.M.)

12

RPS

13

DBR

14

MPS (Blower for S.L.)

15

S.L.

16

S.J.

3SET

17

Arno

18

Baby compressor

19

Battery Charger

20

Batteries

10

21

Rectifier

22

RTPR

2/3
(EXCEPT AIR BREAK)2

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23

Main Reservoir

24

M.P.

25

Buffers

26

C.B.C.

27

Pantograph

28

CABS

29

Break Arrangement

30

Horn

31

Head Light

32

Marker Light

33

Parking Light

34

Flasher

35

Total Valves

40

36

Brake Cylinder

8/12

37

R.C. Panel

38

Sand Boxes

8/10/12/16

39

HOM switch

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TYPES OF LOCOMOTIVES & SPECIFICATION

WAM1

Manufacturers: Kraus-Maffei, Krupp, SFAC, La Brugeoise & Nivelle (50 cycles


European group)
Traction Motors: Siemens/ACEC/Alstom MG 710A (740hp, 1250V, 480A, 1000
rpm, weight 2750kg). Fully suspended, force-ventilated.

Rectifiers: Four water-cooled ignitrons from SGT, each rated for 575kW / 1250V.

Pantographs: Two Faiveley AM-12.

WAM2

Manufacturers: Mitsubishi
Traction Motors: Mitsubishi MB 3045-A (745hp, 725V, 815A, 1000 rpm, weight
2200kg).

Rectifiers: Mitsubishi water-cooled ignitrons (GU 31), rated at 725V / 390A.

Pantographs: Two Faiveley AM-12.

WAM3

Manufacturers: Mitsubishi
Traction Motors: Mitsubishi MB 3045-A (745hp, 725V, 815A, 1000 rpm, weight
2200kg).

Rectifiers: Two Silicon , type SF-0C20R (725V / 2260kW), rectifier cell SR200F,
weight 2400kg with auxiliaries.

Pantographs: Two Faiveley AM-12.

WAM4

Manufacturers: CLW
Traction Motors: Alstom TAO 659 A1 (575kW, 750V). Six motors, axle-hung, nosesuspended, force-ventilated.

Gear Ratio: 15:62 originally (and still for WAM-4 2S3P), now many variations,
21:58 being common for WAM-4 6P locos..

Transformer: Heil BOT 3460 A, 22.5kV / 3460kVA.

Rectifiers: Two silicon rectifier cells, 1270V / 1000A each cubicle.

Pantographs: Two Faiveley AM-12.


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Axle load: 18.8t

Bogies: Alco asymmetric trimount (Co-Co), same as with WDM-2, WDS-6, etc.

Hauling capacity: 2010t

Current Ratings: (WAM-4 6P) 1100A/10min, 750A continuous

WAP1

Manufacturers: CLW
Traction Motors: Alstom/CLW - TAO 659 (575kW (770hp), 750V, 1095 rpm) Axlehung, nose-suspended, force-ventilated.

Gear Ratio: 58:21

Transformer: BHEL type HETT-3900, 3900 kVA. 32 taps.

Rectifiers: Two silicon rectifiers, with S18FN35 cells (by Hind Rectifier) with 64
cells per unit. 2700A/1050V.

Axle load: 18.8t.

Bogies: Co-Co Flexicoil (cast steel bogies); primary and secondary wheel springs
with bolsters

Pantographs: Two Faiveley AM-12.

Current Ratings: 900A/10min

WAP3

Manufacturers: CLW
Traction Motors: Alstom/CLW - TAO 659 (575kW (770hp), 750V, 1095 rpm) Axlehung, nose-suspended, force-ventilated.

Transformer: BHEL type HETT-3900, 3900 kVA. 32 taps.

Rectifiers: Two silicon rectifiers, with S18FN35 cells (by Hind Rectifier) with 64
cells per unit. 2700A/1050V.

Axle load: 18.8t.

Bogies: Co-Co Fabricated bogie assembly (Flexicoil Mark II and later Mark IV; the
latter are somewhat similar to Alco's HiAd bogies).

Pantographs: Two Faiveley AM-12.

WAP4
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In-plant Training

Manufacturers: CLW
Traction Motors: Hitachi HS15250 (630kW, 750V, 900A. 895rpm. Weight 3500kg).
Axle-hung, nose-suspended, force ventilated, taper roller bearings.

Gear Ratio: 23:58 (One loco, #22559, is said to have a 23:59 ratio.)

Transformer: 5400kVA, 32 taps

Rectifiers: Two silicon rectifiers, (ratings?).

Axle load: 18.8t.

Bogies: Co-Co Flexicoil Mark 1 cast bogies; primary and secondary wheel springs
with bolsters

Pantographs: Two Stone India (Calcutta) AM-12.

Current Ratings: 1000A/10min, 900A continuous

WAP7

Manufacturers: CLW
Traction Motors: 6FRA 6068 3-phase squirrel-cage induction motors (850kW,
2180V, 1283/2484 rpm, 270/310A. Weight 2100kg, forced-air ventilation, axle-hung,
nose-suspended. Torque 6330/7140Nm. 95% efficiency.)

Gear Ratio: 72:20

Axle load: 20.5t

Wheel diameter: 1092mm new, 1016mm worn

Wheel base: 15700mm

Bogies: Co-Co, ABB bogies; bogie wheel base 1850mm + 1850mm

Unsprung mass per axle: 3.984t

Length over buffers: 20562mm

Length over headstocks: 19280mm

Body width: 3152mmn

Cab length: 2434mm

Pantograph locked down height: 4525mm

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In-plant Training

A 24-coach (1430t) passenger rake can be accelerated to 110km/h in 240 seconds (over
4.7km) by a WAP-7; to 120km/h in 304 sec. (6.7km); and to 130km/h in 394 sec. (9.9km).
WAG1

Traction Motors: AEC/Alstom/Siemens MG1420. Two motors (monomotor bogies),


force-ventilated, fully suspended.
Gear Ratio: 3.95:1

Transformer: MFO, type BOT 3150. 22.5kV / 3000kVA. 32 taps.

Rectifiers: Secheron A268 Excitrons (four). 510A / 1250V.

Axle load: 21.3t

Max. Haulage: 1820t

Pantographs: Two Faiveley AM-12

WAG2

Traction Motors: Hitachi EFCO HKK (1270kW, 1250V, 1080A, 695rpm, weight
5300kg).
Transformer: Hitachi AFI AMOC. 32 taps.

Rectifiers: AEV-48 silicon rectifiers, 2040A / 2550kW.

Pantographs: Two Faiveley AM-12

WAG5

Traction Motors: Alstom TAO 659 (575kW, 750V, 1070 rpm) or TAO 656; or
Hitachi HS 15250A (See description under WAP-4.) Axle-hung, nose-suspended. Six
motors.
Gear Ratio: 62:16 or 62:15 with Alstom motors, some 64:18 (Hitachi motors), many
now 58:21 for mixed use.

Transformer: BHEL, type HETT-3900. 3900kVA, 22.5kV, 182A. 32 taps.

Rectifiers: Silicon rectifiers (two) using 64 S-18FN-350 diodes each from Hind
Rectifier. 2700A / 1050V per cubicle.

Bogies: Co-Co cast bogies (Alco asymmetric trimount -- shared with WDM-2, WAM4).

Axle load: 20t

Max. Haulage: 2375t

Pantographs: Two Faiveley AM-12


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Current Ratings: 1100A/10min, 750A continuous

WAG7

Traction Motors: Hitachi HS15250-G (a variant of the standard HS15250 with


higher current rating (thicker wire gauge, better insulation); see description under
WAP-4.) Motors built by CLW and BHEL.
Gear Ratio: 65:18 (65:16?)

Transformer: CCL India, type CGTT-5400, 5400kVA, 32 taps.

Rectifiers: Two silicon rectifiers, cell type S18FN350 (from Hind Rectifier), 64 per
bridge, 2700A / 1050V per cubicle.

Axle load: 20.5t

Bogies: Alco High-Adhesion bogies, fabricated bogie frame assembly, with


unidirectional mounting of traction motors, primary and secondary suspension.

Hauling Capacity: 3010t

Pantographs: Two Stone India (Calcutta) type AN-12.

Current Ratings: 1350A/2min, 1200A/10min, 960A/hr, 900A continuous

WAG9

Manufacturers: ABB, CLW


Traction Motors: ABB's 6FRA 6068 (850kW, 2180V, 1283/2484 rpm, 270/310A.
Weight 2100kg) Axle-hung, nose-suspended.

Gear Ratio: 77:15 / 64:18

Transformer: ABB's LOT 6500, 4x1450kVA.

Power Drive: Power convertor from ABB, type UW-2423-2810 with SG 3000G X
H24 GTO thyristors (D 921S45 T diodes), 14 thyristors per unit (two units). Line
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convertor rated at 2 x 1269V @ 50Hz, with DC link voltage of 2800V. Motor/drive


convertor rated at 2180V phase to phase, 971A output current per phase, motor
frequency from 0 to 132Hz.

Hauling capacity: 4250t

Bogies: Co-Co, ABB bogies; bogie wheel base 1850mm + 1850mm

Wheel base: 15700mm

Axle load: 20.5t

Unsprung mass per axle: 3.984t

Length over buffers: 20562mm

Length over headstocks: 19280mm

Body width: 3152mmn

Cab length: 2434mm

Pantographs: Two Secheron ES10 1Q3-2500.

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MAIN EQUIPMENT IN ELECTRIC LOCOMOTIVE


1) PENTOGRAPH:Pentograph is current collector device that collect current up to 400 A. An for
locomotive which seed has 100-150 Kmph are involved .Pentograph is made up of high
tensile alloy steel. It is very strong .The raising and lowring of pantograph is carried uot from
drivers cabin.
The rising and lowring of pantograph is done by following method:
A] Air raised, gravity lowered.
B] Air raised ,spring lowered
C] Spring raised, air lowered.
In our country India air raised and gravity lowered method is used.
SPECIFICATION:
1
2

Minimum air pressure


Nominal pressure

Rising

Rated current

4.5Kg/cm^2
7 Kg/m2

time

6 to 10 sec.
400A.

2)CIRCUIT BREAKER:High voltage supply of 25 Kv,50 MHZ requires a circuit breaker. This is provided
between pantograph &transformer. Circuit breaker is provided to dis-connect the
locomotive equipment from supply in event of fault. The circuit breaker is device which
close or open the electric circuit under normal and abnormal condition.
It is located on the roof of locomotive. It can control supply from pantograph.
SPECIFICATION:
SR NO.

PARAMETER

VCB

ABCB

1
2
3

Current
Voltage
Operating time

600/1000A
25Kv AC
60 m second

400A
25Kv AC
16-25 second

PENTOGRAPH CONTROL CIRCUIT OF WAG-5


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DJ CONTROL CIRCUIT WITH SI WAG -5

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3)TAP CHANGER:Speed control of traction motor is by varying the applied voltage there are two types of tap
changer .
A] Low voltage tap changer
B] High voltage tap changer
In India high voltage tap changer is used.
This tap changer is continuous feeding with oil .Tap changer is attached with transformer
to reducing weight.
SPECIFICATION:
1

Rated voltage

25 KV

Rated current

400 KV

Frequency

50 KV

Frequency Fluctuation

85-515

No. of taps

32

Method

Servo motor

Run time for 32 tap

11-32 sec.

Run time per tap

0.35 sec.

4)RECTIFIER:Rectifier is a electrical device which can convert a.c. supply in to d.c. supply.
There are two types of rectifier are used in one locomotive for rectifying purpose the diode
are used.
Rectifier used in locomotives is mercury type or semiconductor type.
SPECIFICATION:
1

Type

single

Diode

OfAf

Continuous current

1000A

Input voltage

1222A

Output

750

TAP CHANGER CONTROL CIRCUIT WITH WAG-5


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BLOCK DIAGRAM OF RECTIFIER TRACTIVE DRIVE

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5)TRANSFORMER:The variation of voltage can be obtained by transformer along with tap changer. The
voltage of transformer on primary side is 25KV limiting value of starting current and speed
control according to requirement .
In the most of Indian locomotive the transformer and tap changing device is mounted on
one block. This reduce the weight, maintenance and avoid additional electrical connection.
Tap changer operated frequently there oil is to be changed at regularly interval during
maintenance oil is forced through the closed cooling circuit of transformer by oil circulation
pump.
SPECIFICATION:
1
2
3
4
5
6
7
8

Phase
Cooling
Primary voltage
Max. voltage
Min .voltage
Primary [I/P]
Secondary [o/p]
No. of tap

single
ofAf
25 Kv
27.5 Kv
22.5 Kv
5670 Kva
5400 Kva
32

6)SMOOTHING REACTOR:The d.c. output of rectifier especially from IQ supply is pulsating and ripples to
20%-30% from 40%-50%.These a.c. harmonics produced commutation problem in the
motor.
Smoothing reactor is introduced in between output terminal of the rectifier and input
of motor .Its main job is to smoothen out the ripples in d.c. output of rectifier .
Smoothing reactor is made up of purely inductive coil and it can provided cooling system
for smoothing reactor.
SPECIFICATION:
1
Current
2
No. coil / reactor
3
Voltage
4
Resistance
5
Insulation class
6
SL per loco
7) TRACTION MOTOR:

1350 A coil
2
1270 Volt
0.00359 Coil
Class c
Two

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Desirable characteristics;
1) Parallel running
2) Max. starting torque
3) Capable of withstanding voltage fluctuation
4) Motor should withstand temporary interruption so DC series motor are most
suitable for traction duty.
Welded and fabricated frame are used to reduce weight. Ducts are provided to allow
radial flow of air through core for cooling purpose. Commutator bar interspaced with pure
mica are made of hard dram copper. These are axial hung non-suspended type and are
provided with grease lubrication tapered roller bearing for armature as well as for suspension.
RATING:
Output
Voltage
Starting current
Current
Speed
Number
Field
Insulation
No. of poles

630K
750V
1350A
900A
895rpm
6 per loco
series with commutating poles
class c
main 6, Commutator 6

POWER CIRCUIT OF TM WITH DETAIL OF WAG5

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AUXILIARY EQUIPMENT IN ELECTRIC


LOCOMOTIVE

A ] AUXILIARY FOR TRANSFORMER

Transformer Oil Circulating Pump (MPH)

The transformer tank is filled with oil which serves two purposes. It provides
enhanced insulation to the transformer and its surroundings and the oil absorbs the heat
generated in the transformer and takes it away to the Transformer Oil Cooling Radiator. The
circulation of this oil is carried out by the MPH.
A flow valve with an electrical contact is provided in the oil circulating pipe. As long as the
oil is circulating properly, the contacts on the relay remain closed. However, in case the MPH
fails or stops the relay contacts open which in turn trips master auxiliary protection relay Q118. This trips the main circuit-breaker(DJ) of the loco. Thus the transformer is protected.

Transformer Oil Cooling Radiator Blower (MVRH)

The MPH circulates the transformer oil through a radiator array on top of the
transformer. Air is blown over the radiator by the MVRH. This discharges the heat from the
radiator into the atmosphere. A flow detecting relay is provided in the air-stream of the
MVRH. The flow detector is a diaphragm type device. The flow of air presses the diaphragm
which closes an electrical contact. This relay is known as the QVRH. In case the MVRH
blower fails the the QVRH releases and trips the DJ through the relay Q-118.

B] AUXILIARY OF RECTIFIER BLOCK (RSI 1&2)

Rectifier Cooling Blowers-MVSI-1 and MVSI-2

One blower is provided for each of the rectifier blocks. As rectifiers are
semiconductor devices, they are very sensitive to heat and hence must be cooled continously.
The switching sequence of the MVSI blowers is setup in such a way that unless the blowers
are running, traction cannot be achieved. A detection relay of diaphragm type is also provided
in the air stream of these blowers. However, the detection relay (QVSI-1 & 2)are interlocked
with a different relay known as Q-44. This is a much faster acting relay with a time delay of
only 0.6 seconds. Hence the failure of a MVSI blower would trip the DJ in less than 1
second.

C] AUXILIARY OF SMOOTHNING REACTOR ( MVSL 1&2)

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In WAM-4 locos only one MVSL blower is provided for the cooling of the
Smoothing Reactors SL 1 & 2. However in WAG-5 and other locos two blowers namely
MVSL 1&2 are provided for each of the SL's. Their running is "proved*"by the Q-118 relay.

D] AUXILIARY OF TRACTION MOTOR (MVMT 1&2)


In the course of normal operation the traction motors also generate a lot of
heat. This heat is dissipated by two blowers namely MVMT 1 & 2 which force air through a
duct into the traction motors of Bogie-1 namely TM-1, TM-2, TM-3 and Bogie-2 namely
TM-4, 5, 6 respectively. The traction motor cooling blowers require a large quantity of air
which is taken from vents in the side-wall of the loco. Body-side filters are provided to
minimise the ingress of dust into the loco. Their running is detected by Air-Flow sensing
relay QVMT 1 & 2 (Pic-2) which in turn give there feed to the Q-118 relay.

Air Compressors (MCP 1, MCP-2, MCP-3)

Electric locos need compressed at a pressure ranging from 6 kg/cm2 to 10


kg/cm2. Compressed air is used for the loco's own air brake system as also for the train
brakes, for raising the pantograph, for operating the power switchgear inside the loco such as
the power contactors, change-over switches, windscreen wipers, sanders, etc.
This compressed air is obtained by providing three air compressors, each
having a capacity to pump 1000 litres of air per minute. However depending on the current
requirement, more than two compressors are rarely needed.

Vacuum Pumps (MPV 1 & 2)

In locos equipped to haul vacuum braked trains, two vacuum pumps are also
provided of which at least one is running in normal service and sometimes both may have to
be run if train brakes are required to be released in a hurry.

Dynamic Braking resistance Cooling Blower (MVRF)

In locos equipped with internal dynamic braking resistances, MVRF


blower is provided for cooling the resistances during braking. While all the Auxiliary
machines run on the power supply provided by the Arno convertor / Static Convertor / MotorElectric Locomotive Workshop Bhusaval

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Alternator set, the MVRF blower runs off the supply derived from the output of the Traction
Motor itself and is connected in parallel to the Dynamic Braking Resistances

Main Starting Resistance


Cooling Blowers (MVMSR)
These blowers(four in number)are provided in WCAM-1, WCAM-2, WCAM-3 locos
and are used during DC line working to cool the Main Starting Resistances(MSR). The MSR
is used for regulating the voltage supplied to the Traction Motors during DC line working .

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AUXILIARY POWER CIRCUIT WAG-5

POWER FEEDING CIRCUIT WAG-5

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THREE PHASE LOCOMOTIVES


Q. How do the new 3-phase AC locos working, and how do they compare
with the earlier locos?
Three-phase AC locos such as WAP-5 use some fairly new technology as
compared to the earlier generations of diesel-electrics and electrics. In most of the earlier
locos, the traction motors driving the axles are DC motors. DC motors were used because
they afforded (in those days) far superior speed and torque control compared to AC motors
the latter require variation of input frequency and voltage for effective control, which was not
an easy matter earlier.
Modern microprocessor technology and the availability of efficient and
compact power components have changed that picture. In 3-phase AC locos, the input
(single-phase AC) from the OHE is rectified and then 3-phase AC is generated from it, whose
voltage, phase, and frequency can be manipulated widely, without regard to the voltage,
phase, frequency of the input power from the OHE. AC traction motors can thus be driven
with a great degree of control over a wide range of speed and torque.
AC traction motors are also used on diesel-electrics nowadays. The WDP4 &
WDG4 are examples of this.
Details: There are 3 main stages in the power circuit of a 3-phase AC loco.
Input Converter : This rectifies the AC from the catenary to a specified DC voltage using
GTO (gate turn-off) thyristors. A transformer section steps down the voltage from the 25kV
input. It has filters and circuitry to provide a fairly smooth (ripple-free) and stable DC output,
at the same time attempting to ensure that a good power factor presented to the electric
supply. There may also be additional mechanisms such as transformers, inductors, or
capacitor assemblies to improve the power factor further
The transformer section is designed with high leakage impedance and other characteristics,
which together with the fine control possible with the GTO switching, allow the loco to
present nearly unity power factor, a very desirable situation from the point of view of the
electricity suppliers (the grid). The main transformer also has some filter windings which are
designed to further attenuate harmonics from the loco's traction motors which may pass
through the filtering in the DC link.
The input converters can be configured to present different power factors (lagging or leading)
to the power supply, as desired. IR's WAP-5 and other 3-phase AC locos are generally
configured to present a unity power factor (UPF). (Note: the power factor cannot be changed
on the run.)
DC Link : This is essentially a bank of capacitors and inductors, or active filter circuitry, to
further smooth the DC from the previous stage, and also to trap harmonics generated by the
drive converter and traction motors. Since the traction motors and drive converters present
non-linear loads, they generate reactive power in the form of undesirable harmonics; the DC
link acts as a reservoir for the reactive power so that the OHE supply itself is not affected.
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During regenerative braking this section also has to transfer power back to the input converter
to be fed back to the catenary. The capacitor bank in this section can also provide a small
amount of reserve power in transient situations (e.g., pantograph bounce) if needed by the
traction motors
Drive Converter : This is basically an inverter which consists of three thyristor-based
components that switch on and off at precise times under the control of a microprocessor
(pulse-width modulation). The three components produce 3 phases of AC (120 degrees out of
phase with one another). Additional circuitry shapes the waveforms so that they are suitable
for feeding to the traction motors. The microprocessor controller can vary the switching of
the thyristors and thereby produce AC of a wide range of frequencies and voltages and at any
phase relationship with respect to the traction motors. Various kinds of thyristor devices are
used to perform the switching.
Currently produced modern locos generally use GTO thyristors (Gate Turn-Off thyristors),
but it is expected that soon insulated-gate bipolar transistors (IGBTs), which offer extremely
high switching speeds allowing for finer control over the waveforms generated, will be the
switching technology of choice. The WAP-5, WAP-7, WAG-9, and WAG-9H models all use
GTOs. At present [5/02], no Indian loco uses IGBTs; some trial locos such as the 12X from
Adtranz do use this technology, as do many light-rail and metro locomotives or EMUs around
the world. [5/02] The new AC-DC EMUs in the Mumbai area (introduced on WR) use IGBTs
The 3-phase AC is fed to the AC traction motors, which are induction motors.
As the voltage and the frequency can be modified easily, the motors can be driven with fine
control over their speed and torque. By making the slip frequency of the motors negative (i.e.,
generated AC is 'behind' the rotors of the motors), the motors act as generators and feed
energy back to the OHE this is how regenerative braking is performed. There are various
modes of operation of the motors, including constant torque and constant power modes,
balancing speed mode, etc. depending on whether their input voltage is changed, or the input
frequency, or both.
AC motors have numerous advantages over DC motors. DC motors use
commutators which are prone to failure because of vibration and shock, and which also result
in a lot of sparking and corrosion. Induction AC motors do not use commutators at all. It is
hard to use a DC motor for regenerative braking, and the extra switchgear for this adds to the
bulk and complexity of the loco. AC motors can fairly easily be used to generate power
during regenerative braking. In addition, DC motors tend to draw power from the OHE
poorly, with a bad power factor and injecting a lot of undesirable harmonics into the power
system. AC motors suffer less from these problems, and in addition have the advantage of a
simpler construction

THE NECESSITY

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With the increase of economic activities and on going electrification


projects, and because the electric traction will be playing an important pivotal role in the
national economy, it was felt necessary that a more speedy, strong and cost effective system
of transportation is necessary in India. Keeping this in view, a decision was taken to acquire
3-phase drive technology for Indian Railways.
A global search for the proven technology resulted in a contract with
ADtranz( formerly ABB/Switzerland) . The contract had 3 objectives. (1) To import fully
assembled Locomotives and knocked down kits. (2) To ensure Local warranty service and (3)
to gain transfer of technology (TOT). This TOT also granted IR the non-exclusive rights to
manufacture the 3-phase locomotive at CLW and right to develop sub-systems trough Indian
Entrepreneurs. This was done in July 1993.

BLOCK DIAGRAM OF 3-PHASE AC LOCOMOTIVE

THE ADVANTAGES.

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Why so much of money and efforts were spent ? Let us see how are these different from our
previous ones.
The 3-phase system provides a lot of advantages.
1. Efficiency : Overall efficiency is increased by 5%
2. Savings in operation : IR is paying the SEBs in terms of "Maximum Demand" only ,
which speaks of high quantity and its reflection in bills. The new locomotives are
regeneration type and and having unity power factor. Approximately 15% to 20% energy is
conserved through regeneration while braking. Thus there will be a lot of savings.
3. Less maintenance of traction motors due to absence of commutator and brushgear.
4. Easy maintenance hence better availability. Normally lifting is not required during
attention to failures saving a lot of time.
5. The traction motor is maintenance free. Therefore improved reliability.
6. Low unsprung masses result in minimum wear on rails.

Special diagnostics
7. Automated fault isolation.
8. Display terminal in Driver's Cab. Drivers get assistance during faults and rectification.
9. Diagnostic Computer to log faults and this can be uploaded to a PC in the shed/workshops
for better fault identification .

QUILITY POLICY
ELW, Bhusawal, renders to carryout designated tasks of periodic overhauling of
electric locomotives and its components, working within the framework and guidelines of
INDIAN RAILWAY. This is carried out with the principle aim of ensuring the satisfaction of
its customers.
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The management of ELW is committed to comply with the requirements of quality


standard, the quality system established by ELW and this is achieved there.
1. Carrying out overhaul work according to designated quality system documentation.
2. Ensuring appropriate understanding of the quality system and the quality policy
within the organization.
3. Acting upon the feedback received from customer regarding services provided.
4. Establishment and review of quality objectives to promote quality work and achieved
continuous improvement.
This policy is received by management for continuous suitability.

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CONCLUSION
After finishing my traning in 15 days in P.O.H.I come to
know that without practical knowledge an engineer is of no
use .The entire basic fundamental are clear in training.
By the help of this training the information about the traction
motor ,&all section will be helpful in future.
I had great experience in doing the training. Also I
cannot forget the help of all in charges of respective
department, Unless we see the work that we cannot imagine
how
It all goes on.
So this training teached many new techniques
&procedure of such a big organization.
It help me to learn co-ordination between department and
organization and communication between different level of
organization.

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