COLOUR PHOTOGRAPHS & SALIENT FEATURES

OF 

AC, AC & DC LOCOMOTIVES AND EMUs

PLATE No. 3.01

B-B TYPE WAG-1 CLASS ELECTRIC LOCOMOTIVE

Forty-two locomotives of this type were ordered on European Group. Five of these were completely assembled in Europe and the remaining were built at CLW. A repeat order was placed on M/s. Group for 20 locomotives in 1963. Further these locomotives were manufactured at CLW.

The typical feature of these locomotive is a Monomotor bogie. This construction results in substantial saving in weight in traction equipment and gives better adhesion.

The traction motors are force ventilated and are fully suspended type. These motors are permanently grouped in parallel and are controlled by tap changer and field weakening.

This can be used for a multiple unit operation to a maximum of four locomotives.

Compressed air brake for the loco and vacuum brake for the train are provided, in addition, these locomotives have been provided with regenerative braking. Few locomotives have been converted to dual brake system.

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PLATE No. 3.02

B-B TYPE WAG-2 CLASS ELECTRIC LOCOMOTIVE

Forty-five of these locos were ordered on Hitachi (Japan) and the First of these has been put into service in 1964. The locos are built for Goods traffic operation.

The locomotive is powered by two bogie mounted forced ventilated Type dc traction motors permanently grouped in parallel. The speed control is achieved by a HT tap changer provided on the transformer primary. Field weakening is also provided.

These locomotives utilise silicon rectifiers for conversion of ac lower into dc.

Compressed air brake for the loco and vacuum brake for the train re provided. In addition these locomotive are provided with rheostatic raking also.

The locomotives can be used for multiple operation.
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PLATE No. 3.03

B-B TYPE WAG3 CLASS ELECTRIC LOCOMOTIVE

Ten locomotives of this type were ordered on European Group. All these locomotives have been assembled in Europe. First locomotive was put in service in July, 1965.

The typical feature of these locomotives is a Monomotor bogie. This construction results in substantial saving in weight in traction equipment and gives better adhesion.

These locomotives utilise silicon rectifiers for conversion of ac power into dc.

The traction motors are force ventilated and are fully suspended type. These motors are permanently grouped in parallel and controlled by tap changer and field weakening.

This can be used for a multiple unit operation to a maximum of four locomotives.

Compressed air brake for the loco and vacuum brake for the train are provided. In addition, these locomotives have been provided with rheostatic braking.

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PLATE No. 3.04

B-B TYPE WAG4 CLASS ELECTRIC LOCOMOTIVE

Major equipments for first fifty-six locomotives of this type were procured from European Group. Auxiliary machines and some control equipments have been procured from indigenous sources. All these locomotives were built by CLW

The typical feature of these locomotives is Monomotor Bogie. This construction results in substantial saving in weight in traction equipment and gives better adhesion.

These locomotives utilise silicon rectifiers for conversion of ac power into dc. The traction motors are force ventilated and are fully suspended type. These motors are permanently grouped in parallel and speed control is obtained through HT tap changer and TM field weakening.

These locomotives can be used for a multiple unit operation to a maximum of four locomotives.

Compressed air brake for the loco and vacuum brake for the train are provided. In addition, these locomotives are also provided with rheostatic braking. Few locomotives have been converted to dual brake system later on by Railways.

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PLATE No. 3.05

Co-Co TYPE WAG-5 CLASS ELECTRIC LOCOMOTIVE

First locomotive of this type was built by CLW to the design of RDSO in 1980. This class of locomotives is currently under series production in CI\W and BHEL.

The locomotive is powered by six axle-hungs, nose suspended, ventilated TAO-659 (CLW) or HS-1050/10250 (Hitachi) dc traction motors. Speed control is achieved by connecting the motors in parallel combination. Field weakening of motors was provided in subsequent series of manufacture at CLW.

These locomotives utilise silicon rectifier for conversion of ac power into dc.

This can be used for a multiple operation to a maximum of four locomotives. Compressed air brakes for the locomotive and dual brake for the trains are provided. In addition, these locomotives are provided with rheostatic braking.

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PLATE No. 3.06

Bo-Bo-Bo TYPE WAG-6A CLASS ELECTRIC LOCOMOTIVE

These 6-axle locomotives have been ordered on ASEA by IR for vice under arduous climatic conditions with ambient temperature reaching 50°C.

Multiple connection of the locomotive is possible and they are pared for a future increase of the speed upto maximum 160 km/h. by have a micro-computer based control and indication system  which assist the driver and the maintenance staff. Micro-processor control has been used not only for switching the thrusters but also for continuous monitoring of vulnerable equipment, thereby also providing diagnostic system and fault indication system (FIS) with facilities for automatic isolation of faulty equipment & answer back display on cut off operation to check whether emergency counter measures were correctly taken. FIS has facility for storage of the last 100 faults which can be printed along with details of conditions which existed when fault occurred. The creep control system using Doppler radar sensors, comparing wheel speed with true ground speed gives instant feed back & regulates the power to each individual axle, permitting maximum utilization of the available adhesion. Thruster-switched power factor correction is incorporated. ASEA hollow-shaft traction motor drive tern has been adopted for transmission of power. Air and dynamic brake system exists on the locomotive while it can haul air brake stock only.

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PLATE No. 3.07

WAG-6B CLASS ELECTRIC LOCOMOTIVE

A total of 12 thruster controlled electric locomotives built by M/s Hitachi/Japan were procured by lR in 1988. Out of these, 6 are having Bo-Bo-Bo bogie arrangement and are designated as WAG-6B class.

Special design features like fully suspended traction motor with WN coupling drive in WAG-6B class and unidirectional axle-hung, nose-suspended traction motor in WAG-6C have been incorporated to achieve higher adhesion.

Speed control is through phase angle control of thruster bridges combined with a separate control for field current. Automatic control is realised through a microprocessor based control system. Freon cooling for thyristor converters has been provided.

The design provides for a future increase in speed upto a maximum of 160 km/h.

The locomotives have air and dynamic brake system and are designed to haul air brake stock only. A maximum of four locomotives can be used in a multiple operation.

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PLATE No. 3.08 

WAG-6C CLASS ELECTRIC LOCOMOTIVE

A total of 12 thyristor controlled electric locomotives built by M/s Hitachi/Japan were procured by IR in 1988. Out of these, 6 having Co -Co bogie arrangement have been designated as WAG-6C class.

Special design features like fully suspended action motor with WN- coupling drive in WAG-6B class and unidirectional axle-hung, nose-suspended traction motor' in WAG-6C have been incorporated to achieve higher adhesion.

Speed control is through phase angle control of thyristor bridges Combined with a separate control for field current. Automatic control is  reutilized through a microprocessor based control system. Forced air cooling for thyristor converters has been provided.

The design provides for a future increase in speed upto a maximum .of 60 km/h.

The locomotives have air and dynamic brake system and are designed to haul air brake stock only. A maximum of four locomotives be used in a multiple operation.

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PLATE No. 3.09

Co-Co TYPE WAP1/WAP3 CLASS ELECTRIC LOCOMOTIVE

Five prototype locomotives of this type were ordered on Chittaranjan Locomotive Works to the design of RDSO. First prototype locomotive was put in service in 1981.

The locomotive is powered by six axle-hungs, nose-suspended forced ventilated type dc traction motors. Speed control is achieved by grouping in 2S-3P combination and by field weakening of the motor

These locomotives utilise silicon rectifier for conversion of ac power into dc.

These locomotives are being converted to make them suitable for multiple operation.

Compressed air brake for the locomotives and vacuum brake for the train are provided. Brakes system is being modified to make them suitable for dual brakes.

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PLATE No. 3.10

Bo - Bo TYPE WAP2 C1ASS ELECTRIC LOCOMOTIVE

A few WAM2 locomotives fitted with flexicoil fabricated bogies have been designated as WAP2. Initially Ten locomotives of WAM2 type were supplied by Mitsubishi (Japan) and put into service in 1961. Repeat order for 28 locomotives was placed on the firm for meeting the requirement of push-pull operation for sub-urban trains and these are provided with air brakes only.

The locomotive is powered by four fully suspended forced ventilated pulsating current type traction motors. The motor is coupled to axle through a flexible WN gear drive. The motors are permanently connected in parallel and the speed control is obtained by means of HT tap changer and field weakening. Compressed air brake for locomotive and vacuum brake for the train are provided.

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PLATE NO. 3.11

Bo-Bo TYPE WAM1 CLASS ELECTRIC LOCOMOTIVE

Hundred locos of this type have been supplied by European Group and put into service in 1960. The locomotives are designed for mixed traffic operation. 

The locomotive is powered by four fully suspended, forced ventilation pulsating current type traction motors. The motors are coupled to the axles through 'Jaquemin' drive. Superstructure is connected to the bogies through pendulum suspension and low traction bars. The motors are permanently connected in parallel and speed control is obtained throuh HT tap changer and traction motor field weakening.

These constructional features help to give better adhesion.

Compressed air brake for the locomotives and vacuum brake for the train has been provided.

                                MAIN DATA

PLATE NO. 3.12

Bo-Bo TYPE WAM2/WAM3 CLASS ELECTRIC LOCOMOTIVE

Ten locomotives of WAM2 type have been supplied by Mitsubishi (Japan) and put into service in 1961. Repeat order for 28 locomotives was placed on the firm for meeting the requirement of push-pull operation for sub-urban trains. These are provided with air brakes only, two locomotives of this order designated as WAM3 are provided with silicon rectifiers. A few WAM2 locomotives fitted with flexicoil fabricated bogie have been designated as WAP2.

The locomotive is powered by four fully suspended forced ventilated pulsating current type traction motors. The motor is coupled to the axle through a flexible WN gear drive. The motors are permanently connected in parallel and the speed control is obtained by means of HT 3 changer and field weakening. The rectifiers are water-cooled and ignition type in WAM2 locomotives.

For initially procured, 10 locomotives, compressed air brake for locomotives and vacuum brake for the trains are provided.

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PLATE No. 3.13

Co-Co TYPE WAM4 CLASS ELECTRIC LOCOMOTIVE

Five hundred and fifty three locomotives of this type were built by Chittaranjan Locomotive Works to the design of RDSO. First prototype locomotive was put in service in March, 1971.

The locomotive is powered by six axle-hungs, nose-suspended forced ventilated type dc traction motors. The traction motors are grouped either in 3S-2P or 2S-3P in these locomotives. The speed control is obtained through HT tap changer and by field weakening of the traction motor.

These locomotives utilise silicon rectifier for conversion of ac power into dc.

This can be used for a multiple operation to maximum of four locomotives. 

Compressed air brake for the locomotive and vacuum brake for the train are provided. In addition these locomotives have been provided with Rheostatic braking. 

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PLATE No. 3.14

B-B TYPE YAM-1 CLASS (Meter Gauge) ELECTRIC LOCOMOTIVE

Eighteen of these locos were ordered on Mitsubishi (Japan) and the first of these has been put into service in 1965. The locos are built for mixed traffic operation.

The locomotive is powered by two bogie mounted forced ventilated type dc traction motors permanently grouped in parallel. The speed control is achieved by a LT Tap changer provided on the transformer secondary and traction motor field weakening..

These locomotives utilise silicon rectifier for conversion of ac power into dc.

Compressed air brake for the loco and vacuum brake for the trains are provided.

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PLATE No. 3.15

Co-Co TYPE WCAM1 CLASS ELECTRIC LOCOMOTIVE

Thirty-four dual voltage locomotives of this type were manufactured by CLW to the design of RDSO during 1973 and onwards. The locomotive is designed for operation on Western Railway.

The locomotive is powered by six axle-hungs, nose-suspended forced ventilated type, dc series traction motors. Speed control is achieved by grouping the motors in different combinations and by field weakening of the motors. The voltage control is obtained by tap changer in ac operation and by resistance notching in dc operation. Silicon rectifiers are utilized for conversion of ac power into dc.

Compressed air brake for the locomotive and vacuum brake for the train are provided. One locomotive has been converted to work with air brake stock only

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PLATE No. 3.16 

WAU-1 BG EMU STOCK

Sixteen 2-coach units with one spare motor coach were put into service on the Eastern Railway in 1959-60 for working at 3000V dc. normally two/three such units form a rake. A driving cab has been provided at each end of the unit. An emergency driving cab has been provided in the motor coach.

These 3000V dc units have now been converted for dual voltage operation at Kanchrapara Workshops. The conversion equipment, supplied by AEl, has been, installed in the luggage compartment in the "C" driving trailer. The converted EMUs were put into service in June 1964. These units now operate only on 25 kV ac, consequent to conversion of 3 kV dc traction to 25 kV ac traction.

The units are provided with Westinghouse Electro-pneumatic brakes

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PLATE No. 3.17

WAU-2 BG EMU STOCK

Sixteen 3-coach units with one spare motor coach were put into service on the Eastern Railway in 1958-59. Normally two/three units form a rake. One unit was converted for 1500V dc operation and is running on Western Railway since 1960-61.

Remaining units have been converted for dual voltage (3000V dc/ 25 kV ac) operation by Kanchrapara Workshops. The conversion equipment are installed in two new compartments; one next to the existing MT compartment and the other at the other end of the motor coach. These units now operate only on 25 kV ac, consequent to the conversion of 3 kV de traction to 25 kV ac traction.

The units are provided with Westinghouse Electro-pneumatic brakes.

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PLATE No. 3.18

WAU-3 BG EMU STOCK (WAU-3

Thirty-one 4-coach units and one spare motor coach were put into service on Eastern Railway in 1966.

Two units together are powered to haul a plain trailer interposed between them

Nineteen units and the spare motor coach are provided with Saxby & Farmer Electro Pneumatic brakes. The remaining twelve units are ) provided with Knorr Electro-pneumatic brakes.

PLATE No. 3.19

WAU-4 BG EMU STOCK

Seventy-four coach units were initially put into service on Eastern and South Eastern Railways during the period May 1967 to July 1969. Subsequently, more units were manufactured by ICF with BHEL traction equipment and added to Eastern and South Eastern Railway and also introduced in Southern and Northern Railways.

Two units together with an additional motor coach interposed between then is being utilised on Eastern Railway and South Eastern Railways. On Northern and Southern Railways, two 4-car units are operating and form a rake.

These units are provided with Westinghouse Saxby & Farmer/ Knorr- Bremse Electro-pneumatic brakes.