BHARAT HEAVY ELECTRICALS LIMITED

SUMMER TRAINING PROJECT REPORT 2016

REPORT
ON
LOCOMOTIVE ENGINES IN WAG-7

Under the guidance of: Submitted to:

Mr. Y.R. Tripathi B.N.NAIK
(Production engineer, LMM) (Sr. DGM, HRD)

Submitted by:
MRITYUNJAYA CHAUHAN
B.Tech. 2nd Year Mechanical Engineering
RAJ KUMAR GOEL INSTITUTE OF TECHNOLOGY
GHAZIABAD, UTTAR PRADESH

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 ACKNOWLEDGEMENT

I am extremely thankful and indebted to the numerous BHEL engineers, who

imparted me vital information about the functioning of their respective
department, thus helping me to attain an overall consideration about the
functioning of the organization. I am highly thankful to them for their support,
guidance and amicable behavior.

I amhighly indebted to my project guide Mr. Y.R. Tripathi for finding some hour
and guide me, from his busy schedule and helping me to grasp various concepts
of my project. I also convey my special thanks to all senior executives and
member of BHEL, Jhansi.

Last but not the least; I would like to thank my parents and my entire fellow
Trainee who have been a constant source of encouragement and inspiration
during my training here. And a special thanks to the H.O.D of my college he
helped me so much giving leave from my session so that I can concentrate on this
project.

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 PREFACE

Four weeks industrial training is an integral part of engineering curriculum.

Training allows as gaining an insight into the practical aspect of various topics,
with we come across while pursuing our B.E. degree.

The training involved a study of various departments of the organization as per the
time schedule to us. The rotation in various departments was necessary in order
to get an overall idea of the working of the organization.

This report will tell you the process of manufacturing power transformers. It gives
you the knowledge about core, winding, insulating material and oil used for
transformer as well as the accessories used with transformer during operation.

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 VISION, MISSION AND VALUES OF BHEL
VISION
A global engineering enterprise providing solution for a better tomorrow.

MISSION
Providing sustainable business solutions in thefields of Energy, Industry &
Infrastructure.

VALUES
GOVERNANCE: We are stewards of our shareholders investments and we take
that responsibility very seriously. We are accountable and responsible for
delivering superior results that make a difference in the lives of the people we
touch.

RESPECT: We value the unique contribution of each individual. We believe in

respect for human dignity and we respect the need to preserve the environment
around us.

EXCELLENCE: We are committed to deliver and demonstrate excellence in

whatever we do.

LOYALTY: We are loyal to our customers, to our company and to each other.

ENTEGRITY: We work with highest ethical standards and demonstrate a behavior

that is honest, decent and fair. We are dedicated to the highest levels of personal
and institutional integrity.

COMMITMENT: We set high performance standards for ourselves as individuals

and our teams. We honor our commitments in a timely manner.

INNOVATION: We constantly support development of newer technologies,

products, improved processes, better services and management practices.

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 AN OVERVIEW OF BHEL
BHEL is the largest engineering and manufacturing enterprise in India in the
energy/infrastructure sector today. BHEL was established more than 40 years ago
when its first plant was set up in Bhopal ushering in the indigenous Heavy
Electrical Equipment industry in India, a dream that has been more than realized
with a well-recognized track record of performance.
BHEL caters to core sectors of the Indian Economy viz., Power Generation &
transmission, Industry, Transportation, Telecommunication, Renewable Energy,
Defense, etc. The wide network of BHEL’s 17 manufacturing divisions, four Power
Sector regional centers, over 100 project sites, eight service centers and 18
regional offices, enables the company to promptly serve its customers and
provide them with suitable products, systems and services-efficiently and at
competitive prices. BHEL has y attained ISO 9000 certification for quality
management, ISO 27000 for Information Technology and ISO 14001 certification
for environment management

POWER GENERATION
Power generation sector comprises thermal, gas, hydro, and nuclear power plant
business.

TELECOMMUNICATION
BHEL also caters to Telecommunication Sector by way of small, medium and large
switching systems.

TRANSMISSION AND DISTRIBUTION (T&D)

BHEL offers wide-ranging products and systems for T&D applications. Products
manufactured include: power transformers, instrument transformers, dry type
transformers, series &shunt reactors, capacitor banks, vacuum &SF6 circuit
breakers, gas-insulated switchgears and insulators.

INDUSTRIES
BHEL is a major contributor of equipment and systems to industries, cement,
sugar, fertilizer, refineries, petrochemicals, paper, oil and gas, metallurgical and
other process industries. The range of systems & equipment supplied includes:
captive power plants, co-generation plants, DG power plants, industrial steam
turbines, industrial boilers and auxiliaries, waste heat recovery boilers, gas
turbines, heat exchangers and pressure vessels, centrifugal compressors,

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electrical machines, pumps, valves, seamless steel tubes, electrostatic
precipitators, fabric filters, reactors, fluidized bed combustion boilers, chemical
recovery boilers and process controls.

TRANSPORTATION
BHEL is involved in the development, design, engineering, marketing, production,
installation, and maintenance and after-sales service of rolling stock and traction
propulsions systems. BHEL manufactures electric locomotives up to 5000 HP,
diesel electric locomotives from 350 HP to 3100 HP, both for mainline and
shunting duty applications. It also produces rolling stock for special applications
viz. overhead equipment cars, special well wagons, and Rail-cum road vehicle.

RENEWABLE ENERGY
Technologies that can be offered by BHEL for exploiting non-conventional and
renewable sources of energy include: wind electric generators, solar photovoltaic
systems, solar heating systems, solar lanterns and battery-powered road vehicles.

OIL AND GAS

BHEL’s products range includes Deep Drilling Oil Rigs, Mobile Rigs, Work Over
Rigs, Well Heads and X-Mas Trees, Choke and Kill Manifolds, Full Bore Gate
Valves, Midline Suspension System, Casing Support system Sub-Sea Well Heads,
Block valves, Seamless pipes, Motors, Compressor, Heat Exchangers etc.

INTERNATIONAL OPERATIONS
BHEL is one of the largest exporters of engineering products & services from
India, ranking among the major power plant equipment suppliers in the world.

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 VARIOUS BHEL UNITS

FIRST GENERATION UNITS

Bhopal : Heavy Electrical Plant.
Haridwar : Heavy Electrical Equipment Plant.
Hyderabad : Heavy Electrical Power Equipment Plant.

SECOND GENERATION UNITS

Tiruchy : High Pressure Boiler Plant.
Jhansi :Transformer and Locomotive Plant.
Haridwar :Central Foundry and Forge Plant.
Tiruchy : Seamless Steel Tube Plant.

UNITS THROUGH ACQUISTION & MERGER

Bangalore : Electronics Division
Electro Porcelain Division.

NEW MANUFACTURING UNITS

Ranipet : Boiler Auxiliaries Plant.
JagdisHPur : Insulator Plant.
Govindwal : Industrial Valve Plant.
Rudrapur : Component and Fabrication Plant.
Bangalore : Energy Systems Division

BHEL is growing concern to meet the changing needs of the nation has taken it
beyond power into the total gamut of energy, industry and transportation BHEL is
able to offer a service in each of this fields. Its manufacturing capability is
supported by a corporate R&D division at Hyderabad works closely with the
research and development cells at various units and Welding Research Institute at
Tiruchinapalli.

ACTIVITY PROFILE OF BHEL

POWER SECTOR PROJECTS

 Thermal sets and Auxiliaries.

 Steam generators and Auxiliaries.
 Industrial fans.
 Electrostatic precipitators.

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 Air pre heaters.
 Nuclear power equipment’s.
 Hydro sets and Auxiliaries.
 Motors.
 Transformers.
 Rectifiers.
 Pumps.
 Heat Exchangers.
 Capacitors.
 Porcelain/Ceramics insulators.
 Seamless steel tubes.
 Casting and forging.

SYSTEMS/SERVICES

 Turnkey power station.

 Data acquisition Systems.
 Power systems.
 HVDC Commissioning systems.
 Modernization and Rehabilitation.

TRASPORTATION SECTOR

 Diesel Electric generators.

 AC/DC locomotives.
 DC locomotives and loco shunters.
 Traction system for railways.

INDUSTRY SECTOR

 Boilers.
 Valves.
 T.G. sets.

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 Power devices.
 Solar Cells.
 Photo Voltaic cells.
 Gas Turbines.
 Compressors.
 Drive Turbines.
 Oil rigs.
 Blow out preventers.
 Wind mills.
 Control systems for electric devices.

BHARAT HEAVY ELECTRICALS LIMITED JHANSI (UNIT)

A BRIEF INTRODUCTION
By the end of 5th five-year plan, it was envisaged by the planning commission that
the demand for power transformer would raise in the coming years. Anticipating
the country’s requirement BHEL decided to set up a new plant, which would
manufacture power and other types of transformers in addition to the capacity
available in BHEL Bhopal. The Bhopal plant was engaged in manufacturing
transformers of large ratings and Jhansi unit would concentrate on power
transformer up to 50 MVA, 132 KV class and other transformers like Instrument
Transformer s, Traction transformers for railway etc.

This unit of Jhansi was established around 14 km from the city on the N.H. No 26
on Jhansi Lalitpur road. It is called second-generation plant of BHEL set up in 1974
at an estimated cost of Rs 16.22crores inclusive of Rs 2.1crores for township. Its
foundation was laid by late Mrs. Indira Gandhi the prime minister on 9 th Jan.
1974. The commercial production of the unit began in 1976-77 with an output of
Rs 53 lacs since then there has been no looking back for BHEL Jhansi.

The raw material that are produced for manufacture are used only after thorough
material testing in the testing lab and with strict quality checks at various stages
of productions. This unit of BHEL is basically engaged in the production and
manufacturing of various types of transformers and capacities with the growing
competition in the transformer section, in 1985-86 it under took the re-powering
of DESL, but it took the complete year for the manufacturing to begin. In 1987-88,
BHEL has progressed a step further in under taking the production of AC
locomotives, and subsequently it manufacturing AC/DC locomotives also.

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 UNIT PRODUCT PROFILE OF BHEL JHANSI

1. Power transformer up to 400 KV class 250 MVA.

2. Special transformer up to 180 KV.
3. ESP transformer 95 KVP, 1400 mA.
4. Freight Loco transformer 3900 to 5400KVA &
7475KVA for 3 phase.
5. ACEMU transformer up to 1000 KVA (1-phase).
1385KVA (3 phase).
6. Dry type transformer up to 6300 KVA 33 KV class
7. Instrument transformer VT & CT up to 220 KV class.
8. Diesel electric locomotives up to 2600 HP.
9. AC/DC locomotives 5000 HP.
10. Over Head Equipment cum Test Car
11. Well wagon 200 tones.
12.Rail cum road vehicle
13. Dynamic track stabilizer

BHEL PERFORMANCE (CORPORATE LEVEL)

PARAMETER 2011 - 12 2012 - 13

Turnover (Rs. /Cr.) 49510 50015
Order Inflow (Rs. /Cr.) 22096 31528
Net Profit (Rs. /Cr.) 7040 6485
Net Worth (Rs. /Cr.) 25373 30315
Megawatts Commissioned 9270 10340
R & D Investment (Rs. /Cr.) 1199 1248
Patents/Copyrights Filed (Nos.) 351 385

URNOVER (In Rs. MAJOR UNITS T /Crores)

DIVISION 2011–12 2012–13

(Actual) (Provisional
JHANSI 1300 1365
CFFP HARDWAR 506 523
HEEP HARDWAR 5415 6375
BAP RANIPET 4210 3703
HPBP TRICHY/SSTP 14571 14970
EDN BANGALORE 2301 1650

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 BHOPAL 4790 4703
HEEP HYDERABAD 7072 6408
BHEL NET 49301 50015

VARIOUS DEPARTMENTS/FUNCTIONS AT BHEL JHANSI

TRANSFORMER COMMERCIAL (TRC)

The objective of the department is interaction with the customers. It brings out
tenders and notices and also responds to them. It is this department that bags
contracts of building transformers. After delivery regarding faults, this
department does failures and maintenance. All such snags are reported to them
and they forward the information to the concerning department.

One of the major tasks of this department is to earn decent profits over all
negotiations. Transformer industry has become very competitive. The company
offering the lowest price gets the contract but this process may continue does the
work on very low profits.
To avoid such a situation, a body by the name of India Electrical and Electronics
Manufacturers Association (IEEMA) was set up. This association helps to maintain
a healthy competitive atmosphere in the manufacturing of electrical appliances.

TRANSFORMER ENGINEERING (TRE)

The transformer manufactured in BHEL Jhansi range from 10 MVA to 250 MVA
and up to 400 KV. The various transformers manufactured in this unit are:-

POWER TRANSFORMER
a) Generator transformer
b) System transformer.
c) Auto transformer.

SPECIAL TRANSFORMER
a) Freight loco transformer.
b) ESP transformer.
c) Instrument transformer.
d) Dry type transformer.
.

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BAY-00 & 0:
It is a sub part of Fabrication. It is the preparation shop while the other two bays
form the assembly shop. This section has the following machines:
 Planner machine – To reduce thickness
 Shearing machine
 CNC / ANC Flame Cutting machine – To cut Complicated shaft items using
Oxy-Acetylene flame
 Bending machine
 Rolling machine
 Flattening machine
 Drilling machine
 Nibbling machine
 Pantograph flame cutting machine

BAY-1

It is also a sub part of Fabrication. It is an assembly shop where different parts

of tank come from bay 0.Here welding processes are used for assembly, after
which a rough surface is obtained Grinder operating at 1200 rpm is used to
eliminate the roughness.

BAY-2

It is also a sub part of Fabrication It is an assembly shop dealing with making

different objects mentioned below.
1-Tank assembly 5-cross feed assembly
2-Tank cover assembly 6-core clamp assembly
3-End Frame assembly 7-pin and pad assembly
4-foot assembly

Before assembly, short blasting (firing of small materials i.e., acid pickling) is
done on different parts of jobs to clean the surface before painting.

NON DESTRUCTIVE TEST

1 Ultrasonic test to detect the welding fault on the CRO at the fault place
high amplitude waves are obtained.

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2. Die Penetration test Red solution is put at the welding and then cleaned.
After some time white solution is mixed. Appearance of a red spot indicates a
fault at the welding.
3. Magnetic crack detection Magnetic field is created and then iron powder
is put at the welding. Sticking of the iron powder in the welding indicated a
fault.
4. X-Ray Test: It is same as human testing and the fault is seen in X-ray film.

BAY-3

Here are basically three sections in the bay:

 Machine section
 Copper section
 Tooling section

BAY 4

It is the winding section. There are four types of coil fixed in a transformer, they
are:
1. Low voltage coil (LV)
2. High voltage coil (HV)
3. Tertiary coil
4. Tap coil
The type of winding depends upon job requirement. Also, the width and
thickness of the conductors are designed particulars and are decided by design
department. Conductors used for winding is in the form of very long strips
wound on a spool, the conductor is covered by cellulose paper for insulation.

For winding first the mould of diameter equal to inner diameter of required coil
is made .The specification of coil are given in drawing. The diameter of mould is
adjustable as its body is made up of wooden sections that interlock with each
other. This interlocking can be increased or decreased to adjust the inner
diameter of coil.

The moulds are of following types

1. Belly types
2. Link types
3. Cone type

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BAY-5

It is core and punch section. The lamination used in power, dry, ESP transformer
etc. for making core is cut in this section.
CRGO (cold rolled grain oriented) silicon steel is used for lamination, which is
imported in India from Japan, U.K. Germany. It is available in 0.27 and 0.28 mm
thick sheets, 1mt wide and measured in Kg. The sheets are coated with very thin
layer of insulating material called “carlites”.
For the purpose of cutting and punching the core three machines are installed in
shop

BAY-6

Single-phase traction transformer for AC locomotives is assembled in this

section. This Freight locomotive transformers are used where there is frequent
change in speed. In this bay core winding and all the assembly and testing of
traction transformer is done.

Three-phase transformers for ACEMU are also manufactured in this section. The
supply lines for this transformer are of 25 KV and power of the transformer is
6500 KVA. The tap changer of rectifier transformer is also assembled in this bay.
Rectified transformer is used in big furnace like the thermal power stations /
plants (TPP).

BAY-7

1. This is the insulation shop. Various types of insulations are

2. AWWW - All Wood Water Washed press paper.
3. The paper is 0.2-0.5mm thick cellulose paper and is wound on the
conductors for insulation.
4. PRE COMPRESSED BOARD: This is widely used for general insulation &
separation of conductors in the forms of blocks.
5. PRESS BOARD: This is used for separation of coils e.g. L.V. from H.V. It is
up to 38 mm thick.
6. UDEL(Un Demnified Electrical Laminated) wood or Perm wood
7. This is special type of plywood made for insulation purposes.
8. FIBRE GLASS: This is a resin material and is used in fire prom areas.
9. BAKELLITE
10. GASKET- It is used for protection against leakage.
11. SILICON RUBBER SHEET- It is used for dry type transformer.

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BAY 8

It is the instrument transformer and ESP transformer manufacturing section.

INSTRUMENT TRANSFORMER These are used for measurement. Actual

measurement is done by measuring
instruments but these transformers serve the purpose of stepping down the
voltage to protect the measuring instrument. They are used in AC system for
measurement of current voltage and energy and can also be used for measuring
power factor, frequency and for indication of synchronism. They find application
in protection of power system and for the operation of over voltage, over
current, earth fault and various other types of relays.

ESP TRANSFORMER The Electrostatic Precipitator transformer is used for

environmental application. It is used to filter in a suspended charge particle in the
waste gases of an industry. They are of particular use in thermal power stations
and cement industry.

The ESP is a single-phase transformer. It has a primary and secondary. The core is
laminated and is made up of CRGOS. It is a step up transformer. An AC reactor is
connected in series with primary coil. The output of the transformer must be DC
the is obtained by rectifying AC using a bridge rectifier (bridge rectifier is a
combination of several hundred diodes). A radio frequency choke (RF choke) is
connected in series with the DC output for the protection of the secondary circuit
and filter circuit. The output is chosen negative because the particles are
positively charged. The DC output from the secondary is given to a set of plates
arrange one after the others. Impurity particles being positively charged stick to
these plates, which can be jerked off. For this a network of plates has to be setup
all across the plant. This is very costly process in comparison with the transformer
cost. A relive vent is also provided to prevent the transformer from bursting it
higher pressure develops, inside it. It is the weakest point in the transformer
body. An oil temperature indicator and the secondary supply spark detector are
also provided.

One side of the transformer output is taken and other side has an ‘marshaling
box’ which is the control box of the transformer.

BAY-9
In this bay power transformer are assembled. After taking different input from
different bays 0-9 assembly is done Power transformer is used to step and step

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down voltages at generating and sub-stations. There are various ratings –11KV,
22KV, manufactured, they are

1. Generator transformer.
2. System
3. Autotransformer.

A transformer in a process of assemblage is called a job. The design of the

transformer is done by the design department& is unique of each job; depends
on the requirement of customer. The design department provides drawing to the
assembly shop, which assembles it accordingly.

The steps involved in assembly are:

1. Core building
2. Core Lifting.
3. Unlacing.
4. Delacing and end-frame mounting.
5. High voltage terminal gear and low volt terminal gear mounting
6. Vapour phasing and oil soaking
7. Final servicing and tanking.
8. Case fitting.

STORE
There are three sections in store:
1. Control Receiving Section
2. Custody Section
3. Scrap Disposal Section

LOCOMOTIVE PRODUCTION (LMP)

There are following products are manufactured at Loco shops
 Alternating Current Locomotive (ac Loco)
 WAG-5H
 AC./D.C. Loco
 WCAM-2P
 WCAM-3
W-broad gauge A-running in AC mode
C-running in DC mode G-hauling goods train
P-hauling passenger train M-hauling passenger
& goods train

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 Diesel Electric Locomotive Shunting (DESL)
 350HP
 700HP
 Single Power Pack (SPP): One 700 HP m/c is made as a single unit. It
is a meter gauge locomotive
 Twin Power Pack (TPP): 2 350HP m/c are combined in 1 engine
& can be operated individually or in combination depending on the load.
 450 HP
 1400 HP
 1150 HP
 1350 HP
 2600 HP
1150 HP and 1350 HP DESL s are non-standard locomotives and are modified
versions of 1400 HP DESL based on requirement of customer.

Under mention are the new non-conventional products designed and developed
for Indian Railways based on their requirement.
 OHE (Overhead electric) recording and testing cars
 UTV(Utility vehicle )
 RRV(Rail cum road vehicle)
 DETV( Diesel electric tower car)
 BPRV(Battery power road vehicle)
 BCM(Blast cleaning machine)
 200 T Well wagon for BHEL Haridwar
 Metro Rake-Kolkata Metro Railways
LOCOMOTIVE MANUFACTURING (LMM)
This section deals with manufacturing of locomotives. The main parts of the
Locomotive are
Under frame: The frame on which a locomotive is built
Super structure: The body of locomotive is called superstructure or Shell and is
made of sheet of Mild steel
DC motor, Alternator, Compressor, Flower
Static Rectifier-MSR
Static Converter-SC
Exchanger
Bogie-The wheel arrangement of a loco is called a bogie. A bogie essentially
contains
1-wheel axle arrangement
2-Suspension
3-Brake rigging

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Traction transformer: It is fixed on under frame and gets supply from an
overhead line by equipment called pantograph. The type of pantograph
depends on supply. This transformer steps down voltage and is fitted with a tap
changer. Different taps are taken from it for operating different equipment. One
tap is taken and is rectified into DC using MSR and is fed to the DC motor.
Railways has two types of power supplies – 25 KV, 1 Phase , 50hz AC-1500 V DC
An AC/DC loco is able to work on both of these supplies. For e.g. WCAM-3.

WORK ENGINEERING & SERVICES (WE&S)

This department looks after the commissioning and maintenance of all the
machinery used in the factory. It also has 3 two-stage air compressors for
supplying compressed air to the various bays.
The department has 03 different divisions:

 Electrical Engineering
 Electronics Engineering
 Mechanical Engineering

ELECTRICAL ENGINEERING

This division looks after all the electrical machinery and power distribution of
the factory. Snags detected in the system are immediately reported to this
department by the concerning department WE&S takes prompt action to rectify
it.

The factory has a feeder of 11KV .The total load sanctioned for the factory is
2500MVA but the maximum demand reaches the range of 1700-2000 MVA.

Here are various sub-stations (SS) inside the factory, for distribution of power to
different sections.

SS -1 Supplies Bay-6 to Bay –9

SS -3 Supplies Bay 1to Bay-4
SS -4 Supplies Boiler and loco plant
SS -5 Supplies Bay -5
SS -6 Supplies Administrative building

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TECHNOLOGY
This department analyses the changes taking place in the world. and suggest
changes accordingly. This is very important because the products must not get
obsolete in the market otherwise they will be rejected by the customer.

FUNCTIONS: Technology functions can be classified as:

 Processing Sequence - The sequence of process of manufacturing is
decided for timely and economic completion of the job.
 Operation time estimate - It includes incentive scheme management
 Allowed operation time - It includes incentive amount
 Facilities identification - It includes looking for new equipment or plant or
tools to increase productivity
 Special process certification - Special processes are the ones requiring
expertise for example identifying errors, cracks, air bubbles in welding
 Special tools requirement - Special tools are allotted, if possible, when
required else the design has to be reconsider.
 Productivity projects compilation -It includes the initial analysis of the
problem and their appropriate solution to enhance productivity.

CENTRAL QUALITY SERVICE

First we get acquainted with a few terms concerning this department.

QUALITY
It is the extent to which products and services satisfy the customer needs.

QUALITY ASSURANCE
All those plants and systematic action necessary to provide adequate confidence
that a product or service will satisfy the given requirement is called quality
assurance.

QUALITY CONTROL
The operational technique and activities that are used to fulfill requirement for
quality are quality control.

QUALITY INSPECTION
Activities such as measuring, testing, gauging one or more characteristics of a
product or service and comparing these with specified requirement to determine
conformity are termed quality inspection.

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BHEL JHANSI PERFORMANCE FINANCIAL (In Rs. /Crore)

PRODUCT 2011 – 12 2012 – 13 Growth %

(Actual) (Provisional)
Power Transformer 564 457 –19
Non Power Transformer 304 376 24
Loco 430 532 24
Total 1300 1365 5

PHYSICAL

PRODUCT Unit 2011 – 12 2012 – 13

(Actual) (Provisional
POWER TRFR NOS 161 135
MVA 9585 10101
ESP TRFR NOS 1280 1745
FRT LOCO TRFR- 1 PH NOS 90 108
FRT LOCO TRFR- 3PH NOS 30 44
ACEMU TRFR NOS 161 240
DRY TYPE TRFR NOS 125 105
INSTRUMENT TRFR NOS 335 404
DESL NOS 15 10
AC LOCOMOTIVE NOS 53 62
WAGON/WHEEL AXLE SET NOS 2 12

HEALTH, SAFETY AND ENVIRONMENT MANAGEMENT

BHEL, as an integral part of business performance and in its endeavor to
becoming a world class organization and sharing the growth global concern on
issues related to Environment, Occupational Health and Safety, is committed to
protecting Environment in and around its own establishment, and providing safe
and healthy working environment to all its employees. For fulfilling these
obligations, Corporate Policies have been formulated as:

ENVIRONMENTAL POLICY

 Compliance with applicable Environmental Legislation/Regulation;

 Continual Improvement in Environment Management Systems to protect
our natural environment and control pollution;

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 Promotion of activities for conservation of resources by Environmental
Management.
 Enhancement of Environmental awareness amongst employees, customers
and suppliers.

OCCUPATIONAL HEALTH AND SAFETY POLICY

 Compliance with applicable Legislation and Regulations.
 Setting objectives and targets to eliminate/control/minimize risks due to
Occupational and Safety Hazards.
 Appropriate structured training of employees on Occupational Health and
Safety (OH&S) aspects.
 Formulation and maintenance of OH&S Management programs for
continual improvement;
 Periodic review of OH&S Management System to ensure its continuing
suitability, adequacy and effectiveness;
Communication of OH&S Policy to all employees and interested parties

LOCOMOTIVE
A locomotive has no payload capacity of its own, and its sole purpose is to move
the train along the tracks. In contrast, some trains have self-propelled payload-
carrying vehicles. These are not normally considered locomotives, and may be
referred to as multipleunits,motorcoaches or railcars. The use of these self-
propelled vehicles is increasingly common for passengertrains, but rare
for freight (see Cargo Sprinter). Vehicles which provide motive power to haul an
unpowered train, but are not generally considered locomotives because they
have payload space or are rarely detached from their trains, are known as power
cars.

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Traditionally, locomotives pull trains from the front. Increasingly common outside
North America is push-pull operation, where one locomotive pulls the train from
the front and another locomotive pushes it from behind. In this arrangement the
locomotive at the rear of the train is controlled from a control cab at the front of
the train. Push-pull operation is generally infeasible in North America as, even if
mid-train or tail-end "helpers" are provided, the front-end might have over
26,000 horsepower (19,000 kW), net for traction, whereas the mid-train and/or
tail-end "helpers" might have only 9,000 horsepower (6,700 kW), net for traction.

DIESEL LOCOMOTIVE DEPARTMENT

Locomotive
A locomotive or engine is a railway vehicle that provides the motive power for a
train. The word originates from the Latin loco – "from a place", ablative of locus,
"place" + Medieval Latin motivus, "causing motion", and is a shortened form of
the term locomotive engine.
The first successful locomotives were built by Cornish inventor Richard Trevithick
in 1804.

Diesel Locomotive
A diesel locomotive is a type of railway locomotive in which the prime
mover is a diesel engine.
Several types of diesel locomotive have been developed, differing mainly in the
means by which mechanical power is conveyed to the driving wheels (drivers).
Parts of a Diesel-Electric Locomotive

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Another view

Diesel Engine
This is the main power source for the locomotive.
A diesel engine (also known as a compression-ignition engine) is an internal
combustion engine that uses the heat of compression to initiate ignition to burn
the fuel that has been injected into the combustion chamber.
It comprises a large cylinder block, with the cylinders arranged in a straight line or
in a V.

Engine view

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 Main Alternator
The diesel engine drives the main alternator which provides the power
to move the train.
The alternator generates AC electricity which is used to provide power for the
traction motors mounted on the trucks (bogies).
In older locomotives, the alternator was a DC machine, called a generator.

Auxiliary Alternator
Locomotives used to operate passenger trains are equipped with an auxiliary
alternator.
This provides AC power for lighting, heating, air conditioning, dining facilities
etc. on the train.
The output is transmitted along the train through an auxiliary power line.

Motor Blower
The diesel engine also drives a motor blower.
As its name suggests, the motor blower provides air which is blown over the
traction motors to keep them cool during periods of heavy work.
The blower is mounted inside the locomotive body but the motors are on the
trucks, so the blower output is connected to each of the motors through
flexible ducting.
The blower output also cools the alternators.

Traction Motor
Since the diesel-electric locomotive uses electric transmission, traction motors
are provided on the axles to give the final drive.
These motors were traditionally DC but the development of modern power and
control electronics has led to the introduction of 3-phase AC motors.

Fuel Tank
A diesel locomotive has to carry its own fuel around with it.
The fuel tank is normally under the loco frame and This huge tank in the
underbelly of the locomotive holds 2,200 gallons (8,328 L) of diesel fuel.

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 Sand Box
Locomotives always carry sand to assist adhesion in bad rail conditions.
Sand is not often provided on multiple unit trains because the adhesion
requirements are lower and there are normally more driven axles.

Air Reservoirs
Air reservoirs containing compressed air at high pressure are required for the
train braking and some other systems on the locomotive.
These are often mounted next to the fuel tank under the floor of the locomotive.

Air Compressor

The air compressor is required to provide a constant supply of compressed air

for the locomotive and train brakes.

Radiator and Radiator Fan

The radiator works the same way as in an automobile.
Water is distributed around the engine block to keep the temperature within the
most efficient range for the engine.
The water is cooled by passing it through a radiator blown by a fan driven by the
diesel.

Turbo Charging
The amount of power obtained from a cylinder in a diesel engine depends on how
much fuel can be burnt in it.
The amount of fuel which can be burnt depends on the amount of air available in
the cylinder. So, if you can get more air into the cylinder, more fuel will be burnt
and you will get more power out of your ignition.
Turbo charging is used to increase the amount of air pushed into each cylinder.
Turbocharging gives a 50% increase in engine power.

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 Twin Power-Pack 700HP Diesel Engine

Single Power-Pack 2400HP Diesel Engine

26
 Locomotive Data
General Data Of Locomotive:-

Model No. : WDM2

Specification : 16 cylinder V-type 4 stroke
Diesel Engine
Type : Co-Co
Power : 700hp, 1400hp, 2400hp
Maximum Speed : 120 kph
Gear Ratio : 68/18
Compression Ratio : 16:1
Cylinder Bore : 230mm
Cylinder Stroke : 279mm

Wheel Base:-
Wheel Dia : 1092mm

Wheel Base : 12834mm

Traction Motor : Bhel 165

Track Gauge : 1676mm

Brake Equipment : Vaccun/Air

Maximum Overall Dimension :-

Height : 4185mm

Width : 3010mm

Length : 17120mm

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Capacity:-

Fuel : 5000 lt

Cooling Water : 1210 lt

Lube Oil : 910 lt

Water Expansion : 155 lt

Sand : 0.4 m3

Auxiliary Horse Power Requirement:-

Auxiliary Generator Maximum : 17HP
Exciter Maximum : 12HP
Traction Motor : 400HP
Blower at full speed : 62HP
Radiator Fan : 80HP
Expresser Unloaded at 1000 rpm : 13 HP

BOGI ASSEMBLY SHOP

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The locomotive bogies are rebuilt with new wheel sets, suspension bearings
and remanufactured traction motors. Separate shop has been set up for
machining of wheel sets and assembly of locomotive bogies.
Parts Of Bogi

Machines Used In Bogi Shop

Asquith CNC Machine
Computer Numeric Control machines is a closed loop machine.
As the name depicts these machines use computer for their operation.
Computer Numeric Control machines are controlled by a set of different ISO

codes that helps in proper controlling of the machine.

In modern CNC systems, end-to-end component design is highly automated using

CAD/CAM.

View Of ASQUITH CNC Machine

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In this machine all the operation which is essential for bogi is performes. Mainly
these operation are following-

Cutting

Grinding

Milling

Finishing

Drilling

Fillit

Radial Arm Drilling Machine

In radial arm drilling machine there is a one column on which radial arm is
fixed.
Radial arm are horizontal arm this is movable around the column. This is main
advantage of this machine.
In drilling machine different type drill can be fixed. But twist drills are very
common in use. Holes of different diameter can be done by using drills of
different diameter.
View Of Radial Arm Drilling Machine

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 Axle Turning Machine
Axle turning machine is also called lathe machine.
In this machine material is removed by the single point cutting tool. Turning of
axle, grinding of axle operation are performed on this machine.

LOCOMOTIVE CLASSIFICATIONS

1. MOTIVE POWER
Locomotives may generate their power from fuel (wood, coal, petroleum or
natural gas), or they may take power from an outside source of electricity. It is
common to classify locomotives by their source of energy.

2. STEAM LOCOMOTIVE

In the 19th century the first railway locomotives were powered by steam, usually
generated by burning wood, coal, or oil. Because steam locomotives included one

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or more steam engines, they are sometimes referred to as "steam engines". The
steam locomotive remained by far the most common type of locomotive until
after World War II.
The first steam locomotive was built by Richard Trevithick; it first ran on 21
February 1804, although it was some years before steam locomotive design
became economically practical. The first commercial use of a steam locomotive
was Salamanca on the narrow gauge Middleton Railway in Leeds in 1812. In the
USA, Mathias Baldwin started building stationary steam engines for commercial
use and by 1830, opened his own workshop producing steam locomotives.
Baldwin Locomotive Works became the world's largest by the early 1900s and
built the most powerful steam locos in history. The locomotive Fairy Queen, built
in 1855 runs between Delhi and Alwar in India and is the oldest steam locomotive
in regular (albeit tourist-only) service in the world, and the oldest steam
locomotive operating on a mainline.
The all-time speed record for steam trains is held by an LNER Class A4 4-6-
2 Pacific locomotive of the LNER in the United Kingdom, number 4468 Mallard,
which pulling six carriages (plus a dynamometer car) reached 126 mph
(203 km/h) on a slight downhill gradient down Stoke Bank on 3 July
1938. Aerodynamic passenger locomotives in Germany attained speeds very close
to this and due to the difficulties of adequately balancing and lubricating the
running gear, this is generally thought to be close to the practicable limit for a
direct-coupled steam locomotive.[10]
Before the middle of the 20th century, electric and diesel-electric locomotives
began replacing steam locomotives. Steam locomotives are less efficient than
their more modern diesel and electric counterparts and require much greater
manpower to operate and service. British Rail figures showed the cost of crewing
and fuelling a steam locomotive was some two and a half times that of diesel
power, and the daily mileage achievable was far lower. As labour costs rose,
particularly after the II world war, non-steam technologies became much more
cost-efficient.By the end of the 1960s–1970s, most western countries had
completely replaced steam locomotives in passenger service. Freight locomotives
generally were replaced later. Other designs, such as locomotives powered by gas
turbines, have been experimented with, but have seen little use, mainly due to
high fuel costs.
By the end of the 20th century, almost the only steam power remaining in regular
use inNorth America and Western European countries was on heritage railways.
These were largely aimed at tourists and/or railroad hobbyists, known as 'railfans'
or 'railway enthusiasts'. An exception is the narrow gauge lines in Germany,
which form part of the public transport system, running to all-year-round

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timetables. These railways retain steam for all or part of their motive power.
Steam locomotives remained in commercial use in parts of Mexico into the late
1970s. Steam locomotives were in regular use until 2004 in the People's Republic
of China, where coal is a much more abundant resource than petroleum for diesel
fuel. India switched over from steam-powered trains to electric and diesel-
powered trains in the 1980s, except heritage trains. In some mountainous and
high altitude rail lines, steam engines remain in use because they are less affected
by reduced air pressure than diesel engines. Steam locomotives remained in
routine passenger use in South Africa until the late 1990s, but are now reserved
to tourist trains. In Zimbabwe steam locomotives are still used on shunting duties
around Bulawayo and on some regular freight services.

3. DIESEL LOCOMOTIVE

Experimental diesel-powered locomotives were first built just after World War I.
In the 1940s, they began to displace steam power on American railroads.
Following the end of World War II, diesel power began to appear on railroads in
many countries. The significantly better economics of diesel operation triggered a
dash to diesel power, a process known asDieselization. By the late 1960s, few
major railroads in North America, Europe and Oceania continued to operate
steam locomotives, although significant numbers still existed outside these areas.
As is the case with any vehicle powered by an internal combustion engine, diesel
locomotives require a power transmission system to couple the output of
the prime mover to the driving wheels. In the early days of diesel railroad
propulsion development, electric,hydraulic and mechanical power
transmission systems were all employed with varying degrees of success. Of the
three, electric transmission has proven the most popular, and although diesel-
hydraulic locomotives have certain advantages and are continuously used in
some European countries, most modern Diesel-powered locomotives are diesel-
electric.
Diesel locomotives require considerably less maintenance than steam, with a
corresponding reduction in the number of personnel needed to keep the fleet in

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service. The best steam locomotives spent an average of three to five days per
month in the shop for routine maintenance and running repairsHeavy overhauls
were frequent, often involving removal of the boiler from the frame for major
repairs. In contrast, a typical diesel locomotive requires no more than eight to ten
hours of maintenance per month and may run for many years between heavy
overhauls.
CP Rail used a prototype drone locomotive system called LOCOTROL, developed
in the 1960s, which evolved into today's systems.

4. ELECTRIC LOCOMOTIVE
In 1893 in Paris Charles Brown assisted Jean Heilmann in
evaluating AC and DCtransmission systems for Fusée Electrique, a steam
locomotive with electric transmission, and using this knowledge he designed
a three-phase AC electric locomotive for Oerlikon, Zurich. Brown (by then in
partnership with Walter Boveri) put these into service on the first electrified main
line, the Burgdorf—Thun line, Switzerland, in 1899. Each thirty-tonne locomotive
had two 150 HP (110 kW) motors.
In 1894, a Hungarian engineer KálmánKandó developed high-voltage three phase
alternating current motors and generators for electric locomotives. [17] His work
on railway electrification was done at the Ganz electric works in Budapest. The
first installation was on the Valtellinaline, Italy, in 1902. Kandó was the first who
recognised that an electric train system can only be successful if it can use the
electricity from public networks. After realising that, he also provided the means
to build such a rail network by inventing a rotary phase convertersuitable for
locomotive usage.
The electric locomotive is supplied externally with electric power, either through
an overhead pickup or through a third rail. While the capital cost of electrifying
track is high, electric trains and locomotives are capable of higher performance
and lower operational costs than steam or diesel power. Electric locomotives,
because they tend to be less technically complex than diesel-electric locomotives,
are both easier and cheaper to maintain and have extremely long working lives,
usually 40 to 50 years: the last unit of the Italian E626 class, introduced in 1928,
was retired 71 years later, in 1999. There are many other examples of electric
locomotives operating for more than half a century with minimal overhaul, and it
is not unusual for electric locomotives to be operating close to their
centenary. The Finnish State Railroad is planning to phase out the Soviet-

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manufactured VR Class Sr1 engines, operative since 1973, in 2024, at which time
they will have been over fifty years in line service.
Some electric locomotives can also operate off battery power to enable short
journeys or shunting on non-electrified lines or yards. Battery-powered
locomotives are used in mines and other underground locations where diesel
fumes or smoke would endanger crews, and where external electricity supplies
cannot be used due to the danger of sparks igniting flammable gas. Battery
locomotives are also used on many underground railways for maintenance
operations, as they are required when operating in areas where the electricity
supply has been temporarily disconnected.

5. DIESEL-MECHANICAL

A diesel-mechanical locomotive uses a mechanical transmission in a fashion

similar to that employed in most road vehicles. This type of transmission is
generally limited to low-powered, low speed shunting (switching) locomotives,
lightweight multiple units and self-propelled railcars.
The mechanical transmissions used for railroad propulsion are generally more
complex and much more robust than road versions. There is usually afluid
coupling interposed between the engine and gearbox, and the gearbox is often of
the epicyclic (planetary) type to permit shifting while under load. Various systems
have been devised to minimise the break in transmission during gear changing,
e.g. the S.S.S. (synchro-self-shifting) gearbox used by Hudswell Clarke.

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6. DIESEL-ELECTRIC

In a diesel-electric locomotive, the diesel engine drives an electrical D.C.

generator(generally, less than 3,000 HP net for traction) or an electrical A.C.
alternator-rectifier(generally, 3,000 or more HP net for traction) which output
provides power to the traction motors. There is no mechanical connection
between the engine and the wheels. The important components of diesel-electric
propulsion are the diesel engine (also known as theprime mover), the main
generator/alternator-rectifier, generally four (four axle) or six (six axle)traction
motors and a control system consisting of the engine governor as well as
electrical and/or electronic components used to control or modify the electrical
supply to the traction motors, including switchgear, rectifiers and other
components. In the most elementary case, the generator may be directly
connected to the motors with only very simple switchgear.
Originally, the traction motors and generator wereDC machines. Following the
development of high-capacity silicon rectifiers in the 1960s, the DC generator was
replaced by an alternator using adiode bridge to convert its output to DC. This
advance greatly improved locomotive reliability and decreased generator
maintenance costs by elimination of the commutator and brushes in the
generator. Elimination of the brushes and commutator, in turn, disposed of the
possibility of a particularly destructive type of event referred to as a flashover,
which could result in immediate generator failure and, in some cases, start an
engine room fire.
Current North American practice is for four axles for high-speed passenger or
"time" freight, or for six axles for lower-speed or "manifest" freight.In the late
1980s, the development of high-power variable-frequency/variable-
voltage (VVVF) drives, or "traction inverters," has allowed the use of polyphase
AC traction motors, thus also eliminating the motor commutator and brushes.
The result is a more efficient and reliable drive that requires relatively little
maintenance and is better able to cope with overload conditions that often
destroyed the older types of motors.

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7. DIESEL-HYDRAULIC
Diesel-hydraulic locomotives use a torque converter or hydraulic drive system to
convey the power from the diesel engine to the wheels.
Hydrokinetic transmission

Hydrokinetic transmission (also called hydrodynamic transmission) uses a torque

converter. A torque converter consists of three main parts, two of which rotate,
and one that has a lock preventing backwards rotation and adding output torque
by redirecting the oil flow at low output RPM. All three main parts are sealed in
an oil-filled housing. To match engine speed to load speed over the entire speed
range of a locomotive some additional method is required to give sufficient
range. One method is to follow the torque converter with a mechanical gearbox
which switches ratios automatically, similar to an automatic transmission on a
car. Another method is to provide several torque converters each with a range of
variability covering part of the total required; all the torque converters are
mechanically connected all the time, and the appropriate one for the speed range
required is selected by filling it with oil and draining the others. The filling and
draining is carried out with the transmission under load, and results in very
smooth range changes with no break in the transmitted power.
Multiple units
Diesel-hydraulic multiple units, a less arduous duty, often use a simplification of
this system, with a torque converter for the lower speed ranges and a fluid
coupling for the high speed range. A fluid coupling is similar to a torque converter
but it lacks the stator. The output torque is equal to the input torque regardless
of the ratio of input to output speed; loading the output shaft results not in
torque multiplication and constant power througHPut but in reduction of the
input speed with consequent lower power througHPut. (In car terms, the fluid
coupling provides top gear and the torque converter provides all the lower gears.)
The result is that the power available at the rail is reduced when operating in the
lower speed part of the fluid coupling range, but the less arduous duty of a
passenger multiple units compared to a locomotive makes this an acceptable
trade-off for reduced mechanical complexity.

37
 THE CLASSIFICATION SYNTAXES
THE FIRST LETTER (GAUGE)
 W-Indian broad gauge (The "W" Stands for Wide Gauge - 5 Feet 6 inches)
 Y-meter (The "Y" stands for Yard Gauge - 3 Feet 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 traction only)
 A-AC electric (can run under AC traction only)
 CA-Both DC and AC (can run under both AC and DC tractions), '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-Used for shunting (Also known as switching engines or switchers in
United states and some other countries)
 U-Electric multiple units (used as 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.

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INDIAN RAILWAYS STANDARDS (IRS) DESIGNS
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:

 Class XA – branch passenger 4-6-2 design;

 Class XB – light passenger 4-6-2 design;
 Class XC – heavy passenger 4-6-2 design;
 Class XD – light goods 2-8-2 design;
 Class XE – heavy goods 2-8-2 design;
 Class XF – light shunting 0-8-0 design;
 Class XG – heavy shunting 0-8-0 design;
 Class XH – 4-cylindrer 2-8-2 (not built)
 Class XP – experimental passenger 4-6-2;
 Class XT – light tank 0-4-2T;
 Class XS – experimental 4-cylinder 4-6-2.

INDIAN GOVERNMENT RAILWAYS (IGR) STANDARD DESIGNS

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:

 Class WP – passenger 4-6-2;

 Class WG – goods 2-8-2;
 Class WL (1st) – light 4-6-2 (four for North Western Railway in 1939; all to
Pakistan at Partition);
 Class WL (2nd) – light 4-6-2;
 Class WM – 2-6-4T;
 Class WT – 2-8-4T;
 Class WU – 2-4-2T;
 Class WV – 2-6-2T;
 Class WW – 0-6-2T.

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 MIXED TYPE LOCOMOTIVES

 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
locomotivesin 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 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)

 WCM 1 (First electric locomotives with the now familiar Co-Co wheel
arrangement to be used in India. Seven built by English 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. 3700 HP Co-Co.)

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PASSENGER LOCOMOTIVES

WDP4 Diesel Locomotive Baaz which is now at New

Jalpaiguri

 WDP 1
 WDP 2 (New class name WDP 3A. Dedicated passenger diesel locomotive.
Entered service in 1998. Powerful locomotive. 3100 HP)
 WDP 3 (These 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, 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. As of now, two units have been made and are expected
to enter full-time service soon. 4500 HP)

Preserved WCP 1

 WCP 1, WCP 2 (GIPR EA/1 and EA/2. 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.)

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GOODS LOCOMOTIVES

WDG-4 numbered 12049 at Hi-Tec station, Hyderabad

 WDG 2 (New class name WDG 3A. These class is actually a technically
upgraded form ofWDM 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.

Preserved WCG1

 WCG 1 (GIPR EF/1. These are Swiss crocodile locomotives imported in 1928
from Swiss Locomotive and Machine Works (ten) and Vulcan Foundry (30). These
are among the earliest electric locos used in India. The first locomotive was
named as Sir Leslie Wilson and is currently preserved in the National Rail
Museum, New Delhi. 2600–2950 HP)

 WCG 2 (Designed by Chittaranjan locomotive works in 1970. 57 built until

1977)
 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 (Technical variants of WAG 5)

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 WAG 6A (Imported from ASEA and Hitachi. 6110 HP)
 WAG 6B,WAG 6c (Variants of WAG 3A. All rated at 6110 HP)

Indian Railways class WAG-7 (old Version)

 WAG 7 (Very successful class. Designed by Chittaranjan locomotive works.
5350 HP)
 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.)

DIESEL MULTIPLE UNITS

A DMU Train in Srinagar

A few routes in India currently have Diesel multiple unit service. Depending on
the transmission system they are classified as DEMU (diesel-electric transmission)
or DHMU (diesel-hydraulictransmission). There are diesel railcar services in a few
places known as 'railbus'.
DC electric traction
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.
BATTERY TRACTION
NBM 1 Designed by BHEL in 1987. This class was powered by battery.

43
 Mumbai suburban Railway EMU

SHUNTING LOCOMOTIVES(also known as switching engines)

WDS-4 Shunting locomotive at Delhi Station

 WDS 1 (First widely deployed and successful diesel locomotives used in

India. Imported in 1944-45. Currently out of service. 386 HP)
 WDS 2 (currently out of service.)
 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)

DIESEL TRACTION (mixed type only)

 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.

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 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.
 YDM 3 - Produced by GM-EMD in 1961-62. (Model no. GA-12) .Mainly
found nearAhmedabad.(Sabarmati Loco Shed).
 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.
 YDM 4A - The 99 locos supplied by Montreal Locomotive Works in 1964-69.
 YDM 5 - Same specifications as of YDM-3 but an addition of 10t weight to
the axles.Supplied by GM-EMD in 1964.

ADVANTAGES OF LOCOMOTIVES

An early design of electric

locomotiveshowing the steeplecab arrangement: North Eastern Railway No.1,
England from 1905

Whether out of necessity to replace the locomotive due to failure, or for reason
of needing to maintain the power unit, it is relatively easy to replace the
locomotive with another, while not removing the entire train from service.
Maximum utilization of power cars

FLEXIBILITY
Large locomotives can substitute for small locomotives when more power is
required, for example, where grades are steeper. As needed, a locomotive can be
used for either freight duties, or passenger service.
Obsolescence cycles
Separating motive power from payload-hauling cars enables replacement without
affecting the other. To illustrate, locomotives might become obsolete when their
associated cars did not, and vice versa.

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SAFETY
In an accident, the locomotive may act as a buffer zone to the rest of the train.
Depending on the obstacle encountered on the rail line, the heavier mass of a
locomotive is less likely to deviate from its normal course. In the event of fire, it
might be safer, for example, with diesel locomotives.

NOISE
A single source of tractive power (i.e., motors in one place), is quieter than
multiple operational power units, where one or more motors are located under
every carriage. The noise problem is particularly noticeable in diesel multiple
units.

Advantages of multiple units

There are several advantages of multiple unit (MU) trains compared to
locomotives.

ENERGY EFFICIENCY
Multiple units are more energy efficient than locomotive-hauled trains and more
nimble, especially on down grades, as much more of the train's weight
(sometimes all of it) is placed on driven wheels, rather than suffering the dead
weight of unpowered coaches.

NO NEED TO TURN THE LOCOMOTIVE

Many multiple units have cabs at both ends; therefore, the train may be reversed
without uncoupling/re-coupling the locomotive, providing quicker turnaround
times, reduced crew costs, and enhanced safety. In practice, the development
of driving van trailers andcab cars has removed the need for locomotives to run-
around, giving easy bi-directional operation and removing this MU advantage.

RELIABILITY
Multiple unit trains have multiple engines, where the failure of one engine usually
does not prevent the train from continuing on its journey. A locomotive drawn
passenger train typically has only a single power unit; the failure of this single unit
temporarily disables the train. However, as is often the case with locomotive
hauled freight trains, some passenger trains utilize multiple locomotives, and are
thus able to continue at reduced speed after the failure of one locomotive.

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 BRAKES

• Brakes are used in locomotives (railway trains) to enable deceleration,

control acceleration (downhill) or to keep them standing when parked.
• In the earliest days of railways , braking technology was primitive and the
braking effort that could be achieved was limited.
• As train speeds increased, it became essential to provide some more
powerful braking system capable of instant application and release by the train
driver , described as a continuous brake as it would be effective continuously
along the length of the train.

Types of Brakes
Major types of brakes in use are:
 Air Brakes:the air brake, which uses compressed air to apply the brakes
on each vehicle and as the driver's train brake control medium.
 Dynamic Brakes:The dynamic brake, which uses the electric motors of
the traction power system to generate current during braking which is
absorbed into a resistor (rheostatic braking) or back into the railway power
supply (regenerative braking).
 Hand Brakes:the parking brake, used to hold an unattended vehicle when
the braking system is shut down. Often referred to as the 'handbrake'
where it has to be manually applied on each vehicle as opposed to the
automatic application provided on the most modern vehicles. Not all
vehicles are equipped with parking brakes.
 Emergency Brake: There is an emergency brake valve which is provided on
assistant driver’s side in cab, which is being applied during emergency
conditions. During its application the complete BP pressure is directly
exhausted through its exhaust port and air brake is performed through
C3W distributor valve as well as A9 brake system.
 Electro-Pneumatic Brakes: A higher performing EP brake has a train pipe
delivering air to all the reservoirs on the train, with the brakes controlled
electrically with a 3-wire control circuit.This can give several levels of
braking, from mild to severe, and allows the driver greater control over the
level of braking used, which greatly increases the passenger comfort.

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 Track brake:the track brake, used on some light rail vehicles and trams
where large magnets are hung under the vehicle over the rails and current is
passed through them to induce a strong magnetic force. The attraction
between the magnets and the rails causes the vehicle to stop. Mostly used for
emergency braking.

 Vacuum Brake:The automatic braking system where the brakes on each

vehicle are actuated by the action of atmospheric pressure over a pre-formed
vacuum. The brake pipe- is normally evacuated by a motor driven exhauster
to create a vacuum and release the train.

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 PNEUMATIC FUNCTIONS IN WAG-7
Pressurized or compressed air is used for following proposes in WAG-7:

CONTACTORS:
BA panels are there, two in number that are consisting of various contactors and
pneumatic valves. Because of very high voltage of 25KV, there is possibility of
very heavy sparking while switching on various switches, therefore these
contactors are used in which pressurized air is passed through magnetic and
pneumatic valves which reduces chances of sparking and makes contacts with
switches.

WIPING, HORN AND SANDING:

This is also a major use of air in locomotives. There are separate reservoirs for
each operation.

PANTOGRAPH RISING:
Pantograph is used for collecting current from OHE. For this, there is an auxiliary
compressor which is started firstly; this creates pressurized air so that
servomotorcan be started and pantograph can be raised.

AIR BRAKING:
The vast majority of the world’s trains are equipped with braking systems which
use compressed air as the force used to push blocks on the wheels or pads on to
discs. These systems are known as “air brakes” or “pneumatic brakes”. Changing
the level of air pressure in the pipe causes a change in the state of the brake on
each vehicle. It can apply the brakes, release it or hold it “on” after a partial
application.

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 PNEUMATIC EQUIPMENTS
Various pneumatic equipment generally used in a WAG-7 are:

1) COMPRESSORS:
They are 3 in numbers and used to pump compressed air to the reservoirs. The
flow of air or pressure is maintained by governor through “loading “and
“unloading” stages. The compressor must build reservoir pressure from 50 to 90
psi.
2) MAIN RESERVOIR:
They are 4 in number and named as MR1, MR2, MR 3 & MR4. Their capacity is
205 liters and is tested to withstand pressure about 16 kg/cm². First reservoir to
chamber is known as supply reservoir. The other reservoirs are known as dry
reservoirs.
3) CUT OFF ANGLE COCK:
Cut off cocks are provided at the end of brake pipe and feed pipe on each loco to
maintain flow of air in the air brake system during the run of the vehicle. These
cocks are closed while isolating the vehicle from the train for any reason.

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4) ISOLATING COCK:
Ball type isolating cocks are used to provide facility for cutting off of air supply to
auxiliary reservoir from feed pipe.
5) CHECKVALVE WITH CHOKE:
Check valve are used between feed pipe and auxiliary reservoir to permit flow of
air from feed pipe to auxiliary reservoir in one direction only.
6) CENTRIFUGAL DIRT COLLECTOR:
It is used for the removal of dirt as well as heavy particles prior to the entry of air
in the system by centrifugal action.
7) AIR BRAKE HOSE COUPLING BRAKE PIPE AND FEED PIPE:
Air brake hose couplings are used in between two adjacent vehicles for
continuation of air flow between brake pipes as well as in feed pipe lines.

8) BALL TYPE COCKS:

These are used for insulation of air supply in the pneumatic circuits. The body of
ball type cocks is made of steel and ball is made of stainless steel.
9) 8’’x8’’ UAH BRAKE CYLINDER:
UAH Brake Cylinder is used for Locomotive Brake application. It develops forces
due to outward movement of Piston due to air pressure. The Brake Cylinder
includes a Piston and Push Rod so designed that when it is connected to suitable
brake rigging it will provide brake force through the rigging.

10) A9 AUTOMATIC BRAKE VALVE:

The A-9 Automatic Brake Valve is a compact self-lapping, pressure maintaining
Brake Valve which is capable of graduating the application or release of
locomotive and train brakes. A-9 Automatic Brake Valve has five positions:

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Release, minimum Reduction, Full Service, Over Reduction andEmergency.

10) SA-9 INDEPENDENT BRAKE VALVE:

SA-9 Independent Brake Valve is a compact self-lapping, pressure maintaining
Brake Valve which is capable of graduating the application or release of
Locomotive Air Brakes independent of Automatic Brake. The SA-9 Independent
Brake Valve is also capable of releasing an automatic brake application on the
Locomotive without affecting the train brake application.

11) F-1 SELECTOR VALVE:

The F-1 Selector Valve performs the function of commanding the brake
equipment on the locomotive to lead or trail position of the adjacent locomotive
and ensures operation of brakes in the trail locomotives when initiated from the
lead locomotive.

12) C2W RELAY AIR VALVE:

The C2W Relay Air Valve is a diaphragm cooperated self-lapping valve having
higher capacity which is used as a remote controlled pneumatic device to relay a
large quantity of main air reservoir pressure to the operating system for brake

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application.

MU-2B VALVE:
The MU-2B Valve is a manually operated, two position and multi-ported valve
arranged with a pipe bracket and is normally used for locomotive brake
equipment for multiple unit service between locomotives equipped with similar
system in conjunction with F-1 Selector Valve.

13) C3W DISTRIBUTOR VALVE:

C3W Distributor Valve is a graduated release UIC approved Distributor Valve for
application in the Coach Brake System used for initiating the brake application.
These valves are supplied in Aluminum version as well as Cast Iron version as far
as Body, Top covers and Bottom Covers are concerned.

14) J-1 SAFETY VALVE:

The J-1 Safety Valve installed vertically in the main reservoir system vents
pressure at a predetermined setting to atmosphere in order to prevent excessive

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main reservoir pressure buildup.

15) N-1 REDUCING VALVE:

The N-1 Reducing Valve reduces the pressure of compressed air supply to a
constant predetermined value and delivers the same usually for operation of
auxiliary devices.

16) 24-A DOUBLE CHECK VALVE:

The 24-A Double Check Valve is used to permit a device to be controlled by either
of two other devices.

17) D-1 EMERGENCY BRAKE VALVE:

The D-1 Emergency Brake Valve is a manually operated device which provides a
means of initiating an emergency brake application.

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18) TRI-PLATE PANEL: The Tri-Plate Panel Mounted Brake System is mainly
made out of Aluminum alloy plates specially machined and then sandwiched.
These are used for compact assembly of brake valves thus saving the space as
well as reduction of large number of pneumatic fittings. This is modular in
concept as well as maintenance friendly.

ADVANTAGES OF PNEUMATIC SYSTEM

Pneumatic control systems are widely used in our society, especially in the
industrial sectors for the driving of automatic machines. Pneumatic systems
have a lot of advantages-

 High effectiveness
Many factories have equipped their production lines with compressed air
supplies and movable compressors. There is an unlimited supply of air in
our atmosphere to produce compressed air.
Moreover, the use of compressed air is not restricted by distance, as it can
easily be transported through pipes. After use, compressed air can be
released directly into the atmosphere without the need of processing.

 High durability and reliability

Pneumatic components are extremely durable and cannot be damaged easily.
Compared to electromotive components, pneumatic components are more
durable and reliable.

 Simple design
The designs of pneumatic components are relatively simple. They are thus
more suitable for use in simple automatic control systems.

 High adaptability to harsh environment

Compared to the elements of other systems, compressed air is less affected by
high temperature, dust, corrosion, etc.

 Safety
Pneumatic systems are safer than electromotive systems because they
can work in inflammable environment without causing fire or explosion.

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Apart from that, overloading in pneumatic system will only lead to
sliding or cessation of operation. Unlike electromotive components,
pneumatic components do not burn or get overheated when
overloaded.
 Easy selection of speed and pressure
The speeds of rectilinear and oscillating movement of pneumatic systems
are easy to adjust and subject to few limitations. The pressure and the
volume of air can easily be adjusted by a pressure regulator.

 Environmental friendly
The operations of pneumatic systems do not produce pollutants. The air
released is also processed in special ways. Therefore, pneumatic systems
can work in environments that demand high level of cleanliness. One
example is the production lines of integrated circuits.

 Economical
As pneumatic components are not expensive, the costs of pneumatic systems
are quite low.
Moreover, as pneumatic systems are very durable, the cost of repair is
significantly lower than that of other systems.

LIMITATIONS OF PNEUMATC SYSTEMS

Although pneumatic systems possess a lot of advantages, they are also subject
to many limitations-

Relatively low accuracy

As pneumatic systems are powered by the force provided by compressed
air, their operation is subject to the volume of the compressed air. As the
volume of air may change when compressed or heated, the supply of air to
the system may not be accurate, causing a decrease in the overall accuracy
of the system.

Low loading
As the cylinders of pneumatic components are not very large, a pneumatic
system cannot drive loads that are too heavy.

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Processing required before use
Compressed air must be processed before use to ensure the absence of water
Vapour or dust.
Otherwise, the moving parts of the pneumatic components may wear out
quickly due to friction.

Uneven moving speed

As air can easily be compressed, the moving speeds of the pistons are
relatively uneven.
Noise
Noise will be produced when compressed air is released from the pneumatic
components

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 CONCLUSION
Air brake or pneumatic brake system are used by vast majority of the world’s
trains. The system uses compressed air and changing the level of air pressure in
the pipe cause a change in the state of the brake on each vehicle. This system is
quick and effective as compared to vacuum brakes which are simple in design. An
air brake compressor is usually capable of generating a pressure of 90 psi vs. only
15 psi for vacuum. Therefore, an air brake system can use a much smaller brake
cylinder than a vacuum system to generate the same braking force. This
advantage of air brakes increases at high altitude. The air brake system is
undoubtedly one of the most enduring features of railway technology. There
have been many improvements over the years but the skill required to control
any train fitted with pure pneumatic brake control is still only acquired with long
hours of practice and care at every stage of the operation.

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 REFRENCES
Following are some of the sources I reached out to while working on this project,
 www.bheljhs.co.in
 en.wikkipedia.org/wiki/Railway_brake
 www.wabco.com
 en.wikipedia.org/wiki/Locomotives_in_India
 en.wikipedia.org/wiki/Trainhorn_horn#Operation

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