Railway engines of different countries

Discussion in 'General Photos & Multimedia' started by shfgfa, May 27, 2011.

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which is a better locomotive for economics of a country?

  1. diesel engines

    8 vote(s)
    11.6%
  2. electric engines

    61 vote(s)
    88.4%
  1. naveenp
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    WAG–9HWAG-9HA heavier variant of the WAG-9 (12t extra ballast, welded at four locations in the machine room behind the cabs -- a design proposed by CLW and approved by AdTranz) and consequently higher TE. Everything else was just as in the WAG-9 class, except for some application software changes. This was expected to be used in haul heavy freights (58 BOXN wagons, 4700t) without the need for multiple units even on incline sections of 1:150. The ballasting raised the starting TE from 460kN to 520kN. Continuous TE 325kN. The first (and only, as it turned out) of this class was was commissioned on June 30, 2000. This locomotive, #30130, 'Navshakti', then homed at Gomoh, cleared trials but because of concerns about the weight, did not enter regular service. It was deballasted and converted to a plain WAG-9 by mid-2002. That was the only unit of this class ever tried out. The class was intended for MU operation (2 units). Trivia: This reclassified loco, now [11/04] at the Ajni shed, still sports its variant livery with two white stripes instead of the single yellow stripe characteristic of other WAG-9 locos.

    Manufacturers: ABB, CLW
    Traction Motors: ABB's 6FRA 6068 3-phase squirrel-cage induction motors (850kW, 2180V, 1283/2484 rpm, 270/310A. Weight 2100kg) Axle-hung, nose-suspended.
    Gear Ratio: 77:15 / 64:18
    Transformer: ABB's LOT 6500, 4x1450kVA.
    Power Drive: Power convertor from ABB, type UW-2423-2810 with SG 3000G X H24 GTO thyristors (D 921S45 T diodes), 14 thyristors per unit (two units). Line convertor rated at 2 x 1269V @ 50Hz, with DC link voltage of 2800V. Motor/drive convertor rated at 2180V phase to phase, 971A output current per phase, motor frequency from 0 to 132Hz.
    Axle load: 22.5t
    Hauling capacity: 4700t
    Bogies:Co-Co
    Pantographs: Two Secheron ES10 1Q3-2500.
  2. naveenp
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    WAG–5WAG-5Introduced in 1984. Power 3850hp (some documents say 3900hp, which may be a later modification), 6-axled (Co-Co). Starting TE 382kN (33500kgf); continuous TE 202kN (20600kgf). Adhesion 29%. A very successful class, and probably the one with the most numbers produced. There are many variants of these, starting with the plain WAG-5. WAG-5A locos have Alsthom motors. Later versions were WAG-5H and variants with Hitachi motors: WAG-5HA by CLW, with high-adhesion bogies, and WAG-5HB WAG-5HBbuilt by BHEL to RDSO's specifications. (Note: Lallaguda shed uses the simple code 'WAG-5' for locos that would normally be denoted 'WAG-5HA'.) [4/02] Newer versions have been spotted: WAG-5HG, WAG-5HR, WAG-5RH (here the 'R' is believed to denote rheostatic braking, but not all WAG-5 class locos that have rheostatic braking use this suffix), WAG-5D, WAG-5P for fast passenger traffic (mail and express trains) with gear ratio 21:85. etc,. WAG-5HE variants are believed to have Hitachi traction motors and only air brakes.

    The detailed differences among these variants are not precisely known. Specifications for the base WAG-5 model are given below. Some of the variants are known to have different gearing and equipment, and different rated speeds. The original WAG-5 units had a top speed of 80km/h. Many variants have a gear ratio of 21:58, the same as that of the WAM-4 6P, which allows these WAG-5 locos to be used for mixed applications including hauling passenger trains at 100km/h.

    Auxiliaries are from many sources: typically Elgi compressors, Northey exhausters, and other equipment from S F India, but many variations exist. Speed control by parallel combinations of motors and weak field operation. Air brakes for loco, dual train brakes are original equipment.

    Although a great improvement over earlier locomotive classes, the WAG-5 models do have limitations, one of which is the inability to start and haul large loads (4700t -- 58 BOXN wagons) on gradients steeper than 1:200 or so.WAG-5 locos can be used as multiple units in configurations of 2, 3, 4, or more locos.

    With the large influx of WAG-7 and WAG-9 locos in recent years, many WAG-5 locos are now also being put to use hauling local passenger trains. Some such as the WAG-5E loco #23989 'Krishnaveni' (of Vijayawada [1/04]) have also been modified for this purpose in their interior equipment as well as some of the exterior aspects. For some reason, the BHEL-built WAG-5HA / 5HB locos are never seen used with passenger trains. All of the WAG-5HB units are at Jhansi near BHEL's own installations so that BHEL can handle their maintenance.

    The WAG-5B locos are converted WAM-4 units. These have road numbers in the range - 21101 to 21138. This is believed to have stemmed from a decision to have a separate line of freight loco models based on the highly versatile and successful WAM-4 family of locos.

    In the external appearance of WAG-5 locos, it can be seen that locomotives with road numbers up until 23293 have side louvres and round glass windows like the WAM-4 locos showing the legacy of the WAM-4 design. From number 23294 onwards the locos have the newer WAP-4/WAG-7 style of louvres, thought to be for better ventilation.

    More recently WAG-5 locos of all types have been retrofitted with data loggers, flasher lights, train parting alarms, etc.

    WAG-5 #23026, homed at Bhusawal, was selected for a trial project by the RDSO to develop designs for adoption of thyristor controlled electricals for the tap changer based locomotives in 1995. The project was began in 1992 because there was an increasing dearth of suppliers for the tap changer control, it was inefficient and so the new system, promising better performance, was to be retrofitted after trials into all the older locos. A prototype system, developed in collaboration with Bhabha Atomic Research Centre, was fitted in this locomotive and trials were carried out between 1997 and 1998. However, due to several problems, the biggest of which was intereference caused with signalling equipment, the project was dropped in 1999. The loco was then refitted with the standard equipment and brought into service as a WAG-5P which it is till this date [1/05].

    Traction Motors: Alstom TAO 659 (575kW, 750V, 1070 rpm) or TAO 656; or Hitachi HS 15250A (See description under WAP-4.) Axle-hung, nose-suspended. Six motors.
    Gear Ratio: 62:16 or 62:15 with Alstom motors, some 64:18 (Hitachi motors), many now 58:21 for mixed use.
    Transformer: BHEL, type HETT-3900. 3900kVA, 22.5kV, 182A. 32 taps.
    Rectifiers: Silicon rectifiers (two) using 64 S-18FN-350 diodes each from Hind Rectifier. 2700A / 1050V per cubicle.
    Bogies: Co-Co cast bogies (Alco asymmetric trimount -- shared with WDM-2, WAM-4).
    Axle load: 20t
    Max. Haulage: 2375t
    Pantographs: Two Faiveley AM-12
    Current Ratings: 1100A/10min, 750A continuous

    Comparative Specifications

    ---------- Post added at 08:41 PM ---------- Previous post was at 08:41 PM ----------

    WAG–6WAG-6A.Photo by Dr.MSM Saifullah WAG-6A models are from ASEA (bodies by SGP in Austria and transported to ASEA, Västerås, Sweden on freight wagon type bogies. Trivia: The second body (26001) passed Malmö in southern Sweden on 1987-09-01). ASEA had a specially constructed piece of 1.676m Indian broad-gauge line to allow testing of the locomotives before delivery. Delivery was to Göteborg harbour on standard-gauge bogies, where they were fitted with broad-gauge bogies before they were placed on board. The first shipping was planned to begin December 1987 with another batch in January 1988, although the actual shipping dates were probably later. The WAG-6B and WAG-6C models are from Hitachi. They are all 6000hp locos with thyristor-controlled DC traction motors. Until about 1993 they were the most powerful freight locos in IR's fleet. The development of this technology (chopper control) stopped when the (better) AC motor technology was introduced in IR in the form of the WAP-5 and WAG-9 locomotives.

    Six bogie-mounted separately excited DC traction motors are used, and speed control is via the manipulation of the phase angle by a thyristor converter and a separately powered field coil. Microprocessor control with ground speed detection (slip control) and creep control system to maximize adhesion. Air brakes for loco and train; dynamic brakes provided. WAG-6A and WAG-6B locos have Bo-Bo-Bo wheel arrangements, whereas the WAG-6C locos have a Co-Co arrangement. The WAG-6 series locos are the only ones with 'vestibules' to connect between MU'd locos. WAG-6A locos have half-height vestibules and WAG-6B and WAG-6C locos have full-height vestibules.

    The WAG-6A body shells were built by SGP in Austria; the rest of the locos were built and the entire units assembled in Västerås, Sweden by ASEA. ASEA constructed a special length of 1.67m (BG) track for testing these before delivery. The locos were fitted with BG bogies at Göteborg harbour after being transported there on standard gauge bogies. The first WAG-6A was delivered around December 1987 and the remaining five in January 1988.

    WAG-6B.Photo by Dr.MSM SaifullahAll WAG-6 locos were (are [1/04]) at Waltair (Vishakhapatnam) and have generally been used for ore freights and material trains on the Kirandul-Kottavalasa line. Until about 1999 or 2000, they were in regular service, although maintenance problems began affecting their service from about 1997. Later, repeated problems have been experienced with the unavailability of spare parts which kept them from getting needed periodic overhauls. In Oct. 2002 the WAG-6A were technically suspended from operations for POH for a while. Most of the WAG-6B and WAG-6C were also similarly suspended at different times.

    However, many of them still labour on – see below. Spare parts have since been ordered for them [12/03] as special case procurement in some cases, and indigenous manufacturers have been invited to duplicate parts that are no longer available from the original manufacturers. In some cases parts are cannibalized from one loco for another. A particular electronic card for the on-board computer is said to be [1/04] in severe short supply and unavailable from ABB and Hitachi; ECIL and DRDO are attempting to duplicate them. It is alleged that these locos were procured by the Railway Ministry without consultation with RDSO, hence the problems with maintenance and spares. For political reasons, it is also considered not feasible to simply scrap these locos right away.

    Status [1/04] WAG-6A locos #26000, #26001, #26002 and #26005 were in working order and used on the KK line. #26003 and #26004 were awaiting POH. WAG-6B locos #26010, #26011, #26012 and #26013 were under POH. #26010 went on a trial run to S. Kota and returned with some minor problems but will be ready to re-enter service MU'd with #26011 which is almost ready. WAG-6B locos #26014 and #26015 were waiting their turn for POH. Of the WAG-6C locos, all six (#26020 - #26025) were in regular use on the KK line; one or two of them have shown issues with wheel slip.

    Status [8/05] Of 18 locomotives, 14 are said to be in service, 2 getting their POH, and 2 are out of service awaiting POH.

    The WAG-6A models are said to be upgradable to 160km/h but IR never tried this out. All WAG-6 variants can be used in MU pairs but not with more than 2 locos.

    Traction Motors: ASEA make (WAG-6A), L3 M 450-2. Six motors, fully suspended, force-ventilated, separately excited, 3100kg ; (WAG-6B) Hitachi HS 15556-OIR, bogie mounted, force-ventilated, compound-wound, 3200kg ; (WAG-6C) Hitachi HS 15256-UIR, axle-hung nose-suspended, force-ventilated, compound-wound, 3650kg.
    Transformer: (WAG-6A) ASEA: TMZ 21, 7533kVA; (WAG-6B/C) Hitachi AFIC-MS, 6325kVA.
    Thyristor controller: (WAG-6A) 24 YST 45-26P24C thyristors each with 24 YSD35-OIP26 diodes, 2x511V, 2x4500A; (WAG-6B/C) 32 CGOIDA thyristors each with 24 DSP2500A diodes. 2x720A, 850V.
    Pantographs: (WAG-6A) Two Stemman BS 95; (WAG-6B/C) Two Faiveley LV2600

    ---------- Post added at 08:42 PM ---------- Previous post was at 08:41 PM ----------

    YAM–1 YAM-1.Photo by Bharath MoroThese cute little B-B MG electrics, 20 in number (18 ordered first, two later) were supplied by Mitsubishi in 1964 and worked on SR, especially in the Madras area, until the recent conversion to BG of the mainline tracks. These were later [12/03] run on the Tambaram - Villupuram section of the mainline. On June 30, 2004, the last YAM-1 run took place, minutes after the last MG EMU service on the Chennai network reached the Tambaram station. The remaining YAM-1 locos are now at Tambaram, only occasionally energized for departmental work. One unit is [2/05] at CLW, apparently undergoing preservation work prior to being plinthed.

    They have monomotor bogies, with two bogie-mounted DC motors permanently coupled in parallel. They are not very powerful, although they have been used to haul some longish (50-wagon) goods trains on occasion. Air brakes for loco, vacuum train brakes. Oerlikon compressor and exhauster, Arno rotary convertors.

    Now [11/01] one is said to be at the Chittaranjan Loco Works. There are rumours that some or all of them may be refurbished and exported to some other country.

    Manufacturers: Hitachi
    Traction Motors: ACEC/Alstom/Siemens MG1420 (two). Fully suspended, force-ventilated. 5600kg. 1080kW, 1250V, 920A, 630 rpm
    Gear Ratio: 3.95 : 1
    Transformer: Mitsubishi 'Shell Sub', 1690kVA, 25 taps.
    Rectifiers: Secheron excitron rectifiers, type A268 (four). 510A/1250V
    Pantographs: Two Faiveley AM-12.

    ---------- Post added at 08:42 PM ---------- Previous post was at 08:42 PM ----------

    NBM–1Battery-electric locomotives used by CR on the Gwalior lines. These were built by BHEL in 1987; only three units were built.

    Comparative Specifications

    BBCIThe BB&CI Railway had two battery-powered shunters for use in yards at Bombay. There were only two of this class, and they were imported from the UK in 1927.

    ---------- Post added at 08:43 PM ---------- Previous post was at 08:42 PM ----------

    WAM–1 Early 2800 hp SNCF design for 25kV AC, with ignitron rectifiers. Introduced in 1959, they were mostly deployed by ER in the Howrah-Asansol-Dhanbad-Mughalsarai section. They were less frequently found 'upstream' in the Delhi-Kanpur-Mughalsarai section, and in the Igatpuri-Bhusaval section of the Central Railway. Mostly used for non-express passenger trains, but some were used double-headed for freight service. Some were still [12/98] in operation on ER (Sealdah-Lalgola passenger, etc.).

    WAM-1's are significant in the history of electric traction in India as they were among the first AC electrics to run in India. Like the WAG-1's, some of their advanced features turned out to be unsuitable for Indian conditions.

    Manufactured by Kraus-Maffei, Krupp, SFAC, La Brugeoise & Nivelle (50 cycles European group). Ignitron rectifiers feeding four DC traction motors accepting pulsating current input. Motors are connected to the axles by a Jacquemin drive. Speed control by tap-changer on input transformer (motors permanently wired in parallel). Superstructure mounted on bogies with pendular suspension with equalizer beams. Electricals from ACEC, AEG, Alstom, Brown Boveri, Siemens and others. B-B (monomotor bogies). Jeumont transformer (20 taps), Oerlikon exhauster, Arno rotary converter. Air loco brakes, vacuum train brakes.

    Manufacturers: Kraus-Maffei, Krupp, SFAC, La Brugeoise & Nivelle (50 cycles European group)
    Traction Motors: Siemens/ACEC/Alstom MG 710A (740hp, 1250V, 480A, 1000 rpm, weight 2750kg). Fully suspended, force-ventilated.
    Rectifiers: Four water-cooled ignitrons from SGT, each rated for 575kW / 1250V.
    Pantographs: Two Faiveley AM-12.
  3. naveenp
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    WAM–22790hp Mitsubishi locos. The first batch of 10 locos had air brakes for the loco and vacuum train brakes, and the second batch of 26 had only vacuum brakes. These have not been retrofitted with air train brakes, hence today they haul only local passenger trains. These were used on ER, and sometimes ran all the way to New Delhi via Kanpur. They were also used double-headed for freight trains. Four traction motors permanently coupled in parallel are fed by ignitron rectifiers. Speed control is by a tap changer on the input transformer. Mitsubishi transformer, 20 taps. Oerlikon exhauster and compressor, Arno rotary converter.

    Manufacturers: Mitsubishi
    Traction Motors: Mitsubishi MB 3045-A (745hp, 725V, 815A, 1000 rpm, weight 2200kg).
    Rectifiers: Mitsubishi water-cooled ignitrons (GU 31), rated at 725V / 390A.
    Pantographs: Two Faiveley AM-12.

    Comparative Specifications

    WAM–3[2/00] Only two of these locos existed (both at Asansol, #20333, #20337). These are basically the same as WAM-2 locos, but with reversed pantographs and Mitsubishi traction motors from a different batch, and silicon rectifiers instead of ignitrons. They came along with the second batch of (26) WAM-2 locos. These were used to haul the Kalka Mail, Toofan Exp., Amritsar Exp. at first, and then when the WAM-4P and other variants arrived they were relegated to hauling lower priority trains such as the Sealdah-Lalgola Pass. or the Howrah-Azimgunj Pass., among others. By Jan. 2000, they were relegated to shunting duties at the Asansol shed.

    Manufacturers: Mitsubishi
    Traction Motors: Mitsubishi MB 3045-A (745hp, 725V, 815A, 1000 rpm, weight 2200kg).
    Rectifiers: Two Silicon , type SF-0C20R (725V / 2260kW), rectifier cell SR200F, weight 2400kg with auxiliaries.
    Pantographs: Two Faiveley AM-12.

    ---------- Post added at 08:45 PM ---------- Previous post was at 08:44 PM ----------

    WAM–4The problems with the WAM-1 series prompted IR to come up with better models, and after some variations, the WAM-4 model was produced, the first indigenously designed and built electric loco (first units delivered by CLW in 1970-71). They were produced until about 1997.

    They use the same Alco asymmetric trimount bogies as the successful WDM-2 diesel class. These locos feature rheostatic braking, and MU capability. They have silicon rectifiers. MU operation up to 4 units possible. Air brakes for loco and vacuum train brakes fitted as original equipment. Rheostatic braking also provided. Speed control by three series-parallel motor combinations and weak field operation. Auxiliaries from Westinghouse and Kirloskar (compressors), S F India (blowers), Northey (exhauster), etc.

    This class proved so successful by virtue of its ruggedness suitable for Indian conditions and simplicity of maintenance, that IR used this basic design for a number of other locos later (WCAM-1, WAG-5A, WCG-2, and some WAP models). WAM-4B's were regeared versions for freight use and many were later modified and converted to other classes (See below). WAM-4P locos are intended for passenger operations, with some regearing and usually allowing all-parallel operation of some or all of the traction motors. The WAM-4P loco is still among the most heavily used electric locos of IR. A single WAM-4 can generally haul up to a 24-coach passenger rake.

    This loco class has been seen in many variations, as a lot of workshops and sheds have carried out their own enhancements or modifications to the basic loco design. Variants include WAM-4P D (dual brakes), WAM-4P R (??), WAM-4P DB 6P, WAM-4 6P DB HS, and WAM-4 6P D (these are for superfast trains), WAM-4P DB 3P and WAM-4 2S-3P (some superfasts, passengers), and WAM-4P DB 4P (generally for stopping passengers). The 'DB' or 'D' generally, but perhaps not always, indicates dual-brake capability. 'HS' may be for 'high speed'.

    '2S', '3P', '6P', etc. indicate traction motors connected in series or parallel. The WAM-4 has six traction motors, and originally they were wired to be available in different configurations at different power settings. At notches up to 14, all motors were in series (at notch 14 all resistors dropping out); up to notch 21 in series-parallel combinatons (three pairs of motors in series, the pairs themselves being in parallel); and further notches with all motors in paralell (at notch 30 all motors are in parallel with resistors dropping out). This is the original configuration of the WCAM-x series of locos too. The WAM-4 locos were later reconfigured to have all motors always in parallel (6P variants) or with the three series-connected pairs in parallel (2S 3P variants). Some WAM-4 locos from CLW are thought to have had the 2S 3P configuration right from the start. The 2S 3P configuration was better for the mixed traffic loads especially as it allowed the locos to start hauling larger loads without stalling. With increasing use of the WAM-4 locos for passenger traffic the all-parallel configuration was deemed more desirable since it allowed higher speeds and higher acceleration.

    Some other odd combinations of these suffixes have been sighted, such as WAM 4+6P+DB+HS and WAM4 6P-E (?? is this one air-braked or dual-braked?). A goods version of the WAM-4 is classified WAM-4G. WAM-4H is a variant with Hitachi motors. The WAM-4E is purely air-braked. All these locos share bogie design with WCAM-1, WAG-5, WDM-2, and WCG-2 (Alco cast trimount bogie). Although the code indicates a mixed-use loco, most WAM-4's ended up hauling passenger trains. They have been used for regularly hauling freight only in a few locations (Arakkonam - Renigunta, Kirandul-Kottavalasa and other SER sections). Max. speed 110km/h.

    [1/05] Most of the WAM-4 locos now have their MU capability disabled as RDSO disapproves of these locos running MU'd over 100km/h.

    WAG-5 / WAG-5B locos with road numbers 21101 to 21138 all used to be WAM-4B locos. They were regeared and modified to be suitable for hauling heavier freight loads.

    A few WAM4s have been fitted for OHE monitoring by the Itarsi shed. They have CCTV cameras mounted on top of the headlamp assembly pointing towards the OHE and a separate lamp to illuminate the OHE. Monitors are installed inside the cabs. These locos even have rear view mirrors.

    Manufacturers: CLW
    Traction Motors: Alstom TAO 659 A1 (575kW, 750V). Six motors, axle-hung, nose-suspended, force-ventilated.
    Gear Ratio: 15:62 originally (and still for WAM-4 2S3P), now many variations, 21:58 being common for WAM-4 6P locos..
    Transformer: Heil BOT 3460 A, 22.5kV / 3460kVA.
    Rectifiers: Two silicon rectifier cells, 1270V / 1000A each cubicle.
    Pantographs: Two Faiveley AM-12.
    Axle load: 18.8t
    Bogies: Alco asymmetric trimount (Co-Co), same as with WDM-2, WDS-6, etc.
    Hauling capacity: 2010t
    Current Ratings: (WAM-4 6P) 1100A/10min, 750A continuous

    Comparative Specifications

    ---------- Post added at 08:46 PM ---------- Previous post was at 08:45 PM ----------

    WAP–1WAP1.Photo by PoochiVenkat Built by CLW to RDSO specifications. First in the dedicated electric passenger loco series. Production began in 1980 and the locos were at first used solely for the Howrah-Delhi Rajdhani. A single WAP-1 (#22001) was all that was needed to haul the 18-coach Rajdhani at a max. speed of 120 km/h. and an average speed of around 82km/h. Continuous power 3760hp; starting TE 22.2t, continuous TE 13.8t. Loco weight is 112.8t.

    The original WAP-1 locos were modified and regeared versions of the WAM-4, originally classified WAM-4R. Rated max. speed is 130km/h (some documents suggest 140km/h). Some (5?) with Flexicoil Mark II bogies were classified WAP-1 FM II and later WAP-3. Two WAP-1 units were also converted to WAP-6. [10/02] One of them, #22212, the first prototype WAP-6, was then converted to a WAP-4 and was based at Jhansi (now [8/03] at Mughalsarai).

    Many remaining WAP-1's are being converted to WAP-4's by a complete retrofit including new traction motors, new transformers, etc. These upgrades do not result in the 'R' suffix in the road number that is typical for rebuilt locos. Ghaziabad shed locos are currently [1/05] the only ones not scheduled for such upgrades and are expected to remain as 'pure' WAP-1 units. The WAP-1E has only air brakes. Earlier WAP-1's had loco air brakes and vacuum train brakes but were retrofitted for dual train brakes. Motors are grouped in 2S-3P combination and weak field operation is available. Elgi compressors, Northey exhausters, S F India blowers. The locos were originally not designed for MU operation but were later modified to allow MU'ing.

    Manufacturers: CLW
    Traction Motors: Alstom/CLW - TAO 659 (575kW (770hp), 750V, 1095 rpm) Axle-hung, nose-suspended, force-ventilated.
    Gear Ratio: 58:21
    Transformer: BHEL type HETT-3900, 3900 kVA. 32 taps.
    Rectifiers: Two silicon rectifiers, with S18FN35 cells (by Hind Rectifier) with 64 cells per unit. 2700A/1050V.
    Axle load: 18.8t.
    Bogies: Co-Co Flexicoil (cast steel bogies); primary and secondary wheel springs with bolsters
    Pantographs: Two Faiveley AM-12.
    Current Ratings: 900A/10min

    Comparative Specifications

    WAP–2Regeared versions of some WAM-2 (perhaps also WAM-3?) locos, fitted into a WAP-1 shell. Bogies were improved versions of the WAM-2 bogies, allowing for somewhat higher speeds. These locos were found only on ER. On rare occasions these locos were used to haul the Howrah Raj in the early 1980s. There are thought to have been only 4 of these, and they were decommissioned in the late 1980s.

    Comparative Specifications

    WAP–3A variant of the WAP-1, originally classified WAP-1 FMII, produced in 1987 by CLW. There were 5 of these converted from WAP-1 locos. The first WAP-3 "Jawahar", #22005, Jan. 4, 1987) was used for the Taj Exp. for some time. Essentially the same as WAP-1 but with different Flexicoil bogies (Flexicoil Mark II for the earlier ones, and Flexicoil Mark 4 (fabricated bogies) for some of the later ones, etc.). These locos could only haul 19-coach rakes for the Rajdhani and other prestigious Express trains for which they had been designed, and further required assisting locos on moderately graded sections, and so did not meet their design goals. Max. speed 140km/h.

    Note: All units have been converted back to the 'WAP-1' class (since about 1997?). #22003, #22005 were among the first to be so converted and and are still [7/02] in use.

    Manufacturers: CLW
    Traction Motors: Alstom/CLW - TAO 659 (575kW (770hp), 750V, 1095 rpm) Axle-hung, nose-suspended, force-ventilated.
    Transformer: BHEL type HETT-3900, 3900 kVA. 32 taps.
    Rectifiers: Two silicon rectifiers, with S18FN35 cells (by Hind Rectifier) with 64 cells per unit. 2700A/1050V.
    Axle load: 18.8t.
    Bogies: Co-Co Fabricated bogie assembly (Flexicoil Mark II and later Mark IV; the latter are somewhat similar to Alco's HiAd bogies).
    Pantographs: Two Faiveley AM-12.
  4. justanobserver
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    justanobserver SENIOR MEMBER

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    ^^
    Pics please
  5. shfgfa
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    shfgfa FULL MEMBER

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    WELL , I FOUND SOME AFTER RESEARCHING ON NET

    I HOPE THEY ARE THE RIGHT ONES
    CORRECT ME PLEASE INDIAN MEMBERS IF I AM WRONG


    WAM 4

    [​IMG]


    WAP 4

    [​IMG]

    WDG 4

    [​IMG]

    WDM 2

    [​IMG]
    • Thanks Thanks x 1
  6. shfgfa
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    shfgfa FULL MEMBER

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    some shunters


    1. BRITISH RAIL CLASS 08

    Builder British Railways: Derby Works, Crewe Works, Darlington Works, Doncaster Works and Horwich Works.
    Build date 1953–1962
    Total production 996
    Configuration 0-6-0
    UIC classification C
    Wheel diameter 4 ft 6 in (1.372 m)
    Wheelbase 11 ft 6 in (3.51 m)
    Length 29 ft 3 in (8.92 m)
    Width 8 ft 6 in (2.59 m)
    Height 12 ft 8⅝ in (3.88 m)
    11 ft 9⅝ in (3.60 m) (08/9)
    Locomotive weight 49.6 long tons (50.4 t) to
    51 long tons (51.8 t)
    Fuel capacity 668 imp gal (3,040 l; 802 US gal)
    Prime mover English Electric 6KT
    Traction motors English Electric 506, 2 off
    Transmission DC generator, DC traction motors, double reduction drive
    Multiple working Not originally fitted, some retrofitted with type ★ Blue Star
    Top speed 15 mph (24 km/h) or 20 mph (32 km/h)
    Power output Engine: 350 hp (261 kW)
    Tractive effort Maximum: 35,000 lbf (160 kN)
    Train heating None
    Locomotive brakeforce 19 LTf (190 kN)
    Train brakes Vacuum, later Air & Vacuum or Air only

    [​IMG]


    2. GE GG20B


    Builder Railpower Technologies (RPT)
    Model GG20B
    Build date September 2004 – Present
    Total production 55
    AAR wheel arr. B-B
    Gauge 4 ft 8 1⁄2 in (1,435 mm)
    Locomotive weight 280,000 lb (127.0 t)
    Fuel type Diesel Fuel
    Fuel capacity 2,100 imp gal (9,500 l; 2,500 US gal)
    Prime mover Caterpillar C9
    (4-Stroke I6 Diesel)[1]
    Engine type Four-Stroke Diesel
    Aspiration Turbocharger
    Cylinders 6
    Top speed 60 mph (97 km/h)
    Power output 300 hp (224 kW)
    2,000 hp (1,490 kW) Tractive Equivalent
    Tractive effort 80,000 lbf (355.9 kN) Starting[​IMG]

    3. EMD MP15DC

    uilder Electro-Motive Division (EMD)
    Build date 1974 – 1980
    Total production 351
    AAR wheel arr. B-B
    Gauge 4 ft 8 1⁄2 in (1,435 mm)
    Trucks 9 ft 0 in (2.74 m)
    Wheel diameter 40 in (1.0 m)
    Length 48 ft 8 in (14.83 m)
    Width 10 ft ¾ in (3.067 m)
    Height 15 ft 0 in (4.57 m)
    Locomotive weight 248,000 lb (112,000 kg)
    Fuel capacity 1,100–1,400 USgal (4,200–5,300 l; 920–1,200 imp gal)
    Prime mover EMD 12-645E
    Engine type V12
    Aspiration Roots type supercharger
    Generator D32
    Traction motors 4 × D77/78 DC
    Power output 1,500 hp (1,100 kW)

    [​IMG]
  7. shfgfa
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    shfgfa FULL MEMBER

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    CABINS OF STEAM ENGINES

    [​IMG]

    [​IMG]

    [​IMG]
  8. shfgfa
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    shfgfa FULL MEMBER

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    CABIN OF DIESEL LOCOS

    [​IMG]

    [​IMG]
  9. naveenp
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    naveenp BANNED

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  10. naveenp
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    is that link helpful to u my friend
  11. shfgfa
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    shfgfa FULL MEMBER

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    Cabin of some electric locos


    [​IMG]



    CABIN OF EUROSPRINTER

    [​IMG]


    CABIN OF VL 65 LOCO

    [​IMG]
  12. shfgfa
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    shfgfa FULL MEMBER

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    THAT LINK HELPED TO FIND THE PHOTOS OF LOCOS

    BUT THEIR WERE SO MANY VARIANTS OF SOME LOCOS WHICH LOOKED IDENTICAL LIKE :

    WDM2, WDM3A, WDM3D, WDG3 - ALL LOOKED IDENTICAL

    EVEN ALL WAM LOCO VARIANTS LOOKED THE SAME

    BUT OVERALL, IT WAS A NICE EXPERIENCE KNOWING ABOUT EACH ONE
  13. naveenp
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    naveenp BANNED

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    ok i ll search some more hey can i show u luxury trains.
    n i have a question is russia offered mig-35 to pakistan
  14. naveenp
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    naveenp BANNED

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  15. shfgfa
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    shfgfa FULL MEMBER

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    YA, THEY OFFERED IT, CAME IN NEWSPAPERS HERE
    AND DONT U WORRY, THAT PLANE AIN'T COMING BEFORE 2017 FOR EXPORTS.
    EVEN RUSSIA WANTS 72 MIG 35, SO THAT WILL TAKE TIME TO PRODUCE
    ONLY AFTER THAT MAYBE EXPORTS WILL START AT RAPID PACE.