Emd locomotives indian railways

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Emd locomotives indian railways

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View our privacy policy. Thank you! Your email address has been successfully added to the Trains Industry Newsletter. The locomotive features an 8-cylinder EMD engine and durable AC traction, along with a cab and car body designed for improved visibility.

Diesel Locomotive Works

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Procurement of locos for Western DFC had to be from Japanese companies, as per the earlier agreement and, accordingly, the Railways had floated the tender two years back inviting Japanese companies for the project. However, the bidding process got stuck on the pricing front as the Japanese companies quoted Rs 50 crore per locomotive which was considered too high and the Railways sought reduction by almost half.

While the Japanese consortium did not agree to reduce the price as desired by Railways, a fresh global tender was floated after renegotiating and suitably revising the loan conditions. Also Read!

The 3, km long DFC, a flagship project of the Railways, aims to augment rail transport capacity to meet the growing requirement of movement of goods by segregating freight from passenger traffic. The Eastern DFC 1, km will be from Ludhiana in Punjab to Dankuni near Kolkata — to be extended in future to serve the new deep sea port proposed in the Kolkata area, and will largely serve coal and steel traffic.

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Click here to join our channel and stay updated with the latest Biz news and updates. According to the tender conditions, the selected manufacturer will make locos at the Indian Railways' Chittaranjan Locomotive Works facility in Asansol, with transfer of technology provision and import of only 10 engines. With five global players in the fray, the Railways is expecting to get a competitive price this time. Stock Market. Unique experiment! Yogi Adityanath govt offers sugar in lieu of cash to sugarcane farmers.

Across the aisle: P Chidambaram writes about survival, revival after Coronavirus crisis. Coronavirus pandemic: What would Seve Ballesteros have told Spaniards in these times? Budget Budget hasn't violated fiscal discipline: FM Sitharaman. Budget and the economy: What can we expect after this Budget? Budget Chidambaram slams Modi govt; says economy close to collapse, unemployment making India poorer.

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Indian locomotive class WDG-4

Companies, Stock Quotes. Next Stories.The Indian Railways primarily operates electric and diesel locomotivesalong with several compressed natural gas CNG locomotives.

Steam locomotives are operated on a few World Heritage sites and also run occasionally as heritage trains. A locomotive is also known as a loco or engine. The country's first steam locomotive ran on the Red Hill Railway built by Arthur Cotton to transport granite for road-building from Red Hills to the Chintadripet bridge in Madras in Locomotives were classified by track gaugemotive power, function and power or model number in a four- or five-letter code.

The first letter denotes the track gauge. The second letter denotes motive power diesel or electricand the third letter denotes use goods, passenger, mixed or shunting. The fourth letter denotes a locomotive's chronological model number. Ina new classification system was adopted. For newer diesel locomotives, the fourth letter denotes their horsepower range. Not all diesel locomotives were reclassified, and the fourth letter continues to denotes their model number.

A locomotive may have a fifth letter, generally denoting a technical variant, subclass or subtype: a variation in the basic model or series, or a different motor or manufacturer. The system does not apply to steam locomotives, which are no longer used on main lines. They retain their original class names, such as M- or WP-class. Nineteenth-century railway companies ordered custom-built locomotives, usually from British manufacturers.

emd locomotives indian railways

The multiplicity of similar-but-not-identical designs increased manufacturing cost and slowed production. During the s, British manufacturers were busy and Indian railway companies looked to Germany and the United States for locomotives.

The first two designs emerged in a passenger and goods. They were revised in and with additional heavier, more-powerful locomotives:. After World War I, larger and more-powerful locomotives were designed by British consulting engineers for the Indian government. They began to appear in Sixty broad-gauge locomotives were built in as part of an order of S engines. In addition to modified frame spreaders, axles, cylinders, and cab, the Indian locomotives had a turbo generator and electric lighting not included in the standard European design.

Many parts including boilers were identical to those in standard-gauge locomotives. Although new classes were designed shortly before the war, many did not enter service until the post-war period.

EMD Locomotives

The new classes were indicated by the change of broad-gauge prefix from X to Wand plans were implemented to begin manufacturing locomotives in India. The new classes were:. All broad-gauge steam locomotives in India have been withdrawn from normal service, with only occasional steam specials continuing to operate.

New water and air lines were added, the control stand was modified, and it has a dual brake system.Someone has said that the steam locomotive is the closest to a living thing among all that Man has ever created, yet. But I take it further saying that the locomotive, steam or diesel or electric or nuclear or whatever, is the closest mankind will ever get to creating a living thing, unless we invent AI and get ourselves imprisoned in the Matrix.

Coaches and wagons are all just submissive elements which will follow whatever the locomotive commands. At independence we decided to continue to invest in steam because coal was cheap and widely available.

The alternatives, electric and diesel, both which were technologically vastly superior were expensive and required lots of investment, money and technological know how, all of which we did not have. We took the easy route of buying technology and design from foreign manufacturers and then tweaking them to be best suited for Indian operations.

The first few locomotives were initially imported with technology transfer and were then mass produced in India, which were then later tweaked internally to produce more power etc. This trial-and-error process for finding the perfect locomotive is why we have so many loco classes and variants, many of which have only miniscule number of units produced.

emd locomotives indian railways

Out of the or so total locomotive types of the Indian Railways, only around 20 types have more than numbers of them produced, and 20 loco models have less than 10 units present. And of course, no discussion about Indian Locomotives will be complete without a mention of the Fairy Queen, the oldest working steam locomotive in the World!

Photo Courtesy: Shantanu Dutt. Steam locomotives were real animals. Though comparatively low on power, they sure were a sight to behold. They would thunder past hissing, chugging, wheezing and grunting while expelling smoke, steam, water and ash. The tin whistle and the drive roads which would furiously working back and forth turning the wheels made the locomotive look almost like a living thing.

They were respected, feared and adulated, their complicated soot covered operating cabins with wheels, pulleys, pipes, gauges and levers looked upon with awe.

The chug-chugging of the steam engine is still what many people think of a railway, something that time has been unable to kill even today. At independence, the old British XA, XB and XC types were still in service but were getting long in the tooth and there was a general shortage of locomotives because the British had taken away all the good stuff.

These were powerful for the time, sleek, efficient and incredibly good looking. Both classes were incredibly successful with WP and WG class locos being produced till It seemed that we would go on with steam traction for quite a long time, but that was a short sighted decision and would not last long. As a result, steam engine production was gradually wound down and the last WP No.

Steam schedules were gradually as steam locomotives were pulled off the track and trains got dieselized. From around steamers in service inthe number fell to in And in Februarythe last surviving MG steam services in Gujarat were shut down. All steam locomotives had ceased to run in India. Photo Courtesy: loose grip Diesel locomotives are huge generators which run on their own power, on their own accord with no dependency on anything external and are running powerhouses.

They make the presence of their power felt even while they are idling with its thundering reverberations indicating that the loco means business. India had just 18 diesel locomotives at the time of Independence and the Government was not ready to burn their hands on the expensive fuel and focused on steam instead.

The WDM2 s and YDM4 s produced over 30 years replaced steam in India and powered Indian Railways single-handedly until the s, hauling passenger trains, expresses and freight. And then the socialism hit and general stagnation and rot ensued. In the 23 years from tojust 11 new diesel locomotive models were introduced. And all of them were Shunters or low volume Meter and Narrow Gauge locos! Then inafter a devastating gap of nearly 30 years, IR finally got a new diesel locomotive in the form of the hp WDM3A.

But all those years we lost thanks to complacency and wrong policies are lost forever. The run of the mighty Diesels continue with them hauling thousands of tons without breaking a sweat across landscapes where electric locos will never run.Note : Information on meter gauge and narrow gauge diesels can be found here.

Note : Class names for mainline diesels are according to the new classification scheme, with references to the class names in the old system for those classes that were renamed, or for older classes that are out of use. See the general loco page for an explanation of the new and old schemes. WDM—1 Class name carried over from old system. The remaining units of this class arrived in There used to be some at Gonda and Gorakhpur, a few used for carrying sugarcane traffic. Today all have been withdrawn.

One loco not working is at Gonda shed. WDM—2 Class name unchanged after reclassification. Co-Co, cylinder 4-stroke turbo-supercharged engine. Introduced in The first units were imported fully built from Alco. After DLW was set up, 12 of these were produced from kits imported from Alco order no. AfterDLW produced this loco in vast numbers in lots of different configurations. This loco model was IR's workhorse for the second half of the 20th century, and perhaps the one loco that has an iconic association with IR for many people.

These locos are found all over India hauling goods and passenger trains — the standard workhorse of IR. Many crack trains of IR used to be double-headed by WDM-2 locos; this has decreased now owing to the electrification of most important sections and the use of more powerful locos.

Jumbos — A few locos of the WDM-2 class produced in have a full-width short hood; these are unofficially termed 'Jumbos' by the crew. These range from serial numbers around or so to about or so and above are known to be 'normal' WDM-2s. These were apparently produced with the idea of improving the visibility for the drivers, but it was learned later that it did not make much of a difference under the typical operating conditions of these locos.

Some of these were later modified to have narrower short hoods to look more like the other WDM-2's. Two locos, andwere trial locos produced by DLW when they were considering shutting down Jumbo production; these look like ordinary WDM-2 locos, even though there are other Jumbos with higher road numbers than them. The classification WDM-2A is applied to those that were re-fitted with air brakes most of these therefore have dual braking capabilitywhile WDM-2B is applied to more recent locos built with air brakes as the original equipment these very rarely have vacuum braking capability in addition, especially if they have been rebuilt by Golden Rock.

However, in the past, before the widespread use of air-brakes, a few modified versions with a low short hood at one end like the WDS-6 were also classified WDM-2A.

emd locomotives indian railways

A few WDM-2 locos of the Erode shed have been modified and sport a full-forward cab at one end, with the dynamic brake grid, blower, etc. The original Alco designs had a day, km maintenance schedule, which was later extended by some modifications to a day schedule.The locomotives are numbered from Road No. This is due to the numbering of the 20XXX series almost breaching the start of numbering of another locomotive class, the WCG-2 which is a DC electric locomotive whose numbering started from The locomotives can be used in either direction, and frequently haul trains long hood forward, as in the picture.

Due to some visibility hindrances faced by loco pilots in driving long hood front, the basic WDP-4B model has been modified to dual cab to eliminate any such possibility. The newer cabs have slightly wider profiles to improve visibility. The loco is very fuel efficient and has minimal exhaust emissions unlike ALCO based locomotives, thanks to its 2 stroke high efficiency diesel engine [ citation needed ].

Siemens too are part of this group providing a large component of the electronics on board this loco. The use of the locomotives "long hood forward" has been criticised because the driver might have difficulty in seeing signals. This criticism has been rejected by Indian Railways. Indian Railway was planning for a dual mode locomotive from The design of the locomotive is based on WDP-4D.

The bogies are taken from WDG It has been designed for a speed capability of kmph. It will produce Hp in diesel mode and Hp in electric mode. Fuel tank capacity liters which is half than WDP-4 due to weight saving. Only 1 unit has been produced till now and it is in trial with RDSO.

From Wikipedia, the free encyclopedia. This article needs additional citations for verification. Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed. Broad gauge locomotives of India. Class 57 Class Class Class Class Class Class Class Class WDMSomeone has said that the steam locomotive is the closest to a living thing among all that Man has ever created, yet. But I take it further saying that the locomotive, steam or diesel or electric or nuclear or whatever, is the closest mankind will ever get to creating a living thing, unless we invent AI and get ourselves imprisoned in the Matrix.

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Coaches and wagons are all just submissive elements which will follow whatever the locomotive commands. At independence we decided to continue to invest in steam because coal was cheap and widely available.

Fast Diesel Trains - Indian Railways

The alternatives, electric and diesel, both which were technologically vastly superior were expensive and required lots of investment, money and technological know how, all of which we did not have.

We took the easy route of buying technology and design from foreign manufacturers and then tweaking them to be best suited for Indian operations. The first few locomotives were initially imported with technology transfer and were then mass produced in India, which were then later tweaked internally to produce more power etc. This trial-and-error process for finding the perfect locomotive is why we have so many loco classes and variants, many of which have only miniscule number of units produced.

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Out of the or so total locomotive types of the Indian Railways, only around 20 types have more than numbers of them produced, and 20 loco models have less than 10 units present.

And of course, no discussion about Indian Locomotives will be complete without a mention of the Fairy Queen, the oldest working steam locomotive in the World! Photo Courtesy: Shantanu Dutt. Steam locomotives were real animals. Though comparatively low on power, they sure were a sight to behold. They would thunder past hissing, chugging, wheezing and grunting while expelling smoke, steam, water and ash.

emd locomotives indian railways

The tin whistle and the drive roads which would furiously working back and forth turning the wheels made the locomotive look almost like a living thing. They were respected, feared and adulated, their complicated soot covered operating cabins with wheels, pulleys, pipes, gauges and levers looked upon with awe. The chug-chugging of the steam engine is still what many people think of a railway, something that time has been unable to kill even today.

At independence, the old British XA, XB and XC types were still in service but were getting long in the tooth and there was a general shortage of locomotives because the British had taken away all the good stuff.

These were powerful for the time, sleek, efficient and incredibly good looking. Both classes were incredibly successful with WP and WG class locos being produced till It seemed that we would go on with steam traction for quite a long time, but that was a short sighted decision and would not last long.

As a result, steam engine production was gradually wound down and the last WP No. Steam schedules were gradually as steam locomotives were pulled off the track and trains got dieselized.


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