Indian Railway

Summer Training Report on Electric Traction Indian Railway Tugalkabad Division
1 INTRODUCTION
An electric locomotive is a locomotive powered by electricity from an external source. Sources

include overhead lines, third rail, or an on-board electricity storage device such as a battery,
flywheel system, or fuel cell.
One advantage of electrification is the lack of pollution from the locomotives themselves.
Electrification also results in higher performance, lower maintenance costs, and lower energy
costs for electric locomotives.
Power plants, even if they burn fossil fuels, are far cleaner than mobile sources such as
locomotive engines. Also the power for electric locomotives can come from clean and/or
renewable sources, including geothermal power, hydroelectric power, nuclear power, solar
power, and wind turbines. Electric locomotives are also quiet compared to diesel locomotives
since there is no engine and exhaust noise and less mechanical noise. The lack of reciprocating
parts means that electric locomotives are easier on the track, reducing track maintenance.
Power plant capacity is far greater than what any individual locomotive uses, so electric
locomotives can have a higher power output than diesel locomotives and they can produce
even higher short-term surge power for fast acceleration. Electric locomotives are ideal for
commuter rail service with frequent stops. They are used on high-speed lines, such as ICE in
Germany, Acela in the US, Shinkansen in Japan and TGV in France. Electric locomotives are
also used on freight routes that have a consistently high traffic volume, or in areas with
advanced rail networks.
Electric locomotives benefit from the high efficiency of electric motors, often above 90%.
Additional efficiency can be gained from regenerative braking, which allows kinetic energy to
be recovered during braking to put some power back on the line. Newer electric locomotives
use AC motor-inverter drive systems that provide for regenerative braking.
UIET MDU ROHTAK Page 1

2. SUPPLY SYSTEMS FOR ELECTRIC LOCO
Indian Railway has adopted 25 KV industrial frequency ( 50 Hz) A.C supply system for traction
purposes. The power supplies are derived from 220 KV / 132 KV 3 phase transmission system from
the various grids.
The basic arrangement constitutes incoming supply to Railway traction sub station at a voltage level
of 220 KV / 132 KV , which normally feeds power along the track for 35-40 Km.
Adjacent traction sub station are fed from different phases in rotation in order to balance the 3 phase
load in its entirety. Neutral sections are provided in between two adjacent sub station to prevent the
bridging of different phases while passing the electric locomotive.
Level of voltage is reduced to 25 KV for the end use of locomotives by 21.6 MVA signal phase power
transformers placed at traction sub stations which are located at every 30-35 Kms distance along the
track.

3 SINGLE PHASE SUB STATION
A) INTRODUCTION
The single phase 50 Hz power for the electric traction is obtained from 220/132/110/66 kV
Extra High Voltage 3 phase grid system through step down single phase transformers. For this
purpose duplicate feeders comprising of only 2 phases are run from the nearest sub-station of
the Supply Authority to the traction substation.
The 25 kV single phase conventional systems as adopted on Indian Railways have been
described in this report.
On the secondary side one transformer circuit breaker and one feeder circuit breaker are
installed with associated double pole isolator the busbar connections being such that full
flexibility of operation is assured.
The traction substation is designed for remote operation. The facilities exist to change over
from one feeder to the other by means of isolator/bus coupler. One end of the secondary
winding of the transformer is solidly earthed at the substation and is connected to track/return
feeder through buried rail.

B) TRACTION TRANSFORMER
The traction transformer is a single phase transformer rated as under.
Range Available : 5, 10, 25 & 50 KVA 25 KV I 240V, 50 Hz. Single phase, oil filled
Design: According to IS & RDSO specifications.
RDSO Spec No.: ETI/PSI/15(08/2003)
Approval Agency: RDSO, CORE
Type Tested: At CPRI & ERDA
Used at: 220/25 KV, 132/25 KV, 110/25 KV & 66/25 KV Railway Traction
Substations, Switching stations, and other outdoor locations. The ATs are suitable for pole
mounting along with the Railway Track for supply of power to electric signaling and or sub
station/switching station loads.
C) CIRCUIT BREAKER
The circuit breaker is a device which breaks the circuit automatic under faulty condition and
protects the substation equipment.
The following types of circuit breakers and interrupters are now in use for traction substation:
Circuit Breakers
a) 220/132/110/66 kV, Double pole: SF6 type

b) 25 kV Single Pole - SF6 type Vacuum type
c) Interrupters - SF6 Vacuum type

D) ISOLATOR
The isolator is a switch which used for isolate the circuit

during maintenance and fault condition. It always
operates at noload condition.
Single & Double Pole 25 KV Isolators
Range Available: 1250 Amp., 1600 Amp & 3150 Amp., 33 KV Class
Design: As per latest IS & ROSO specifications.
ROSO spec: ETI/OHE/16(01/94) with slip no. 1 (June2000)
Approval agency: RDSO & CORE
Type Test: CPRI & ERDA, TUGALKABAD.
Used At : Section and paralleling post & sub sectioning & paralleling post, Feeding post &
Traction sub-station

OVER HEAD EQUIPMENT
A) UNINSULATED OVERLAP
In this type of overlap the distance between two conductors is kept 200 mm and the
conductors are permanently connected by jumpers to have electrical continuity.
B) INSULATED OVERLAP
In this case, the two OHE conductors are kept apart at a distance of 500 mm. The electrical
continuity at the insulated overlap is bridged by Interrupters or Isolating Switches except at
Neutral Section (SP).
C) NEUTRAL SECTION
To separate OHE of two adjoining feed posts. A short neutral section (PTFE) type is provided
opposite the Traction Sub Station to avoid the need of lowering the pantograph during
extended feed conditions.
D) SECTION INSULATOR
Section Insulators are provided to insulate the OHE of one track and another track, such as at
turn outs & cross over, and to separate secondary tracks and sidings from the main line or other
sidings.
E) CONTACT WIRE HEIGHT
i) Over Line Structure to permit C class ODC - 4.92 M

ii) Electric Loco Shed and Inspection Pits - 5.80 M
iii) Level Crossing - 5.50 M
iv) Unregulated OHE Temperature 4°C to 65°C - 5.75
M Temperature 15°C to 65°C - 5.65 M
v) Regulated OHE with 50 mm Sag - 5.55 M
vi) Regulated OHE with 100 mm Sag - 5.60 M
vii) Height of the Rail Gauge at level crossing - 4.67 M

5. CURRENT COLLECTOR FOR LOCO
A) TROLLEY COLLECTOR
A trolley pole is not "attached" to the overhead wire. The pole sits atop a sprung base on the
roof of the vehicle, with springs providing the pressure to keep the trolley wheel or shoe in
contact with the wire. If the pole is made of wood, a cable brings the electrical current down to
the vehicle. A metal pole may use such a cable, or may itself be electrically "live", requiring the
base to be insulated from the vehicle body. Trolley poles are usually raised and lowered
manually by a rope from the back of the vehicle. The rope feeds into a spring reel mechanism,
called a trolley catcher or "trolley retriever".
B) BOW COLLECTOR
The bow collector is also employed for collecting the current with tramways. The bow
collector consist of light metal strip or bow 0.6 or 0.9 meter wide pressing against the
trolley wire and attached to frame work mounted on the roof of loco.

C) PANTOGRAPH COLLECTOR
The pantograph is implied in railways for collection of current where the operating speed is as
high as 100 or 130 kmph and the current to be collected are as large as 2000 or 3000 amperes.
Pantographs are mounted on the roof of the vehicle and usually carry a sliding shoe for contact
with the overhead trolley wire.
These consist of a jointed frame usually of a steel tubing. The contact shoes are usually about
1.2 meters long. There may be a single shoe or two shoes on each pantograph. The shoes may
be straight throughout their lengths or cambered slightly or may be in the form of an auxiliary
bow. Material used for pantograph is often steed with sometimes, wearing plates of copper or
bronze inserted. The pressure varies from 5 to 15 kg. The pantograph is raised or lowered from
the driver cab by one of the following methods or with some modification of it.
i) Air raised, gravity lowered.

ii) Air raised, spring lowered,
iii) Spring raised, air lowered.
The pantograph should be such construction that they maintain continues contact with a
overhead wire at reasonably constant pressure at any height. They must be light enough in
order to follow the overhead wire as it changes height above the rails to pass under overhead
crossing etc., with minimum inertia effects even at high speeds they must be sufficiently strong
and rigid to resist air pressures both head on, due to speed of train, and transverse, due to
wind; also they must resist stresses due to the sway of the locomotive at high speeds and oo
some extent, stresses due to blows from the overhead system at deflectors or turnouts etc. and
from striking birds. If, however, there is a serious trouble on the overhead system, the
pantograph must be sufficiently pliable so that it will be damaged rather than pulling down the
overhead structure.
The above arrangement has the following advantages over other types of collectors.
i) It can be operate in either direction of motion.

ii) There is no risk of leaving wire junction etc.

iii) The erection of the overhead network is very simple due to absence of points and
grooved crossing required for bows.
iv) Its height can be varied from the drivers cabin by carrying out simple operations.
6 TYPES OF ELECTRIC LOCO

A. CONVENTIONAL LOCO
 
WAP 1

 
WAP 4

 
WAG 5

 
 WAG 7

B. 3 PHASE LOCO
 
WAP 5

 
WAP 7

 
WAG 9
7 CATEGORY OF ELECTRIC LOCO
 
 Passenger train loco
 
Goods train loco

8 CODING OF LOCO
What is the coding of loco signify?
  W=WIDE 
 
 A=A.C.
 
 G=GOODS
 
 P=PASSENGER
 
M=MIXED (GOODS+PASSENGER)
Numbers of rolling stock in Tugalkabad shed
Total loco 14
  WAP 1 = 4 
 
 WAP 4= 4
 
 WAG 5 = 5
 
WAG 7 = 1

9 LAYOUT OF LOCO

10 LOCOMOTIVE DEATIL AND SPECIFICATION
A) WAP 1
WAP–1 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.

WAP 1
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

B) WAP 4
This 5000 HP locomotive was evolved to

meet the requirement of hauling longer
trains of 24 coaches at higher speed up to
130 kmph over Indian railways. This loco is
presently hauling important high-speed
trains on Indian Railways. These are six axles
loco with axle and nose suspended drive.
5000 HP 25 KV AC WAP 4 Passenger Electric Locomotive.
Need :-
Due to advanced mechanical design especially those of bogies, the locomotive has low unsprung
masses and is truly track friendly. Presently WAP-5 is the only passenger locomotive with fully
suspended drive. Anti-collision posts give locomotive superior crash worthiness. The fleet of WAP-
5 class locomotives is now being geared up for the proposed 150 kmph services
Salient Details :-
system 25 KV, AC, 50 Hz.
Class of Loco WAP-4
Track Gauge 1676 mm (Broad Gauge)
Axle arrangement Co-Co
Brake System Air and Rheostatic
Total weight 112.8 + 1% t.`
Wheel Diameter 1092 mm (New) , 1016 mm (Full worn)
Length over buffers 18794 mm
Panto locked down height 4232.5 mm
Traction Motor type HS 15250A, DC Series Motor
Continuous Power at Wheel Rim 5000 HP
Starting Tractive Effort 30.8 t
Control System Voltage 110 V DC

WAP 4
Manufacturers CLW
Traction Motors Hitachi HS15250 (630kW, 750V, 900A.
895rpm. Weight 3500kg). Axle-hung, nose-
suspended, force ventilated, taper roller
bearings.
Gear Ratio 23:58 (One loco, #22559, is said to have a
23:59 ratio.)
Transformer 5400kVA, 32 taps
Rectifiers Two silicon rectifiers, (ratings?).
Axle load 18.8t.
Bogies Co-Co Flexicoil Mark 1 cast bogies; primary
and secondary wheel springs with bolsters
Pantographs Two Stone India (Calcutta) AM-12.
Current Ratings 1000A/10min, 900A continuous
Tractive Effort 30.8t

C) WAG 5
WAG–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 built by BHEL to RDSO's specifications. (Note: Lallaguda
shed uses the simple code 'WAG-5' for locos that would normally be denoted 'WAG-5HA'.)
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.
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
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

D) WAG 7
With the ever increasing freight traffic and the need for
hauling heavier loads in 1 in 200 grade at increased
balancing speeds, CLW went into for the design of an
uprated version of WAG-5 locomotive with high
capacity transformer, rectifier, traction motor,
compressor and other matching associated
equipments. These are six axles loco with axle and nose
suspended drive. DC series motors, controlled by a tap
changer are used in this locomotive. Indian Railway is
going to achieve 7,00 million tonnes of traffic, WAG-7 is 5000 HP 25 KV AC WAG-7 Freight
Electric Locomotive.
the main stay of loco. In the locomotive vehicle market
WAG -7 is more economical option and one of the
cheapest in the world.
Need :-
Due to advanced mechanical design especially those of bogies, the locomotive has low
unsprung masses and is truly track friendly. Presently WAP-5 is the only passenger locomotive
with fully suspended drive. Anti-collision posts give locomotive superior crash worthiness. The
fleet of WAP-5 class locomotives is now being geared up for the proposed 150 kmph services
Salient Details :-
Gauge 1676 mm
System Voltage 25 KV AC
Continuous H. P 5000
Max. Speed 100 kmph
Starting Tractive Effort 402 KN. (41t)
Continuous Tractive Effort 235 KN (24t)
Wheel Arrangement 25KV AC, 50 Hz.
Weight of loco Co-Co
Type of Bogie Fabricated
Gear Ratio 16: 65
Adhesion 34.5%
Brake System Dual brake-rheostatic and air.
Total weight of locomotive 123 t.

WAG 7
Traction Motors Hitachi HS15250-G (a variant of the standard

HS15250 with higher current rating (thicker
wire gauge, better insulation); see
description under WAP-4.) Motors built by
CLW and BHEL.
Gear Ratio 65:18
Transformer CCL India, type CGTT-5400, 5400kVA, 32 taps.
Rectifiers Two silicon rectifiers, cell type S18FN350
(from Hind Rectifier), 64 per bridge, 2700A /
1050V per cubicle.
Axle load 20.5t
Bogies Alco High-Adhesion bogies, fabricated bogie
frame assembly, with unidirectional mounting
of traction motors, primary and secondary
suspension.
Hauling Capacity 3010t
Pantographs Two Stone India (Calcutta) type AN-12.
Current Ratings 1350A/2min, 1200A/10min, 960A/hr, 900A
continuous

11 MOTOR USED IN ELECTRIC LOCO (DC SERIES MOTOR )
A) HOW MOTOR DRIVES THE AXLE ?
The traditional DC (Direct Current)

electric motor driving a train or
locomotive is a simple machine
consisting of a case containing a fixed
electrical part, the stator (called the
stator because it is static and
comprising what is called the field
coils) and a moving electrical part,
the rotor (because it rotates) or
armature as it is often called. As the
rotor turns, it turns a pinion which
drives a gearwheel. The gearwheel is
shrunk onto the axle and thus drives
the wheels as shown in the diagram
above.
The motion of the motor is created

by the interaction of the magnetism
caused by the currents flowing the
the stator and the rotor. This interaction causes the rotor to turn and provide the drive.
The stator and the rotor of the DC motor are connected electrically. The connection consists of
fixed, carbon brushes which are spring loaded so that they remain in contact with an extension
of the armature called the commutator. In this way, the field coils (the stator) are kept in the
circuit with the rotor (the armature and commutator).
B) NOSE SUSPENDED MOTOR
The following diagram shows the layout

of the traditional DC motor mounted in a
bogie as a "nose suspended motor".
In electric trains or locomotives, the DC

motor was traditionally mounted in the
bogie frame supported partially by the
axle which it drove and partially by the
bogie frame. The motor case was
provided with a "nose" which rested on a

bracket fixed to the transom of the bogie. It was called a "nose suspended motor" (see diagram
above) and is still common around the world. Its main disadvantage is that part of the weight
rests on the axle and is therefore unstrung. This leads to greater wear on bogie and track.
Nowadays, designers try to ensure all the motor weight is sprung by ensuring it is carried
entirely by the bogie frame - a frame mounted motor.
C) QUILL DRIVE
This is a simplified diagram of a quill drive. A quill is described in the dictionary as, "the hollow
stem of a feather" and "a bobbin or spindle", as well as a "feather" and, alternatively, what a
porcupine has on its back.
In railway traction terms, a quill drive is where a hollow shaft is placed round the driving axle
and the motor drives the quill rather than driving the axle as it does with a nose suspended drive.
The quill itself is attached, at one end, to one of the wheels by means of rubber bushed links and,
at the other end, to the gearwheel by similar links. The big advantage of such drives is that all the
weight of the motor is carried in the bogie frame (so it is a frame mounted motor) instead of it
being directly supported by the axle and therefore partially unstrung

12 MOTOR RATING OF CONVENTOINAL LOCO

HITATCHI TRACTION MOTOR
POWER CONT. 850KW 850KW(MAX)

SPEED 1283 RPM 2584 RPM WEIGHT 2150KG
VOLTAGE 2180V 2180V
CURRENT 270A 393A
FREQUENCY 65HZ 132HZ
CAPACITY 630KW RATING CONT.

VOLTAGE 750V EXCITATION SERIES
3
CURRENT 900A COOLING AIR 80M /MIN
RPM VOLTS AMPS SHAFT O/P

CONT. RATING 1090 750 840 575KW
MAX. VALUES 2500 900 1350

13 TRANSFORMER RATING OF CONVENTIONAL LOCO
WINDING PRIMARY SECONDARY AUXILIARY
KVA 4170 3900 270
VOLTS (NO LOAD) 22500 0-865(TAP 0-32) 389
25000 0-862(TAP 0-29) 432
27500 0-859(TAP 0-26) 476
AMPS 185.3 2250 694
166.8 2250 625
151.6 2250 567

a6-a5 and a4-a3 a1-a0
A33-A0
TEMP. RISE OIL/WINDING 45°C/55°C
TYPE HETT 3900
WEIGHT 4170 PHASE SINGLE
FREQUENCY 50 HZ

14 NUMBERS OF AUXILLARY MOTORS IN CONVENTIONAL LOCO
S.No. Name Of Auxiliary No. Of Motors In HP Rating

Motor Loco
1 Traction Motor 02 35 HP/26 KW
Blower(MVMT)
2 Transformer Oil 01 30 HP/22 KW
Cooling Blower
Motor(MVRH)
3 Blower Motor For 02 4 HP/3 KW
Rectifier BLOCK
Cooling(MVSI)
4 Blower Motor For 02 2.7 HP/2.2 KW
Reactor Cooling(MVSL)
5 Pump Motor For 01 4.3 HP/3.0 KW
Transformer Oil
Circulation(MPH)
6 Main Compressor 02 12.6 HP/ 9.5 KW
Motor(MCP)
7 Auxiliary Compressor 01 1 HP/.75 KW
Motor(MCPA)
8 Crew Cab Fan 04 .04 HP/32 W
9 ARNO CONVERTER 01 1-Ф I/P 150 KVA
3-Ф O/P 120 KVA
15 AUTO EMERGENCY BREAK
INTRODUCTION
Auto-Emergency Brakes (AEB) refers to a special system of braking employed on some ghat
sections with steep gradients, notably the Braganza ghat between Kulem and Castle Rock. With
this system, the loco's speed is limited to 30km/h and the brakes are automatically applied if
the loco moves faster than that at any time on the AEB section.
PROCEDURE
The AEB system is activated by means of a key obtained at the top of the descending grade
(at Castle Rock for the Braganza ghat). The key, which is specific to each loco, is engaged and
turned in the loco, and then removed and handed to the guard of the train (except for light
locos where there is no guard). While the AEB system is activated, the loco cannot run faster
than 30km/h; the brakes are applied immediately if the speed rises above that.

When the loco reaches the bottom of the down grade (Kulem at the foothills of the Braganza
ghat), the AEB system is deactivated and the key is handed over to the Station Master of the
station at the bottom of the ghat section (Kulem). From there onwards, the loco can proceed
at normal permissible speeds.
The AEB key specific to a loco is handed over to the loco pilot by the Station Master of
the station at the bottom (Kulem) when the loco is above to ascend the ghat section.
OPERATION
The AEB system depends on a speed sensor attached to the axle generator (tachometer
generator) of the locomotive. The speed sensor controls the Emergency Brake Relay (EBR).
The EBR gets energized when the speed sensor detects that the loco is moving faster than
30km/h (or other programmed speed limit).
When the EBR is energized, two emergency brake valves, EBV1 and EBV2 get activated.
The first emergency brake valve EBV1 cuts off pilot air from A9 to C2, with the additional C2
relay then causing the Brake Pipe to exhaust, while the second emergency brake valve EBV2
also exhausts the Brake Pipe pressure and causes application of the brakes.
16 AIR BREAK
In the air brake's simplest form, called the straight air system, compressed air pushes on a
piston in a cylinder. The piston is connected through mechanical linkage to brake shoes that
can rub on the train wheels, using the resulting friction to slow the train. The mechanical
linkage can become quite elaborate, as it evenly distributes force from one pressurized air
cylinder to 8 or 12 wheels.
The pressurized air comes from an air compressor in the locomotive and is sent from car to car
by a train line made up of pipes beneath each car and hoses between cars. The principal

problem with the straight air braking system is that any separation between hoses and pipes
causes loss of air pressure and hence the loss of the force applying the brakes.
17 WHEEL SLIP IN LOCO
Wheel slip on locos such as the WAG-5/WAG-7,WAM-4,WCAM-1/2/3, is detected by a relay

designated 'QD' which is a current differential relay. It detects the difference in the current flow
between two traction motors. If all the traction motors are running at uniform and equal
speeds, the armature of the relay remains balanced. However, if any of the axles are slipping,
the current to this motor is slightly reduced producing a current imbalance in relay QD which is
then triggered. QD gives a repeat to a relay 'Q48' which in turn may activate some automatic
wheel-slip reduction procedures as detailed below, depending on the configuration in the
particular locomotive. Operation of relay Q48 also lights the LSP (Signal lamp to indicate Wheel-
Slip) on the driver's desk.
WAG-5/7,WAM-4,WCAM-1/2/3, etc., have been provided with mainly three methods to

minimize wheel slip.
18 ELECTRIC LOCO TAP CHANGER
On the Indian Railways, a large number of electric locomotives are in operation today. Many
different models of these locos have been manufactured, many of which have now been
scrapped. However, many of those models which are still in service such as the WAM-4, WAP-
4, WCAM-1, WCAM-2, WCAM-3, WCAG -1,
WAG-5, WAG-7, etc., use almost the same electrical setup
(excepting the newer 3-phase AC locos such as the WAP-5 and
WAG-9).
These characteristics are obtained in electric locos on the

Indian Railways by the use of the series-wound DC traction
motor which has an inherent characteristic of exerting a high
torque during its starting phase and a high speed during the
running phase when the train resistance is minimal.
However in order to have proper speed control over these traction

motors the voltage supplied to these motors must be varied. Increasing the voltage to the
motor increases its torque and speed and vice-versa. This variation of voltage is obtained by the
use of an on-load tap-changer in the locos.

19 BLOCK DIAGRAM OF CONVENTIONAL LOCO
25 KV SUPPLY
TRANSFORMER
TAP CHANGER
RECTIFIER
SMOOTHNING REACTOR
TRACTION MOTOR

POWER CIRCUIT DIAGRAM OF CONVENTIONAL LOCO

20 REGENERATIVE BRAKING
Regenerative braking works on the principle of converting the kinetic energy of the locomotive
(and train) back to electricity by using the traction motors in reverse (as generators) and
feeding the electricity back to the OHE. This is somewhat easier with DC than with AC traction
as with the latter the phase and frequency of the generated electricity have to be matched to
that of the OHE. On the other hand, regeneration with DC motors adds to their bulk and
complexity.
The newer AC locos have microprocessor control which helps enormously as the waveform and
phase of the regenerated power can be adjusted precisely. The regenerated voltage is in effect
the loco presenting a negative load to the OHE system, which manifests itself as a slight rise in
the system voltage. This results in a corresponding reduction in energy supplied by the
generating units on the grid, and the regenerated energy can, in principle, even go back to the
supplying grid and be used elsewhere.
The OHE is said to be receptive if it is in a state where the loco can use regenerative braking. If
there is no other loco on the section that can absorb the power, and if the substation is not set
up to send power back to the supply grid, regeneration results in the OHE voltage rising more
than a certain threshold -- this is how the control systems on board the loco can detect the
(non-)receptivity of the line. If the line is not receptive the loco has to resort to using frictional
or rheostatic braking.
Even if the line is receptive, feeding power back to the supply grid may not always be possible,
though, because of practical constraints in the design of the substation equipment, reverse flow
detection relays in the supply grid (provided as protection in case of a fault in the 132kV supply
system), improper phase match by the loco resulting in relays blocking the regenerated power,
etc. The regenerated power therefore often gets used just by circulating in the OHE system and
thereby getting used by other locomotives in the section. Because of this, regenerative braking
bears fruit in busy sections where there are always some live locos. (In other railway systems,
e.g., in Japan, although not in India, sometimes the regenerated power is just dissipated using
large resistive loads at the substation or elsewhere.) Conversely when the system voltage starts
dropping, it is an indication that the locomotive(s) on the section is/are not generating power
and are instead consuming power (the normal case) in which case the normal power supply
feeds energy back in to the OHE.
Apart from saving a fraction of the electricity costs for the railways, regenerative braking in
practice also offers the driver finer control over braking a train, and the savings in brake pads
and other equipment used in normal frictional braking is also significant. It has been claimed
that regnerative braking in busy sections can save up to 10% or more of the electricity costs.

21 GEAR OF TRACTION MOTOR

  SPUR GEAR – CONVENTIONAL LOCO 
 
HELICAL GEAR – 3 PHASE LOCO
SPUR GEAR
Spur gears or straight-cut gears are the simplest type of gear. They
consist of a cylinder or disk, and with the teeth projecting radially,
and although they are not straight-sided in form, the edge of each
tooth thus is straight and aligned parallel to the axis of rotation.
These gears can be meshed together correctly only if they are fitted
to parallel axles
HELICAL GEAR
Helical gears offer a refinement over spur gears. The leading edges of the teeth are not parallel
to the axis of rotation, but are set at an angle. Since the gear is curved, this angling causes the
tooth shape to be a segment of a helix. Helical gears can be meshed in a parallel or crossed
orientations. The former refers to when the
shafts are parallel to each other; this is the
most common orientation. In the latter, the
shafts are non-parallel.
The angled teeth engage more gradually than do

spur gear teeth causing them to run more
smoothly and quietly. With parallel helical gears,
each pair of teeth first make contact at a single
point at one side of the gear wheel; a
moving curve of contact then grows gradually across the tooth face to a maximum then recedes
until the teeth break contact at a single point on the opposite side. In spur gears teeth suddenly
meet at a line contact across their entire width causing stress and noise. Spur gears make a
characteristic whine at high speeds and can not take as much torque as helical gears. Whereas
spur gears are used for low speed applications and those situations where noise control is not a
problem, the use of helical gears is indicated when the application involves high speeds, large
power transmission, or where noise abatement is important. The speed is considered to be
high when the pitch line velocity exceeds 25 m/s.
A disadvantage of helical gears is a resultant thrust along the axis of the gear, which needs
to be accommodated by appropriate thrust bearings, and a greater degree of sliding
friction between the meshing teeth, often addressed with additives in the lubricant .

22 ENERGIZING A DEAD OR STABLED LOCO
Whenever the locomotive is not required for the use, the locomotive is switched off and its
pantograph lowered, and it is stabled on a suitable line in dead condition. While energizing such
a dead or stabled locomotive, certain precautions are to be followed. These are explained
below.
1. Locomotive log book inspection
This should be gone through minutely and information if any regarding defects or any special
working instructions for the locomotive are to be found out. If the locomotive has been made
dead for attention of some defects, etc., the locomotive must not be energized before these
defects are dealt with. After the logbook is inspected to satisfaction and it is certain that there
is nothing wrong in energizing the locomotive the following procedure is to be followed.
2. Checking of the safety fittings of the locomotive
All the safety fittings of the locomotive should be checked. If the locomotive is stabled on the
pit, the underframe safety fittings must be checked and must be ensured that all the safety
fittings are intact.
3. Up the emergency reservoir pressure and raising the pantograph Building
After checking the safety fittings, the battery should be switched 'ON' with HBA switch and
baby compressor (MCPA) should be started. During the process RAL cock which connects the
emergency reservoir to the air circuit of the locomotive should be closed. When the emergency
reservoir pressure builds upto 7 to 8 kg/cm^2. The RAL cock should be opened. After building
up the pressure, it must be ensured that locomotive is under the OHE. After this Panto should
be raised with the help of ZPT key. A sound of an transient arc or spark will be heard when the
pantograph touches the OHE, which gives an indication that the OHE is live. The BL key and MPJ
should be fitted in its position.
4. Putting the isolation cocks of brakes in proper position
The isolating cocks of the locomotive brake and train brake in the working cab should be in
open position and in the rear cab they should be in closed position. This should be ensured
before closing DJ.

5. Inspection of switch board/relay boards
5a. Program switches
This board is provided behind cab No 2. All the program switches should be at '1' position. If
any of the switches is not in '1' position the reason for the isolation of respective relay or
equipment should be ascertained and action taken accordingly.
5b. Condition of Relays
The condition of the relay targets should be inspected. No relay target should be in a dropped
condition. If the target of any relay is dropped, it should checked for any defects and action
taken accordingly.
6. H.T. Compartment Tour
A walk-through of the locomotive corridor is necessary for visual inspection of the condition of
the H.T. compartment. There should not be any abnormalities like leakage of TFP/GR oil, etc.
7. Closing of DJ
Now the DJ of the locomotive can be closed by depressing the BLDJ and then depressing BLRDJ.
The DJ will then close and this will result in a change in the voltmeter which should now show a
reading of approximately 25kV. The BLCP switch should then be turned ON immediately to start
the compressor to build up main reservoir pressure of 8 to 10 kg/cm^2.
8.Testing of locomotive brake
After building up the MR pressure and releasing the hand brake of the locomotive (if in applied
condition), the locomotive brake must be tested and it should be ensured that the brake power
is adequate. Any skids or wheel blocks placed under the wheels of the locomotive, should now
be removed.
9. Traction testing of the locomotive
After moving the MPJ to the forward and reverse positions, the pilot lamp LSB should now
extinguish itself. If it does not extinguish itself even with the MPJ in forward or reverse position,
the necessary trouble-shooting procedure has to be followed, such as verifying the reverse and
Q 50 relays.
Following this, the MPJ should be kept in the forward position and with the help of MP two or
three notches should be taken by keeping locomotive brakes applied so that locomotive does
not move. As soon as one notch is taken the LSGR lamp should extinguish itself. The same
testing should be done by keeping the MPJ in reverse position.

10.Checking of emergency brake
After taking two to three notches as above, the vacuum or air pressure should be destroyed by
applying the emergency brake. The brake should now be applied on the locomotive and at the
same time the notches should come to zero automatically.
11. Checking the work of EEC
The ZEMS switch should be kept at the '1' position and the MP on the 'N' position; the push-
button switch for operation of EEC should now be depressed. The notches should come down
one by one with each push of EEC push button.
12. Checking of Headlight, Marker light, Flasher light
The working of the headlight, marker lights and flasher light should be checked from both the
cabs. After carrying out these checks and inspection the locomotive is ready to be worked.
23 WHEELSET
A wheelset is the wheel- axle assembly of a railroad car. The frame assembly beneath each
end of a car, railcar or locomotive that holds the wheelsets is called the bogie
CONICAL SHAPE
Most wheels have a conical shape of about 1 in 20. The conical shape has the effect of steering
the wheelset around curves, so that the flanges rarely come into play. The rails generally slant
in at the same rate as the wheel conicity. As the wheels approach a curve, they will tend to
follow a straighter path. This causes the wheelset to shift sideways on the track so that the
effective diameter of the outer wheels is greater than that of the inner ones. Since the wheels
are joined rigidly by the axle, the outer wheels will travel further, causing the train to naturally
follow the curve.

24 CONCLUSIONS
By attending the 30 days training in electric traction Tugalkabad division western railway I
conclude that In this overall training of one month I put my greatest effort to understand &
explore more & more about the loco and electric traction. But the loco is such a complex
machine which has so many function & components which need so much time to understand.
But I try my best to utilize this short span of time to bring out the valuable knowledge about the
loco and electric traction.

THE END

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Summer Training Report on Electric Traction Indian Railway Tugalkabad Division

An electric locomotive is a locomotive powered by electricity from an external source. Sources

UIET MDU ROHTAK Page 1

2. SUPPLY SYSTEMS FOR ELECTRIC LOCO

UIET MDU ROHTAK Page 2

3 SINGLE PHASE SUB STATION

UIET MDU ROHTAK Page 3

The traction transformer is a single phase transformer rated as under.

Design: According to IS & RDSO specifications.

RDSO Spec No.: ETI/PSI/15(08/2003)

Approval Agency: RDSO, CORE

Type Tested: At CPRI & ERDA

a) 220/132/110/66 kV, Double pole: SF6 type

UIET MDU ROHTAK Page 5

The isolator is a switch which used for isolate the circuit

Single & Double Pole 25 KV Isolators

Design: As per latest IS & ROSO specifications.

ROSO spec: ETI/OHE/16(01/94) with slip no. 1 (June2000)

Approval agency: RDSO & CORE

Type Test: CPRI & ERDA, TUGALKABAD.

UIET MDU ROHTAK Page 6

E) CONTACT WIRE HEIGHT

i) Over Line Structure to permit C class ODC - 4.92 M

UIET MDU ROHTAK Page 8

5. CURRENT COLLECTOR FOR LOCO

UIET MDU ROHTAK Page 9

i) Air raised, gravity lowered.

i) It can be operate in either direction of motion.

UIET MDU ROHTAK Page 10

6 TYPES OF ELECTRIC LOCO

7 CATEGORY OF ELECTRIC LOCO

UIET MDU ROHTAK Page 11

Numbers of rolling stock in Tugalkabad shed

UIET MDU ROHTAK Page 12

UIET MDU ROHTAK Page 13

10 LOCOMOTIVE DEATIL AND SPECIFICATION

WAP–1 Built by CLW to RDSO

UIET MDU ROHTAK Page 14

UIET MDU ROHTAK Page 15

This 5000 HP locomotive was evolved to

5000 HP 25 KV AC WAP 4 Passenger Electric Locomotive.

UIET MDU ROHTAK Page 16

UIET MDU ROHTAK Page 17

WAG–5Introduced in 1984. Power

UIET MDU ROHTAK Page 18

Traction Motors Alstom TAO 659 (575kW, 750V, 1070 rpm) or

UIET MDU ROHTAK Page 19

UIET MDU ROHTAK Page 20

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

UIET MDU ROHTAK Page 21

11 MOTOR USED IN ELECTRIC LOCO (DC SERIES MOTOR )

A) HOW MOTOR DRIVES THE AXLE ?

The traditional DC (Direct Current)

The motion of the motor is created

B) NOSE SUSPENDED MOTOR

The following diagram shows the layout

In electric trains or locomotives, the DC

UIET MDU ROHTAK Page 22

UIET MDU ROHTAK Page 23

12 MOTOR RATING OF CONVENTOINAL LOCO

POWER CONT. 850KW 850KW(MAX)

CAPACITY 630KW RATING CONT.

RPM VOLTS AMPS SHAFT O/P

MAX. VALUES 2500 900 1350