Locomotives of India

A WAP 7 class broad gauge AC electric locomotive at Baiyyappanahalli.

A passenger train with WDM-3D broad gauge diesel locomotive.

A freight train with WDG-3A broad gauge diesel locomotive.

A Nilgiri Mountain Railway metre gauge class X steam locomotive.

The Diesel Locomotive Sheds of Indian Railways location map

The Electric Locomotive Sheds of Indian Railways location map

The locomotives of India presently consist of electric and diesel locomotives. Steam locomotives are no longer used in India, except in heritage trains. A locomotive is also called loco or engine.

The Bengal Sappers of the Indian Army were the first to run a steam locomotive in India. The steam locomotive named Thomason ran with two wagons for carrying earth from Roorkee to Piran Kaliyar in 1851, two years before the first passenger train ran from Bombay to Thane in 1853.

Classification of locomotives

In India, locomotives are classified according to their track gauge, motive power, the work they are suited for and their power or model number. The class name includes this information about the locomotive. It comprises 4 or 5 letters. The first letter denotes the track gauge. The second letter denotes their motive power (Diesel or Electric) and the third letter denotes the kind of traffic for which they are suited (goods, passenger, mixed or shunting). The fourth letter used to denote locomotives' chronological model number. However, from 2002 a new classification scheme has been adopted. Under this system, for newer diesel locomotives, the fourth letter will denote their horsepower range. Electric locomotives don't come under this scheme and even all diesel locos are not covered. For them this letter denotes their model number as usual.

A locomotive may sometimes have a fifth letter in its name which generally denotes a technical variant or subclass or subtype. This fifth letter indicates some smaller variation in the basic model or series, perhaps different motors, or a different manufacturer. With the new scheme for classifying diesel locomotives (as mentioned above) the fifth item is a letter that further refines the horsepower indication in 100 hp increments: 'A' for 100 hp, 'B' for 200 hp, 'C' for 300 hp, etc. So in this scheme, a WDP-3A refers to a 3,100 hp (2,300 kW) loco, while a WDM-3F would be a 3,600 hp (2,700 kW) loco.

Note: This classification system does not apply to steam locomotives in India as they have become non-functional now. They retained their original class names such as M class or WP class.

Heritage Gallery

First Train of East Indian Railway in 1854
Photo of passenger train near Pune
East Indian Railway Mail
X-Dominion for India

The classification syntax

The first letter (gauge)

W – Indian broad gauge (the "W" Stands for Wide Gauge) – 5 ft 6 in (1,676 mm)
Y – metre gauge (the "Y" stands for Yard Gauge) – 3 ft 3 ³⁄₈ in (1,000 mm)
Z – narrow gauge – 2 ft 6 in (762 mm)
N – narrow gauge (toy gauge) – 2 ft (610 mm)

The second letter (motive power)

D – diesel
C – DC electric (can run under DC overhead line only)
A – AC electric (can run under AC overhead line only)
CA – both DC and AC (can run under both AC and DC overhead line); 'CA' is considered a single letter
B – Battery electric locomotive (rare)

The third letter (job type)

G – goods
P – passenger
M – mixed; both goods and passenger
S – shunting (also known as switching engines or switchers in the USA and some other countries)
U – multiple units (EMU/DMU)
R – Railcars

For example, in "WDM 3A":

"W" means broad gauge
"D" means diesel motive power
"M" means suitable for both goods and passenger service
"3A" means the locomotive's power is 3,100 hp ('3' stands for 3000 hp, 'A' denotes 100 hp more)

Or, in "WAP 5":

"W" means broad gauge
"A" mean AC electric traction motive power
"P" means suitable for Passenger service
"5" denotes that this locomotive is chronologically the fifth electric locomotive model used by the railways for passenger service.

Broad gauge (5 ft 6 in) locomotives used in India

Steam traction

Left:Indian Railways Preserved locomotive HPS, Right:Indian Railways class locomotive NRM WP 7200

Left:Indian Railways Preserved locomotive YP class, Right:Indian Railways class locomotive B-26

Company designs

In the nineteenth century, the various railway concessions ordered locomotives to their own specification, usually from British manufacturers. This multiplicity of similar, but different designs, increased manufacturers' costs and slowed production. During the 1890s, British manufacturers had full order books, so Indian railway companies looked to Germany and the United States for locomotives.^[1]

Bengal Nagpur Railway

Class F: 0-6-0
Class GM: 2-6-0. Probably modified.
BNR class HSG: 2-8-0+0-8-2 Garratt homed at Bengal Nagpur Railway (BNR) now Eastern Railway and South-Eastern Railway. First successful Garratts in India
Class M: 4-6-2. Probably modified
BNR class N: 4-8-0+0-8-4 Garratt. Largest locomotive to run in India. Highest capacity to hold water as compared to any Garratt in the world. One is preserved at National Rail Museum, Delhi
BNR class NM: 4-8-0+0-8-4 Garratt. Similar to N class. Ten built in 1931 by Beyer Peacock. Withdrawn in the late 1960s
BNR class P: 4-8-2+2-8-4 Garratt. Four built by Beyer Peacock in 1939. In the early 1970s, they were at Bhilai (BIA) shed before being withdrawn

Bombay, Baroda and Central India Railway

BB&CI class P: 4-6-2
Class A: 2-4-0T. Probably an Atlantic. Belonged to Palej shed
Class U36: 0-4-2 used for hauling suburban trains at Bombay
Class D1: 4-4-0. One of them named Princess May
Class M: 4-6-2. Probably modified

East Indian Railway Company

Class CT: 0-6-4T. Probably converted to Superheater.
EIR class G: 2-2-2T. First two named Express and Fairy Queen. Built in 1856, the latter is the world's oldest locomotive to be in working order. Later rebuilt by Perambur Loco Works. Housed at East Indian Railway (EIR)
EIR class P: 4-6-0

Great Indian Peninsula Railway

GIPR classes Y1, Y2, Y3, and Y4: 0-8-4T. Used on Thul ghat as bankers (for pushing trains up the ghats)
GIPR Class F : 2-6-0
GIPR Class F3: 2-6-0
GIPR class J1: 0-6-0
Class D4: 4-6-0. One named Hero
Class D5: 4-6-0 Passenger locomotive
Class E1: 4-4-2 Atlantic built by North British Locomotive Co. Ltd between 1907–8. Rebuilt with super-heater between 1925–28
Class T: Tank locomotive was used for hauling Mumbai suburban trains on GIPR
Class Y: 2-8-4T
Crane Tank: 0-6-0T. One is preserved at National Rail Museum, New Delhi.

Madras and Southern Mahratta Railway

M&SM class V: 4-4-0; one is preserved
Class BTC: 2-6-4T. Based on BESA specifications
Class T: 0-4-2; one preserved at Madras

Nizam's Guaranteed State Railway

NSR class A: 2-6-0T owned by Nizam State Railway (NSR). One (No. 48) preserved at National Rail Museum, Delhi. Probably an Atlantic.

North Western Railway (British India)

Class EM: 4-4-2 probably modified. One preserved at National Rail Museum, Delhi
NWR class GAS: 2-6-2+2-6-2 Garratt owned by North Western Railway (NWR) now most of which is in Pakistan. Only one built in 1925. Retired in 1937
NWR class P: 2-4-0
Class E1: 4-4-2
Class N1: 4-8-0

Oudh and Rohilkhand Railway

Class B26: 0-6-0. One preserved at National Rail Museum, Delhi

Others

Class B: 2-6-0
Class E: 2-4-0
Class F: 2-8-2 built between 1926–1950 by Nasmyth Wilson for service on Central Railway (CR)
Class G: 2-6-0 probably meant for freight.
Class NA2
Class PTC: 2-6-4T owned by Delhi at Northern Railway (N.R.). Probably Converted Passenger locomotive
Class Y2: 2-8-2T. These are reclassified L2.
Phoenix: 0-4-0T. One is preserved at National Rail Museum, Delhi
Ramgotty: 2-2-0T. One is preserved at National Rail Museum, Delhi. Converted to Broad Gauge. Oldest locomotive at National Rail Museum, Delhi
Sultan, Sahib and Sindh: These are the ones which hauled the legendary train from VT to Thana in 1853

British Engineering Standards Association (BESA) designs

After acrimonious words in The Times and Parliament, the British Engineering Standards Committee (later British Engineering Standards Association or BESA) began to design a series of locomotives for use by all railways in India. The first two designs emerged in 1903: a 4-4-0 passenger, and 0-6-0 goods. The designs were revised in 1905 and 1906 with additional types added due to requests for heavier and more powerful locomotives:

Class SP: Standard Passenger – 4-4-0
Class SG: Standard Goods – 0-6-0
Class PT: Passenger Tank – 2-6-4T
Class HP: Heavy Passenger – 4-6-0
Class AP: Atlantic Passenger – 4-4-2
Class HG: Heavy Goods – 2-8-0
Class HT: Heavy Tank – 2-8-2T.

These BESA designs however were advisory, not mandatory, and were customized by the railway companies to their own taste. The railway companies could not even agree to use the same classification system: only the state operated railways used the class designations SP, SG, PT, HP, AP, HG and HT. Once superheating became accepted, superheated versions were classified SPS, SGS, etc. if built with superheaters, and SPC, SGC, etc. if converted from saturated to superheated.

Indian Railways Standards (IRS) designs

Left:Indian Railways locomotive XP class 1935, Right:Indian Railways class locomotive XB class 1927

After World War I, new, larger, more powerful locomotives were designed by the British consulting engineers to the Indian Government. These started to appear from 1927 onward:

Class XA: branch passenger 4-6-2 design, 12.5-ton axleload
Class XB: light passenger 4-6-2 design, 17-ton axleload
Class XC: heavy passenger 4-6-2 design, 19.5-ton axleload
Class XD: light goods 2-8-2 design, 17-ton axleload
Class XE: heavy goods 2-8-2 design, 22.5-ton axleload
Class XF: light shunting 0-8-0 design, 18-ton axleload
Class XG: heavy shunting 0-8-0 design, 23-ton axleload
Class XH: 4-cylinder 2-8-2, 28-ton axleload (none built)
Class XP: experimental passenger 4-6-2, 18.5-ton axleload
Class XS: experimental 4-cylinder 4-6-2, 21.5-ton axleload
Class XT: light tank 0-4-2T, 15-ton axleload

World War II designs

During World War II, large numbers of 2-8-2 locomotives were acquired from the United States and Canada, and were designated as classes AWD and CWD respectively. The Baldwin Locomotive Works adapted the USATC S160 Class locomotive design India which became class AWC. 60 broad gauge locomotives were built in 1944 as part of an order of 180 locomotives to the S160 design. In addition to modified frame spreaders, axles, cylinders, and cab, the Indian locomotives had a turbo-generator and electric lighting fitted, which was not included in the standard design for use in Europe. Many parts, including boilers, were identical to those used for the standard gauge locomotives.^[2]

Indian Government Railways (IGR) standard designs

Left:Indian Railways locomotive WL class, Right:Indian Railways class locomotive YG class

Left:Model of a (decommissioned) WP Steam Locomotive at Guntur Division, Right:Model of a (decommissioned) Indian Railways steam locomotive M2-162

Shortly before World War II, new classes were designed; but it was post-war period, before many of them came into service. These new designs were signaled by the change of broad gauge prefix from 'X' to 'W'. In addition, plans were put into place to start manufacturing locomotives in India. The new classes were:

Class WP: passenger 4-6-2, 18.50-ton axle load
Class WG: goods 2-8-2, 18.50-ton axle load
Class WL (1st): light 4-6-2, 16.00-ton axle load (four for North Western Railway in 1939; all to Pakistan during partition of India)
Class WL (2nd): light 4-6-2, 16.75-ton axle load
Class WM: 2-6-4T, 16.25-ton axle load
Class WT: 2-8-4T, 18.00-ton axle load
Class WU: 2-4-2T, 16.50-ton axle load
Class WV: 2-6-2T, 16.25-ton axle load
Class WW: 0-6-2T, 16.50-ton axle load

All broad gauge steam locomotives in India have been withdrawn from normal service, with only occasional steam specials continuing to operate.

Diesel traction

Classification codes

WDM – Wide Diesel Mixed
WDP – Wide Diesel Passenger
WDG – Wide Diesel Goods
WDS – Wide Diesel Shunter
WCDS – Wide Converted Diesel Shunter

Mixed type locomotives

Above:Indian Railways locomotive WDM-2, Below:Indian Railways locomotive WDM-2A (ABR)

Above:Indian Railways locomotive WDM-3D (JHS), Below:Indian Railways locomotive WDM-3A class

Above:Indian Railways locomotive WDM-3A, Below:Indian Railways locomotive WDM-4

WDM 1: First mainline diesel electric locomotives used in India. Introduced in 1957. Imported from ALCO. Out of service now. Top speed 110 km/h (68 mph). 1,950 hp (1,450 kW)
WDM 2: Most widely used and first homemade mainline diesel-electric locomotives in India. Original prototypes were made by ALCO. Introduced in 1962. More than 2,700 have been made. Rated at 2,600 hp (1,900 kW)
WDM 2A, WDM 2B: Technical variants of WDM-2. WDM-2A stands are dual braked and WDM 2B are air braked usually
WDM 2G: It is the first Multi-Gen-set locomotive of Indian Railway manufactured by DLMW, Patiala in 2013. As of February 2014 only 2 locos has entered service and has been numbered as #80000 and #80001.^[3] It has been cleared for a maximum speed of 105 km/h (65 mph)^[4]
WDM 3: Only 8 were imported. They used hydraulic transmission and are currently non-functional. They are rated at 2,500 hp (1,900 kW), with a maximum speed of 120 km/h (75 mph). Built in 1970 by Henschel & Son)
WDM 3A: Formerly known as WDM-2C. Another WDM-2 variant. It is not related to WDM-3. Max speed 120 km/h (75 mph). 30,450 kgf of tractive effort. Built since 1994. It is one of the most heavily used diesel locomotives in India at present.
WDM 3A R: Formerly WDM-2. It is a rebuilt with DBR fitted on short hood. It is not related to WDM-3. They are rebuilt at DLMW, Patiala
WDM 3B: Co-Co bogies. Rated at 120 km/h (75 mph). These are based out of Uttar Pradesh sheds. 23 built by DLW. Similar to WDM-3D. 3,100 hp (2,300 kW)^[5]
WDM 3C, WDM 3D: These are higher powered versions of WDM-3A with 3,300 hp (2,500 kW). WDM-3C is rebuilt from WDM-2. WDM-3C and WDM-3D has maximum speed of 120 km/h (75 mph) and 160 km/h (99 mph) respectively
WDM 3E: Reclassified as WDM-3D. Restricted to freight at 105 km/h (65 mph). 8 units known. Manufactured by DLW. 3,500 hp (2,600 kW)
WDM 3F: Manufactured by DLW. 3,600 hp (2,700 kW). HAHS bogies. Conventional DBR. Air brake only.
WDM 4: Entered service along with WDM-2. Prototypes designed by General Motors. Though considered superior to WDM-2 in many ways, these locomotives weren't chosen as General Motors did not agree to a technology transfer agreement. 2,600 hp (1,900 kW)
WDM 6: Very rare class; only two were made; Exported to Sri Lanka. Rated at 1,350 hp (1,010 kW). Maximum speed 75 km/h (47 mph). 19,200 kgf tractive effort. Fabricated Bo-Bo bogies
WDM 7: 15 of these locos were built from June 1987 through 1989, they were designed for branch-line duties, but they are now used mostly for shunting. Rated at 2,000 hp (1,500 kW)

Note: No locomotive class was designated as WDM-5 in India.

Passenger locomotives

Left:Indian Railways locomotive WDP-4, Right:Indian Railways locomotive WDP-4B

Left:Indian Railways locomotive WDP-4D, Right:Indian Railways locomotive WDP-4 (KJM)

WDP 1: Bo-Bo bogies. 80 tons weight. Rated speed of 120 km/h (75 mph). 12 cylinder engine. 2,300 hp (1,700 kW). Built by DLW in 1970. Based out of Vijayawada and Tughlakabad sheds only.
WDP 2: New class name WDP-3A. Dedicated passenger diesel locomotive. Entered service in 1998. Maximum speed 140 km/h (87 mph). Built by DLW. 29.25 tons of tractive effort. 3,100 hp (2,300 kW)^[6] ^[7]

The WDP-3A class Locomotive of Shed GOC #15532 hauling Trivandrum Rajdhani Express

WDP 3: These locomotives are actually prototypes of the class WDP-1 and never entered serial production. Designed in 1996 by DLW. 2,300 hp (1,700 kW). Co-Co bogies.
WDP 4: EMD (former GM-EMD) GT46PAC, fundamentally a passenger version of the WDG-4 (GT46MAC). 4,000 hp (3,000 kW)
WDP 4B: EMD (former GM-EMD) GT46PAC, An improved version of the WDP-4, this is a more powerful version and has 6 traction motors, just like the WDG 4. Also comes with wider cabin to aid visibility and minor exterior design changes. As of now, serial production of the single cab locomotives has been stopped. 4,500 hp (3,400 kW)
WDP 4D: EMD (former GM-EMD) GT46PAC, This is basically a WDP-4B with twin cabs. Minor changes were made to the locomotive to facilitate the addition of a second cabin. This locomotive comes with LCD instrument display and toilet for the drivers. Has entered serial production and regular service. 4,500 hp (3,400 kW)

Goods locomotives

Left:Indian Railways locomotive WDG-3A, Right:Indian Railways locomotive WDG-4

WDG 2: New class name WDG-3A. These class is actually a technically upgraded form of WDM 2. Max speed 100 km/h (62 mph). Built by DLW
WDG 3B, WDG 3C, WDG 3D: Technical upgraded forms of WDG-2 or WDG-3A. WDG-3B and WDG-3C are rebuilt to WDG-3A. WDG-3C is rated at 3,330 hp (2,480 kW).^[8]
WDG 4: Dedicated goods locomotives. These are General motors' GT46MAC models. First units were imported in 1999. They are numbered from #12000 upward till #12999 and #70000 upwards.^[9] Local production started in 2002. 4,000–4,500 hp (3,000–3,400 kW)
WDG 4D: Technical variant of WDG-4 with dual cabs. IGBT. Max speed 105 km/h (65 mph) restricted to 100 km/h (62 mph). Air conditioned cabs. First dual cab freight dedicated diesel engine in India)^[10]
WDG 5: Another Freight dedicated Locomotive developed by Diesel Locomotive Works and Supported by Electro Motive Diesels. First unit was rolled out from DLW on 25 February 2012. They are numbered from #50001 upward (Two produced as of 29 April 2015). Rated at 5,500 hp (4,100 kW). Equipped with Fire Control System, TFT Display and Driver's Toilet. The locomotive series is named 'BHEEM', after the strong Pandav brother from epic of Mahabharata. The locomotive has completed its trials and has entered serial production. These locomotives are assigned to the Sabarmati Diesel Loco Shed.

Shunting locomotives

Left:Indian Railways Shunting locomotive WDS-4D, Right:Indian Railways WDS-4 Shunting locomotive

WDS 1: First widely deployed and successful diesel locomotives used in India. Imported in 1944–45. currently out of service. 386 hp (288 kW)
WDS 2: o-C-o bogies. 8 cylinder engine. Based at Central Railway. Maximum speed 54 km/h (34 mph). Built by Kraus Maffei in 1954–55. 440 hp (330 kW). 15,420 kgf of tractive effort
WDS 3: All locomotives of this class were rebuilt and reclassified as WDS-4C in 1976–78. 618 hp (461 kW). 17,100 kgf of tractive effort. Built in 1961
WDS 4,WDS 4A,WDS 4B,WDS 4D: Designed by Chittaranjan Locomotive Works (CLW). 600–700 hp (450–520 kW). C bogies. Built between 1968–97.
WDS 4C: Rebuilt by CLW and reclassified from WDS-3 locos. 700 hp (520 kW). 18,000 kgf of tractive effort. C bogies. Out of service. Maximum speed 65 km/h (40 mph).
WDS 5: Some of these locomotives are used for industrial shunting. A few are used on Indian Railways. Rated at 1,065 hp (794 kW)
WDS 6: Heavy-haul shunters made in large numbers for industrial as well as for Indian Railways. Rated at 1,200–1,350 hp (890–1,010 kW)
WDS 6R, WDS 6SL and WDS 6AD: Technical variants of WDS 6. WDS 6SL is exported to Sri Lanka. WDS 6AD has a max speed of 50 km/h (31 mph) and a 6-cylinder engine.)^[11]
WDS 8: Only five of these were made by CLW, and all were transferred to steel works. 800 hp (600 kW). Max speed 35 km/h (22 mph). 22,000 kgf of tractive effort

There were also a few hydraulic diesel shunters in use at Integral Coach Factory, Diesel Locomotive Works and Chittaranjan Locomotive Works. These were rated at 250 hp (190 kW).^[12]

Note: There is no electric shunting engine in India. Classes from WDS-1 to WDS-4D have hydraulic transmission. The WDS-4, 4B, 4C and 4D are the only still existing broad gauge locomotives with diesel-hydraulic transmission.

Converted locomotives

WCDS6 is a converted YDM4 locomotive into a broad gauge locomotive. This rebuilding was carried out by the Golden Rock shed. It was built for large industrial concerns. The first one was delivered to RITES. Rest being same, only new water and air lines were added difference. They also have a modified control stand and dual brake system. Also, they have Broad Gauge bogies and under-frames.

Diesel multiple units (DMU)

Left:Indian Railways DHMU, Right:Indian Railways DEMU

A few routes in India currently have Diesel multiple unit service. Depending on the transmission system they are classified as DEMU (diesel-electric transmission) or DHMU (diesel-hydraulic transmission). There are diesel railcar service in a few places known as 'railbus'.

DC electric traction

Note: These locomotives are no longer used, or were used only in sections around and in Mumbai which was the only location in India using DC traction.The power operated is 1500V DC. Now all sections of Central Railway including Thane to Mumbai CST (Main Line), Nerul to Thane (Trans-Harbour Line), Vadala Road to Mahim (Harbour Line – Connecting C.R. with W.R.) and Panvel to Mumbai CST (Harbour Line)has been converted to AC traction (25kV).

Mixed type locomotives

WCM 1: First electric locomotives with the now familiar Co-Co wheel arrangement to be used in India. Seven built by English Electric at Vulcan Foundry in 1954–55. 3,350 hp (2,500 kW)
WCM 2: Out of service. Co-Co bogies. 120 km/h (75 mph) speed. 12 Built by Vulcan Foundry between 1956–57. Modified by RDSO. 3,120 hp (2,330 kW)
WCM 3: 3,400 hp (2,500 kW). Co-Co – Used in Kolkata, then transferred to Mumbai; three built by Hitachi in 1958. Out of service. Maximum speed 120 km/h (75 mph)
WCM 4: 4,000 hp (3,000 kW). Co-Co – seven built by Hitachi in 1960. Out of service. Rated at 120 km/h (75 mph). Meant for freight. 31,300 kgf of tractive effort
WCM 5: Built by Chittaranjan locomotive works to RDSO's design specifications. Auxiliaries by Westinghouse and North Boyce. Built in 1962, these are India's first indigenously designed DC electric locomotives. The first was named Lokamanya after the freedom fighter Bal Gangadhar Tilak. 3,700 hp (2,800 kW). Co-Co.
WCM 6: 4,700 hp (3,500 kW), only two were built in 1995 by CLW. Now converted to run on AC power. Initially rated at 105 km/h (65 mph) now restricted to 65 km/h (40 mph)

Passenger locomotives

Preserved WCP1

WCP 1, WCP 2: GIPR EA/1 and EA/2. Historically very important locomotives as these are the very first electric loco to be used in India. The first locomotive was named as Sir Roger Lumley and is currently preserved in the National Rail Museum, New Delhi. Built by Swiss Locomotive and Machine Works (SLM) built one in 1928 and 21 in 1930 (WCP 1), and one in 1938 (WCP 2). 1′Co2′ wheel arrangement; 2,160 hp (1,610 kW)
WCP 3, WCP 4: GIPR EB/1 and EC/1, these are also among the earliest electric locos used in India. One of each class built by Hawthorn Leslie and Company in 1928; 2′Co2′ wheel arrangement.

Goods locomotives

Preserved WCG1

WCG 1: GIPR EF/1. These are Swiss crocodile locomotives imported in 1928 from Swiss Locomotive and Machine Works (10) and Vulcan Foundry (30). These are among the earliest electric locos used in India. The first locomotive was named as Sir Leslie Wilson and is currently preserved in the National Rail Museum, New Delhi. 2,600–2,950 hp (1,940–2,200 kW)
WCG 2: Designed by Chittaranjan locomotive works in 1970. 57 built until 1977. 4,200 hp (3,100 kW). Max speed 90 km/h (56 mph).^[13] 35600 kgf of tractive effort. Were used extensively around the year 2000 when Mumbai was out of traction power. Now out of service^[14])

Electric multiple units (EMU)

Mumbai Suburban Railway EMU

WCU 1 to WCU 15: Used in Mumbai region only

AC electric traction

The 25 kV AC system with overhead lines is used throughout the country.

Mixed type locomotives

Above:Indian Railways class WAM-4 (AJJ), Below:Indian Railways class WAM-4 (MGS)

WAM 1: Among the first AC electric locomotives used in India. Introduced in 1959. Now out of service. 3,010 hp (2,240 kW). Max speed 112 km/h (70 mph)
WAM 2: Out of service. Bo-Bo Bogies. Max speed 112 km/h (70 mph). Built by Mitsubishi between 1960–64. 2,910 hp (2,170 kW). 25,240 kgf of tractive effort
WAM 3: (Out of service. Bo-Bo bogies. Same as WAM 2 except for reverse pantographs. Built in 1964 by Mitsubishi
WAM 4: Indigenously designed by Chittaranjan Locomotive Works (CLW) in 1970. Highly powerful class. One of the most successful locomotives in India. 4,850 hp (3,620 kW)
WAM 4B, WAM 4P, WAM 4PD, WAM 4PR, WAM 4PDBHS, WAM 46PD, WAM 4PDB3P, WAM 42S3P, WAM 46PDBHS, WAM 46PE, WAM 4G, WAM 4H and WAM 4E: Technical variants of WAM-4

Passenger locomotives

A WAP 7 locomotive of Indian Railways

Indian Railways class WAP-4

WAP-1: Designed by Chittaranjan locomotive works in 1980 for the Kolkata-Delhi Rajdhani Express. A very successful class. 3,900 hp (2,900 kW) maximum, 3,760 hp (2,800 kW) continuous. Maximum permissible speed 130 km/h (81 mph)
WAP-2: Decommissioned in the late 1980s. Similar to WAM-2 & 3. 4 built. Also had Flexicoil Mark-II bogies. 2,910 hp (2,170 kW). Only 4 units built
WAP-3: Rebuilt to WAP-1. Similar to WAP-1. Maximum permissible speed 140 km/h (87 mph). 5 Built since 1987.
WAP 4: Upgraded from WAP-1 for higher loads by Chittaranjan Locomotive Works in 1994. One of the most successful locomotives in India. Very powerful class. 5,350 hp (3,990 kW) maximum, 5,000 hp (3,700 kW) continuous. Tested for maximum speed 180 km/h (110 mph). Maximum permissible speed 150 km/h (93 mph)
A WAP1 locomotive of Indian Railways
WAP 5: Imported in 1995 from Switzerland and used on premier express trains. Being built by CLW since 2000. 6,000 hp (4,500 kW) maximum, 5,450 hp (4,060 kW) continuous. Highly powerful class. Bo-Bo type locos. Maximum speed tested for 205 km/h (127 mph). Maximum permissible speed 160 km/h (99 mph)
WAP 5 Engine Ghaziabad
WAP 6: Most of them rebuilt to WAP-4. 16 built by Chittaranjan Locomotive Works in 1997. 5,000 hp (3,700 kW)
WAP 7: Same design as WAG-9 with modified gear ratio. Highly powerful class. 6,350 hp (4,740 kW) maximum, 6,000 hp (4,500 kW) continuous. Maximum permissible speed 150 km/h (93 mph). Built by CLW since 2000 ^[15]

Goods locomotives

Indian Railways class WAG-1 (BZA)

Left:Indian Railways class WAG-7 (old Variant), Right:Indian Railways class WAG-7 (New Livery)

Left:Indian Railways class WAG-5 (JHS), Right:Indian Railways class WAG-5 (VSKP)

WAG 1: Out of service after 2002. B-B bogies. Max speed 80 km/h (50 mph). Built by several builders between 1963–66. 2,930 hp (2,180 kW). First freight dedicated locomotive under AC traction
WAG 9 Locomotives
WAG 1S: Technical variants of WAG-1
WAG 2 : Out of service. B-B bogies. Max speed 80 km/h (50 mph). WAP-2 are technical variants of WAG-2. Built by several builders between 1964–65. 3,450 hp (2,570 kW)
WAG 3: Out of service. Monomotor bogies. Max speed 80 km/h (50 mph). 10 Built in 1965. 3,590 hp (2,680 kW). 30,000 kgf of tractive effort. Above 6,000 tons hauling capacity up to 70 km/h (43 mph) on level track^[16]
WAG 3A: Technical variant of WAG-3
WAG 4: Out of service. B-B bogies. Max speed 80 km/h (50 mph). Technical variants are WAG-4A, D. Built by CLW between 1966–71. 3,590 hp (2,680 kW)
WAG 5: The most successful electric locomotives in India. Designed by CLW in 1984. More than 1,100 were made. 5,350 hp (3,990 kW)
WAG 5A, WAG 5B, WAG 5D, WAG 5E, WAG 5H, WAG 5HA, WAG 5HB, WAG 5HD, WAG 5HE, WAG 5PE, WAG 5RH: Technical variants of WAG-5
WAG 6A: Imported from Allmänna Svenska Elektriska Aktiebolaget(ASEA). 6,000 hp (4,500 kW). Maximum speed 100 km/h (62 mph). Bo-Bo-Bo Bogies. Half Height vestibules
WAG 6B, WAG 6C: Built by Hitachi in 1988. Air brakes. 44,950 kgf of tractive effort. 6,000 hp (4,500 kW). Maximum speed 100 km/h (62 mph). Full Height Vestibules
WAG 7: Very successful class. Built by CLW and BHEL. 5,500 hp (4,100 kW). 53,000 kgf of tractive effort. Maximum speed 110 km/h (68 mph). 123 tons in weight
WAG 7H: Technical variant of WAG 7 with 132 tons of weight and 91,000 kgf of tractive effort. 10 units built. 5,350 hp (3,990 kW). Maximum speed 110 km/h (68 mph)
WAG 8: Out of service. Similar in looks to WCAM 2 and technically to WCAM-3. Built by BHEL in 1998. Experimental class
WAG 9: Currently the most powerful class in India, rated at 6,350 hp (4,740 kW). Same design as WAP-7 with modified gear ratio. Designed by Adtranz, Switzerland.)
WAG 9H, WAG9i and WAG9Hi: Technical variants of WAG-9. WAG-9H is the heavier version. WAG-9i is the one fitted with IGBT traction converters. WAG-9Hi is probably a combination of WAG-9H and WAG-9i^[14]

Electric multiple units

Left:Chennai EMU, Right:Hyderabad MMTS

WAU 1 to WAU 4

Dual (both AC and DC) traction

Note: These locomotives are used only in sections around Mumbai. They can run under AC traction too. The main purpose behind the manufacture of these type of locomotives was to provide transportation in and out Mumbai area without changing the engine.

Mixed type locomotives

Left:Indian Railways locomotive WCAM-2P, Right:Indian Railways locomotive WCAM-3

WCAM 1: Designed by Chittaranjan Locomotive works, total 53 were built and supplied between 1975–79. All owned by Western Railway. Only locomotive currently used having reverse pantographs. Now decommissioned.
WCAM 2/2P: Designed by Bharat Heavy Electricals Limited, total 20 were built and supplied between 1995–96. Tested at upto 135 km/h (84 mph) under AC
WCAM 3: 50 Designed by Bharat Heavy Electricals Limited. 4,600 hp (3,400 kW) under DC traction and 5,000 hp (3,700 kW) under AC traction. All owned by Central Railway. Most widely used loco in the Mumbai Pune section

Goods locomotives

WCAG 1: 12 Designed by Bharat Heavy Electricals limited between 1999–2000. Similar to the WCAM 3 in outer structure. 4,600 hp (3,400 kW) under DC traction and 5,000 hp (3,700 kW) under AC traction

Note: There is no dedicated dual current passenger locomotive in India, but in Mumbai area, there are some EMUs which can run under dual traction.

Battery traction

In 1927, English Electric and WBC built 2 shunters for use in yards at Bombay. They had Bo-Bo bogies. Rated at 240 hp (180 kW). They weighed 58 tons.^[17]