Over View of This Desktop Application.
- An Offline Based Java Desktop Application
- Java Desktop Application Has Register and Login Module
- First You Have To Register With Username And Password and Email ID.
- Then You Have To Login.
- Future Enhancement - We Are Trying Our Best To Convert The Java Desktop Application To An Android Based Mobile Application.
- We Are Trying Our Level Best To Enhance The Application That Will Be More User Friendly.
- Future Updates Will Be Totally Free Of Cost To Those Who Have Purchased.
- There Are 5 Menu's
- Spotting
- Add New Spotting
- Search Spotting
- Delete Spotting
- Update Spotting
- List Of Spotting
- Report
- Date wise Spotting Report
- Location wise Spotting Report
- Train Type wise Spotting Report
- Train Name wise Spotting Report
- Train Number wise Spotting Report
- Loco Number wise Spotting Report
- Loco Shed wise Spotting Report
- Loco Class wise Spotting Report
- Information
- Train Type
- Loco Type
- Loco Shed
- About
- Exit
- Spotting
- Add New Spotting : In Which You Can Add Video Detail , Train Type,Train Number,Train Name,Locomotive Type(Drop Down List),Loco Shed(Drop Down List),Loco Number,Double Loco(Yes/No),Second Loco Number (If Any),Location.
- Search Spotting : In This You Can Find Details By Giving Data To Any Field.
- Delete Spotting : In This You Can Delete A Spotting Which Is Not Required,You Have To Fill Data In Train Name Or Loco Number.
- Update Spotting : Just Like Delete Spotting You Can Update A Train Spotting You Have To Fill Data In Train Name Or Loco Number.
- List Of Spotting : Gives A Complete Information Of Train Spotting Details You Have Entered Till Date.
REPORT
- Date wise Spotting Report - This Report Will Find Train Spotting From A Given Range To A Given Range( From YYYY/MM/DD To YYYY/MM/DD).
- Location wise Spotting Report - This Report Will Find Train Spotting Of A Location From A Drop Down List.
- Train Type wise Spotting Report - This Report Will Find Train Spotting By Train Type Like Mail,Express,EMU,DEMU,ETC From A Drop Down List.
- Train Name wise Spotting Report - This Report Will Find Train Spotting By The Train Name Are Entered By You Will Be Shown As A Drop Down List.
- Train Number wise Spotting Report - This Report Will Find Train Spotting By The Train Number Are Entered By You Will Be Shown As A Drop Down List.
- Loco Number wise Spotting Report - This Report Will Find Train Spotting By The Loco Number Are Entered By You Will Be Shown As A Drop Down List.
- Loco Shed wise Spotting Report - This Report Will Find Train Spotting By The Loco Shed Are Entered By You Will Be Shown As A Drop Down List.
- Loco Class wise Spotting Report - This Report Will Find Train Spotting By The Loco All Which Are Entered By You Will Be Shown As A Drop Down List.
INFORMATION
- Train Type - EMU - Electrical Multiple Unit popularly called EMU is a very popular train configuration for sub-urban travel. EMU services are working presently in Mumbai (popularly called Local), Delhi (EMU), Kolkata (EMU), Chennai (EMU), Hyderabad (MMTS) etc. This configuration of the train is popular not only among commutators but also as a feeder train to main line trains. It is a different story that Indian Railways have not done this to popularize it as a feeder train to main line trains.
MEMU - The Mainline Electric Multiple Unit (MEMU) is the Indian Railways designation of the commuter rail system in India for semi-urban and rural areas.[citation needed] The trains differ from the normal electric multiple units (EMU) that are designed for urban and semi-urban areas.
DMU - A diesel multiple unit or DMU is a multiple-unit train powered by on-board diesel engines. A DMU requires no separate locomotive, as the engines are incorporated into one or more of the carriages. Diesel-powered single-unit railcars are also generally classed as DMUs. Diesel-powered units may be further classified by their transmission type: diesel–electric (DEMU), diesel–mechanical (DMMU) or diesel–hydraulic (DHMU).
Express - Express trains are a form of rail service. Express trains make only a small number of stops, instead of stopping locally. In some cases, trains run express where there is overlapping local train service available, and run local at the tail ends of the line, where there is no supplemental local service. During overnight hours, or other times where it is practical, express trains may become local, but still running to where an express train would terminate.
Passenger - A Passenger Train Is A Type Of Train That Have Halts At All The Stations Through Out Scheduled Route And May Have 5-12 Coaches in Tow To Be Termed As Passenger Train.
Mail - A Mail is A Type Of Train Just Like Express Train But Have A More Halts Then Normal Express Trains And Have A Railway Mail Service (RMS) Coach In The Consist.
Freight - Its A Type of Train Used To Carry Goods From One Place To Another Safely
- Loco Type -
WAP-1 : The WAP1 was India’s first dedicated electric passenger service locomotive. It was also the first one to not look like a 1950s French locomotive, featuring revolutionary new looks. The twin-cab design was upgraded to sport aerodynamic tapered ends with a larger, much more solid looking shell, all mighty, muscular and brawny with sharp edges and a super-aggressive stance, a first in India and a sea change from the until then WAM1-inspired boxy designs. However, despite the new exteriors, underneath it remained only the same old WAM4 as in essence, the WAP1 was only a regeared version of the WAM4, geared at 58:21 instead of 62:15 that was originally even classified as WAM4R
*First dedicated passenger service electric locos
*Regeared version of the WAM4 with new looks
*Period of production: 1980 – 1996
*Number produced: 77
*Power Output: 3900 hp
*Top Speed: 120 kph
*Control: Tap-Changer
*Wheel Arrangement: Co-Co
*Wt: 112t; TE: 22.4t; AL: 18.8t
WAP-4 : These brick-red beauties emerged out of the WAP1 with 60% more power and rock-solid reliability, making them the ubiquitous face of Indian Railways’ passenger services over the next two decades and at least one more to come. With the WAP4, Indian Railways’ search for a high-powered locomotive capable of hauling 24 or even 26 coaches at speeds up to 140 kph, one that could tackle gradients without the help of bankers finally found fruit. IR/RDSO had realized that the reason for the WAP1’s performance problems were those low-powered 770 hp Alstom TAO 859 traction motors. They had previously caused a revolution with their successful adaptation for the WAM4 and WAG5 but were now too underpowered for modern requirements.
• IR’s most common passenger loco
• WAP1s with more powerful motors
• Production Period: 1994-2015
• Number Produced: 776
• Wheel Arrangement: Co-Co
• Top Speed: 140 kph
• Top Rated Power: 5350 hp
•Wt: 112t; TE: 30.8t AL: 18.8t
WAP-5 : After many years of tinkering and remaking 1950s French locomotives, Indian Railways realized that it was time for a “really” new and modern high-speed locomotive to haul Rajdhani and Shatabdi trains at speeds more than 120 kph. The years from 1992 to 1995 were a period of unsung modernization for Indian Railways when they finally decided to upgrade our trains with better locos and rakes. On July 1993 a tender was called to supply 11 high-speed passenger and 22 high-horsepower freight locos, the first time such a tender was called since the induction of the WDM2 in 1962. The tender for LHB coaches was also called for at around the same time. The contract was won by Adtranz/ABB of Switzerland. The body shells were made at the ABB plant at Dandenong, Australia, and the electricals assembled at the ABB Tramont works at Zurich-Oerlikon, Switzerland. The WAP5 was an Indian version of ABB’s super-successful, highly acclaimed (and stunning) Lok 2000 (Re-460), though their similarities are limited to some of the electricals.
• The Fastest Indian (Locomotive)!
• Made by ABB in Switzerland, now being produced at CLW under ToT agreement
• Production Period: 1995+
• Number Produced: 87+
• Wheel Arrangement: Bo-BFo
• Top Rated Power: 6000 hp
• Top Speed: 200 kph
• Wt: 79t; TE: 26.3t; AL: 19.5t
WAP-6 : The WAP6 was yet another attempt at trying to coax more speed out of the WAM4-inspired-WAP1-inspired WAP4. This was, in essence, the same WAP3 experiment but on a larger scale and on WAP4s instead of WAP1s. Mainly, the Flexicoil Mark I bogies of WAP4s were replaced with newly developed Flexicoil Mark 4 high-adhesion bogies. #22212 was the first WAP6, a converted WAP4.
• Experiment to create a faster WAP4
• All have been converted to WAP4 now
• Production Period: 1997
• Number Produced: 17
• Top Speed: 105 kph
• Top Rated Power: 5350 hp
• Wheel Arrangement: Co-Co
• Wt: 113t TE: 30.8t AL: 18.8t
WAP-7 : The WAP7 is the current reigning king of the Indian Railways. These milky white monsters, called “Milkybars” by some railfans, along with their twin brothers the WAG9s are the most powerful locomotives in India today. They are the prestigious links for almost all Rajdhanis and Durontos including the “kings” (Sealdah Duronto and Mumbai Rajdhani) and many high-speed Superfasts, hauling them across the country at 130-140 kph continuous runs without breaking a sweat. They are synonymous with power and speed and are the perfect answer to IR’s need for a locomotive that balanced speed and power where the WAP5 could not go and to eventually replace the WAP4.
• Most powerful Indian passenger locomotive
• Re-geared version of the WAG9
• Production Period: 1997+
• Total Number Produced: 292+
• Wheel Arrangement: Co-Co
• Top Rated Power: 6350 hp
• Top Speed: 140 kph
• Wt: 123t; TE: 36t; AL: 20.5t
WAG-5 : The WAG5 was the result of a number of lessons IR and CLW learned about designing freight locomotives from their experiences with the WAG1/2/3 locos, mainly that high adhesion power (tractive effort) is useless without high motive power. The initial WAG locomotives were deemed failures as the gamble of adopting monomotor bogies by trading power and torque for higher adhesion and lighter traction equipment weight didn’t pay off when the Bo-Bo bogies performed poorly, especially on gradients, as they were too underpowered and required multiple-mu’ed operation which also brought down the number of available locos. And then came the rise of the WAM4 class which just after a year of its launch had become a runaway hit, and with that adding to all the performance factors, IR must’ve decided to abruptly end production of the WAG4 and focus on the WAM4 instead. And then, sometime in 1978, someone decided to modify (re-gear) the WAM4 to specifically haul freights, resulting in the WAM4B. The WAM4Bs turned out to be such great performers that they decided to make it a class, and the WAG5 class was born! Though they were created by CLW, BHEL also turned out some of them.
• Modified version of the WAM4 created by CLW
• No relation to any of the previous WAGs
• Production Period: 1978-1998
• Number Produced: 1194
• Wheel Arrangement: Co-Co
• Top Power Output: 4390 hp
• Top Speed: 100 kph
• Weight: 119t; Tractive Effort: 33.5t; Axle Load: 20t
WAG-7 : After around 40 years of experimentation, failures and frustration, Indian Railways finally got its freight locomotive formula right with the WAG7. The locomotive that was India’s silent engine of economical growth in its greatest years. The first WAG7 took birth in 1992 at precisely the time the Indian economy started its roaring growth, and powered the country on its journey for the next 23 years, silently working and toiling in the background, hauling coal, cement, steel, timber, grains, containers, petroleum and even express and passenger trains. The success story of the WAG7 is a great example of “try, try, try and you will succeed”.
• The most successful locomotive class in India
• Produced by CLW and BHEL
• Production Period: 1992-2015
• Number Produced: 1970
• Top Rated Power: 5000 hp
• Top Rated Speed: 100 kph
• Wheel Arrangement: Co-Co
• Weight: 123t, Tractive Effort: 41.5t, Axle Load: 20.8t
WAG-9 : The years from 1987 to 1994 were a watershed for Indian Railways locomotive scene. It was during this time that most of India’s successful locomotives were developed, all of them in India itself (Make in India?): WAG5, WAG7, WAP4, WCAM3. Despite all these successes, fundamentally they were all still outdated and far behind the rest of the world which had long since moved on to more efficient, high-powered locomotives with three-phase AC traction motors, GTO Thyristor/IGBT based traction motor control and microprocessor based locomotive control technologies and so on while we were still stuck with less efficient silicon rectifiers, DC traction motors and tap changers. There was a limit to which the WAM4 could be tweaked for more power, something radically new was required. In July 1993, a contract was awarded to ABB of Switzerland for new high-powered locomotives with 3-phase AC traction motors and GTO/IGBT Thyristor control, 22 freight and 11 passenger, with transfer of technology agreements to enable further production in India at CLW.
• India’s Most Powerful Locomotive in service
• Made by ABB in Australia and Switzerland
• Period of Production: 1997+
• Number Produced: 400+
• Power Rating: 6350 hp
• Top Speed: 100 kph
• Weight: 123/135t; Tractive Effort: 41/51t; Axle Load: 20t
WAG-12 : In 2006, the Government of India approved the Dedicated Freight Corridor (DFC) project and set up the DFCIL to build it. To run freight trains at the best efficiency, it became apparent that the present locomotives, even the WAG9Hi wouldn’t just enough. Hence, it was decided to procure now, super-powerful locomotives for dedicated operations on the two DFCs in an manner unlike it was done until now. This was the first time in 20 years that Indian Rialways procured new locomotives. Unlike previously where the locos would be built at CLW by Indian Railways under technology transfer agreements, the WAG12 would be built at a new factory at Madhepura in Bihar by the awardee under a joint venture with 26% stake by the Indian Railways and 74% by the bidder.
• The world’s most powerful freight locomotive
• India’s first twin section locomotive
• Based on the Alstom Prima II built by Alstom in Bihar
• Wheel Arrangement: Bo-Bo+Bo-Bo
• Period of Production: 2018+
• Number Produced: 1 (800 will be made)
• Power Rating: 12000 hp
• Top Speed: 120 kph
• Weight: 200t; Tractive Effort: 80t; Axle Load: 25t
WAM-4 : he WAM4 is a legend. Known fondly as “the Old Monk” among railfans, it was the WDM3D of Indian Railways’ AC electric locomotives, the result of what Indian Railway engineers do best: adapting best features of foreign locomotives to create optimal locomotives for India. It took the RDSO and CLW only 10 years after the first WAM1 rolled out to come out with the completely “made in India” WAM4. Though indigenous, they were ‘inspired’ by the WAM1 and WAG1 with added Silicon Diode rectifiers and rheostatic braking. However, the masterstroke was adapting those ultra-successful ALCO Trimount bogies of the WDM2 for the WAM4. With the huge success of the ALCO, IR had finally figured out that Co-Co (two bogies with three axles each, all axles powered by individual traction motors) was the most favorable wheel arrangement configuration for India as it provided more stability and pulling power for typical heavy loaded Indian trains at the cost of some speed. All these factors culminated in the WAM4s celebrated versatility, easy maintenance and ruggedness leading to the huge success of the class. Sheds and workshops across the country created their own modifications to the WAM4 resulting in a huge number of variants and subtypes. Unlike the diesels, subtype notations here do not mean power but modifications on the locomotive. Some of those are:
• WAM4B or G: Freight only (regeared version)
• WAM4D or DB: Dual Braked (Air and Vacuum)
• WAM4E: Air Brake only (for both loco and train)
• WAM4H: Hitachi Traction Motors instead of Alstom
• WAM4P: Passenger only (regeared version)
• WAM4/2S3P: 2 TMs in Series, 3 in Parallel
• WAM4/6P: 6 traction motors permanently in parallel
• WAM4/6PE: Air braked, 6 TMs perm. in parallel
• WAM4/6PDBHS: 6 Traction Motors permanently in parallel, Dual Brakes, High Speed
• First locomotive completely designed and developed in India by Indians
• Designed by RDSO, built by CLW
• Production Period: 1970-1983
• Numbers Produced: 500
• Max Power: 3850 hp
• Top Speed: 120 kph
• Wheel Arrangement: Co-Co
• Weight: 112.8t TE: 33.8t AL: 18.8t
WCM-6 : The WCM6 is an oddball locomotive class with a sad story of never really being allowed to grow to its full potential. They were the first pure-DC locomotives produced after a gap of 32 years after the last WCM was made in 1963. CLW came out with the WCM6 apparently as competition to BHEL’s sterling WCAM3 to be run on Central Railway lines. Though CR (which did not have any WCAMs until then) chose to prefer the bi-current WCAM3, they accepted the two pure-DC WCM6s anyway. Despite being very powerful at 4600 hp with WAG7-type high-adhesion bogies and an insane starting tractive effort of 40 tonnes, they wasted away hauling short freights, shuttles and departmental trains when not doing ‘menial’ duties like shunting and banking, never given an express to haul. And then they were insulted with their speed being cut from 105 kph to 85 kph and now to 65 kph. Now both the WCM6s (#20187 and #20188) have been converted to pure-AC operation at WAG7 specifications and transferred to Bhusaval to live out the rest of their lives. #20188 would become the last pure-DC locomotive to be ever produced in India.
• Designed and Developed by RDSO
• Still in Service; Converted to AC
• Looks like the WCGs
• Production Period: 1995
• Units Produced: 2
• Wheel Arrangement: Co-Co
• Max Rated Power: 4600 hp
• Top (Rated) Speed: 65 kph
WCAM-2/2P : The WCAM2 was a modified and vastly improved (not to mention better looking) version of the WCAM1, developed by BHEL 20 years after it was first introduced. They feature a more powerful 5400 kVA transformer (also found in WAP4s), fabricated bogies, different gearing and circuitry compared to the WCAM1. They were meant to improve on the shortcomings of the old WCAM1s and were part of the “loco boom” of the mid-1990s which saw the introduction of a number of modern loco-classes meant to replace the aging models of the 70s. All 20 WCAM2s are actually owned by BHEL and are only “leased” to IR. They were assigned to Valsad shed of WR and served the region for 17 years before being transferred to Kalyan of CR after WR completely switched over to 25kV AC power. All are still in service today, though used mostly only on AC sections on CR and are used to do all duties including banking.
• Improved version of the WCAM1
• Manufactured by BHEL for WR, now with CR.
• Production Period: 1995-1996
• Units Produced: 20
• Wheel Arrangement: Co-Co
• Max Power: 2930 (DC) 3850 (AC)
• Top Rated Speed: 105 (DC) 120 (AC)
WCAM-3 : The WCAM3 aka the “Hunk of Mumbai” is the crowning glory of the WCAM series. During th early 1990s, Central Railway needed a super-powerful, efficient, rugged and easy-to-operate loco that could also effectively tackle its ghat sections and would replace its ageing WCM fleet. CR saw how WR’s WCAM1s and WCAM2s were running successfully all over Mumbai and Gujarat for the last 30 years and promptly turned to BHEL with their specifications. The result was the 5000 hp WCAM3 with Hitachi traction motors, high-adhesion fabricated bogies, monocoque chassis and rheostatic braking in DC mode. They single-handedly manage CR to this day along with help from the WCAG1s and more recently the WCAM2s. Though they are no longer being produced, all 53 are still in service even after CR’s complete switch over to AC power, and some have been converted to work only on AC traction. The WCAM3s are among the most handsome locomotives even seen on Indian Railways.
• Best version of the WCAM series
• Manufactured for CR, still in service
• Production Period: 1997-1998
• Units Produced: 53
• Wheel Arrangement: Co-Co
• Max Power: 4600 (DC) 5000 (AC)
• Top Rated Speed: 105 (DC & AC)
WCAG-1 : The WCAG1 is the last class of locomotives to work on any kind of external Direct Current (DC) traction. They are in essence the same WCAM3 only differing in gearing ratio (65:16) and some other details aimed at delivering more torque for freight operations at the expense of speed. They replaced the aging WCG2 fleet, relegating them to shunting and banking duties and also eliminated random freight-hauling diesels around Mumbai division. They have all the features of the WCAM3 including dimensions, looks, bogies, traction motors and electricals but weigh 128 tonnes as opposed 113t of the WCAM3. All are homed at Kalyan and are still in service.
• Dedicated freight version of the WCAM3
• Manufactured for CR, still in service
• Production Period: 1999-2000
• Units Produced: 11
• Wheel Arrangement: Co-Co
• Max Power: 4600 (DC) 5000 (AC)
• Top Rated Speed: 100 (DC & AC)
WDP-1 : The WDP1s were IR’s first attempt at a dedicated passenger diesel locomotive. The aim was to create a low-power locomotive to haul short-raked passenger services at better speeds, an experiment inspired by the WDM7. As the ALCOs were highly malleable, IR engineers tinkered around to rebuild the V16 of the WDM2 to produce a lower powered V12 which would power the WDP1. The locomotive was very light at 20t axle load and had a Bo-Bo wheel arrangement to make it more suited for speed and light loads. But the entire experiment fell flat as the locos performed poorly with lots of ride and maintenance problems, never getting to haul any substantial Express services. They are still in service and are homed either at TKD or BZA to haul short commuter trains around the area. They look just like all other ALCOs and are easily identified by the laterally “sculpted” and baldie grille-less short hood.
• Low Powered version of the ALCO WDM2
• V12 4-Stroke Turbo Diesel ALCO 251V12
• Rated Power Output: 2300 hp
• Production Period: 1995 to 1999
• Number Produced: 69
• Wheel Arrangement: Bo-Bo
• Top (Rated) Speed: 140 kph
• Weight: 80.1t; AL: 20t; TE: 20t
WDP-3A : The WDP2 later renamed WDP3A was Indian Railways’ first success at creating a high-speed, high performance dedicated diesel passenger service locomotive with “modern” aerodynamic looks and dual cab forward design. Despite the swashbuckling exterior, inside the WDP3A still remains through and through ALCO with the same 3100 hp engine doing duty making it the almost identical brother of the WDM3A and WDG3A. They took the WDM3A, re-geared it, did away with the hood-unit driving structure and replaced it with two driving cabs at either end and extended the body shell all the way to the edge of the superstructure, giving it the “full” look, all the first of its diesel kind. But sadly production was stopped after it was decided to procure newer, more powerful and contemporary locomotives from EMD. A problem with the WDP3A was that it would get uncomfortably hot inside the driving cabin on the radiator side and the locos were nicknamed “toasters” by the loco pilots. The WDP3A is best known as the power for the Trivandrum Rajdhani on the Konkan Railway and are homed at Golden Rock Trichy (GOC) (SR) and Tughlakhabad (TKD) NR sheds. TKD WDM3As are named “Pushpak”. The WDP3A still remains one of IR’s most handsome locomotives.
• ALCO with a completely reworked shell
• V16 4-Stroke Turbo Diesel ALCO 251C
• Rated Power Output: 3100 hp
• Production Period: 1999 to 2002
• Number Produced: 69
• Wheel Arrangement: Co-Co
• Top (Rated) Speed: 160 kph
WDP4 (EMD GT46PAC) : The WDP4 would change Indian passenger diesel services for ever. These 4000 hp single cab-forward behemoths that took India by storm were originally the GT46PAC exclusively built and supplied for the Indian Railways by EMD, USA in 2001. The first few units were fully imported and then some were assembled in India from CKD units before DLW started manufacturing them in India. #20012 “Baaz” was the first fully-Indian produced unit and most were homed at Hubli (UBL). These EMDs were light-years ahead of most ALCOs by being technologically well advanced with unit fuel injection, self-diagnostics, microprocessor control for optimum power delivery to traction motors etc. However, the WDP4 had two major flaws. The well-known one is their single-cabin design which seemingly caused visibility problems while being driven in LHF mode. Maybe to save cost, IR decided to go with only one cabin with a second control stand in it to drive it in LHF mode which it wasn’t really designed to. The second not-so-well-known problem with the WDP4 was that they had only 4 traction motors (2 per bogie) or only four out of the total six axles were powered, resulting in a weird Bo1-1Bo wheel arrangement.
• Brand new modern locos from EMD, USA.
• V16 2-Stroke Turbo Diesel GM-EMD 16-710
• Rated Power Output: 4000 hp
• Production Period: 2002 to 2011
• Number Produced: 102
• Wheel Arrangement: Bo1-1Bo
• Top (Rated) Speed: 160 kph
WDP-4B : Though classified WDP and designed to overcome the shortcomings of the WDP4, the WDP4B is actually a modified version of the WDG4 and not of the WDP4. It has 6 traction motors for all the six axles like the WDG4, has a tractive effort of 40t (385 kN) compared to the WDG4’s 55t (570kN) and the WDP4s 28t (270kN) and axle load of 20.2t slightly lesser than the WDG4’s 21t and same operational speed (130 kph) of the WDG4. The reworked EMD engine outputs 4500 hp. The WDP4B also has a much more rounded “softer” aerodynamic front-end with the cabin slightly wider than the loco body to provide bigger windows for better visibility, which also took away the fierce, menacing front-end look of the original EMD. All other specs remained the same as that of the WDG4 including all the technological goodies. However, they did not do anything about the cab design and the LHF end was unfortunately left untouched retaining its weird house-shaped look as the loco continued with one cab. The WDP4B hence was suited for hauling longer trains at somewhat higher speed than the WDP4.
• Improved version of the WDG4 EMD
• V16 2-Stroke Turbo Diesel GM-EMD 16-710
• Rated Power Output: 4500 hp
• Production Period: 2010 to Present
• Number Produced: 85+
• Wheel Arrangement: Co-Co
• Top (Rated) Speed: 130 kph
WDP-4D : The WDP4B with its tweaked GM engine got a facelift with the WDP4D. After numerous complaints from loco pilots, engineers, media and the general public who refused to allow trains with WDP4s to operate in LHF mode, IR finally realized that it would be a good idea to add another cab to the EMD. The WDP4D was the result where D stands for “Dual Cab” and not for horsepower. These are long, very looooong locos which apart from the extra cab share all features with the WDP4B. The extra cab is a bit wider than the other one and looks slightly ungainly but is more efficient, easier to operate and better looking, besides being more safer, faster and comfortable for the poor loco pilots. It was only the second dual-cab diesel locomotive after the WDP3A. Some of the newer locos also have air-conditioning and toilets built in as standard features and also have one of the cabs lo0king a bit odd (flat). They all were initially housed at Tughlakabad, but are now also seen at Siliguri and Golden Rock sheds and as far south as Ernakulam. Very powerful with a starting TE of 39500 kg.
• Dual cab (longer) version of the WDP4B
• V16 2-Stroke Turbo Diesel GM-EMD 16-710
• Rated Power Output: 4500 hp @ 900 RPM
• Production Period: 2010 to Present
• Top Rated Speed: 130 kph
• Number Produced: 245+
• Wheel Arrangement: Co-Co
• Top (Rated) Speed: 130 kph
• Axle Load: 20.5t, Tractive Effort: 39.5t
WDG-3A : The WDG3A was also developed to overcome the shortcomings of the WDM2 and is the triplet brother of the WDM3A and WDP3A. All WDX3As share the same 3100 hp powerpack but are different on how they were specifically engineered for the work they are supposed to do. The WDG3A has higher Tractive Effort (37.9 t) and Axle Load (20.5 t) compared to the WDM3A which are 30.4 t and 18.8 t. Freight locomotives have to haul far heavier loads as compared to passenger services and hence require to be heavier and have higher effort to get moving. The WDG3A is one of IR’s most successful locomotives and most common locomotive today with 1171 produced and still going strong, the only ALCO currently in production along with the WDM3D. The older WDG3As look exactly like the WDM3A in all aspects while the newer ones look like the WDM3D and share all its characteristics and features including microprocessor control and short-hood mounted DBRs.
• Dedicated freight version of the WDM3A
• V16 4-stroke Turbo Diesel ALCO 251C-16
• Rated Power Output: 3100 hp @ 1050 RPM
• Production Period: 1995 to Present
• Number Produced: 1171+
• Wheel Arrangement: Co-Co
• Top (Rated) Speed: 100 kph
• Axle Load: 20.5 t; Total Weight: 123 t.
• Starting Tractive Effort: 37.9 t at 30.8% adhesion
WDG-4 : The massive WDG4 changed everything! It was the first ever mainline production EMD in India after the (experimental) WDM4 four decades ago. Their looks, stance and power were intimidating (at least from one end) and were totally unlike anything India had seen until then. It predated the WDP4 by two years and was originally the GT46MAC designed and built by Electro-Motive Diesel (EMD) of USA. First few were imported and then DLW started building them in India and most were sent to Hubli (UBL). With 53 tonnes tractive effort, 21 tonnes axle load and 4000 hp power with self-driven bolsterless bogies and 3-phase traction motors (3 per bogie), the WDP4 was the most powerful diesel locomotive in India at the time and could pull a fully loaded 58-wagon BOXN load up a 2.5% gradient without breaking a sweat. Two WDG4s coupled together could haul more than what took three ALCOs previously. Though they don’t look so, the EMDs are extremely hi-tech equipment filled to the brim with electronic wizardry. Computers control almost everything right from valve control and fuel injection to voltage and power delivery. It also features ABS, traction control, self diagnostics, automatic sanding and it even has a radar and autopilot and later EMDs including the WDP4 share all of its features. The mileage of the WDP4 EMD diesel locomotive is 4 liters of diesel per kilometer, remarkably cost effective considering what they haul. The earlier WDG4s had the rough-cut look frontal look while the later ones share the blunter, wider cab of the WDP4B.
• Totally new and modern locos from EMD USA
• V16 2-stroke Turbo Diesel GM 16-710G3B
• Rated Power Output: 4000 hp @ 900 RPM
• Engine Displacement: 186160 cc
• Production Period: 1999-2012
• Number Produced: 431
• Wheel Arrangement: Co-Co
WDG-4D : Named “Vijay”, the WDG4D is the latest entrant to the Indian Railways’ locomotive fleet. It is India’s first ever dual-cab diesel freight locomotive and can be said to be the freight version of the WDP4D or a WDG4 with cabs at both ends thereby finally eliminating its biggest shortcoming. It is built around the same upgraded 4500 hp EMD 710 G3B engine doing duty in the WDP4B and WDP4D. Like all EMDs, the WDG4D is extremely high-tech being fully computer controlled and most functions being automated including optimum power delivery to the 3-phase traction motors using IGBT (transistors), the same technology used in 3-phase AC locomotives (WAP5/7, WAG9). The loco design also gives lot of attention to the comfort of loco pilots who until now were the most neglected souls when it comes to locomotive design. Both cabs are fully air conditioned with ergonomic and comfortable reclining seats and the driving console has been substantially digitized with TFT display screens showing all parameters of loco function, performance and fault diagnostics like an airplane, if you will. The first one to be built is #12681 and is homed at Sabarmati (SBI) shed of Western Railway in Gujarat.
• Completely developed and built in India.
• Based on EMD WDG4 but with a modified engine.
• V16 2-stroke Turbo Diesel GM 16-710G3B
• Rated Power Output: 4500 hp @ 900 RPM
• Top Speed: 105 kph
• Production Period: 2013+
• Number Produced: 215+
• Wheel Arrangement: Co-Co
WDG-5 : The WDG5 “Bheem” is Indian Railways’ latest attempt at high powered diesel locomotives and is currently the most powerful diesel locomotive in India. This very, very long locomotive was was derived from the American locomotive EMD SD80MAC and was developed fully in India jointly by EMD and RDSO for Indian Railways. It was classified as the GT50AC by EMD. The WDG5 boasts of the very first 20-Cylinder (v20) locomotive engine, the V20-710G3B prime mover of the SD80MAC, which has been tweaked to output 5500 hp at its existing top speed of 900 RPM to do duty on the WDG5. The locomotive is crammed with high-tech features and also includes an air-conditioned cabin with a fully digital control stand and a toilet for the loco pilots. The cabin looks a bit awkward but is highly functional and of course, air-conditioned. However, everything is not so cool with this loco, despite its high-power and advanced features. The biggest problems was the design of the LHF end which is worse than that of the WDG/P4 and has come in for much criticism. The WDG5 is supposedly still under testing as it apparently has a lot of ride and performance problems and of course visibility problems.
• Loosely based on the EMD SD80MAC (engine)
• Developed jointly by RDSO and EMD in India.
• V20 2-stroke Turbo Diesel GM 20-710G3B
• Rated Power Output: 5500 hp @ 900 RPM
• Top Speed: 105 kph
• Production Period: 2012
• Number Produced: 4
• Wheel Arrangement: Co-Co
WDM-2 : The WDM2 ALCO is the quintessential Indian locomotive, the picture that comes to the mind of the average Indian when you say “Locomotive”, with it’s Hood Unit cab and long, narrow body. The WDM2 is the workhorse that powered the Indian Railways to what it is today and set the standard for all Diesel Locomotives for more than four decades. However, these definitive “Indian” locomotives are actually American.
• 12-Cylinder 4-Stroke Turbo Diesel (Alco 251B)
• Originally ALCO DL560C
• Rated Power Output: 2600 hp
• Production Period: 1962 to 1998
• Number Produced: 2700+
• Wheel Arrangement: Co-Co
• Top (Rated) Speed: 120 kph
• Supplied by ALCO, USA and later manufactured at CLW, DLW
WDM-3A : Thanks to “chalta hai” complacency, it took 42 years for the Indian Railways to come out with a new diesel locomotive after the WDM2! Even then, the WDM3A was just a reincarnation of the same old ALCO. The 12 cylinder ALCO engine was rebuilt with 16 cylinders to output 3100 hp. These were initially classified WDM2C but later changed to WDM3A (for 3100 hp) as per the new classification scheme. Though there are around 1200 WDM3As today, only some 150 odd were originally built as WDM3As, most of them “baldies” like the one in the picture. The rest are WDM2s with their engines rebuilt to output 3100 hp. Rebuilt WDM3As can be identified by a “R” at the end of their Road Number. Some of these have DBRs fitted on their short roof which makes it look like they have a “hoodie” covering their short hood top, a predominantly WDM3D feature. The WDM3A also laid the foundation for the remaining WDM3x series. Most of the “ALCOs” seen today are WDM3x series and not WDM2s. All dimensions of the WDM3A are identical to the WDM2, except for the baldies.
• 16-Cylinder 4-Stroke Turbo Diesel (Alco 251C)
• Rated Power Output: 3100 hp
• Production Period: 1994 to 1998
• 158 built, 700+ rebuilt WDM2s (Total 1200+)
• Wheel Arrangement: Co-Co
• Top (Rated) Speed: 120 kph
• Based on the WDM2, upgraded by DLW.
WDM-3D : While still being based on the good old ALCO, the WDM3D was a pathbreaking kind of locomotive for the Indian Railways, the “real” next generation” after the WDM3A. With the WDM3D, IR finally got it right on how to rebuild the old ALCO engine to produce 3300 hp. By this time, EMDs had become a staple of the scene and along with the rebuilt engine, the brilliant DLW and RDSO engineers were now successful at integrating the best features of EMD locomotives like microprocessor control, larger fuel tanks and oil sump, possible fiberglass cabin and improved control stands into the ALCO, making it a kind of EMD-ALCO hybrid! These locomotives can be easily distinguished from other ALCOs by the “narrower” body shell with lots of walkway space around it, full-length railings, predominant “platform” space extended up front of the long hood, solid cowcatcher and DBRs fitted on the roof of the unblemished, smooth short hood for some later models and rebuilds, giving them the “hoodie” look. Comparing with the WDM3A, the WDM3D can carry 1.5 tonne more axle load and generates 8 tonnes more Maximum Tractive Effort. The engine is classified WDM3D though it outputs only 3300 hp and not 3400 hp as the name should suggest.
• 16-Cylinder 4-Stroke Turbo Diesel (Alco 251C)
• Rated Power Output: 3300 hp
• Production Period: 2003 to today.
• 344 built. 20 rebuilds included.
• Wheel Arrangement: Co-Co
• Top (Rated) Speed: 160 kph
• Based on the WDM3A with EMD features.
WDM-3F : The very extremely rare WDM3F was the result of the last and final experiment in IR’s drive for more powerful ALCOs. This one is rated 3600 hp and only 4 were produced (#11287, #11321, #11325, #11342). #11287 has a unique aerodynamic design where the ends taper upwards (picture above). All WDM3Fs are based at Gooty (GY) and share all the features of the WDM3D including roof mounted DBRs except the #11287. Though high powered, this class apparently didn’t work out well because after the WDM3F, IR realized that it is futile to try and crank more power of the ALCOs as they were too old and outdated and shifted attention to the EMD. This also marked the beginning of the end of the ALCO domination on Indian Railways.
• 16-Cylinder 4-Stroke Turbo Diesel (Alco 251C)
• Rated Power Output: 3600 hp
• Production Period: 2008
• 4 built and in service
• Wheel Arrangement: Co-Co
• Top (Rated) Speed: 105 kph
• Extremely rare to find.
• Based on the WDM3D
WDM-7 : The WDM7 was another loco that stood out from the rest. 15 of them (#11001 to #11015) were built as a low-powered, “lightweight” version of the original ALCO and were the first “standout” mainline version of the ALCO to be produced after the WDM2, 25 years later! Funny that the first two ALCO models are at the either ends of the naming scheme. Again, like the WDM6, maybe IR wanted a lower powered locomotive to handle small rake local and passenger services. However, all sheds declined them and they ended up at ERS where they were used to handle local and shuttle services (NBR-SRR-ERS-KTYM/ALLP-KYJ-QLN-TVC-NGJ) with good degrees of efficiency. Becoming aware of their abilities, SR moved all the WDM7s out of Ernakulam to Tondiarpet (TNP) where they are housed today. One (#11008) has been modified to run on Bio-Diesel. They look exactly the same as the WDM2 except for the “clean” SHF nose.
• 16-Cylinder 4-Stroke Diesel (ALCO 251D16)
• Rated Power Output: 2000 hp
• Production Period: 1987-1989
• 15 were built and all are still in service.
• Wheel Arrangement: Co-Co
• Top (Rated) Speed: 105 kph
• Low powered version of the ALCO
- Loco Shed -
Abu Road | ABR → Formerly premier shed for YDM-4s (MG); converted to BG in the 1990s. Home to some of the most distinctly liveried locomotives.
Agra | AGA → Diesel shed here homes 32 WDS4. The shed caters to the loco requirement for shunting at major NCR stations and the Jhansi Workshop. Has a batch of derated WDM2 for heavy shunting duties.
Ajni | Ajni → Used be a steam shed. Electric shed also homed WAM-4 locos till early 21st century. Primarily freight shed with large fleet (190 locos). Received WAP7 locos in 2011 for passenger duties as well.
Andal | UDL → Set up in 1981 and home the now defunct WDS-5 shunters. Also homed the first WDM-2 manufactured by DLW, No. 18233.
Angul | ANGL → Started life on paper as a diesel shed but soon converted to an electric shed. Received locos even when the shed building was not complete. The WAM-4 and WAG-5 locos were brought from other sheds. After a short while, all WAM-4 and WAG-5 were transferred to VSKP.
Arakkonam | AJJ → This electric shed came up in the 1980s, but Arakkonam had a big steam shed earlier. This shed had 5 WAP-1 locos until 2002, were transferred to Ghaziabad. It later got WAP-4 locos -- the entire SR fleet -- which were then moved to Erode/Lallaguda. New WAG-7 locos were acquired but later transferred to Erode. Started receiving new WAP-4's in late 2004. 30+ WAP-1 locos transferred back from Ghaziabad in 2009 out of which all but 5 were sent to Royapuram in 2011.
Asansol | ASN → This shed used to have the WAM-1/2/3/4, WAG-3/4, and WAP-4 locos. It also had the only 4 WAP-2 locos, and the only WAM-3 locos: #20333, #20337.Asansol also had 16 WAP-6 locos which were converted and transferred Howrah. Some old WAM-4's from Mughalsarai have been transferred here recently. This is the oldest electric shed of IR.
Bandra Marshelling Yard | BAMY→First shed in WR to hold ALCO locos which serviced premier trains from Bombay in late 60s. Later converted to shunting duties only, now holds only WDS4s with WDS6s being added 2013 onwards.
Barddhaman | BWN→ Diesel Loco Shed In Eastern Railway Homing WDM-2,WDM-3A,WDS-6,
Beliaghata | BGA→ Diesel Loco Shed In Eastern Railway Out Sourced To Sealdah Homing Shunter Locomotives Like WDS-4 And WDS-6
Bhagat Ki Kothi | BGKT→ Former MG shed converted to BG in the 1990s. Homed WDM2, WDM3A and WDG3A locos. Started receiving EMD locos from 2009. Now (2013) entire ALCO fleet has been transferred leaving the shed with 133+ EMD locos.
Bhilai | BIA→ Shed used to be in SER until 2003. Some WAM-4's ex-Tatanagar. Bhilai also has an MEMU carshed. Known for its distinct liveries, the shed used to have elaborate suffixes for its WAM-4 locos e.g. WAM-4P-6D-HS+ABC! Now homes WAG9 and WAP-7 locos as well, including some WAG-9H. Has the largest electric loco holding in IR - 205 locos
Bhusawal | BSL→ Bhusawal used to be the largest steam shed (after WWII). Had WAP-1 locos, as well as the rare Mitsubishi WAG-2's. The WAP-1 locos were eventually transferred to Ghaziabad. Received WAP-4 locos in 2005 and WAG-7 in 2006.Jhansi's entire fleet of WAP-4's were transferred here.
Bokaro Steel City | BSKC→ Also large yard for Bokaro Steel Plant. Loco spotted in a distinctive green/red livery. Has a small holding of 45+ locos,New shed commissioned in 2011 with WAG5s transferred from other sheds. Holds a few WAG-7s as well.
Bondamunda | BNDM→ Had a few of the WDM-1 class. Also home to the rare WDS-5 class of shunters. WDM-3D's inducted in early 2007 and WDG-4 in 2013.One of the largest sheds with a holding of 200+ locos. Has the largest holding of WAG-7 locos. Only 2 WAG-5 units remain here as of 10/13.
Ernakulam | ERS→ Originally the only shed to have WDM-7 locos (now transferred to Tondiarpet). Has received many WDM-3A locos from Erode. WDG-3A transferred from Erode in 2012
Erode | ED→ Also had WDM-7 locos, now at Tondiarpet. Many WDM-3A and WDG-3A transferred to Ernakulam and other sheds. Holds one of the largest fleets of WDM-3D locos. Homes the WDM-3D #11121 with a full cab forward design. Received its first WDG-4 in 9/13.Erode Electric shed came up in the late 1990s. WAP-4 locos transferred here in 2001 from Arakkonam. Now home to the largest fleet of WAP-4's on IR, the shed handles some of the longest routes for electric trains in the country.
Ghaziabad | GZB→ Built to cater to passenger traffic in the Delhi area. Received the first WAP-1s. Some WAP-1 and WAP-4s were transferred to Arrakonam shed. Retains 31 WAP-1 locos. Also the home for the WAP-3 locos which have been converted back to a WAP-1. Also homes WAP-4, WAP-5 and WAP-7 and one WAM-4 for departmental duties. Has largest fleet of 3 phase passenger locos.
Golden Rock | GOC→ One of the most distinct liveries on IR comes from Golden Rock in form of its green-cream colored ALCO units. Holds a tiny portion of its once vast MG diesel fleet. Now receiving EMD units as well. Also, one of only two sheds to hold the WDP-3A class.
Gomoh | GMO → Was the first shed in IR to home WAG-9 and WAP-7 locos. Some WAG9 units transferred to Ajni. WAP-7 locos served the prestigious Howrah Rajdhani link but were transferred out.
Gonda | GD → The last WDM-2 made by DLW (#16887) is homed here. Received WDM-3B class in late 2006 and WDM-3D in early 2007. Has a small holding of WDG-3A and YDM-4 locos as well.
Gooty | GY → One of the largest sheds (175+ locos). Many locos fitted with Auto Emergency brakes for service on Braganza Ghats in Goa. Also handles routine maintenance on WDG-4 locos. Gooty used to be a BG steam shed.
Guntakal | GTL→ Serves passenger traffic on SCR / SWR routes sector. Many old WDM-2 units rebuilt to WDM-3A specs. Large batch of WDM-3A's transferred here from Gooty in 2005. Former MG shed; BG shed was inaugurated in 1995 after gauge conversion of the Guntakal and Hubli divisions.
Gwalior | GWL → Locos marked "GWL". Carries out POH of these locos.
Howrah | HWH → Was set up in 1983 to home WDS-4 shunting locos for Howrah region at Bamangachi. Later a twin unit was setup to home mainline locos alongside for trains north and west of Howrah. One WDS-4 unit fitted with vacuum equipment for station apron cleaning, named "Swachhata".Commissioned at the end of 2001. Had 18 or so WAP-1 locos that were sent to Ghaziabad later. One of the largest WAP-4 sheds in IR with 90+ locos of the class stabled here. All WAP6 locos from Asansol shed converted to WAP4 and transferred here. Homed WAM-4s for a short while before receiving WAP-7s starting 2011
Hubli | UBL → The first EMD shed to be setup (1999). Some units were transferred to KJM and SGUJ. Still has the largest holding of EMD locos at 180+
Itarsi | ET→ Was in CR until 2003. Shed serves routes all across central India. Started receiving WDP-4 locos in 2011. Holds 145+ locos.This shed came up in the 1980s. Was in CR until 2003. Its WAG-5 locos perform banking duties on the Budni - Barkhera ghat section. Shed has the largest surviving WAM-4 holdings. Has received WAP-4s starting June 2008.
Izzatnagar | IZN→ For NER trains on the MG network, BG shed started with 30 WDM-3Ds in 2010. Started receiving WDG-4s and WDP-4s in 2013.
Jamalpur | JMP→ Has a large workshop, one of the oldest; BG diesels from many parts are sent here for POH. Started receiving WDG-4s in 2013.
Jhansi | JHS→ Shed used to be in CR until 2003. Received the WDM-3B class mid 2006 which were later converted to WDM-3D. Shed holding 125+ locos including some new WDG-4 units.180+ locos . Shed used to be in CR until 2003. Home to IR's entire WAG-5HB fleet, since these were manufactured by BHEL Jahnsi. First shed to receive WAP-4 locos before some were transferred to Lallaguda & Arrakonam. In late 2007, all remaining WAP-4 transferred to Bhusaval shed. Has received WAG-7 locos manufactured by BHEL.
Kalka | KLK→ Carries out POH of these NG NR locos. Also has Parel workshop built dual cab ZDM-3
Kalyan | KYN→ Locos usually marked "KYN", or the name Kalyan in Devanagari. Mostly old WDM-2 (180XX), the second WDM-2 imported from ALCo. (18041) is here.Kalyan had WCM-1, WCM-2, WCM-5 locos until the mid-1990s which have been decommissioned. WAG-5 and WAG-7 added to handle banking duties on the Kasara-Igatpuri AC section. The two WCM-6s have now been converted to pure AC and transferred back from Bhusaval. Started receiving WAG-9s in 2013.
Kanpur | CNB→ Shed used to be in NR until 2003. Homed the last WAG-2 and WAG-4 locos. Holds only WAP-4 and WAG-7 locos now, but 3 WAM-4 retained for departmental duties.
Katni | KTE→ This is located at New Katni Jn. but the diesel locos always carry the marking that says simply 'Katni' (in Devanagari) or 'KTE'. This is one of IR's biggest diesel sheds. The shed used to be in CR until 2003. Holds the only WDG-3C "Cheetah"
Kazipet | KZJ→ Had 27 WDM-2C locos (the 'original' models of this class); [4/02] moved to Gooty and Vishakhapatnam. [6/07] Many WDM-3A transferred here from Guntakal. Ex-Gooty WDG-3A locos moved to service the Sanathnagar-Raichur sector. Had WDP-1 locos, transferred to Vijayawada. Received WDG-4 locos in 2013.WDM-2 locos used mostly for shunting. WDP-1 locos transferred from Kazipet. Home also to 2 BEML railbuses that run on the Kakinada - Kotipalli line. Also had WDS-4 until 2001.
Khanalampura | KJGY→ Also Known As Khanalampura Marshalling Yard Located In Northern Railway Holds WAG-7 Class Locomotives.
Kharagpur | KGP→ With the electrification of the SER tracks up to VSKP, locos mainly serve routes south west and north west of KGP and freight.
Krishnarajapuram | KJM→ Shed opened in 1983, initial holding capacity was 60 locos. Capacity was raised to 125 locos in 2003; with additional facilities later added for EMD locos since 2005. First 5 WDM-3D units were homed here; these were later transferred to Erode. Now has WDG-4 units as well.
Kurla | CLA→ Had WDS-2 shunters earlier. Now holds de-rated WDM2 locos for shunting / departmental duties as well.
Lallaguda | LGD→ Built on the site of the former steam shed and inaugurated in Sep 05. Used to hold WAM-4 and WAG-7 locos then moved to BZA and KZJ. Received new WAG-9 locos starting 2007. WAP-7 locos are also being homed here starting Jan. 2009.
Lucknow | LKO→ Locally called "Alambag Diesel Shed". 160+ locos including the first 3300hp fuel injected WDM-3A rebuilt by DMW Patiala. Locos seen in blue-grey livery with the words 'Prabal' written in Devnagari script on the side.
Ludhiana | LDH→ A large shed: 170+ locos. Locos serve a large swathe of Northern and North-western India.Commissioned in 2001 when most GZB WAG-5's transferred here. These locos were later moved elsewhere. Newer WAG-7s since 2003 including BHEL built units. Retains only 1 WAM-4 for internal use. Holds 9 WAP-4 locos as well.
Lumding | LMG→ When the MG line from Guwahati to Lumding / Tinsukia / Dibrugarh was converted to BG, the Lumding - Badarpur (and beyond) section became isolated and at the same time the MG diesel shed at NGC was closed, with the locos from there transferred here. Easternmost shed of IR and has the highest remaining holding of YDM-4s.
Malda Town | MLDT→ This shed is an NFR shed on ER territory!! The diesel shed was established on the grounds of a former steam shed in 1984. Serves mainly NFR passenger links. Holds 80 locos .
Maula Ali | MLY→ Former MG shed; converted to BG in the late 1990s, completely converted to BG in 2003 with 10 old units (182xx series from GY/GTL/KZJ) were assigned in for shunting duties. Later, more WDM-2 and WDG-3A locos were transferred from other sheds for mainline duties on the northern Hyderabad and Nanded division routes. Electric car shed caters for suburban MMTS service.
Mhow | MHW→ As many as 40 YDM-4s were transferred from other MG sheds to restart Mhow. Locos now service the isolated MG section from Akola to Indore. Was a steam shed till the early 90s.
Motibagh | MIB→ Has an NG yard. Refuelling facilities for BG diesel locos. A steam shed here was recently demolished. However it does havea working Bagnall steam locomotive used for special heritage runs. Carries out POH/maintenance for its own locos and also for other NG sheds. Was in SER until 2003.
Mughalsarai | MGS → This shed was an NR shed on ER territory! This was just adjacent to the (still existing) ECR (formerly ER) diesel shed. It lost the role it had earlier as the WDM-4's were phased out, and more recently [2001] was decommissioned.
Neral | NRL → NG diesel and Steam NDM-1 (2), NDM-6 (5), and one ex-DHR B-class steam loco The DHR B class is being used for steam trials on the Neral-Matheran line [2002]. POH of locos done at Parel.
New Guwahati | NGC → BG holdings started with a few WDS-6 shunters in the early 1990s. Used to be an MG shed for YDM-4 locos; those were transferred to Lumding. The shed is located within the Guwahati Goods Yard, about 5km east of Guwahati (GHY) station towards Lumding. Locos fitted Anti-Collision Device(ACD).
New Katni Jn. | NKJ → Located at New Katni Jn. The shed used to be in CR until 2003. Had WAM-4/WAM-4P until the early 1990s or so. Electric locos are marked 'NKJ' (for New Katni Jn.) in contrast to the diesels (above) that say just 'Katni'. It has a large marshalling yard attached. 170+ locos
Pathankot | PTK → Northernmost shed. WDS-4A belong to Shakurbasti, but kept here for long periods. Received some ZDM-4 locos in 2007, possibly from CR/WR.
Patratu | PTRU → On the Katni - Chopan line, Central Indian Coalfields (CIC) section, Dhanbad division, Jharkhand (near Barkakana and Gomoh). Was in ER until 2003. Locos are very rarely seen further afield. Started receiving WDG-4s in 2013.
Phulera | FL → With the shed now being isolated completely from MG lines, its locos are now mostly serviced at satellite sheds.
Pratapnagar | PRTN → Does most of the POH / maintenance on its own locos, however sometimes locos are sent to Motibagh.
Pune | PUNE → Locos usually marked with "Pune" in Devanagari script. Shed now homes 175+ locos with 40+ WDG-4s as well WCM-1, WCM-2, WCM-5 locos until the mid-1990s, now these have been decommissioned. Performs light maintenance for WR WCAM-1/WCAM-2 locos in addition to the CR AC-DC locos. One trip for WDS-4 shunters and another for Pune-Lonavla EMUs.
Raipur | R → Shed used to be in SER until 2003. WDS-6 in dark blue / red livery, not standard shunter colours. [2/05] All locos now painted in blue-white livery. Holds WDM-3A and WDG-3A from 2004. Has received a few WDG-4s as well. Also holds 6 ZDM-4 locos for the NG line to Dhamtari.
Ratlam | RTM → Formerly home for the double-headed diesel-hauled Rajdhanis' locos. Started receiving EMD locos from 7/13. Locos mostly serve on routes in Gujarat and down Konkan Railway.
Royapuram | RPM → New Electric shed on site of former steam shed inaugurated in 2010. Received WAP-1 and WAP-4 from Arakkonam and Erode. Started receiving WAP-7s in 2012.
Roza Jn. | ROZA → New Locomotive Shed On Northern Railway Homing Newly Imported WDG-4G Locomotives Imported From EMD.
Sabarmati | SBI → One of the last remaining major MG loco sheds. Nine YDM-4 locos from here have been sold to Togorail SA and shipped to Togo. EMD shed setup alongside in 2009. Holds 125+ WDG4s
Samastipur | SPJ → Former MG shed converted to BG in the 1990s. Locos rarely seen far afield; observed sometimes at Allahabad, very rarely at Delhi.
Santragacchi | SRC → Came up in 1999. Used to have WAM-4s. Also outstation / trip shed for SER electrics near Howrah, and for Kharagpur locos.
Shakurbasti | SSB → Also a BG trip shed for WDM-2, WDG-3A. WDS-4 shunting locos are based all over NR and sent here for annual / semi-annual maintenance. Homes DMUs for Delhi region including the country's first CNG run DMU which was converted in-house from diesel. This shed has 55+ WDM-2 locos for local duties with occasional main line link.
Siliguri Jn | SGUJ → BG shed inaugurated in 3/07 with WDP-4 and WDG-4 locos transferred from Hubli. Also homes the famous WDP-4 #20012, "Baaz".
Tatanagar | TATA → Holds SER's entire fleet of WAM-4 locos. Received WAG-7 locos in 2002 and WAG-9 in 2011. Has a small holding of WAP-4s as well.
Tondiarpet | TNP → WDM-7 locos were transferred here from Ernakulam and serve now serve inferior duties. Some WDM-2's from Erode have been transfered here. Also refuelling point for WDM-2's and WDP-2's coming to Egmore.
Tughlakabad | TKD → This shed is a WCR shed on NR territory! It belongs to the Kota division. This was a WR shed until 2003. The shed was originally built to handle locos for the freight traffic on the busy New Delhi - Bombay route. Has received a few WAG9 starting 02/08. Starting 2010 received WAM-4 locos to be operated in pairs on container trains. WAP-7 locos homed here in 2013. 195+ locos
Vadodara | BRC → Used to hold WCAM1 locos till the early 1990s and WAP1s for a short while as well. Started receiving WAP5s from 2012.
Valsad | BL → Shed created in the 1970s specifically to home dual-power locos, but now holds more than 50 WAG-5 class locomotives. Post AC conversion of WR, WCAM2 fleet transferred to CR/KYN. WCAM1s being slowly condemned. Started receiving WAG7s in 2013.
Vatva | VTA → Homes locos for the Swarna Jayanthi Rajdhani Express. Locos handle bulk of the freight in Kutch, Saurashtra and Southern Rajasthan regions.
Vijayawada | BZA → WDM-2 locos used mostly for shunting. WDP-1 locos transferred from Kazipet. Home also to 2 BEML railbuses that run on the Kakinada - Kotipalli line. Also had WDS-4 until 2001.Many WAG-5 locos are re-fitted and used for passenger operations only including the modified #23989 'Krishnaveni'. The electric shed here was inaugurated in April 1980 with a capacity to maintain 100 locos. Electric shed is among the largest holding 195+ locos
Vishakapatnam | VSKP → IR's largest diesel shed with 195+ locos. It used to be on SER until 2003. There was a shed at Simhagiri which shut down and the new diesel shed at Waltair took over. Rarely, diesel locos can (could) be seen with Simhagiri markings [2001]. Has received WDG-4s starting 2013.This shed used to be on SER until 2003. Most electrics from here work on the Kirandul-Kottavalasa heavy mineral freight line and are rarely seen elsewhere. The WAG-5 locos are quite old, converted from the original 211XX series of WAM-4B locos. [1/04] Also homes the entire holding of the WAG-6 classes. WAM-4 locos were intended for Angul but retained here. Some WAP-4s homed here as well with WAG-9s planned.