Comparative Operating Performance (PDF)

10. COMPARATIVE OPERATING PERFORMANCE Due to their superior TE-speed characteristics and adhesive qualities, the WAP5 and WAG9 locomotives exhibit superior performance as compared to the existing locomotives of IR. Comparative operating performance date for WAP5 locomotive are shown in Table 10.1...

10. COMPARATIVE OPERATING PERFORMANCE Due to their superior TE-speed characteristics and adhesive qualities, the WAP5 and WAG9 locomotives exhibit superior performance as compared to the existing locomotives of IR. Comparative operating performance date for WAP5 locomotive are shown in Table 10.1 WAP1 WAP3 WAP4 WAP-5 WAP-6 Capacity on 22 coach at 22 coach at 26 coach at 26 coach at 26 coach at level 130 km/h 130 km/h 130 km/h 135 km/h 130 km/h 18 coach at 9 coach at 160 160 km/h km/h Capacity on 9 coach at 130 9 coach at 130 12 coach at 16 coach at 12 coach at 1/200 grade km/h km/h 130 km/h 130 km/h 130 km/h HP Output 3800 3800 5000 5400 5000 Max. Service 130 160 140 160 160 speed in km/h Cont. speed 72 72 73 50 73 km/h Axle load (t) 18.05 18.25 19.0 19.5 18.86 Unsprung mass 3.71 3.71 4.22 2.69 4.3 per axle (t) Max. starting 22.49 22.49 30.8 26.3 30.8 TE(t) Continuous TE 13.8 at 13.8 at 19.0tat 22.4 t at 19.0tat 72 km/h 72 km/h 73 km/h 50 km/h 73 km/h Table 10.1 Comparative operating performance data on passenger locomotives Table 10.2 Comparative operating performance data on fright locomotives WAG5H WAG7 WAG7H WAG6C WAG9 Cont. horse power at rail 4200 5000 5000 6050 6122 (HP) Max speed potential (km/h) 80.0 100.0 100.0 100.0 100.0 Cont. speed (km/h) 52.0 50.0 44.0 51.1 50.0 Axle Load (t) 21.0 20.5 22.0 20.5 20.5 Upsprung mass per axle (t) 4.3 4.3 4.3 4.7 3.99 Maximum T.E (t) 36.0 42.0 45.0 45.0 46.9 Cont. T.E. (t) 21.8 27.0 30.8 32.0 33.1 20.0 20.0 20.0 20.0 20.026.5 Max. electrical braking Between 27-36km/h Between Between 27- Between Between effort (t) (Rheo) 27-36 km/h 36km/h 27-36km/h 27-36km/h (Rheo) (Rheo) (Rheo) (Rheo) Balancing speed with 4700t BOXN load (km/h) Grade Curvature No. of loco(s) Level 2° 1 72 87 79 92 >100 1 in 1 * * * 30 30 2° 200 2 53 68 68 80 82 TRACTION ROLLING STOCK : THREE PHASE TECHNOLOGY Page 117  1 in 2° 2 42 58 58 70 70 150 1 in 2° 2 * * 40 53 53 100 * Unable to haul Table 10.2 Comparative operating performance data on fright locomotives In addition to being able to give a higher balancing speed for freight trains, the WAG9 locomotive owing to availability of higher starting tractive effort, thanks to better adhesion, shows distinct advantage over other types of locomotives in respect of starting capability for freight trains. Table 10.3 Comparative starting capabilities of freight locomotives GRADE NUMBER OF LOCOS REQUIED FOR STARTING 4700 t BOXN 5055 t BOXN WAG WAG WAG WAG WAG WAG WAG WAG WAG WAG 5H 7 7H 6 9 5H 7 7H 6 9 1 in 400 1 1 1 1 1 1 1 1 1 1 1 in 300 2 1 in 200 2 2 2 2 2 1 in 150 2 2 2 2 1 in 125 1 in 100 3 1 in 80 3 3 1 in 70 3 3 3 3 3 3 1 in 60 3 4 Table 10.3: No. of locomotives required for starting freight trains HIGHLIGHTS ON HAULAGE CAPABILITIES (i) The total running time of existing HWD-NDLS Rajdhani Express will reduce by about 30 minutes if run by a WAP5 loco at existing booked speed. (ii) If full speed potential of WAP5 loco is utilized (i.e., booked speed 150 km/h), the total running time of existing HWH-NDLS Rajdhani Express will reduce by about 1 hr. 15 mins. (iii) If existing total running time is to be kept as it is with existing booked speed, the HWH-NDLS Rajdhani Express can be theoretically enhanced to a 29-coach train if hauled by a WAP5 loco. (iv) The running time between NDLS-JHS for existing 9-coach Shatabdi Express will get reduced by about 12 mins. if hauled by a WAP5 loco with enhanced booked speed of 150 km/h. (v) Another 5 coaches can be added to the existing 9-coach NDLS-BPL Shatabdi Express without losing on the total running time between NDLS-JHS if hauled by a WAP5 loco at the existing booked speed. TRACTION ROLLING STOCK : THREE PHASE TECHNOLOGY Page 118 OPERATIONAL ADVANTAGES (i) The WAP5 loco is equipped to provide a power of 850 kVA at 750 V, 1-phase for supply to the coaches. Once suitable coaches are developed, requirement of power cars (End-on generation) will come down. (ii) 3-phase locomotives are known to have a higher reliability. In addition, on-board fault diagnostics system on the WAP5/WAG9 locomotives will reduce trouble- shooting time on line. (iii) With the use of WAP5/WAG9 locomotives, electrical power can be returned back (regeneration) to the OHE supply during braking. Energy savings to the tune of 20- 30% have been experienced in electrified railways abroad. (iv) 3-phase locos operate at near unity power factor. Consequently, payment of penalties to the power supply authorities due to poor power factor will be minimized. Another advantage of improved power factor is that a lower OHE conductor size is required to run the 3-phase locos as compared to conventional locos or alternatively, more number of locomotives can be accommodated in the same feeding zone. (v) Due to the PWM converter technique adopted, harmonic interference caused by 3- phase locos is much less compared to thyristor locos. Consequently, scope of introducing sophisticated track signaling equipment for enhanced safety in train operation is increased. MAINTENANCE ASPECTS (i) Much lower maintenance requirement of 3-phase locos due to absence of commutator and power contactors is well known. As a result, not only the maintenance cost will be low but also higher availability on line is expected. (ii) Due to use of an induction motor, the unsprung mass in 3-phase locomotives is quite low. For example, the unsprung mass in WAP5 loco is 2.69 tonnes compared to 4.2 tonnes in case of WAP4 loco. In addition to giving better riding qualities, the WAP5/WAG9 loco will be much kinder to the track. As a result, the disturbance to track geometry is minimized and wear or rails and wheels is also reduced. TRACTION ROLLING STOCK : THREE PHASE TECHNOLOGY Page 119