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1. INTRODUCTION
BG electric locomotive workshop; POH for WAM-4/WAG-5 locos. Formerly WR mechanical workshop and also a BG steam POH workshop. Carries out rebuilding of WAM4 / WAG5 locos with advanced features like Dynamic Brakes, Microprocessor Control, and Static Converters etc.
1.1 VITAL STATISTICS :-
1.2 MAIN ACTIVITIES :-
1.3 BRIEF HISTORY OF DAHOD WORKSKHOP :-

Legendary Gujarati poet Nanha christened this place ‘Do-had’ signifying border
between Gujarat and Malwa. In course of time, the name got transformed to
‘Dahod’ from 1093. Mughal Emperor Jehangeer came to Gujarat in 1618. His son
Emperor Aurangzeb was also born here.
Ten years ago, a separate district named ‘Dahod’ was carved out of Panchmahal
district. Largely inhabited by tribals, it is a border district of Gujarat sharing
boundaries with Madhya Pradesh and Rajasthan. Consequently, it boasts of a
rich mix of different cultures. Dahod is also a major tracing centre for food
grains.
Originally, the workshop at Lower Parel (Bombay) was catering to the
requirement of POH of locomotives, passenger carriages and freight cars of then
Bombay, Baroda and Central India (BB&CI) Railway. With the increase in the
train services, Lower Parel workshop was not able to cope with the arising of all
the three types of rolling stock. Therefore, it was decided to shift locomotive
POH activity from Lower Parel to some other place.
Dahod was selected for construction of POH workshop for steam locomotive fleet
because of its pleasant weather, availability of cheap land and sincere
workforce. Dahod is also ideally situated mid-way between Bombay and Delhi,
the main route of BB&CI Railway broad gauge system. Initially trained staff was
transferred from Parel to Dahod. A full fledged colony was constructed for accommodating full strength of staff. Mr. Hendree Freeland established the
colony that is named after him as Freelandganj.
The foundation of Locomotive workshop, Dahod was laid by Sir Clement Hindlay
Kt, then Chief Commissioner of Railways (India), on 14th January 1926. It took
about 4 years to complete the construction of the workshop and a steam
power house attached to the workshop, the office complex and staff amenities
like colony, main hospital, area health units, railway institutes etc. Scarcity of
water was one of the daunting problems faced during construction as well as
later for use in the workshop, colony and railway station etc. An earthen dam
was constructed across the Kali river, about 11 kms. from Dahod Railway station
to store the rainwater. A self-contained electrical workshop was also set up along
with the main mechanical workshop for undertaking repairs to motors,
transformers, refrigerators, air-conditioners and pump sets etc. not only for
Dahod but for whole of the then BB&CI Railway’s broad gauge area. Finally, the
workshop started functioning in the year 1931.
The workshop has a versatile layout enabling it to tackle any type of engineering
assignment. This workshop was indeed utilized for production of armament
during the second World War from October 1941 to August 1943 suspending
locomotive repair activities, steam locomotive repair activities of BB&CI Railway
were entrusted to GIP Railway’s workshop at Parel (Bombay) during War.
Electric Loco Rehabilitation Project
Railway reforms committee had recommended that mid-life rebuilding of rolling
stock should be undertaken in specialized Railway workshops. Following this
Railway Board appointed a survey committee comprising three heads of
department from Electrical, Mechanical and Accounts departments. This
Committee, in its report of August 1988, recommended Dahod workshop for
setting up facility of Mid-term Rehabilitation (MTR) of AC locomotives.
The work of setting up facilities for MTR was initially sanctioned at a cost of Rs.20
Cr. in 1991-92. A scaled down estimate of Rs.15.77 Cr. chargeable to Capital
Fund was sanctioned in May 1997. The project was completed in 2001-02. The facilities created remain short of requirement in respect of berthing capacity, storage space and plant and machinery. Therefore, there is a need to
augment the infrastructure to achieve the originally conceived level of outturn of
54 AC locomotives every year.




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2. LOCO

2.1 AN OVERVIRW ON LOCO CARRIAGE & WAGON
WORKSHOP, DAHOD
MTR/POH of Electric Loco: This is our flagship activity. The activity of electric locomotives POH was commenced from September 1996 and first locomotive was turned out after POH on 22.01.1997. MTR of electric locomotives was started in 2003-04 with the first locomotive being turned out in Jan.’04. It rose to 10 during 04-05. In year (05-06) 14 locomotives were rehabilitated and thereafter 20 loco were turned out in 06-07 and during current year 10 locos have been turned out after MTR. Cumulative outturn of MTR since beginning has reached 189. In the current year 2010-11 up to June'10 is 15 MTR.
Rejuvenation of Wagons: The workshop was entrusted the work of rejuvenation of Box-N wagon in May’92 along with two other workshops of the Indian Railways. This workshop was the first to turn out rehabilitated Box-N wagons to quality standard laid down by RDSO. The Outturn of the wagons for the year 2010-11 up to June'10 is 149 Box-N against the targeted outturn of 450.

POH of MEMU: POH of MEMU was started in September 1998. Year-wise progress achieved is indicated in Fig.2. DMC and TCs of all MEMU trains homed at Vadodara are overhauled here. Outturn for the current year 2010-11 up to June'10 is 5 DMC + 18 TC against the targeted outturn of 96.

Repair of Wheels: All types of wheels for electric / diesel locomotives, wagons and MEMU coaches are serviced by way of tyre turning, re-discing & re-axling. The outturn of wheels for the year 2006-07 is 10,120 against the targeted outturn of 8,520 this is an all time high. For the current year 2010-11 up to June'10 is 3112. Also it may be appreciated that the outturn of wheel shop has increased from 2003-04 as the work of repairing Box'N wheels, which was being done by Kota workshop in erstwhile Western Railway, has been taken over by this workshop.
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2.2 TECHNICAL DISCRIPTION OF LOCO

1. Gage 1676mm

2. Arrangement of wheels coco

3. Service goods

4. Buffer to buffer length 19974mm

5. Total wheel base 14898mm

6. Bogie wheel base 3810mm

7. Distance between bogie centers 12580mm

8. Diameter of wheel-new 1092mm

9. Diameter of wheel-half rubbing 1055mm

10. Length of roof (PT-down position) 4165mm

11. Minimum diameter of curve 174mts

12. Maximum width of loco 3055mm

13. Maximum service speed (with half rubbing wheels) 80kmph

14. Continuous power rating of loco 3790hp

15. Continuous trective effort on wheel-rim 20.5tunn

16. Maximum starting effert 30.5 tunn

17. Weight of loco

a) with TAO motor 118.8tunn

b) with HITACHI motor 123.0tunn

18. Weight per excel (max.)

a) with TAO motor 19.8tunn
b) with HITACHI motor 20.5tunn
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19. Average of gear
a) TAO-659 motor loco 15:62
b) HITACHI. HS-15250 motor loco 18:64
20. Traction motor’s kilowatt rating (continuous)
a) TAO motor 585kw
b) with HITACHI motor 630kw
21. Break system
a) on loco air & rheostatic
b) on train air & vacuum (double break)
22. Operation (multiple) four loco together (max.)

23. Speed on continuous rating 56kmph
2.2.1 SETTING OF DIFFERENT APPARATUS
1. A-9 automatic break valve 5.0 kg/cm^2

2. SA-9 independent break valve 0 to 3.5 kg/cm^2

3. Limiting valve (A-9) BD 5.0 kg/cm^2

4. At auto break application BC pressure (max.) 2.5 kg/cm^2

5. HS-4 control valve 1.4 to 1.7 kg/cm^2

6. RGCD’S contract OPEN 9.5 ± 0.1 kg/cm^2
CLOSE 8.0 ± 0.1 kg/cm^2
7. GCR control reservoir pressure governor (outing from loco)
CUT IN (contact close) 5.0 kg/cm^2
CUT OUT (contact open) 6.0 kg/cm^2
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8. QDDJ
OPEN 4.5 kg/cm^2

CLOSE 5.5 kg/cm^2
9. When snifter valve are less then setting (only loco) 58cms of Hg
On 8mm test plate quantity of vacuum 53cms of Hg
10. MCD (safety valve)
Three before MR 11.5kg/cm^2
MR 10.5kg/cm^2
11. Feed valve (control reservoir)
(outing from loco) 8.0kg/cm^2
12. Feed valve (feed pipe) 6.0kg/cm^2
13. RGAF
CUT IN 7.0kg/cm^2
CUT OUT 6.0kg/cm^2
2.2.2oOPERATING CAPACITY
1. One loco can pull on up-gradient till 1:150, 4730 T’s 58 box and wagon’s trilling
load.
2. One loco can pull on up-gradient till 1:120, 3280 T’s 40 v. c. x / v. c. n / box
wagon’s trilling load.