Vol-D-1 Maintenance & Repair Manual of Wap5 With Transmission View Gear Type On 398 Page

- - -
- CARRIAGE DIRECTORATE/COMPUTER WING
' COVERING LElTER

/
SUBJECT: SCANNING/DIGITISATION/INDEXING OF OFFICIALDOCUMENTS OF D~FFERENT
1
3 DIRECTORATES OF RDSQ
NAME OF THE DIRECTORATE ELECTRICAL

1
2 NAMEOF THE SUB-DIRECTORATEISECTION ( DSE/Three Phase Loco
3 NAME & DESIGNATION OFTHE SCANNING- ~ rA.K.

i Goswami, JDSE-8
CORDIi4ATION OFFICER/STAFF
4 NAME OF THE
RECORD/FILEiDOCUMENT/SPECIFlCATION etc.
AND ITS VOLUMEfiFRSlON
% mQ5 --
i 1
TOTAL NO OF PAGES/IMAGES IN THE FILE
GIVEN FOR SCANNING I as mentioned ~ I Y
concerned deptt.)
6 1 TOTAL NO CF PAGES /IMAGES as Per CMC From
- I To I Total
- STAMPING NO.
7 NP.ME,SIGNA'FURE AND DESlGPiATlON OF THE Sri A.K. Goswami, JDSE-8
HANDING OVER RDSO OFFICIAL OF
I COIdCERNED D E P l l
8 I NAME,SsGhATURE AND DESIGNATION OF THE
I TAKiNG OVEfi CMC OFFICIAL
9 DATE OF HANDING OVER FILE/DOCUMENT etc.
I I
10 FIELDS FOR INDEXING
1 Type o f Document (File/

DRAWING/TECHNICAL
I CIRCULAR/MODIFICATION
3 SUBJECT -
-b*&--d,vd.~)
"
aP-s .
4 SUB-SUBJECT
5 VOLUME
v a . DI
6 Sr. No. From To
7 DATE CF CREATION OF FILE
8 Dealing Personnel
J.k.3Wf3u .
11 QUALITYCHECK DONE BY OFFICIAL OF
CONCERNED DEPARTMENT (YES/NO)
12 NAME, SIGNATURE AND DESIGNATIONOF THE
RDSO OFFICAL AFTER QUALIN CHECK DONE
13 NAME, SIGNATURE AND DESIGNATIONOF THE
1 1 RDSO OFFICAL RECEIVING BACK THE I 1
I DOCUMENT AFTER SCANNING
14 1 REMARKSIFEEDBACK IF ANY
I I
! I/
15 CATEGORY OF DOCUMENTS
A) COMPUTER GENERATED GOOD QUALITY
B) COMPUTER GENERATED (DOT MATRIX)
C) TYPE \"RIlTEN
- 1I
1
D) HAND WRITTEN
Indian Railways
WAP-5 Locomotive
30000 - 30010
Maintenance and Repair
Manual
WAP5 Locomotive (30000 30010)-
Volumes D
Page Iof 4 Bomardier Transportation Ltd ABB No. 3EHQ600372

Document No.
Page 2 of 4 Bornardier Transportation Ltd ABB No. 3EHQ600372

Document NO. Volumes D
Maintenance and Repair Manual
Page 3 of 4 Bomardier Transportation Ltd ABB No. 3EHQ600372

Document No.
Page 4 of 4 Bornardier Transportation Ltd ABB No. 3EHQ600372

Indian Railways WAP-5 Preface
Preface
Introduction
@.lo50
These Maintenance & Repair Manuals of technical documentation for the Indian Railways
WAP-5 locomotives are divided into Chapters; each of which contains information pertinent
to a specific area of the locomotive. The Chapter numbers correspond to the Breakdown
Structure of the Locomotive (GAPL), shown on the inside front cover of this binder. The same
delineation of Chapters is used throughout the technical documentation for the WAP-5 loco-
motives.
Information in each Chapter is divided into various Sections which describe the locomotive
equipment and procedures required for maintenance. See Section Description, as follows.
The Maintenance & Repair Manuals span more than one binder. For ease of identification,
each Volume is labelled on its spine and front cover, indicating the Volume and binder number,
and the Chapters contained within.
PT
LOCOMOTIVES
~ombardierTransportation Ltd. Ident. No. Chapter Preface Page 1 1 18

3EHW 411380 Revision Date: 12.2001
Preface Indian Railways WAP-5
Section Description
Section Group Summary describes the equipment covered by the Chapter. Figures show
the various components and a legend beneath identifies the items.
Section Functional Description explains the function that the equipment performs on the
locomotive.
Section Technical Data contains technical information and specifications on the equipment
covered in the chapter. The information varies according to the type of equipment. In some
instances, specifications for equipment may be located in the appropriate chapter of
Volume F, Suppliers Documentation.
Section Tolerances and Wear Limits List contains information regarding the allowable in
service wear or tolerance specifications for the equipment covered in the chapter. In some
instances the service tolerances for equipment may be located in the appropriate chapter of
Volume F, Suppliers Documentation.
Section Tools & Special Tools provides information of any non-standard tools and appar-
atus that are required to undertake the procedures described in the chapter. Throughout this
documentation it is assumed that conventional railways workshop tools and equipment are
available. As such, these items are not listed.
Section Miscellaneous Materials lists the materials required for the operations described
in this chapter. Materials needed for the procedures in the chapter, such as sealants, thread
locking agents, oil binding agents, solvents, cleaners and alike are listed in this Section. It is
assumed that normal workshop consumables and materials are available. As such, these
items are not listed.
Section Before Removal Operations provides a list of procedures necessary prior to the re-
moval of the equipment described in the chapter.
Many before removals operations require procedures described in other chapters or docu-
ments. The necessary references are given, see References.
Some before removals operations require isolation of other equipment. Details are provided
* P.
as necessary, along with appropriate references. Isolation of equipment must always be car-
ried :it in accordance with the prevailing workshop safety regulations. Any equipment that
is is;l'dted as part of the before removals operations must be reconnected after the work is
coktieted and the associated equipment tested to ensure it functions correctly.
Section Removal describes the procedures for removal of the entire equipment assemblies
from the locomotive. Some equipment can be ser;iced in situ:-it may not be necessary to re-
move the entire assembly from the locomotive. See Scope of Work.
Chapter Preface Page 2 / 18 Ident. No. Bombardier Transportation Ltd.

Revision Date: 12.2001 3EHW 411380
Section Disassembly describes procedures for the disassembly of equipment; generally

once it is removed from the locomotive. However, some equipment can be serviced in situ.
See Scope of Work.
Section Inspection and Repair describes how to inspect equipment for wear, defects or
damage. Where appropriate, repairs may also be described in this section. In some in-
stances, details of inspection and/or repair are given in Volume F, Suppliers Documentation.
In such cases, the appropriate Volume and Chapter of Volume F is given in this Section, see
References. Some equipment cannot be repaired. These items are replaced as an assembly,
if unse~iceable.
Section Waste Disposal provides information regarding special disposal requirements for
particular items due to their composition or contents.
Section Assembly describes procedures for reassembly of equipment.
Section Installation describes the procedures for the reinstallation of entire equipment as-
semblies to the locomotive.
Section After Installation Operations provides a list of procedures necessary after reinstal-
ling equipment to the locomotive.
Any equipment that is isolated or disconnected as part of the before removals operations
must be reconnected and tested.
Section Adjustments describes any adjustments that are required for the equipment cov-
ered in the chapter.
Associated Volumes
Volume A: Driver's Manual

Volume B: Scheduled Maintenance Manual
Volume C: Fault Finding
Volume E: Spare Parts Catalogue
Volume F: Suppliers Documentation
Volume G: Cable Schematics
Repair Competencies
The procedures in this manual expect the user to have the appropriate competencies and
skills. The scope of work associated with the procedures described should only be carried out
by suitably qualified and properly trained railway engineers. Personnel must have an ap-
Bombardier Transportation Ltd. Ident. NO. Chapter Preface Page 3 / 18

Preface Indian Railways WAPd
propriate level of technical and engineering understanding before undertaking any oper-
ations on the locomotive. This manual describes the technical procedures required to sewice
and maintain the specifics of the WAP-5 series locomotives, not general locomotive engin-
eering practices. Workshop procedures and practices are not covered within these instruc-
tions.
Scope of Work
Due to the complex nature of locomotive engineering, every instance in which equipment can
be removed or installed cannot be taken into consideration in these Volumes.
Some equipment can be serviced in sib:-it may not be necessary to remove the entire as-
sembly from the locomotive. For example, the valve sets can be removed from the traction
converter without removing the traction converter from the locomotive. Before undertaking
any work on the locomotive, the entire chapter must be read, and the user acquainted with
all aspects of the procedures. The scope of work is then to be established.
General Information
Throughout this preface, the term 'equipment' refers to the components and systems that
comprise the locomotive.
All figures in these volumes are graphical representations intended as general illustrations
to represent the situation. They may not be dimensionally or otherwise accurate. Figures
should not be used for scaling. Only the items numbered in an illustration are referenced in
the associated text passages. No additional information should be inferred from the figure.
Figures, photographs and drawings may appear pictorially different from the physical situ-
ation being represented. Extraneouscomponents may not be shown in the illustrationfor clar-
ity. Others may be shown redundantly to provide a frame of reference for the situation.
References
Maintenance, removal or installation of some equipment on the locomotive can require inter-
action with other components described in different chapters, or volumes. In these cases, a
reference is given directing the user to the appropriate documentation. For example, "refer
to Chapter 3, Primary Suspension" directs the user to another chapter in Volume D where the
necessary procedures are described. References, such as, "refer to Chapter 5, Oil Blowers
of Volume F10, Suppliers Documentation." direct the user to the appropriate volume and
chapter of the Suppliers Documentation, Volume F. Or "refer to Section Actual value Detec-
tion, Sheet 12A, Catenary & Battery Voltage of Volume G I , Cabling Documentation" directs
the user to the appropriate sheet in the locomotive schematics, Volume G.

Safety Information
@.low
Workshop Safety
All employees must take care to avoid the risk of injury to themselves and others. Precautions
and care should be taken in accordance with the prevailing workshop regulations.
Caution signs, stating personnel working on locomotive, are to be located at both ends of the
locomotive whenever any maintenance procedures are undertaken.
Before carrying out maintenance or repairs on the locomotive, make sure that the locomotive
is safely parked with the parked brakes released. Chock wheels to prevent locomotive move-
ment.
Many systems on the locomotive interact with other systems, eg. powering-up the auxiliary
converters causes the blowers to start. Therefore, if the operation of any ancillary equipment
could endanger the safety of any person, then the appropriate systems must be isolated.
Electrical Precautions
Where the scope of work requires the isolationof the overhead catenary, the overhead must
be isolated in accordance with the prevailing workshop regulations, before any person works
on high voltage equipment. Refer Electrical Isolation of the Locomotive.
Whenever working on the roof area, the locomotive.mustbe shunted to a section of track that
contains no overhead catenary, and the traction converter must be earthed. Refer Electrical
Isolation of the Locomotive.
ln
Do not attempt to make repairs or adjustments in the control cubicles or driver's deskmen
power is on. Ensure that the battery supply is isolated. 0
m
0.
The 750VAC hotel load supply and 110V binary signal trainlines are a potential electridahaz-
ard. Before working on systems connected to these sockets, ensure that the locomotive is
electrically uncoupled at both ends, the locomotive is isolated and earthed at the main circuit
breaker, and that the batteries are isolated.
Do not operate the controls of functional apparatus (eg. move contactors, actuators, relays
or EP valves by hand, connect or disconnect wires, remove temporary packings or interfere
with pneumatic equipment) of a locomotive undergoing maintenanceltesting, without first en-
suring that there are no persons engaged in any work on, within or beneath that locomotive,
who may be injured in any way by the operation.
Bombardier Transportation Ltd. Ident. No. Chapter Preface Page 5 / 18

3EHW 411380 Revision Date: 12.2001.
Care should also be taken to ensure that capacitor systems on the locomotive have dis-
charged prior to undertaking operations. The traction converters and the BUR cabinets con-
tain capacitors. Voltage indicators on these cabinets warn of any residual voltage in the cabi-
net. Always ensure that indicator LEDs are flashing slower than once every 15 seconds. See
Electrical Isolation of the Locomotive, Chapters 4.1, Traction Converter and 5.1, Auxiliary
Three-Phase Power for more information on voltage indicators. The filter cubicle also con-
tains capacitors, but these are automatically discharged whenever the main circuit breaker
is opened.
The gases generated by a battery are highly flammable. Where a battery is found to be or
suspected to be overheated, extreme caution should be taken to prevent ignition until the
gases have been allowed to disperse. Keep flames, lighted cigarettes and welding operations
away from batteries.
Electronics Precautions
Do not use a buzzer, bell, megger, or flash test equipment until all circuits which include semi-
conductor devices have been isolated. Ensure the manufacturers directions are followed
whenever testing electrical and electronic devices. Special tools and testing procedures may
be required.
Whenever working with electrical equipment, it is good practice to become familiar with the
related schematics. Volume G, Cabling Documentationcontains the electrical schematics for
the locomotive. Always ensure that any removed wiring is reconnected correctly, as incorrect
wiring can cause irreparable damage to equipment and incomprehensible error messages
from the control electronics.
When electrical and electronic equipment is to be removed, all wiring should first be tagged
before it is disconnected. This will aid in the correct reinstallation and reconnection of the
equipment.
In many chapters, references are given to the appropriate Sheet in Volume G, Cabling
Documentation. Otherwise, wiring should be reconnected as tagged during removal. The
wiring and terminal numbers located on equipment are referenced in the electrical
schematics in Volume G.
Cabinets and Equipment Cubicles
WARNING:
Extreme care must be taken when approaching equipment which has been
live, and could remain live for a short period of fime because of the delayed
discharge time of capacitors.
Chapter Preface Page 6 1 18 Ident. No. Bombardier Transportation Ltd.

The following systems have covering panels to prevent accidental contact with electrical sys-
tems.
Control Cubicles (SB1, SB2)
Auxiliary Cubicles (HBI , HB2)
Filter Cubicle (FB)
Traction Converters (SR1, SR2)
Auxiliary Converters (BUR1, BUR2, BUR3)
Driver's Desk, including Cubicle F and Panels A, B, C and D
These systems contain high-power AC systems connected to the main transformer and/or
DC systems connected to the battery. Electrical systems must be isolated and earthed, and
the capacitor systems discharged prior to removing any panels from these areas or working
on any of these systems. See Electrical Precautions. Covers on the HB, FB, SR (traction con-
verters) and BUR cabinets require keys from the key interlocking system for access. See
Electrical Isolation of the Locomotive.
Handling Precautions
Most locomotive equipment is heavy. Generally, the weight of equipment is listed in Section
Technical Data. Care must be taken to avoid personal injury or damage to adjacent equip-
ment. Heavy items must be lifted in accordance with the prevailing workshop safety regula-
tions using suitable lifting equipment. Such lifting equipment must be rated to carry the weight
involved. Always ensure that the weight of the item to be lifted is known before commencing
the procedure. For example, some equipment contains oil or other fluids, which may not be
included in the listed weight for the equipment. Operate the lifting equipment in accordance
with the manufacturers recommendations. Always ensure that the item to be lifted is tr&-
ported in accordance with its manufacturers directions. g,
m
Fluids Precautions
When handling lubricants, sealants, paints, adhesives, cleaning fluids or similar, the local
workshop regulations or the manufacturer's instructions must be strictly observed.
Ensure that appropriate cleaning materialsand preparationsare used whenever cleaning any
equipment. Ensure the manufacturers documentation for the equipment is consulted prior to
cleaning any equipment, as some cleaning agents and solvents may cause damage to some
equipment.
Always observe the cleaning solvent manufacturer's instructions. Some solvents may be
toxic or flammable.
Bombardier Transportation Ltd. Ident. No. Chapter Preface Page 7 I 18

Lubrication Precautions
Clean lubricating points before applying the recommended lubricant, and remove any excess
after applying new lubricant.
Pneumatic Precautions
Before performing any operations on systems incorporating pneumatic components, ensure

the locomotive pneumatic system is isolated and vented, as described in Chapter 6.3, Main
Reservoirs.
Before operating any pneumatic cocks, check the direction in which any air may be vented
and ensure that the blast of compressed air cannot cause injury or damage.
Before attempting to dismantle or remove any equipment that is connected to a compressed
air system, isolate it from the air supply and exhaust all air from it and the associated system.
When blowing out pipes with compressed air, wear goggles and take care to avoid any open-
ings from which the air may blow out, as blown particles can be harmful.
During brake testing involving application and release of the brakes, ensure that no other per-
sonnel are in positions where they could be endangered by the movement of the brake blocks,
rigging etc. Warning signs must be located at both ends of the locomotive during brake testing
or brake maintenance. If the brake system is isolated, warning indicators must also be in posi-
tion at each end of the locomotive and on both driver's desks.
Welding Precautions
When welding operations are being carried out on a vehicle, the welding return lead shall be
secured as near as possible to the point of welding. All electronic devices shall be individually
grounded. The locomotive structure is a critically stressed unit, and welding should only be
carried out to an Approved Welding Procedure by suitably qualified technicians.
Technical Information
8.1(30
Electrical Isolation of the Locomotive
Chapter Preface Page 8 1 18 ldent. No. Bombardier Ttansportation Ltd.

Indian Railways WAPQ Preface
Pantograph air supply isolating cock Earthing switch on traction converter 2

Earthing switch of main circuit breaker Key multiplier 2
Key multiplier 1 Door lock, traction converter 1
Door lock auxiliary circuits, Block 1 Door lock, traction converter 1
Door lock auxiliary circuits. Block 2 Door lock, traction converter 1
Door lock auxiliary converter 1 Door lock, traction converter 2
Door lock auxiliary converter 2 Door lock, traction converter 2
Earthing switch on traction converter 1 Door lock, traction converter 2
Door lock on filter block
Bombardier Transportation Ltd. Ident. No. Chapter Preface Page 9 1 18

When carrying out repairs or testing of electrical equipment (unless specifically authorised
otherwise), the locomotive high voltage equipment must be isolated by using the Key Inter-
locking System. The key interlocking system isolates and earths various parts of the locorno-
tive electrical system. The key interlocking system comprises five different key types; A, B,
C, D and E. Each key type is coloured distinctly;
Key Colour Qty. Location

A Light Blue 1 Pantograph air supply isolating cock
B Yellow 2 Main circuit breaker earthing switch
C Green 7 Key Multiplier No. 1
D Black 2 1 on each traction converter earthing switch
E White 6 Key multiplier No. 2 I
The following steps describe how to earth and isolate the locomotive using the key interlock-
ing system.
Shut down the locomotive as described in Chapter 4, Vehicle Operation of Volume A,
Driver's Manual.
Turn off the air supply to the pantographs by switching Key A on the air supply isolating
cock, located on the brake frame (pneumatic panel). The air in the system will be ex-
hausted, locking the pantograph in the lowered position.
To release Keys B, insert and turn key A in the main circuit breaker Earthing Switch. A
bolt will be released, unlocking the arm of the main circuit breaker. Move the arm to the
EARTH position then turn and remove the Keys B.
One Key B should be held by the maintenance supervisor. The other is used in the key
multiplier No. 1 to release Keys C. The seven Keys C are used for:
- Unlocking the earthing switch on traction converter 1
- Unlocking the earthing switch on traction converter 2

- Opening the auxiliary circuit block 1
- Opening the auxiliary circuit block 2
- Opening the auxiliary converter 1
- Opening the auxiliary converter 2
- Opening the filter block
Move the battery isolating switch to the Off position, as required.

The Keys C are used to unlock the earthing switches on each traction converter. Before
operating the traction converter earthing switches, ensure the master switch on the
driver's desk is in the "0" position and that the "Control Circuits Locomotive" (112.1) cir-

cuit breaker is in the "OFF position. Circuit breaker 112.1 is situated in SB2.Ensure
that there is no fault message, "Fault DC Link Discharge", on display terminal in the
cabin, and the voltage indicator LED is OFF for at least 15 seconds. From the time the
locomotive is powered down, it can take approximately 5 minutes to completely dis-
charge the DC-Link capacitors. Always ensure that indicator LED is flashing slower
than once every 15 seconds before earthing the traction converter.
To release Keys D from the traction converter, insert and turn a Key C in the traction
converter earthing switch. A bolt will be released, unlocking the traction converter earth-
ing switch arm. Move the arm to the EARTH position then turn and remove the Key D
from the traction converter. Repeat the procedure on the other traction converter.
Once both of the Keys D have been removed from the traction converters, they are
used to release Keys E from key multiplier No. 2, located in the machine room behind
the cab. The six keys E are used unlock:
- Traction converter 1, door locks 1 - 3
- Traction converter 2, door locks 1 - 3
Steam Cleaning
Steam cleaning equipment uses high pressure, high temperature steam and cleaning prep-
arations to blast dirt, debris and other built up deposits from surfaces. Care must be taken
to ensure that the nozzle of the steam cleaning equipment does not spray onto persons or
sensitive equipment, as severe damage may occur. Always operate steam cleaning equip-
ment in accordance with the manufacturers recommendations.
Some equipment contains air vents for cooling and venting, such as the vents in the axle
boxes and traction motors. Steam cleaning of such equipment must be performed in a careful
and controlled manner to ensure that the cleaning jet is not directed into such vents. Refer
to Chapter 2.6, Transmission.
Non-Destructive Testing & Inspection C

i
rn
-
Non-Destructive Testing (NDT) is required in many areas of locomotive maintenance anme-
pair. There are many forms of NDT that can be used as an aid to identify cracks, holes, flaws
or other discontinuitiesin components. This section outlines the basic principals of five forms
of NDT: visual inspection, penetrant, ultrasonic, magnetic and radiographic.
Information given in this section is intended as a guide only and is in no way an exhaustive
list of NDT procedures, operation or techniques. All non-destructive testing must be per-
formed by a qualified operator and the resulting data must be interpreted by qualified person-
nel.

-
Visual Inspection
Visual inspection is usually the first form of testing or evaluation performed. Many defects,
cracks and points of corrosion may be quickly discovered through a visual inspection.
Impact or stress damage, flaking, scratches and other conditions may also be apparent dur-
ing a visual inspection. This type of damage is usually specific for each component. The In-
spection and Repair Sections in these Maintenance and Repair volumes give more specific
details of the visual inspections necessary to identify likely damage or faults which may occur
some of components and systems covered in these volumes.
The following information discusses some forms of damage that may be apparent during a
visual inspection.
Corrosion
Corrosion is common on metallic surfaces and can be readily identified through discolour-
ation, scaling and flaking. While certainly indicators of corrosion, these symptoms may be
caused by a means other than corrosion and must not be used solely as confirmation of cor-
rosion. Overheating may appear to be similar to corrosion, both giving a brown colour and
a similar texture.
Overheating
Overheating can appear similar in colour and texture to corrosion. Discolouration from heat
usually appears to fade at the edges, whereas corrosion generally has defined edges of a
more constant colour. Overheating may also result in a bluish colouring, quite distinct from
corrosion that fades towards the edges.
Cracking
Cracks may appear in many surfaces. A crack may appear to run along the surface or to be
coming out from inside the component. In either case, the source of the crack and the extent
of the crack must be evaluated, possibly by use of another NDT technique, to establish the
best course of action regarding the repair or rejection of the cracked component.

Penetrant Testing
Cracks that penetrate the surface of a material may not always be visible to the naked eye.
Dye penetrants can aid in identifying discontinuities in components.
Penetrants must always be used only by qualified personnel, in accordance with equipment
manufacturers recommendations and within the prevailing workshop regulations.
When a penetrant is applied to aclean surface containing acrack, hole or other flaw, the pene-
trant is drawn into the discontinuity through capillary action. When the excess penetrant is
cleaned from the surface, the penetrant within the discontinuity remains visible. If the pene-
trant and the cleaned surface provide sufficient visual contrast, the penetrant can be easily
observed, revealing the discontinuity. Some penetrants may be fluorescent to provide a stark
contrast, others require a specialised ultraviolet or laser light source to highlightthe penetrant
against the material.
Ultrasonic Testing
Ultrasonic testing uses high frequency sound waves to locate discontinuities in a component.
Ultrasonic testing must always be performed by personnelfully qualified in the particular type
of equipment. Testing must be performed in accordance with the equipment manufacturers
recommendations and within the prevailing workshop regulations.
Atypical ultrasonic testing machine displays a graph representing discontinuitiesin a compo-
nent on a Cathode Ray Oscilloscope (CRO). Peaks or spikes in the graph indicatethe severity
of the discontinuity; the bigger the spike, the greater the discontinuity.
When using ultrasonics to test for discontinuities, it is good engineering practice to maintain
accurate records to develop a history of test results. The graph should be approximately &?
same for all items of a particular component type. This information can be used to dev*
a standard for a particular component type. For comparison purposes, reference can the@e
made to the standard to evaluate the condition of an individual component against a k h k n
standard. For example, axles should always produce a similar graph when tested. Each end
of the axle, along with edges and shoulders machined into the axle will appear as spikes on
the CRO. Variations may be an indication of a difference in a particular axle to the standard
axle. Additional spikes, where no shoulder, edge or end exists on the axle, are indicators of
discontinuities in the axle, such as cracks. Such a variation may indicate that a further, or a
more in depth, test is required to fully evaluate the axles condition.
Bombardier Transportation Ltd. Ident. No. Chapter Preface Page 13 I 18

Magnetic Testing
When a discontinuity is present in a material, the magnetic flux within the material changes
greatly as it approaches the discontinuity. This noticeable change in magnetic fluxcan be use-
ful for finding and evaluating flaws and cracks in a material.
Magnetic testing equipment must always be operated by fully qualified personnel in accord-
ance with equipment manufacturers recommendations and within the prevailing workshop
regulations.
Some materials are ferromagnetic (eg. iron, steel, cobalt, nickel) and can be magnetised to
provide a suitable magnetic flux for testing. Other materials, such as aluminium, copper and
some stainless steels are not ferromagnetic and do not possess a magnetic flux suitable for
testing. However, by inducing a current in such materials, a magneticflux is also induced. This
induced magnetic flux can be suitable for testing for discontinuities in the material.
Any item that has been magnetically tested must be demagnetised after the testing pro-
cedure. before re-use in service.
Radiographic Testing
Radiographic, or x-ray, testing involves exposing a component to a radiographic source

(such as x-rays or gamma rays) and measuring the change in the source after it has passed
through the material. Voids, porosity and cracks are shown as a change in radiographic dis-
tribution within the material. The distribution through a discontinuity is noticeably different
than for the surrounding, continuous material.
Radiographic testing equipment must always be operated by fully qualified personnel in ac-
cordance with equipment manufacturers recommendations and strictly within the prevailing
workshop regulations.
Sealant Preparation
Surfaces to be sealed and joined with Sikaflex 221, Sikalastomer 710 or Sikaflex 15LM must
first be prepared in accordance with the sealant manufacturersdirections. If the proper prep-
arations are not performed, the integrity of the sealant can not be guaranteed.
Some sections of this volume require that sealed joins be cut in order that some components
may be removed from the loco. When reinstalling such components, a new seal must also
be achieved. Any traces of the previous seal must be completely removed and the surfaces
prepared accordingly so that a new seal may be achieved.

Indian Railways WAPd Preface
The following table shows the preparations required for particular surface types and finishes
prior to the application of Sikaflex 221.
Painted Surfaces Painted surfaces must be cleaned with Sikacleaner 205.

Bare Metallic Surfaces All unfinished metallic surfaces require three stages of preparation; sur-
facescuffing, cleaning with Sikacleaner205 and priming with Sikaprimer
21OT.
Powder-coated Surfaces Powder-coated surfaces must be cleaned with Sikacleaner 205 and
then primed with Sikaprimer 210T.
Fibreglass Surfaces Fibreglass (GRP or GFRP) must be cleaned with Sikacleaner 205 and
then primed with Sikaprimer 210T. New fibreglass components must be
ground down approximately 0.5 mm on the area to be sealed prior to
cleaning. Gel-coats, waxes and other release agents present on the
surface must be removed, as the sealant will not bond to these coatings.
Surface Preparations
The following table shows the preparation required prior to the application of Sikaflex 221.
Surface Scuffing Using asuitable steel wool pad or equivalent, gently scourthe surface area to be
sealed. Gentle scuffing of the surface enables the sealant to adhere more fully
with the surface.
Cleaning Surfaces to be cleaned with Sikacleaner 205 must first be dry and clean of any
loose paint flakes, oxide's, grease, lubricants, release agents and other conta-
minants. Cleaning with Sikacleaner 205 should be done in two stages. First,
apply Sikacleaner 205 with a clean cloth to the area to be sealed, wiping thor-
oughly. Allow this to dry, then clean area again with aclean cloth, wiping in one
direction only. This is to prevent recontaminating the-area just wiped by wiping
over it again. Allow the cleaner to dry for the recommendedtime before applying
sealant. If thirty minutes is exceeded before the sealant has been applied, IigeYy
reapply Sikacleaner 205 as previously described. -9
Priming Sikaprimer 210T is to be applied over an area already cleaned using ~ i k a c l G r
205, as described previously. Once cleaned, allow to dry for 10 minute-n
apply a thin, even coat of Sikaprimer 210T using a suitable brush. Allow &ry
before applying sealant. If 5 hours is exceeded before sealant has been applied,
lightly sand the surface, remove any dust and prime again.
Sealing All areas to be sealed must first be cleaned and/or primed. Once the sealant has
been applied to the surface to be joined, joining must take place as quickly as
possible to avoid the sealant curing. As a general guide, Sikaflex 221 has a tack-
free time of approximately 50 minutes at 20 "C and 50% relative humidity. This
time is likely to be shorter in increased temperature and/or humidity. Once the
sealant has been applied and the two surfaces joined, clamping must be applied
if no other fixing method is used on the sealed components. Refer to the manu-
facturers documentation for details regarding tack-free times and curing rates.

Water Test
In various chapters throughout these Maintenance and Repair Volumes, a water test is re-
quired after work has been performed. The test is to be performed to ensure the locomotive
is water tight. Any water leaks on the locomotive pose an operational hazard, as the ingress
of water to the locomotive can cause damage to electrical components and corrosion of me-
tallic parts.
The locomotive must be in full operational condition for the water test. All equipment is to be
installed and all sealant curing times observed. All blowers are to be running during the water
test.
Do not spray water directly into breather ports on axle boxes or traction motors, or into roof
vents on the cab or the mushrooms on the machine room roof hatches.
The locomotive should be positioned below a spray gantry, consisting of horizontal top rows
of nozzles, each with two vertical rows of nozzles, one on each side of the locomotive. Each
row of nozzles should be capable of uniformly delivering 500 litres of water per minute at 200
kPa with 90" solid cone nozzle spray patterns. With ail blowers running (traction motor, oil
cooler and machine room blowers, complete with scavenge blowers), the locomotive should
be tested underthe gantryfor a period of 15 minutes. During this period, personnel within the
locomotive cabs and machine room should be inspecting the locomotive for leaks. Typical
areas to inspect would be seals, through bolt holes, areas where equipment passes from the
outside to the inside of the locomotive, and opening with covers/doors and windows.
Tightening Torques
The tightening torques in the following tables only apply to the grade and size of bolt listed,
unless otherwise specified in the procedure described in these volumes, or Volume F,
Suppliers Documentation.
As a general rule, a locking compound, such as Loctite, should be used when assembling
fasteners, except on the bogies. A thread sealing compound should be used on all threads
opening into any compartment of the locomotivestructure, and on all pipefittings. Some com-
pounds and coatings may alter the required tightening torque. Use the compound manufac-
turer's recommendations for modification of the tightening torques to avoid mechanical fail-
ure.
Chapter Preface Page 16 / 18 , Ident. No. Bombardier Transportation Ltd.

Steel Hexagon Head Bolts and Screws

Preface Indian Railways W A P 4
Steel Socket Head Cap Screws
Stainless Steel (304 & 316) Bolts and Screws

="
&
BOMBARDIER
m~ws~o~ranortlnc
1.oo LOCOBody
1.O1 Structure
Volume D l
Loco Body
1.02 Exterior Finish
1.03 Doors & Steps
1.04 Draftgear & Couplers

5
1.05 Windows
6
1.07 WashersNVipers 2r
7-
8
c\l
-3
-,
'v.
1.08 Buffers J
9
1.09 Cable Conduct

10
Indian Railways WAPS Loco Body
Loco Body
For complementary information see following Chapters in Volume D l :
Structure 1.O1
Exterior Finish 1.02
Doors and Steps 1.03

!
Draftgear and Couplers 1.04
Windows 1.05
Horns and Lights 1.06
Wipers and Washers 1.07
Buffers 1.08
Cable Duct 1.09
Bombardier Transportation Ltd. Ident. No. Chapter 1.OO - Page 1 / 2

Loco Body Indian Rallways WAPd
Chapter 1.OO - Page 2 / 2 Ident. No. Bombardier Transportation Ltd.

Revision Date: 12.2001 ;~EHW 411301
Indian Railways WAP-5
1.I Structure
General Notes on Hazards in the Work Area

@ 1MO
WARNING:
HIGH VOLTAGE! DANGER OF ELECTROCUTION. NEVER WORK ON
THE ROOF AREA WHILE THE LOCOMOTIVE IS UNDER A LIVE OVER-
HEAD.
Disconnect the pantograph from the overhead and isolate the overhead when-
ever working on the roof, or with high voltage components.
Group Summary
@.?I20
This chapter contains information on the locomotive body structure, covering the carbody,
machine room, cabs, underframe, roof hatches, cow catcher, jacking points and general
specifications for welding.
I 1
1 Pantograph roof hatch 4 Cab

2 Converter roof hatch 5 Machine room
3 Underframe 6 Cowcatcher
Bombardier Transportation Ltd. Ident. No. Chapter 1 .Ol - Page 1 / 26

Structure Indian Railways WAPd
Functional Description
Carbody
The WAP-5 locomotive carbody is constructed of welded steel components forming an inte-
gral structure. The body structure consists of four major parts; driver's cabs, underframe, ma-
chine room and roof hatches.
High strength, low alloy (HSLA) carbon steel is used extensively for frame work and the outer
panels. The framework and outer panels of the carbody form an integral structure. This prin-
ciple enables loads and forces to be dispersed over a wide area of the structure through the
frames and panels; minimising localised stress and providing uniform strength throughout the
carbody.
The HSlAsteel components of the carbody structure are welded using convention metal-arc
welding and gas-shielded arc welding. Specifications given in this chapter for welding are in-
tended as a guide. All welding repairs on the locomotive must be undertaken by a qualified
welding trades person. Integrity of welding repairs must be checked using a non-destructive
test method.
The car body structure is generally symmetrical side to side and end to end. The symmetry
of the design and common usage of components contributes to the repairability of the car-
body.
The underframe is comprised of box section side sills and transverse members. Vertical fram-
ing is erected on the underframe to provide support for the walls and bulkheads.
A driver's cabin is situated at each end of the carbody, allowing the locomotive to operate in
either direction. Walls betweenthe two cabins form the machine room that houses thetraction
control equipment. A centrally located door way in the rear cabin bulkhead allows access to
the machine room from the cabin.
Removable roof hatches enclose the machine room and allow access for maintenance of
large items. The machine room is sealed and, in operation, pressurised to prevent the ingress
of dust.
Acowcatcher is fitted at each end of the locomotiveto act as an impact barrier, sweeping large
debris from the pathway of the locomotive.
Chapter 1. O l - Page 2 / 26 Ident. No. Bombardier Transportation Ltd.

Indian Railways WAPB Structure
Cab
The driver's cabins provide a comfortable and safe working area for the driver and crew. Each
cab is fully insulated to reduce noise and minimise temperature fluctuations.
Welded box section corner posts form the cab front pillars. These corner posts, along with
the collision posts attached to the headstock provide protection for the cab occupants. Box
section pillars between the underframe and cant rail support the roof, providing doorway pil-
lars. A diagonal brace from the cab door pillar provides additional bracing for the walls.
The side walls and roof are constructed from plate steel. Each end wall has two half height
windscreens and pockets for the hotel sockets, head and marker lights. There are half height
windows and a doorway in each side wall.
A bulkhead closes off the rear of the cab to the machine room. A doorway in the bulkhead
provides access to the machine room. A lockable steel cabinet is situated on the cab side of
the bulkhead and provides a secure storage area within the cab.
A moulded cap made of Glass Fibre Reinforced Plastic (GFRP) covers the roof above each
cab to improve the aerodynamics of the locomotive. The cap is shaped to deflect air around
the roof hatches when the locomotive is travelling at high speeds. The caps are riveted to the
car body and sealed to prevent the entry of moisture.
On the inside of the cab, a gutter below the side windows collects any run offwater. A channel
ducts the run off from the gutter to a drain hole in the forward hand rail alcove. A rubber flap
seals the drain hole.
Machine Room
t,
The machine room walls have a ladder frame construction, covered by. plate steel. The wall*
~
are welded to the underframeand to the cab bulkheads. Apertures are providedfor the b l o w c
system filter panels. The blower systems cool the traction equipment and pressurise the ma-
chine room.
Ventilation ducts in the machine room floor allow the distribution of cooling air within the ma-
chine room.
Dirt, dust and moisturecan have an adverse effect on the equipment within the machine room.
The filter system is designed to prevent dirt & dust entering the sealed machine room. Any
dust and dirt allowed to enter the machine room will remain trapped within once the roof hatch
is reinstalled.
Bombardier Transportation Ltd. [dent. No. Chapter 1.01 - Page 3 / 26

Structure Indian Railways WAPS
Roof Hatches
The area above the machine room is covered by three removable roof hatches. A pantograph
hatch is situated behind each cab. The pantograph hatches themselves are symmetrical and
can be installed at either end. Situated between the two pantograph hatches is the converter
hatch, which must be installed in the correct orientation. Lifting lugs are provided on the roof
hatches for attaching lifting equipment. A removable roof beam is situated at each end of the
converter hatch to provide support and a fixing point. The hatches are sealed around the en-
tire perimeter to prevent the entry of moisture and can be removed to allow access to equip-
ment within the machine room.
The roof hatches are of a ladder type construction, comprised of box section longitudinalrails
and lateral carlines that form the radius of the roof panels. Sheet steel forms the outer panels.
The pantograph hatch has an aperture for the oil cooler filter.
The hatches are secured in position by bolts along the side edges and special clamps on the
ends. The bolts, fitted with seals, are mounted in rubber bushes to allow for movement due
to shifts in the carbody during normal operation and expansions and contractions caused by
variations in temperature. The special clamps are used between the cab end of each panto-
graph hatch and the cab roof, to maintain an even pressure over the seals.
The roof structure is able to support two persons (weighing less than 125 kg. each) standing
within 600 mm of each other.
Each pantograph hatch presently has two "mushrooms" for ventilation. Some locomotives
may have a third, situated between the others. Where fitted, this third "mushroom" is blocked
off and inoperative.
The underframe is the main structural component of the locomotive carbody.
The underframe is a ladder type arrangement comprising continuous longitudinalfabricated

box section side sills and transverse members welded between the side sills. At each end of
the underframe is a headstock. The headstocks are the main transverse structural elements
of the underframe assembly and are the attachment points for the draftgear. Collision posts
are integrated into the headstocks and the cab design to provide protection for the cabin and
its occupants. The side sills are the major longitudinal elements of the underframe.
The transverse members provide lateral stiffness and mounting points for various equipment.
Traction pivot posts attached to transverse members on the underframe provide a point to
transfer the traction and braking forces between the bogie and locomotive carbody.
Chapter 1.O1 - Page 4 / 26 Ident. No. Bombardier Transportation Ltd.

Indian Railways WAPd Structure
Jacking points located on the underframe provide locations for attaching equipment for lifting
of the locomotive. Locomotivejacks and alifting frame are the two methods available for lifting
the locomotive. Details of these pieces of lifting equipment are given in Section Tools and
Special Tools. Procedures for lifting the locomotive are given in Section Removal.
Cow Catcher
A cow catcher is fitted to each end of the locomotive and secured to the headstock. The shape
of the cow catcher prevents largeobjectsfrom being swept under the locomotive. Additionally,
it works as a crash barrier during in minor collisions.
The cow catcher can be removed for maintenance and access to some equipment situated
on the underfrarne.
Technical Data
Locomotive
- Length (overall) 18,162 mm

- Width 3,142 mm
- Locomotive nominal gross weight 80 tonnes
- Nominal gross weight per bogie 14 tonnes
- Nominal gross weight of locomotive with bogies removed 52 tonnes
yc
9f
05
Gauge Limits rn
0.
w
- Carbody height, maximum 4,115 mm
- Carbody width, maximum 3,250 mm
- Carbody width at skirt, maximum 3,050 mm
- Platform height 1,145- 1,170mm
- Conductor wire height 4,850 - 5,800 mm
- Pantograph height, lowered 4,255 mm
- Pantoclra~hwidth 1,790 - 1,810 mm
Bombardier Transportation Ltd. Ident. No. Chapter 1.01 - Page 5 / 26

Structure Indian Railways WAP-5
Welding Equipment
ES4S WELDING WIRE MECHANICAL PROPERTIES
- Type ES4S, Copper Coated

- C (carbon) 0.10%
- P (phosphorous) 0.015%
- Si (silicon) 0.75%
- Mn (magnesium) 1.3%
- Yield strength 390 MPa
- Tensile strength 500 MPa
- Elongation 32%
ARGOSHIELD 51 WELDING GAS PROPERTIES
- C02 (carbon dioxide) 16% f 0.2%

- H (hydrogen) 2.596 f 0
- Ar (argon) 81 5% approximately, remainder
Tolerances and Wear Limits List
Rail guard
- Rail clearance 70 - 90 mm
Chapter 1 .Ol - Page 6 / 26 Ident. No. Bombardier Transportation Ltd.

Indian Railways WAP-5 Structure
A
Tools and Special Tools

@.Ilea
Conventional railway workshop tools are required for the procedures described in this
chapter.
Locomotive lifting equipment, as described below, is required for the locomotive lifting pro-
cedure described in Section Removal.
Locomotive Lifting Frame
The locomotive lifting frame (1) is to be

manufactured in accordance with
Indian Railways drawing SKDL-2670. Two
lifting frames are required for lifting one
Bo Bo locomotive. The lifting frames are ca-
pable of lifting a complete locomotive with
bogies attached. A suitable crane is re-
quired for raising the lifting frames.
Locomotive Jacking Hoists

G
Four locomotive jacking hoists are required q,
for lifting one Bo Bo locomotive. The bogies - 2
-
must be removed from the locomotive prior(\
to lifting with the jacking hoists.
Bombardier Transportation Ltd. Ident. No. Chapter 1. O l - Page 7 / 26

Miscellaneous Materials
i312W
Miscellaneous materials required for maintenance procedures described in this chapter in-
clude:
Welding equipment that complies with the details given in Section Technical Data.
Clean plastic sheeting suitable for covering the roof openings to prevent dirt, debris and
moisture entering the machine room if the roof hatches are to be left off the locomotive
for an extended period.
Clean plastic sheeting suitable for covering the oil cooler opening.
Masking tape is required to secure the plastic sheeting.
Before-Removal Operations
Cow Catcher
There are no before removal operations applicable to the cow catcher.
Roof Hatches
Ensure the locomotive is in a sheltered area before removing any of the roof hatches. Ma-
chine room components must be protected from dust, debris and moisture.
Electrically isolate the locomotive as described in the Preface of this Volume and apply the
parking brakes. Follow all safety procedures as specified in the prevailing regulations and
workshop practices.
Earth the locomotive at the vacuum circuit breaker. Refer to the Preface of this Volume.
Earth the traction converter as described in Chapter 4.1, Traction Converter. Operation of the
key interlocking system is described in Chapter 3.11, Protection Concept of Volume A,
Driver's Manual.
Break the roof line between each pantograph hatch and the converter hatch using the panto-
graph disconnection device by moving the swing arm from the contact springs on the roof
bushing to the contact springs located beside the pantograph pneumatic cylinder. Refer to
Chapter 3.1, Roof Line.
Disconnectthe earthing cables between the pantographand converter hatches,and between
the pantograph hatches and the locomotive body.
Chapter 1 . O l - Page 8 / 26 Ident. No. Bombardier Transportation Ltd.

Set the "Machine Room Lighting" circuit breaker (310.4) to the Off position. The circuit breaker
is situated in SB2. For more information on circuit breakers, refer to Chapter 8.2, MR Control.
PANTOGRAPH HATCH
From inside the machine room, disconnect the scavenge ducting from the filter assembly on
the pantograph hatch as described in Chapter 5.8, Scavenge Blowers.
Isolate the pneumatic supply to the pantographs atthe pneumatic panel (brake frame) in the
machine room. The "PAN1" cock is for the No. 1 End pantograph and the "PAN2" cock is for
the No. 2 End pantograph.
Disconnect the pneumatic line to the pantograph at the quick connect fitting adjacent the ma-
chine room door.
Set the "Oil Cooler Unit" circuit breaker (59.1) to the Off position. Circuit breaker 59.111 for
the No. 1 End is situated in HB1 and circuit breaker 59.112 for the No. 2 End is situated in HB2.
For more information on circuit breakers, refer Chapter 5.2, Auxiliary Converter Control.
Set the ''Traction Motor & Oil Cooler Scavenge" circuit breaker (55.1) to the Off position. Cir-
cuit breaker 55.111 for the No. 1 End is situated in HB1 and circuit breaker 55.112 for the No.
2 End is situated in HB2. For more information on circuit breakers, refer Chapter 5.2, Auxiliary
Converter Control.
Disconnect the electrical connections to the pantograph roof hatch at the harness connec-
tions.
CONVERTER HATCH
From inside the machine room, isolate the pneumatic supply to the vacuum circuit breaker
t%
using isolation cock "JC", adjacent to the key interlocking switch on the brake frame. W
6
Disconnectthe pneumaticfeed to the main circuit breaker at the quick connect fitting near the ('3
Ch
No. 1 End machine room blower. (\I
Disconnectthe highvoltage cable from the high voltage bushing, refer Chapter 3.1, Roof Line.
Disconnect the filter resistor cables from the junction box from the converter hatch ceiling,
refer to Chapter 3.9, Filter.
Disconnect the electrical connections to the pantograph roof hatch at the harness connec-
tions.

--
Removal
Locomotive Liftlng and Jacking
WARNING:
The locomotive must always be raised evenly at all four jacking points.
Damage to the locomotive or underframe can result from improper lifting of
the locomotive.
The locomotive may only be lifted with the bogies attached when carried on
the specified lifting frame. The locomotive must never be lifted by jacks with
the bogies attached.
LOCOMOTIVE LIFTING FRAME

Position locomotive lifting frames (1) over
the locomotive carbody (2), ensuring lifting
lugs (3) are adjacent to jacking points on the
underframe. Swing the lifting lugs (3) under
the jacking points and secure with locating
pins (4). Raise the locomotive evenly, ensur-
ing an equal load is placed on all four lifting
points to avoid damaging the locomotive
frame.
LOCOMOTIVE JACKING HOISTS
WARNING:
Both bogies must be removed from locomotive before fully lifting the loco-
motive with jacking hoists.
Position locomotive with jacking points adjacent to the jacking hoists. Operate the jacking
hoists in accordance with manufacturers recommendations. Raise the lacking hoists slowly,
ensuring each hoist takes an equal portion of the locomotive's total weight, until the locomo-
tive has been raised sufficiently to remove the bogies. Remove bogies from locomotive, as
described in Chapter 2.4, Secondary Suspension. Once the bogies have been removed, the
locomotive may be fully raised or lowered to a suitable working height.
Chapter 1. O l - Page 10 / 26 Ident. No. Bombardier Transportation Ltd.

Pantograph Roof Hatch
Remove the bolts (1) securing the bracket

(2) at the roof centre line between the panto-
graph and converter hatches.
Remove the bracket (2), bolts (1) spring (4)

and plain (3)-washersfrom the roof.
Removethe bolts (I), spring (2) and plain (3)

washers securing the bracket (4) at the roof
centre line between the pantograph roof
hatch and locomotive roof, then remove the
bracket (4).

.-
!
Loosen the bolts (1) along the sides of the
pantograph roof hatch. Remove the bolt (I),
spring (2) and plain (3) washers.
Attach suitable lifting equipment (1) to the

lugs (2) on the pantograph roof hatch (3).
Raise the roof hatch (3) slightly and check to

ensure nothing is entangled or still con-
nected to the roof hatch. Remove any en-
tanglements.
Lift the pantograph roof hatch (3) from the

locomotive.
Cover the oil cooler opening with clean plas-
tic sheeting to prevent the entry of foreign
material into the oil cooler. Secure the cover
with tape.
If the roof hatch is to be left off the locomotive
for an extended period, the roof opening
must be covered with clean plastic sheeting.
Refer to Section Functional Description for
more information regarding keeping the ma-
chine room clean.
Chapter 1.Ol - Page 12 / 26 Ident. No. Bombardier Transportation Ltd.

Indian Railways WAPS
Converter Roof Hatch
Remove the bolts (1) securing the bracket

(2) at the roof centre line between the con-
verter and pantograph hatches.
Remove the bracket (2),bolts (1) spring (3)

and plain (4) washers from the roof.
Loosen the bolts along the sides of the con-

verter roof hatch. Remove the bolt (I),
spring (2) and plain (3) washers. If necess-
ary, press the bush (4) from the roof hatch
using a suitable hydraulic press.
Attach suitable lifting equipment to the lugs

on the converter roof hatch. g
cx3
Raise the roof hatch slightly and check toen- m
O,
sure nothing is entangled or still connected 'c \r
to the roof hatch. Remove any entangle-
ments.
Lift the converter roof hatch from the loco-
motive.
If the roof hatch is to be left off the locomotive
for an extended period, the opening must be
covered with clean plastic sheeting. Refer to
Section Functional Description for more in-
formation regarding keeping the machine
room clean.
Bombardier Transportation Ltd. Ident. No. Chapter 1.Ol - Page 13 / 26

--
Roof Beam
Remove the pantograph roof hatch as previously described.

Remove the converter roof hatch as previously described.
Remove the pantograph and converter hatch seals from the roof beam.
Remove the bolts securing the cable duct to the roof beam.
If necessary, remove the boltssecuring the high voltage cableclamp bracket to the roof beam.
Cut any cable ties securing cables or components to the roof beam
Lower the cable duct away from the roof beam and support using suitable stands.
I 1 Remove the two bolts (I),plate (3) and
spring washers (2) securing each side of the
roof beam to the body side panel.
Ensure nothing is connected to the roof beam and that no cables or alike will foul the roof
beam during removal, then remove the roof beam from the locomotive.
Chapter 1 .Ol - Page 14 / 26 Ident. No. Bombardier Transportation Ltd.

Cow Catcher
Support the cow catcher (5) using lifting

equipment. The cow catcher must be
properly balanced and supported to prevent
it falling during removal.
Raise the equipment slightly to support the
weight.
If necessary, match mark the rail guards (8)
to the cow catcher (5), then remove the
three bolts (9), nuts (6) and washers (7)se-
curing the rail guards (8) to the cow catcher
(5). Removing the rail guards (8) will prevent
them dragging during removal of the cow
catcher (5).
From.behind the cow catcher (5), remove
the bolts (2),washers (3)and nuts (4)secur-
ing the brackets (1) to the underframe.
Ensure the cow catcher (1) is properly sup-

ported, then remove the nineteen bolts (2),
washers (3)and nuts (4) securing the cow
catcher (1) to the headstock.
Lower the cow catcher sufficiently to clear 2
the buffers, then withdraw the cow catcherco
Cr)
from the locomotive. 6-
c<
- --

3EHW 411 302 Revision Date: 12.2001
Structure Indian Railways WAPB
--
Disassembly
%'.%24a
Disassemble components from the roof hatches as required. Refer to the appropriatechapter
in this volume for information regarding the removal of particular components from the roof
hatches.
Inspection and Repair
Locomotive Carbody
Check the condition of the rubber flap that seals the side window drainage hole. If necessary,
remove the retaining screws and flap retainer then replace the flap.
Ensure the gutter below the side sliding window is clean and free of dirt and debris. Check
the drain hole to the door handle alcove is clear of obstructions. Use a piece of wire to clear
any debris.
Check the condition of the secondary suspension mounting points; spring seats, damper
mountings, safety chain lugs and limit stop pads. Rectify any damage or wear.
Roof Hatches
lnspect the condition of the roof hatches. Rectify any wear or damage found.
Repair any chipped or damaged paint on the roof hatches.
lnspect the bushes in the roof hatches. Replace the bushes if worn, cracked or otherwise
damaged.
lnspect the condition of the roof hatch seals. Replace the seals if worn, damaged or torn.
Check the roof hatch seals are correctly positioned on the body side panel. Reposition the
seal if necessary.
Clean the ventilation mushrooms. Remove any foreign material that may have become
lodged within the labyrinth.
Roof Beam
Check the condition of the roof beam. The roof beam must be smooth and without any dam-
age.
Chapter 1.01 - Page 16 / 26 Ident. No. Bombardier Transportation Ltd.

Indian Railways WAPS Structure
lnspect the roof beam for bend or twist.

lnspect the roof beam for evidence of corrosion.
f3ectify any faults found, or replace the roof beam if necessary.
Underfrarne
lnspect the condition of the locomotive underframe. Jacking points, bump stops and all
mounting holes, brackets and flanges must be inspected for wear, cracks, fatigue and dam-
age. If necessary, non-destructive testing may be performed on the underframe. Refer to the
Preface of this Volume for more information regarding non-destructive testing.
Any wear, cracking, fatigue or damage found on the locomotive underframe should be re-
, paired in an appropriate manner.
Waste Disposal
@.I261
Dispose of waste parts, materials and fluids according to the prevailing environmental stan-
dards or workplace practices.
Assembly
e.1210
Assemble components to the roof hatches as required. Refer to the appropriate chapter in
this volume for information regarding the installation of particular components to the roof
(C,
hatches. ln
Q,

-
Installation
Roof Beam
Attach suitable lifting equipment to the roof beam. Raise the roof beam into position on the
locomotive.
Align the bolt holes in the roof beam with the holes in the body side panel.
r lnstall the two bolts (I), plate (3) spring

washers (2) through the roof beam into the
body side panel, then tighten the bolts.
2 -
I
I
Connect the cable duct to the roof beam.

Connect any electrical or pneumatic equipment to the roof beam as required.
lnstall the pantograph and converter hatch seals.
Install the converter roof hatch as previously described.
Install the pantograph roof hatch as previously described.
Chapter 1.Ol - Page 18 / 26 Ident. No. Bombardier Transportation Ltd.

Cow Catcher
Positionthe cow catcher on suitable lifting equipment, such as aforklift. The cow catcher must
be properly balanced and supported to prevent it falling during the procedure.
Position the cow catcher (1) below the locomotive. Align the holes in the flange with those in
the underside edge of the headstock.
Install the bolts (2)through the headstock

and cow catcher flange, then install the
washers (3)and nuts (4).Do not tighten the
nuts (4)until all the bolts (2)have been in-
stalled.
From behind the cow catcher (5),install

bolts (2)through the underframe and cow
catcher brackets (I), then install the
washers (3) and nuts (4). w
V,
a2
Ensure the cow catcher (5)is evenly aligned
c>.
across the front of the locomotive, then ,,(
torque all the nuts to 270 Nm.
If necessary, install the rail guard (8) to the
bottom of the cow catcher (5).Align the
match marks made during disassembly.

Pantograph Roof Hatch
Install the roof beam as described in Roof Beam.
Remove any protective coverings fitted over the pantograph

- . - and oil blower o~ening.
opening
lugs (2) on the pantograph roof hatch (3).
Lifl the pantograph roof hatch (3) into posi-

tion on the locomotive.
lnstall the bolts (I), spring (2) and plain (3)

washers into the pantograph roof hatch
bushes (4).

Revision Date: 12.2001 3EHW 41 1302
Install the bracket (4), bolt (I)spring (2)and

plain (3)washers at the roof centre line be-
tween the pantograph hatch and locomotive
roof.
Install the bracket (2),bolt (1)spring (4)and

plain (3)washers at the roof centre line be-
tween the pantograph roof hatch and con-
verter roof hatch.
Tighten the bolts along the sides of the roof
hatch, then tighten the bolts securing both
the brackets at the roof centre line.
Bombardier Transportation Ltd. Ident. No. Chapter 1.01 - Page 21 1 26

Converter Roof Hatch
If necessary, install the roof beam as described in Roof Beam,

Remove any protective coverings over the converter hatch opening
Attach suitable lifting equipment to the lugs on the converter roof hatch.
spring (2) and plain (3)

converter roof hatch

Installthe bracket (2),bolt (I), spring (4) and

plain (3) washers at the roof centre line be-
tween the converter roof hatch and panto-
graph roof hatch.
Tighten the bolts along the sides of the roof

hatch, then tighten the bolts securing both
the brackets at the roof centre line.
From inside the machine room, connect the
pneumatic and electrical equipment to the
converter roof hatch as required.
After-Installations Operations
Roof Hatches
Connect the roof line between each pantograph hatch and the converter hatch using the pan-% 2
tograph disconnection device by moving the swing arm from the contact springs located be-Q
CX
side the pantograph pneumatic cylinder to the contact springs on the roof bushing. Refer tcp
Connect the earthing cables between the pantograph and converter hatches, and between
the pantograph hatches and the locomotive body.
From inside the machine room, reconnect all pneumatic and electrical connections to the con-
verter and pantograph roof hatches.
PANTOGRAPH HATCH
Reconnect the scavenge ducting to the filter assembly on the pantograph hatch as described
in Chapter 5.8, Scavenge Blowers.
Bombardier Transportation Ltd. Ident. No. Chapter 1.O1 - Page 23 / 26

Open the pneumatic supply to the pantographs at the pneumatic panel (brake frame) in the
machine room. The "PAN1" cock is for the No. 1 End pantograph and the "PAN2" cock is for
the No. 2 End pantograph.
CONVERTER HATCH
Open the pneumatic supply to the vacuum circuit breaker using isolation cock 'JC", adjacent
to the key interlocking switch on the brake frame.
Roof Hatch Seals
After the roof hatches are installed, conduct a water test on the roof hatches, refer to the Pref-
ace of this Volume. Ensure the seals prevent the ingress of water. Rectify any faults found.
Rail Guard Height
Measure and note the distance between the bottom edge of the rail guards and rail,
If the dimension is not within the range described in Section Tolerances and Wear Limits, ad-
just the height of the rail guard as described in Section Adjustment.

Adjustments
Rail Guard
Loosen the three bolts (1) sufficiently to

allow restricted movement of the guards (2).
Move the guards (2) to the correct rail clear-

ance height.
Check the guards (2) are aligned with the

rails.
Tighten the three bolts (1).

-

Indian Railways WAPd Exterior Finish
1.2 Exterior Finish

w.1140
WARIVING:
Paints, primers and thinners contain hazardous chemicals. Care must be
taken to follow the manufacturers directions.
Group Summary
w.1120
Information in this chapter covers the locomotive exterior finishes; surface coatings, primer
and top-coat paints, decals, signage and paint-outs.
w.1140
The locomotive is protected by a two-pack polyurethane paint over an epoxy primer. This
combination of surface finishes ensures full protection against corrosion.
The paint-out patterns are designed to enhance the aesthetics and visibility of the locomo-
tive. Decals are applied to the locomotive for identification and notification purposes.
. a
The paint-out pattern, decal and signage locations are shown in Section Technical Data. ,I h
03

Exterior Finish Indian Railways WAP-5
-
Technical Data
C?tlW
Surface Coatings
Wattyl Poly-U 400 Paint
- Manufacturer Wattyl-Sigma, Australia

- Finish type Two-Pack Polyurethane
- Solids by volume 49%
- Coverage 20 m2/litre @ 250 micron coat
- Drying time 2-3 hours @ 15 "C
- Finish type High Gloss
- Heat resistance 80 "C
- Application temperature > 1O0C
- Spraying pressure 275 - 415 kPa
- Spray nozzle orifice 0.33 rnm
- Thinning, spray painting Wattyl L707 Thinner. 20-25%
- Shelf life 12 months
- Touch dry 2-3 hours
- Recoat after 16 hours
- Fully cured 7 days
- Coat thickness 60 microns (dry)
- Primer material Sigmacover CM primer
- Coats applied 2

Indian Railways WAPS Exterior Finish
Wattyl Sigmacover CM Primer
- Manufacturer Wattyl-Sigma, Australia

- Finish type Two-Pack Epoxy Primer
- Solids content 61%
- Coverage 18 m2/litre @ 150 micron coat
- Spraying pressure 300-400 kPa
- Spray nozzle orifice 1.6 - 3.1 75 mm
- Thinning, spray painting Wattyl Thinner 91 -92,lO-15%
- Shelf life 12 months
- Coat thickness 150 microns (dry)
- Pot life 6.0 hours @ 20 "C
- Coats applied 2

- -
Paint Scheme
- 1
ABB Grey, RAL 7001

I
1
- 2
. i
Red Orange, FUL 2001
B!ackGrey, RALiO2l
1 2 0 0 5
Front of buffers and couplers unpainted, coat with grease.

Indian Railways WAP-5 Exterior Finish
Signage and Decals
- Typeface Linotype Univers 57

- Material Control TAG Series 180
INDIAN RAILWAYS
?rrr*s ta
-rn I
-0102006
* Indian Railways painted in black on the locomotive side between 3 corrugations. From the
No. 1 End, the signage is in English on the right hand side and in Hindi on the left hand side.
Use ABB template IA171-00003 for English and ABB template IAl71-00004 for Hindi.
The series numbers below the front windows and belowthe side windows vary with each loco-
motive.


c:.lim
There are no specific wear limits or tolerances applicable to surface coatings, decals or paint-
outs. The longevity of the surface coatings and decals depends upon their position on the
locomotive and environmental factors. Paint and signage at the front of the locomotive and
on the bogies is likely to wear fasterthan the side of the locomotive. In any case, the exposure,
maintenance and treatment will vary between locomotives. It is important that damage to the
surface finishes be repaired as soon as possible to prevent oxidation of the locomotive.
All paint chips that penetrate the primer coats must be repaired. Cracked, crazing or flaking
paint, even in the top coat, must be repaired.
To maintain its appearance, the locomotive should be recovered with a new top coat when
the paint shows signs of fading.
Decals and painted signage contain important information and should be replaced or re-
painted to maintain visibility.

&).I180
Normal refinishing shop equipment is required for application of surface coatings described
in this chapter. Protective equipment, such as gloves, particle respirators, ventilators and
positive pressure environment suits may be required when working with paints, primers, sol-
vents and dust generated when sanding. Refer to manufacturers instructions before using
paints or solvents.
Templates IAl41-00003 and IA141-00004 are required for signage on locomotive flanks.
Miscellaneous Material
@.izm
In addition to normal refinishing shop materials, such as clean lint free rags, masking covers,
rust preventative preparation and alike, plastic plugsand tubing are required to seal apertures
and cover threads. Emery paper, 400 grit, is required to roughen paint. Cleaning solvent such
as white spirit or trichloroethane is required for surface preparation and cleaning. Other ma-
terials may be required for painting as specified by the paint manufacturer.

-
Before Removal Operations
e.?m
Clean the locomotivethoroughly, removingall traces of dirt, dust, oil, grease or other contami-
nates from the surface.
Unless removed thoroughly, residual debris may contaminate wet paint, reducing the quality
of the refinishing.
Mask any areas which do not require painting.
Removal
Surface Coatings
WARNING:
Wear a suitable dust mask and goggles whenever using power sanding or
blast cleaning equipment. Ensure all equipment is operated in accordance
with equipment manufacturers directions and that all safety precautions are
followed.
The surface coatings can be removed either by blast cleaning or power sanding equipment.
Ensure all loose and flaking paint is removed and all traces of oxidation (rust) have been re-
moved. Removal of old paint is described in Section Inspection and Repair.
Decals
w
CO
Self adhesive vinyl decals can be removed with the aid of heated air directed onto the surface?
of the decal, then scraped from the surface using a suitable tool. OI
(U
Disassembly
@.I240
Disassemble components from the locomotive as required to facilitate painting. Refer to the
appropriate chapter in this manual for the relevant procedure.

Exterior Finish Indian Railways WAPS
Surface Finishes
The locomotive is coated with a two-pack polyurethanepaint over an epoxy primer. This com-
bination of surface finishes ensures full protection against corrosion.
A top coat of Wattyl Poly-U 400 is applied over two coats of Wattyl Sigmacover CM primer
to protect the steel against corrosion. The locomotive must be refinished to the same specifi-
cation to maintain corrosion resistance.
Always observe the warnings when handling or applying surface finishes.
WARNING:
Epoxy and polyurethane paints, and their solvents can be harmful. Products
of these types are FLAMMABLE. Wear protective clothing; including a P3
type particle respirator and impervious gloves. Always follow the precautions
and directions of the manufacturer.
Surface Preparation
Repair any damage or corrosion found on the locomotive. If necessary, apply a corrosion inhi-
bitor to prevent the spread of corrosion.
Plug all threaded holes and cover exposed threads to prevent the contamination with debris
or paint.
Remove any sharp edges, corners and burrs from the material.
Remove any weld slag and spatter.
Where the surface is not being blast cleaned, remove all loose or flaking paint. Roughen the
existing paint using 400 grit emery paper.
Mask any areas not being painted.
Remove all foreign material, dirt, grease or other debris, then wipe the surface with solvent
and a clean, lint-free cloth. Dry the surface with another clean, dry, lint free cloth.
Remove all surface contaminates; grease, grime and oil processing residue using a suitable
solvent.

Blast Cleaning
Cover any area not being cleaned to prevent pitting the surface.
To prevent damage to the threads and a build up of abrasive material, cover any exposed
threads and plug all threaded holes using suitable tape or plastic plugs.
Blast the surface clean to Class 2 standard, Near White Metal Blast Cleaning. Remove
all mill scale, oxidation and foreign particles from the surface. The finished surface should be
pitted to 125 microns deep, but need not have a consistent colour.
Clean the surface, remove debris, grit and foreign material.
Priming
Prime the surface with Wattyl Sigmacover CM primer, or equivalent,

Mix, in a clean container, sufficient quantity of primer for the application. Mix the proportions
according to the manufacturer's recommendations.
Thin the mixture according to the application and manufacturer's recommendations.
NOTE:
Epoxy primers are not suited to application in temperatures below 4 "C.
Apply the first coat of primer, approximately 250 microns thick when wet, and allowto dry ac-
cording to the manufacturer's directions.
Apply a second coat of primer, approximately 250 microns thick when wet, and allow to dry.
(3
Top Coat co
cg
m
h
Coat the surface with Wattyl Poly U-400 paint, or equivalent. C\r
Mix, in a clean container, sufficient quantity of paint for the application. Mix the proportions
according to the manufacturer's recommendations.
Stir thoroughly using a flat stirrer until a uniform consistency is achieved, then allow the mix-
ture to stand as specified by the manufacturer.
Thin the mixture according to the application and the manufacturer's recommendations.
NOTE:
Premature setting may occur if freshly catalysed Polyurethane paint is added to
paint that has been mixed for longer than 20 minutes.

Exterior Finish lndlan Rallways WAPd
Apply a coat of finish, 65 microns thick (wet), to the entire surface, according to the manufac-
turer's recommendations.
Allow the first coat to dry according to the manufacturer's specification, then apply a second
coat in the same manner.
Waste Disposal
o.rm
Dispose of waste parts and materials according to the prevailing environmental standards or
workplace practices. Paints and solvents are toxic and must be disposed of properly accord-
ing to the manufacturer's instructions.
Assembly
@.I270
After refinishing the locomotive to specification, reassemble components as required, refer-

ring to the appropriate chapter in this manual for the relevant procedure.
Installation
3.1m
Decals are to be installed, where necessary, in the locations shown in Section Technical Data.
Care should be taken during the installation of decals to ensure they are correctly and
squarely placed on the locomotive.
c;.i290
After refinishing any part of the locomotive, when the paint is dry, remove any masking and
clean the vehicle. Inspect the paint and decals for defects and rectify any faults found.
Adjustments
W.1310
No adjustments are necessary for refinishing the locomotive. However, any components re-
moved and reinstalled during the procedure must be adjusted, where applicable, as de-
scribed in the appropriate chapter.

Indian Railways WAP-5 Doors and Steps
1.3 Doors and Steps
Group'Summary
e ttm
This chapter contains information on the cab doors which consist of; the cab side door assern-
blies and the tread plates in the door sill.

Doors and Steps Indian Railways WAPS
-.
Doors
Door panel assembly Nylon catch

Door catch Striker plate
Door catch clamp Shim
Packer Plate
Catch retainer -
Tread plate inner
Shim Grab rail assembly
Plate Door seal
Bracket assembly -
Tread plate outer

@.I140
Cab doors are provided for securing access to the cabs. Two handles are provided on the
outside of the door for opening the door, with the lower handle being lockable. Asingle interior
handle assembly latches on a striker plate to hold the door closed. A nylon catch is provided
to secure the door in the closed position from inside the cab. Glass windows are enclosed in
the cab doors.
Technical Data
Door Assembly
- Weight, door assembly 45.0 kg

- Height 1,807 mm
- Width 640 mm
Tolerances and Wear Liinits List

e.1170
- Door to frame clearance 5 mm (nominal)

- Door seal, compressed thickness 15 mm (nominal)

e 1180
Normal workshop equipment is required for the procedures described in this chapter. -
Bombardier Transportation Ltd. Ident. No. Chapter 1.03 - Page 3 / 16 '

3EHW 411304 Revision Date: 12.2001 ,
'J.
Doors and Steps Indian Rallways WAP-5
0.1200
Miscellaneous materials required for the procedures described in this chapter include:
Loctite 222
Loctite 76756
Sikaflex 221
Sikalalastomer 710
Wedges or alike, suitable for fitting doors.
Self adhesive, anti slip surfacing.
@.I220
There are no before removal operations applicable to the cab doors.
Chapter 1.03 - Page 4 1 16 Ident. No. Bombardier Transportation Ltd.

Indian Railways WAPd D o o r s and Steps
Removal
@.I230
Cab Door
Unlatch the door (1)
Chock the door (1) in position using suitable

wedges (2).
Loosen the screws (3) in all three hinges (4)
at the door pillar.
Remove the screws (3) starting at the bot-
tom hinge (4).
With the aid of an assistant, lift the door from
the door opening. Remove the door from the
cab.

Doors and Steps Indian Railways WAP-5
Tread Plates
Unscrew the countersunk screws (3, 4) se-

I curing the outer tread plate (1) to the door
sill.
Unscrew the countersunk screws (5, 6 ) se-
curing the inner tread plate (2) to the door
sill. It may be necessary to remove the anti
slip strip (7) from the inner tread plate (2) in
order to remove some of the counter sunk
screws (5).
Remove the inner (2) and outer (1) tread

plates from the door sill. The tread plates (1,
2) are sealed to the door sill with sealant. It
may be necessary to prise the tread plates
up slightly at one edge and cut the sealant
using a sharp knife. Take care to ensure the
tread plates are not bent, twisted or other-
wise damaged during removal.
Clean the drainage channels and inspect
the tread plate as described in Section In-
spection and Repair.

Indian Railways WAPB Doors and Steps
Grab Rail
Loosen and remove the two socket head

cap screws (2) and spring washers securing
each end of the grab rail (1) in place.
Remove the shim plate (3) from the upper

grab rail mounting as the grab rail (1) is re-
moved from the locomotive body.

-
Disassembly
Doors
Disassembly of the cab doors is described in Chapter 3, Doors & Steps of Volume F1,
Door Latch
Remove the screws (3) securing the latch
plate (4), then separate the latch plate (4)
from the nylon block (1).
Remove the fixing plate (2) from the outside
of the door. The plate (2) is sealed to the
door, it may be necessary to cut the sealant
to remove the plate (2).
Remove the screw from the top of the nylon
block (I), then remove the block (1) from the
door.
Remove the bolt (9), washer (7) and spring
0103104n washer (8) and latch (5)from the door frame.
A nylon washer (6) is situated behind the
latch (5).

Cab Doors
lnspect the condition of the door seals. Ensure there are no cracks, tears or other signs of
damage in the door seals. If necessary, replace the door seals.
Check the operation of the door handles and locks. Rectify any faults found.
Check the door hinges for excessive wear. Replace the hinges, if necessary.
lnspect the condition of the glass window in the cab door. If necessary, replace the glass win-
dow.
Information regarding the cab doors is described in Chapter 3, Doors & Steps of Volume F1,
Repair any damaged, flaking or chipped paint. Refer to Chapter 1.2, Exterior Finish.
Tread Plates
lnspect the inner and outer tread plates. Ensure the tread plates are not bent, twisted, cor-
roded or otherwise damaged. Replace the tread plates if necessary.
Clear the door sill drainage channels of any obstructions.
Check the door sill for the formation of oxidation. Rectify any faults found.
Grab Rails %GI

1-
$0
lnspect the condition of the grab rails. Ensure the grab rails are not bent, twisted or otherwism
damaged. Rectify any faults found. m
Q- ,
lnspect the surface coatings of the grab rails. Refinish the painting on the grab rails if surface
finish is worn, or otherwise damaged. Refer to Chapter 1.2, Exterior Finish.

Door Latch
Inspect the door latch parts for wear or damage.
Check the latch and plate for wear at the contact surfaces.
Check the condition of the nylon block.
Replace any worn or damaged parts.
Waste Disposal
Q.1260

Indian Railways WAPQ Doors and Steps
Assembly
CZ.1270
Cab Doors
Assembly of the cab doors is described in Chapter 3, Doors &Steps of Volume F1, Suppliers
Documentation
Door Latch
Place the spring and washers (8, 7) on the

bolt (9).
Place the latch (5) on the bolt (9).
Install the nylon washer (6) on the bolt (9).
Apply Loctite 76756 to the thread of the bolt

(9).
Install the latch assembly onto the door
frame.
. .
Secure the bolt (9), but do not overtighten.

The latch (5) must swing freely.
Position the nylon block (1) on the door with
the two holes towards the bottom, then in-
stall the top screw finger tight.
Apply a continuous bead of Sikaflex 221 to

the fixing plate (2), then install ihe plate (2)
0
into the door. Ensure all surfaces have been rc)
correctly prepared prior to application of the
sealant, as described in the Preface of this
Volume.
Position the latch plate (4) on the nylon block
(I), then install the screw (3). Tighten the
screws (3).
Smooth the sealant around the plate (2),
clean-up any excess sealant.

Doors and Steps Indian Railways WAPd
Installation
Cab Doors
With theaid of anassistant, positionthedoor

within the cab.
Stand the door upright with the window to-

wards the top and the door hinges facing in-
side the cab.
Lifl the door ( 1 ) into the door opening. Posi-
tion suitable wedges (2) at the top bottom
and sides of the door (1) to centralise it
within the opening.
Apply Loctite 222 to the threads of the
screws, then install two screws in the top
and bottom hinge, then tighten the screws to
hold the door in position.
Align the door so that the gap between the
door and opening is even around the entire
perimeter. The gap dimension is given in
Section Tolerances and Wear Limits List.
Tighten the screws in the hinges.

Apply Loctite 222 to the threads of the
screws, then install and tighten the remain-
ing screws.
Check the operation of the door. Ensure it
latches securely.

Tread Plates
Clean any remaining sealant from the door

opening using a suitable scraper.
Wipe the area using a dry, clean, lint-free

cloth.
Apply a continuous bead of Sikalastomer

710 to the underside surfaces of the outer
tread plate (1) where it contactsthe door sill.
Ensure all surfaces have been correctly pre-
pared prior to application of the sealant, as
described in the Preface of this Volume.
Position the outer tread plate (1) on the door sill. Ensure the vertical face of the outer tread
plate (1) is aligned with the vertical face of the door frame, as indicated by line (X).
Apply a continuous bead of Sikalastomer 710 to the undersideof the inner tread plate (2), then
position the inner tread plate (2) adjacent to the outertread plate (1). Ensure all surfaces have
been correctly prepared prior to application of the sealant, as described in the Preface of this
Volume.
Apply Loctite 222 to the threads and under the heads of the screws (4, 5). Install the screws
(4, 5) through the tread plates (1, 2) and into the door sill and tighten all screws.

Clean away any excess sealant. Ensure the sealant does not obstruct the drain holes in the
outer tread plate (1).
Apply a continuous bead of Sikaflex 221 to the dotted area, then smooth off Sikaflex until it
is level with the tread plates (1, 2). The areas at each end of the tread plates and the area
between the tread plates must be filled with Sikaflex 221. The countersunk heads of the
screws (5) must also be filled with Sikaflex 221, then smoothed flat, to prevent holes appear-
ing in the anti slip strip. Ensure all surfaces have been correctly prepared prior to application
of the sealant, as described in the Preface of this Volume.
Apply Loctite 222 to the threads of the screws, then install the screws (6) through the inner
tread plate into the cab floor and tighten.
Apply Loctite 222 to the threads of the screws, then install the screws (3) into the outer tread
plate and tighten.
Clean away any excess sealant.
Grab Rails
Install the grab rail (1) in place in the locomo-

tive body with the shim plate (3) on the upper
mounting plate.
-Apply Loctite 222 to the threads of the
screws, then insert the socket head cap
screws (2) with spring washers through the
grab rail (1) upper and lower mounting
plates and tighten screws (2).

Indian Railways WAPd Doors and Steps
@.I290
Check the compression of the door seal. The door seal should be compressed to a height of
15 mm around the entire perimeter of the door. If the door seal compression is incorrect or
inconsistent, adjust the door seal compression as described in Section Adjustments.
Water test the locomotive and ensure the cab door seals provide a water tight seal, refer to
the Preface of this Volume. Rectify any faults found.
Check the condition of the anti slip strips on the tread plates. If necessary, peel off theold strips
and replace with new anti slip material.
Adjustments
Door Seal Compression
Incorrect door seal compression is rectified by adding, or removing, shim plates between the
door hinges and the door frame on one side, and between the striker plate and the door frame
on the other side.
If the door seal compression is too great or too small, adding or removing shims to both the
hinges and the striker plate will reduce or increase the door seal compression respectively.
Uneven compression of the door seal on one side can be rectified by adding, or removing,
shim plates from either the door hinges or the striker plate.
Cab Door Position

. .
,-:.I
Adjusting the cab doors horizontal or vertical position should only be done under extreme
cumstances. To change the horizontal or vertical mounted position of the cab door, the dG7;p
a.*
must first be measured in the mounted position to determine the exact amount of vertical and
horizontal movement required. Once this has been determined, the door is then removed.
The old hinge screw locations are then welded in and ground flush, and new hinge mounting
holes are drilled and tapped in a location suitable to give the door the desired horizontal and
vertical position.
Bombardier Transportation Ltd. ldent. No. Chapter 1.03 - Page 15 / 16

Doors and Steps Indian Railways WAPd

Indian RailwaysWAPd Draftgear and Couplers
1.4 Draftgear and Couplers
Group Summary
@.I120
This chapter contains information regarding the draftgear which consist of; coupler, draftgear
and uncoupler handles fitted to the headstocks at each end of the locomotive.
-- ~~ ~~

Draftgear and Couplers Indian Railways WAP-5
Draftgear and coupler Hex nut Nyloc

Coupler Spring washer
Hex bolt Hex bolt
Striker block Inner uncoupler bracket
Spring washer Outer uncoupler bracket
Hex nut Nyloc Short operating rod
Draftgear Long operating rod
Hex bolt R-clip
Hex bolt Yoke pin
Striker block wear plate Draftgear support plate
Yoke pin support plate
-
Indian Railways WAP4 Draftgear and Couplers
@.11W
Also refer to BESCO's technical documentation.The draftgear and couplers are used to con-
nect the locomotive to the trainset. The draftgear is secured to the headstock on the under-
frame and houses the knuckle coupler. The draftgear is installed compressed into a pocket
in the underframe. Once in position, retaining pins are removed and the draftgear expands
into the pocket for a secure fit. The draftgear absorbs buffing and shunting forces during oper-
ation of the locomotive.
The coupler pivots in the draftgear on a yoke pin which is held in position by a plate. A striker
block prevents damage to the draftgear and locomotive by limiting the couplers range of
movement. The striker block provides additional vertical support for the coupler.
Rods and levers act as uncoupler handles to release the coupler. The handles are designed
to allow release of the couplers from the side of the locomotive.
Technical Data
Draftgear and Coupler
- Manufacturer BESCO, India

- Coupler t v ~ e Knuckle
Coupler
- Weight 178.2 kg
Yoke Pin
- Weight 15.5 kg
- Pin diameter 88.9 mm

-- -
Draftgear
- Weight 99.88 kg
- Knuckle weight 36.97 kg

@.1170
Refer to BESCO's technical documentation.

@.lIW
In addition to conventional railways workshop tools and equipment, lifting equipment and
safety stands are required for the procedures described in this chapter.
0 12m
The procedures described in this chapter require multi-purpose grease.
0.1220
Steam clean the draftgear, underframe in draftgear region, coupler, uncoupling handles, and
surrounding area, remove all traces of dirt, debris and build-up of grease. Refer to Steam
Cleaning in the Preface of this Volume.
Damage to the components can result from improper applicationof the steam cleaning equip-
ment. Do not direct the spray stream into the axle box drain holes or into the traction motor
ventilation openings.

Indian Railways WAPd Draftgear and Couplers
Removal
rz.1230
WARNING:
The draftgear and couplers are heavy. Use suitable lifting equipment and
handle with care to avoid personal injury or damage.
Uncoupler Handles
LONG OPERATING ROD

Remove the R-clip (1) from the inner un-
coupler bracket (2).
Lift the short rod (4) out of the bracket (2).
Disconnect the long operating rod (5) from
the coupler lock lift (6).
Manipulatethe long operating rod (5) off the
short operating rod (4).

Draflgear and Couplers Indian Railways WAPS
SHORT OPERATING ROD

Slide the short operating rod (7) from the
outer uncoupler bracket (6).
Remove the bolts (3), washers (4), nuts (5)

securing the outer uncoupler bracket (6) to
the headstock.
Remove the outer uncoupler bracket (6)
from the locomotive.
Remove the bolts (3) securing the inner un-

coupler bracket (2) to the headstock, then
remove the bracket (2).
Coupler
Remove the uncoupler handles as previously described.

Disconnect the long operating rod from the coupler as described in Section Disassembly,
Long Operating Rod.
Attach suitable lifting equipment to the coupler.
Raise the lifting equipment slightly to support the weight.

Indian Railways WAPQ Draftgear and Couplers
,a
Position a stand below the yoke support plate (2) at the joint where the coupler pivots in the. o
draftgear (3). 0-
(W
Remove the four lock nuts (7) and washers (6) securing the yoke pin support plate (2).
NOTE:
The coupler will move when the yoke pin is withdrawn. It is important to ensure
the coupler is properly supported.
Remove the yoke support plate (2), then withdraw the yoke pin (5) from the draftgear (3).

Draftgear and Couplers Indian Railways WAPS
Withdraw the coupler (2) from the draftgear

until it is clear of the striker block (1).
Move the coupler (1) to a suitable location.

Inspect the condition of the coupler (1) as
described in Section Inspection and Repair.

Indian Railways WAPB Draftgear and Couplers
Striker Block
Remove the coupler as previously described.

Support the striker block (1) using a safety
stand.
From behind the headstock, loosen the

three lock nuts (1) on each side of the striker
block. Remove locknuts and washers be-
hind the headstock.
Irc
irs;,
Ensure the striker block (1) is properly sup-
0
ported, then remove the bolts (2) securing a,
the striker block (1) to the headstock (3). 4tu
NOTE:
Use care when removing the
striker block to avoid damaging
the adjacent pipe unions.
Remove the striker block (1) from the heads-

tock (3).

-
Draftgear
Remove the coupler as previously described.

The draftgear is spring fit into the draftgear pocket on the locomotive underframe. The draft-
gear must be compressed and secured with locking plates during removal and installation.
Disassembly
0.1240
Coupler

e.1m
Check the condition of the R-clip and replace if damaged or rusty.
Inspect the striker block wear plate. Remove and replace the wear plate, if necessary.
Waste Disposal
U 1m
workplace practices.
Assembly
9.1270
Coupler
Chapter 1.04 - Page 10 / 16 Ident. NO. Bombardier Transportation Ltd,

Indian Railways WAP-5 Draftgear and Couplers
Installation
@.I280
WARNlNG:
The draftgear and couplersare heavy. Use suitable lifting equipment and
handle with care to avoid personal injury or damage.
Draftgear
The draftgear is spring fit into the draftgear pocket on the locomotive underframe. The draft-
gear must be compressed and secured with locking plates during removal and installation.

Draftgear and Couplers Indian Railways WAPd
Striker Block
NOTE:
Use care not to damage the adjac-
ent pipe unions when installing the
striker block.
Position the striker block assembly (1) on

the headstock (3). Support the block using
safety stands.
Align the holes in the striker block (1) with

those in the headstock (3).
Install the bolts (2) through the block (1) and
headstock (3).

Coupler
If necessary, install the draftgear as previ-

ously described.
If necessary, install the striker block as previ-

ously described.
The coupler (2) is installed with the knuckle

pin on the assistant's side of the locomotive.
Adjust the orientation of the coupler (2) as
necessary, then attach suitable lifting equip-
ment to the coupler (2).
Position the coupler (2) in front of the striker
block (1).
Check the coupler (2) is oriented correctly,
insert the coupler (2) through the aperture in
the striker block (1) and into the draftgear
yoke.

NOTE:
It may be necessary to have an assistant guide the coupler (1) into the yoke (3).
Align the yoke pin hole in the coupler (1)with the yoke in the draftgear (3).Position suitable
supports to maintain the position of the two components.
Insertthe yoke pin (5) through the yoke pin holein thedraftgear (3)and the coupler (1). Install
the yoke pin support plate (2)on the headstock.
Position a stand below the yoke pin support plate (2).
Install the bolts (4)through the headstock and yoke pin support plate (2).
Apply a light film of grease to the bolt threads.
Install the washers (6) and lock nuts (7) and torque to 576 Nrn.
Connect the long operating rod to the coupler (I),or install the handles, as required, as de-
scribed in Uncoupler Handles in this Section.
~ -
Uncoupler Handles
-
Install the ciupler, if necessary, as previously described.
SHORT OPERATING ROD

Position the inner uncoupler bracket (8) on
the headstock with the rod seat outboard.
Align the holes and install the bolts (3)

through the bracket (8) and headstock.
From behind the headstock, install the

spring washers (4) and lock nuts (5) on the
bolts (3). Tighten the nuts.
Slide the outer uncoupler bracket (6) onto

the short operating rod (7) with the bush to-
wards the long handle.
Position the outer uncoupler bracket (6) and

rod assembly on the headstock.
Align the holes and install the bolts (3)
through the bracket and headstock.
From behind the headstock, install the
spring washers (4) and lock nuts (5) on the
bolts (3). Tighten the nuts.

Draftgear and Couplers Indian Railways WAPd
LONG OPERATING ROD

Lift the short operating rod (4) from the inner
uncoupler bracket (2), if necessary.
Manipulate the long operating rod (5) into
the short operating rod (4) with the hook of
the long rod eye facing downwards.
Connect the long operating rod (5) to the

coupler lock lift lever (6).
Place the short operating rod (4) into the
inner uncoupler bracket (2).
Installthe R-clip (1) into the inner uncoupler
bracket (2).
Adjust the uncoupling clevis on the coupler
and test the operation of the uncoupler.
After-Installation Operations
0.lno
Repair any chipped or damaged paint, refer to Chapter 1.2, Exterior Finish. Ensure all un-
painted surfaces are coated with grease to prevent oxidation.
Adjustments
&#I310
Test the operation of the uncouplers, adjust the uncoupling clevis if necessary.

Indian Railways WAPS Windows
1.5 Windows
Group Summary
@.1120
This chapter contains information on the cab windscreen and side window which consist of;
front windscreens, windscreen guard grilles and side windows.
Windscreen Guard Grille
1 Windscreen guard grille right 3 Bolt

2 Windscreen guard grille left

Windows Indian Railways WAPS
Windscreen
1 Windscreen 4 Mounting bar

2 Windscreen assembly 5 Windscreen frame
3 Windscreen seals

Side Windows
NOTE:
This illustration shows the side window assembly of the driver's side.
1 Sliding window 8 Sliding window seals
2 Window dam 9 Sliding window channel seal
C\r
3 Sliding window water seal, upper 10 Sliding window water seal, lower w
4 Sliding window frame 11 Sliding window catch CQ
5 Side window frame 12 Splash shield retainer c9
,o-.
6 Quarter window 13 Splash shield I d
7 Quarter window seals 14 Splash shield seal

Windows Indian Railways WAP-5
:/ll40
The locomotive is fitted with two rectangular windscreens in the end of each cab to provide
protection for cab occupants from external conditions. Guard grilles are fitted ahead of the
windscreens to prevent large objects from striking the windscreens.
Side windows are located on each cab side wall ahead of the doorway to provide peripheral
vision from the locomotive. Each window has afixed triangular portion, and a sliding rectangu-
lar window which may be opened to provide additional ventilation.
When closed, seals around the perimeter minimise the entry of water, dust and other debris.
Excess water is caught by a gutter inside the cab, below the window. A channel ducts water
from the gutter to a drain hole in the forward hand rail alcove. A rubber flap seals the drain
hole.
Technical Data
v.1im
- Windscreen glass thickness 10.76 mm

- Windscreen glass type laminated, clear to AS2080
- Side quarter window glass thickness 6.0 rnm
- Side quarter window glass type toughened, clear
- Side sliding window glass thickness 6.38 mm
- Side sliding window glass type laminated, clear

@.1110
The windscreen and side windows must always be in good order. The glass should be re-
placed when cracked or damaged, or if chipping or pitting impedes visibility.
The sealing rubbers for the side sliding window should be replaced if worn or damaged.

Indian Railways WAP-5 Windows

@iIW
In addition to conventional workshop equipment, support props with suction pads are re-
quired for maintenance procedures described in this chapter.
Bead roller or hammer and chock are required for installation of glass panes as described in
Chapter 3, Doors and Steps of Volume F1, Suppliers Documentation.
@.12W
Masking tape
Sikaflex 15LM sealant
Loctite 222
Suitable glass cleaning solution
Clean dry lint free cloth.
63.lno
WARNING:
Wear suitable gloves when handling glass to prevent personal injury
Before any maintenance procedures described in this chapter are carried out, ensure any ,i13
broken or damaged glass is carefully removed and disposed of properly. rn
ag
0
0-
Windscreens u
Remove the wiper arm assembly as described in Chapter 1.7, WashersWipers.
Side Windows
Remove the windscreen washer reservoir as described in Chapter 1.7, WashersWipers to

allow removal of the assistant driver's side window.
To remove the driver's side window, first remove the cover panels from the desk, below the
direct air brake handle. Plot the location of thescrews using the assistant driver's side window

as a template, then cut suitable holes to access the screws using a hole saw. Take care not
to damage the adjacent pneumatic piping.
Removal
0.1m
NOTE:
Replacement of the windscreen and side window glasses is described in Chapter
3, Doors and Steps of Volume F1, Suppliers Documentation
Open and remove the windscreen guard

grille (1) as described in Chapter 4, Vehicle
Operation of Volume A, Driver's Manual.
Inspect the grille (1) as described in Section
Inspection and Repair.

Indian Railways WAPd Windows
Windscreen
Apply masking tape to hold the windscreen mounting bar (4) to the inside of the cab wall,
From outside the cab, unscrew the thirty screws (1) around the windscreen frame (3) in an
alternating pattern, starting at the center bottom and working towards the center top.
When all the screws (1) have been removed, have an assistant remove the windscreen -
mounting bar (4) from inside the cab. d
l
-
0
While holding the windscreen assembly (2) to prevent it falling, have the assistant push the Q3
windscreen assembly (2) from inside the cab. The windscreen frame (3) is sealed to the cab a
m
front. Some effort may be required to break the seal.
Lift the windscreen assembly (2) from the locomotive.
Inspect the condition of the windscreen. Refer to Chapter 3, Doors and Steps of Volume F1,

Side Window
From inside the cab, remove the screws (3)

around the sliding window frame (2) in an al-
ternating pattern, starting at the center bot-
tom and working towards the center top.
Separate the sliding window assembly (2)

from the inside cab wall. The sliding window
assembly (2) is sealed to the cab wall. It may
be necessary to prise the sliding window as-
sembly (2) from the wall to break the seal.
Position support props with suction pads on
the window to support its weight.
From outside the cab, unscrew the screws
(1) around the side window frame (4).
While holding the side window assembly (4)

to prevent it falling, have the assistant push
the side window assembly (4) from inside
the cab. The side window frame (4) is sealed
to the cab wall. Some effort may be required
to break the seal.
Inspect the condition of the side windows
and windscreen. Refer to Chapter 3, Doors
and Steps of Volume F1, Suppliers Docu-
mentation.
Disassembly
e.12w
Disassembly of the windscreen and side windows is described in Chapter 3, Doors and Steps
of Volume F1, Suppliers Documentation.


@.!250
Cleanthe catchment gutter and drain hole of the side window. Refer to Chapter 1.l, Structure.
Remove all built-up dirt and debris from the gutter and ensure the drain hole is free of all ob-
structions.
Check the condition of the windscreen guard grilles. Rectify any faults found.
Check the windscreen guard grillesfor chipped or damaged paint. Repair any damaged paint
to prevent corrosion. Refer to Chapter 1.2, Exterior Finish.
Windows and Windscreen
Inspect the condition of the side windows and windscreen. Refer to Chapter 3, Doors and
Steps of Volume F1, Suppliers Documentation.
Check the condition and operation of the sliding window latch. Replace the latch if worn or
damaged.
Check the condition of the sliding window rubber seals. Replace if worn or damaged.
Waste Disposal
m
cp
g,
0
Assembly 0.
m
@ 1270
Assembly of the windscreen and side windows is described in Chapter 3, Doors and Steps

Installation
Install and close the windscreen guard grille as described in Chapter 4, Vehicle Operation of
Volume A, Driver's Manual.
Windscreen
Ensure the windscreen frame (1) and the

cab wall surfaces have been correctly pre-
pared for the application of the Sikaflexseal-
ant, as described in the Preface of this Vo-
lume.
Apply a continuous 4 mrn diameter bead of

Sikaflex 15LM (2) to the center of the wind-
screen frame recess (1). Ensure the bead
(2) is continuousaround the perimeter of the
bolt holes (3).

Position the windscreen assembly (2) into the cab wall. Align the holes in the frame (3) with
those in the cab wall.
Have an assistant position the mounting bar (4) on the inside of the cab.
Apply Loctite 222 to the threads, then install a screw (1) at each corner through the frame (3)
and cab wall into the mounting bar (4). Tighten the screws (1) sufficiently to hold the wind-
screen assembly (2). (0
Q)
Apply Loctite 222 to the threads, then install the remaining screws (1). Once all the screws 8
m
(1) are installed, tighten the screws (1) in an alternating cross pattern. 01
c-
-u
Clean up any remaining sealant extruded from the joint between the frames (3) and cab wall.

Windows Indian Railways W A P 6
Side Window
Ensure the side window frame (1) and the

paredfor the application of the Sikaflex seal-
ant, as described in the Preface of this Vo-
lume.

Sikaflex 75LM (2) to the center of the wind-
screen frame recess (1). Ensure the bead
(2) is continuous around the perimeter of the
bolt holes (3).

Indian Railways WAP8 Windows
Position the side window assembly (3) into

the cab wall. Align the holes in the frame (2)
with those in the cab wall. Usesuitable props
to hold thesidewindow assembly (3) in posi-
tion.
Apply Loctite 222 to the threads, then install

a screw (1) at each corner to hold the side
window assembly (3) in position. Tighten the
screws (1) sufficiently to hold the side win-
dow assembly (3).

the remaining screws (1). Once all the
screws are installed, tighten the screws (1)
in an alternating pattern.
Sliding Window
Ensure the sliding window frame and the
pared for the application of the Sikaflex seal-
ant, as described in the Preface of this Vol-
ume.
Apply a continuous 4 mm diameter bead of

Sikaflex 15LM (2) to the center of the sliding
window frame recess (1). Ensure that the
bead (2) is continuous around the perimeter
of the bolt holes (3).

Position the sliding window assembly (1)

into the cab wall. Align the holes in the frame
(1) with those in the wall. Check that the
edge of the sliding window frame (1) is flush
with the side window frame and that the slid-
ing window bottom seal is not caught be-
tween the two frames.
a screw (2) at each corner to hold the sliding
window assembly (1) in position. lighten the
screws (2) sufficiently to hold the sliding win-
dow assembly (1).
the remaining screws (2). Once all the
screws are installed, tighten the screws (2)
in an alternating cross pattern.
Clean up any remaining sealant extruded
from the joint between the frames and cab
wall.
If necessary, install the washer reservoir
from the assistant's side as described in
Chapter 1.7, WiperslWashers.
If necessaly, install the access panel below
the master brake controller.
BWr*,
Test operation of sliding window. Ensure that it can be raised and lowered smoothly. Check
the operation of the window latch. Rectify any faults found.
Conduct a water test around the windows and check for leakage, refer to Water Test in the
Preface of this Volume. Rectify any faults found.
Clean all glass surfaces thoroughly to remove all dirt and foreign material, using suitable glass
cleaning solution.
Adjustments
ZlJIO
There are no adjustments applicable to the windows.

Indian Railways WAP-5 Horns and Lights
1.6 Horns andLights

@.lo40
WARNING:
HIGH VOLTAGE! DANGER OFELECTROCUTION. NEVER WORKON
HEAD.
Disconnect the pantograph from the overhead and isolate the overhead as
DANGER OF PERSONAL INJURY
The warning horns are very loud, over 110 dB. Use hearing protection
whenever testing, or sounding, the horns to prevent hearing damage.

Horns and Lights Indian Railways WAPd
Group Summary
c.trm
This chapter contains information on the signalling equipment, which consist of: marker lights,
headlights, signal horns and strobe light.
Warning Equipment
1 Hex head set screw 6 Pneumatic horn low tone

2 Spring washer 7 Male connector air supply
3 Flat washer 8 Gasket, horn
4 Pneumatic horn high tone 9 Gasket, strobe light
5 Strobe light unit 10 Dome, strobe light

Maintenance and Reljair Manual
Lights
1 0106010a
1 Marker light white 7 Knurled knob with swing bolt .. < I
2 Marker light red 8 Lens housing 'm
3 Headlight assembly .9 Housing flange cg
cr)
4 Sealed beam 10 Knurled knob wl swing bolt 0.
5 Headlight retaining ring 11 Gasket, marker light (\I
6 Screw 12 Rubber gasket, headlight

Horns and Lights Indian Railways WAP-5
Marker Light Assembly

-~- 7
Housing tube Lens housing

Housing plate Spring pin
Gasket Lens (white or red)
Bulb socket Knurled knob
Bulb Socket set screw
Housing flange Gasket
Spring pin Lens retainer
Swing bolt Screw
O-ring

Functional DescrIiption
@.I140
The locomotive is fitted with headlights, marker lights, a strobe light and two warning horns.
Dual sealed beam headlights are centrally fitted at each end of the locomotive. Both white and
red marker lights are fitted to each side of each cab to provide clearance and directional in-
dication of the locomotive.
An amber colour strobe light is fitted to the roof of each cab to act as a visual warning.
Two pneumatically operated warning horns are fitted to the roof of each cab. Each horn has
a different tone to suit the required operating conditions.
Technical Data
Horns
HIGH TONE WARNING HORN
- Frequency 622 Hz (E Flat)

- Loudness 108dBat30 m
- Operation Pneumatic
- Weight 2.32 kg
- Overall length 210 mm
- Audibility in still air 1.6 - 2 km
- Air working pressure 1.4 - 13.8 bar
0
0.
LOW TONE WARNING HORN
(3
0.
- Frequency 370 Hz (G Flat)
- Loudness 110dBat30m
- Operation Pneumatic
- Weight 3.12 kg
- Overall length 356 mm
- Audibility in still air 3.2 - 4 km
- Air working pressure 1.4 - 13.8 bar

Horns and Lights Indian Railways WAPS
--
Strobe light
- Type Edwards 97 series

- Power requirement 125 Volt, 0.25 Amp
- Flash rate 65 per minute
- Lens colour Amber
Headlight
- Type PAR 56/MFL Sealed beam

- Nominal diameter 7 inch
- Voltage 120 Volt
- Wattage 200 Watt
- Vertical adjustment & 2O
- Horizontal adjustment f 1.5'
Marker Light
- Bulb type GEC 13990

- Fitting type Edison Screw
- Voltage 120 Volt
- Wattage 25 Watt

3.11m
Headlight sealed beams should be replaced if the reflectors are rusted, pitted or damaged.
The sealed beam headlights should also be replaced if the lenses are cracked, damaged or
chipped. Marker lamp lenses should be replaced if cracked, damaged or chipped.

S.1180
Conventional railway workshop tools are required for procedures described in this group.

Indian Railways WAPB Horns and Lights
r5.1200
Sikaflex 15LM sealant

Sikalastomer 710 sealant
Loctite 222
Glass cleaning solution
A cleaning solution suitable for use on acrylic materials
Clean, dry, lint free cloths
Horns
Open the cover marked "Wiper & Horn Isolation" on the driver's side of the cab console. Turn
the horn isolation cock to the Off position.
Strobe Light
Set the "Lighting Front" circuit breaker (310.1) to the Off position. Circuit breaker 310.111 for
the No. 1 End is situated in SB1 and circuit breaker 310.112 for the No. 2 End is situated in
SB2. For more information on circuit breakers, refer Chapter 8.2, MR Control.
Headlights
'( w
Set the "Lighting Front" circuit breaker (310.1) to the Off position. Circuit breaker 310.1/1 for
Marker Lights
Set the "Marker Lights" circuit breaker (310.7) in cabinet SB2 to the Off position. For more
information on circuit breakers, refer Chapter 8.2, MR Control.
-- - - - - -- -

-- -- -- -
Removal
0.1230
WARNING:
High Voltage! Danger of electrocution. Never work on the roof area while the
lowmotive is under a live overhead. Disconnect the pantograph from the
overhead and isolate the overhead as described in the Preface of this Volume.
Horns
Remove the access panel in the driver's cab

p=__---- =-
:q ceiling.
-
Tag and disconnect the pneumatic line (1)
from the male connector on the base of the
horn (2). The olive (3) will prevent the nut (4)
from falling from the line (1).
3
2~
/T-1

From outside the cab, loosen the four bolts

(2) securing the horns (1) to the cab roof.
Remove the bolts (2), spring washers and

washers.
NOTE:
The horns (1) are sealed to the
roof to prevent the ingress of
moisture. Some effort may be re-
quired to separate the horn from
the roof panel.
If necessary, use a sharp blade to cut the

sealant between the horn base and roof.
Take care not to sccatch to roof. Repair any
scratched or damaged paint to prevent ox-
idation, refer to Chapter 1.2, Exterior Finish.
Lift the horn assembly (1) from the roof.
Strobe Light
Remove the access panel in the drivers' cab

ceiling.
Tag and disconnect the electrical cables
from the strobe light terminals.
Cover any exposed wire with insulating ma-
terial.
Have an assistant hold the strobe light on
the cab roof. From inside the cab, remove 6
(
the four screws (2) securing the light base
(1) to the roof.
Once all screws (2) are removed, the assist-

ant can separatethe strobe light from the roof.
Use care not to damage the rubber seal.
If necessary, use a sharp blade to cut the
NOTE: sealant between the light and roof. Take
The strobe light is sealed to the
cab roof. Some effort may be re- care not to scratch the roof. Repair any
quired to separate the light from scratched or damaged paint to prevent oxida-
the roof. tion, refer to Chapter 1.02, Exterior Finish.

---
Headlights
NOTE:
Headlight sealed beams may be removed from the headlight assembly with the
headlight assembly mounted on the locomotive front. Refer to Section Disassem-
bly.
From outside the cab, loosen and remove
the four screws (1) securing the headlight
housing assembly (2) to the front panel.
Separate the headlight housing assembly

(2) from the front panel. Use care not to
damage the rubber gasket (3) behind the
headlight housing (2).
from both head light terminals.
Marker Light
NOTE:
Procedures for the marker lights are the same for both the red and white marker
lights.
MARKER LIGHT BULB

r Loosen the socket set screw (4) in the
I knurled knob, then loosen the knurled knob
1 (1) and lower the swing bolt from the lens
housing (2).
1
I
Lift the lens housing (2) and unscrew the

bulb (3) from the socket.
I 0B007a -- A
MARKER LIGHT LENS

Remove screws (5) from marker light lens
retainer (1).
Remove lens retainer (A), gasket (2) and

lens (3) from the lens housing flange (4).
Inspect condition of gasket and discard if

worn, cracked or damaged.
MARKER LIGHT ASSEMBLY

Loosen the socket set screw in the knurled
knob, then loosen the knurled knob and
lower the swing bolt (4) from the lens hous-
ing (1).
Raise the lens housing (1) as necessary to
access the screws (5). Loosen and remove
the six screws (5) securing the marker light
housing flange (2) to the locomotive.
Disconnect the marker light housing flange <3
(2) from the marker light housing (3). Cg
m
Separate the marker light housing (3) from
0-
,,,
the front panel. Use care not to damage the
rubber gasket.
from the marker light terminals.

Disassembly
Horns
Additional information regarding the horns is described in Chapter 2, Miscellaneous CompO-

nents of Volume F11, Suppliers Documentation.
Strobe Light
Remove the acrylic cover from the strobe light assembly, Inspect the cover as described in
Section Inspection and Repair.
Additional information regarding the strobe light is described in Chapter 6, Horns/tights of

Volume F1, Suppliers Documentation.
Headlights
NOTE:
Headlight sealed beams may be installed to and removed from the headlight as-
sembly with the headlight assembly mounted on the locomotive front.
Unscrew the knurled knob (3) securing the

headlight retaining ring (2).
Lift the headlight retaining ring (2) and pull

the sealed beam (1) from the housing far
enough to access the wiring terminals.
Tag and disconnect the electrical cables rOm

the terminals.
Withdraw the sealed beam (1) from the
housing.

Indian Railways WAP-5' Horns and Lights
Marker Lights
Removal of the marker light assembly from the locomotive is described in Section Removal.
3
Removal of the lens and lens retaining assembly is described in Section Removal.
Swing bolt (8) can be removed from marker light housing flange (6) by driving out spring pin '
(7) using a suitable drift, as required.
The lens housing flange (10) can be removed from housing flange (6) by driving out spring
pin (11) using a suitable drift, as required.
Bulb socket (4) may be removed from housing tube (I), as required.
Remove gasket (3) from housing plate (2). Inspect condition of gasket (2) as described in Sec-
tion Inspection and Repair.
- - --
pp - - - - - -

--
Horns
lnspect the condition of the horn gasket. Replace if worn, cracked or otherwise damaged.
Additional information regarding the horns is provided in Chapter 2, Miscellaneous Compo-
Strobe Light
lnspect the condition of the strobe light cover. Replace if damaged or defective. Check the
condition of the rubber gasket, replace if necessary. Clean serviceable covers using a clean-
ing solution suitable for acrylic materials.
lnspect the condition of the strobe light gasket. Replace if worn, cracked or otherwise dam-
aged.
Clean the strobe light lens using a cleaning solution suitable for use on acrylic materials. Re-
place cover if cracked, chipped or otherwise damaged.
Additional information regarding the strobe light is provided in Chapter 6, HornsILights of Vol-
ume F1, Suppliers Documentation.
Headlights
lnspect the headlight lens for cracks or chips. Replace as necessary

Check the reflector for signs of oxidation, peeling or other damage. Replace sealed beam unit
if necessary.
Check the security of the headlight retaining ring. Tighten the knurled knob if necessary.
Marker Lights
lnspect the lenses for cracks or chips. Replace as necessary. Refer to Marker Light Lens in
Section Removal.
Check the security of the retaining ring. If necessary, loosen the setscrew, then tighten the
knurled knob. Tighten the setscrew to secure the knurled knob against vibration.

Waste Disposal
@ 1260
Assembly
Horns
Additional information regarding the horns is provided in Chapter 2, Miscellaneous Compo-

Strobe Light
Place the acrylic cover over the strobe light.
Apply Loctite 222 to the threads. Align the holes in the cover with those in the base and install
then tighten the screws.
Additional information regarding the strobe light is described in Chapter 6, HornsILights of

Headlights
NOTE:
Headlight sealed beams may be installed to and removed from the headlight as- V,
0.
sembly with the headlight assembly mounted on the locomotive front. 43
c-9
0.

Unscrew the knurled knob (3) securing the

headlight retaining ring (2), then lower the
swing bolt.
Lift the headlight retaining ring (2).

Re-connect the electrical cables to the ter-
minals of the sealed beam as tagged during
removal. Refer to Section 8, Sheet 07C,
HeadIMarker Lights of Volume G I , Cabling
Documentation.
Install the sealed beam (1) into the housing.
Close headlight retaining ring (2). Raise the

swing bolt, then tighten the knob (3) to se-
cure retaining the ring (2).

Indian Railways WAPS Hor,ns and Lights
Marker Lights
Install swing bolt (8) on marker light housing flange (6) by driving spring pin (7) through marker
light housing flange (6) and swing bolt (8) using a suitable drift, as required. a
OI
Install lens housing flange (10) on marker light housing flange (6) by driving spring pin (11)
through marker light hous~ngflange (6) and lens housing flange (10) using a suitable drift, as
required. \r
Install bulb socket (4) in housing tube (I), as required.
Installation of the lens and lens retaining assembly is described in Section Installation.
Installation of the marker light assembly to the locomotive is described in Section Installation

Installation
WARNING:
HIGH VOLTAGE! DANGER OF ELECTROCUTION. Never work on the roof
area while the locomotive is under live overhead. Disconnect the panto-
graph from the overhead and isolate the overhead as described in the Pref-
ace of this Volume.
Horns

Sikaflex 15LM (1) to the base of the horn (2)
about 3 mm in from the outside perimeter.
Position the gasket on the horn, aligning the
holes for the bolts.
Sikaflex 15LM (1) to the gasket (3), approxi-
mately 3 mm in from the outside perimeter.
Position the horn on the roof. Check it is cor-

rectly oriented:- long horn (2) facesforward,
short horn (1) towards the pantograph.
Apply loctite 222 to the threads. Install the

bolts with spring washers and washers and
tighten.
Ensure that sealant has been extruded from
the joint between the roof and horn on both
sides of the gasket around the entire per-
imeter of the base. Clean off any excess
sealant.

Indian Railways W A P 6 Horns arid Lights
From inside the cab, connect the pneumatic

line (1) to the male connector on the horn (2)
and tighten the nut (4). If necessary, crop the
pneumatic line (1) and use a new olive (3).
Install the cab ceiling access panel.
Move the locomotiveto a suitable, approved

test site, then check the operation of the
horn as described in Section After-lnstalla-
tion operations.

- - -
Strobe Light
Ensure the strobe light (3) electrical circuit is

isolated, as described in Section Before-
Removal Operations.

Sikaflex 15LMto each side of the gasket, ap-
proximately 3 mm in from the outside per-
imeter. Ensure all surfaces have been cor-
rectly prepared prior to application of the
sealant, as described in the Preface of this
Volume.
Positionthe gasket on the base and align the

holes.
Have an assistant hold the strobe light on
the cab roof. The holes in the light base must
be aligned with those in the roof panel. En-
sure the gasket is correctly seated.
Apply Loctite 222 to the threads. From in-
side the cab, install the screws and washers
into the strobe light, then tighten the screws.
Check to ensure that sealant has been ex-
truded from the joint between the roof and
strobe light from both sides of gasket around
the entire perimeter. Clean off any excess
sealant.
Re-connect the wires to the terminals on the
strobe light terminals as tagged during re-
moval. Refer to Section 8 , Sheet 07D, Light-
ing Control-Emergency Flash Lights of Vol-
ume Gf , Cabling Documentation.
Reinstall the access panel in the cab ceiling.

Indian Railways WAPQ Horns and Lights
Maintenance and Fiepair Manual
Headlights
NOTE:
Headlight sealed beams may be installed to the headlight assembly with the head-
light assembly mounted on the locomotive front. Refer to Section Assembly.
Ensure the headlight electrical circuit is iso-

lated, as described in Section Before-Re-
moval Operations.
Apply a continuous 7 rnm diameter bead of

Sikalastomer 710 sealant to each side of the
gasket (3), approximately 3 mm in from the
outside perimeter. Ensure all surfaces have
been correctly prepared prior to application
of the sealant, as described in the Preface of
this Volume.
Position the gasket (3) on the headlight
housing assembly (2).
-
Position the headlight housing (2) into the
recess withthe hinges upwards. Ensure the
gasket (3) is correctly seated.
NOTE:
The headlights are adjusted, both vertical and horizontal, by compressing the
gasket with the retaining screws.
Install the four screws (1) and tighten the screws (1) until the headlight is secure without ex-
cessive compression of the gasket. a0
0.
ab
From inside the cab, remove any material protecting the ends of the wire. Cr,
OI
Re-connect the wires as tagged during disassembly to the headlightterminals. Refer to Sec- (\r
tion 8, Sheet 07C, Head/Marker Lights of Volume G I , Cabling Documentation.
Check that sealant has been extruded from the joint around the entire perimeter. Clean off
any excess sealant.
Reinstall the access panel to the centre of the console.

Marker Lights
NOTE:
Procedures for the marker lights are the same for both the red and white marker
lights.
MARKER LIGHT LENSES

Install the lens (3) into the lens housing (4).
Place the gasket (2) on the lens retainer ring

(1) and align the screw holes.
Position the lens retainer ring (1)and gasket

(2) on the lens housing (4). Instail and
tighten screws (5) to securethe lens retainer
ring (1) to the lens housing (4).
MARKER LIGHT BULBS

Loosen the locking screw (4) in the knurled
knob (1). Loosen and lower the knurled knob
(1).
Raise the lens housing (2) and install the
globe (3), then close the lens housing (2).
haise and tighten the knurled knob (1) t o se-

cure the lens housing (2).
Tighten the locking screw (4) in the knurled
knob (1) to secure the knurled knob (1)
against vibration.
-
Chapter 1.06 Page 22 / 24 Ident. No. Bombardier Transportation Ltd.
MARKER LIGHT ASSEMBLIES

Ensure the marker light electrical circuit is
isolated, as described in Section Before-
Removal Operations.

Sikalastomer 710 sealant to each side of the
gasket, approximately 3 mm in from the out-
side perimeter. Ensure all surfaces have
been correctly prepared prior to application
of the sealant, as described in the Preface of
this Volume.
Position the gasket on the marker light hous-
ing (3) and align the screw holes.
Position the marker light (3)into the recess.
Position the housing flange (2) with the lens
housing (1) pre-assembled onto the hous-
ing (3). Ensure the gasket is correctly
seated.
Apply Loctite 222 to the threads. Install the
six screws (5) securing the marker light
housing (3)to the locomotive. Raise the lens
housing (1) as necessary to install the
..
screws (5).
Re-connect the wires as tagged during dis-
assembly to the marker light terminals. i
f-
Refer to Section 8, Sheet 07C,HeadIMarker 4~
Lights of Volume GI,Cabling Documents- % ,
co
Check that sealant has been extruded from
the joint from both sides of the seal around
the entire perimeter. Clean off any excess
sealant.
Reinstall the access panel into the console
footwell.

----.-
@.129D
Conduct a water test around the headlights, marker lights, strobe lights and warning horns
and check for leakage, refer to Water Test in the Preface of this Volume. Rectify any faults
found.
Close the circuit breakers, then test the operation of the headlights, marker lights and strobe
light. Rectify any faults found.
Apply the pneumatic supply to the warning horns.
WARNING:
The warning horns are very loud, over 110 dB. Use hearing protection
whenever testing, or sounding, the horns to prevent hearing damage.
Move the locomotive to a suitable testing location. The horns are very loud. Wear hearing
protection to avoid personal injury and ensure there are no bystanders within 50 meters.
Test the operation of the horns and rectify any faults found.
Adjustments
3.1310
Headlight Adjustment
Headlights should be aimed straight ahead,

or as required by Indian Railways oper-
ational requirements.
The headlights are aligned by the screws
(1). Both vertical and horizontal adjustments
can be made within the range specified in
Section Technical Data. Adjustment of the
screws (1) compresses the headlight
gasket. Ensure the gasket is not over com-
pressed, as this may damage the gasket or
break the sealing between the housing and
the locomotive, possibly causing leakage.
Chapter 1.06 - Page 24 1 24 Ident, No. Bombardier Transportation Ltd.

Indian Railways WAPQ Wipers and Washers
1.7 Wipers and Washers

Group Summary
@i,m
This chapter contains information on the windscreen wiperlwasher system which consist of:
a wiper motor, wiper arm and wiper blade assembly on each windscreen, and a washer reser-
voir and washer pump to service both windscreens, located inside the cab.
Wiper and Wiper Motor
Lever extension (removable) Gasket

Lever knob Seal
Manual lever fixed, left Seal flange
Manual lever fixed, right Spring washer
Socket screw Bolt
Flat washer Seal
Bolt hex head Wiper arm
Spring washer Parallel arm
Wiper motor Washer nozzle
Screw Wiper blade
Idler shafi
~ ~

Wipers and Washers Indian Railways WAP-5
Washer
1 Reservoir 5 Male union

2 Spring washer 6 Nylon tube blue
3 Bolt 7 Tube union tee
4 Washer pump

Indian Railways WAPd Wipers and Washers
Schematic Wiper-Washer Motor and Controls
1 Wiper motor 3 Washer pump

2 Wiperlwasher control
@.1140
The wipers and washers are used to enhance forward visibility in poor weather conditions by
removing rain water and debris from the windscreens. There are two independent wiper motors,
one for each windscreen, that operate the wiper arms. Water for the washer system is supplied
from a single reservoir located on the assistant driver's side of the cabin. The wiperlwasher sys-
tem is pneumatically operated using the locomotive air supply. In the event of a system failure,
the wipers can be actuated by hand using the manual levers attached to the wiper motor shafts.

Wipers and Washers Indian Railways WAPS
-
Wiperlwasher control is described in Chapter 7.5, Cab.
Troubleshooting for the wiperlwasher system is given in Chapter 7, Wipers/Washers of vol-

Technical Data
3.ltM
Windscreen Wiper
- Swept area 0.32 mm2 (nominal)

- Operating range 65 * 8"
Wiper Arm
Idler Shaft
- Shaft diameter (minimum) 11.957 - 12.000 mm

- Seal size 12 (ID) X 25 (OD) X 7 mm
- Parallel arm length (between eye centres)
--
550 mm
Wiper Blade
- Wiper blade length 508 mm

- Distance to screen edge (parked) 75-85 mm
- Distance to screen edge (operating) 140-150 mm
- Distance A (for assembly only) 145 mm
Wiper Motor
Motor Shaft
-- -
Shaft diameter (minimum)
- --
15.957 - 16.000 mm*
* measured at seal running surface
Flange Seal
- Seal size 16 (ID) X 30 (OD) X 7 mm
-
Indian Railways WAP-5 Wipers and Washers
Washer Reservoir
- Capacity 8 litres
- Leak test pressure 60 kPa
Wiper Arm
IDLER SHAFT
- Axial free play (maximum) 0.75 mm

- Vertical free play (maximum) 0.75 mm
In addition to conventional railways workshop tools and equipment, the following items are
also required forthe procedures described in this chapter:
A 17 mm diameter drift
A steel tube, with a 32 mm inside dimension
A blind M8 thread chaser
A honing stone
Receptacle, 8 litre capacity
6
Miscellaneous Materials b*
r*)
(\r
elm
Loctite 262
Light machine oil
Suitable plastic plugs for sealing pipes and unions
Diluted alkaline solution
WARNING:
Alkaline solution is corrosive. Work according to the prevailing workshop
safety regulations. Any components washed in an alkaline solution must be
thoroughly rinsed with clean, hot water.

- -
2.1220
)pen the cover marked 'Wiper &Horn Isolation"on the driver's side of the cab console. Turn
he wiper isolation cock to the Off position.
Steam clean the wiper arms, drive shafts, idler shafts and surrounding area. Remove all
races of dirt, debris and build-up of grease. Refer to Steam Cleaning in the Preface of this
/olume. Damage to the components can result from improper application of the steam clean-
ng equipment.
Miper Arm
)pen and remove the windscreen grille as described in Chapter 4. Vehicle Operation of Vol-
rme A, Driver's Manual.
YINDSCREEN WIPER BLADES
)pen and remove the windscreen grille as described in Chapter 4, Vehicle Operation of Vol-
m e A, Driver's Manual.
Viper Motor
)isconnect the pipes and hoses from the wiper motor as described in this chapter.
iemove the wiper arm as described in this chapter.
;EAL FLANGE
temove the wiper arm as described in this chapter.
jler Shaft
lemove the wiper arm as described in this chapter.
lanual Levers
here are no Before Removal Operations for the manual levers.
:hapter 1.07 - Page 6 / 32 Ident. No. Bombardier Transportation Ltd.

levision Date: 12.2001 3EHW 411308
Washer Reservoir
Disconnect the pipes and hoses from the washer reservoir as described in this chapter.
WASHER MOTOR
Remove the washer reservoir as described in this chapter.
Pipes and Hoses
Isolate the pneumatic supply to the wipers and washers as described at the beginning of this
Section.
Removal
@two
Wiper Arm
Disconnect the washer hose (5) from the

banjo fitting (3).
Unscrew the bolt (4).
Removethe bolt (4) and banjo fitting (3). Un-
screw the union (2) from the wiper arm drive
shaft (1).
Lift the wiper arm from the windscreen.
8

Wipers and Washers Indian Railways WAPS
-
Remove the split pin (1) and the washer (5).

Withdraw the pivot pin (3).
Separate the parallel arm (2) from the clevis

shaft (4).
Match mark the wiper arm (1) to the wiper

arm drive shaft (3) to aid reinstallation.
Loosen the two socket head screws (2) that
clamp the wiper arm (1) around the wiper
arm drive shaft (3).
Pull the wiper arm assembly (1) from the

shaft (3).
Remove the washer nozzle as described in
Section Disassembly, if necessary.
-
Wiper Motor
To aid in reinstallation tag the location of the pipes connected to the wiper motor.
Crack loose the pneumatic unions at the wiper motor. Allow any residual air tovent, then dis-
connect the pipesfrom the unions. Seal the pipes and unions on the motor to prevent the in-
gress of foreign material.
Position a suitable receptacle below the wiper motor.
I
Crack loose the water connections to the wiper motor. Allow any residual water to drain into
the receptacle. Seal the pipes and unions to prevent further out-flow of liquid and the ingress
of foreign material.
Remove the manual levers as described in Manual Levers in this Section.
From outside the cab, remove the seal
flange as described in Seal Flange in this
Section.
Remove the four bolts (3) and washers (2)
securing the wiper motor (1) to the front
panel.

Wipers and Washers Indian Railways WAPd
-
SEAL FLANGE
NOTE:
To protect the seal from damage, remove any burrs from the end of the wiper arm
drive shaft using a honing stone before withdrawing the seal flange.
Remove the three bolts (1) and spring

washers (2) securing the seal flange (4) to
the front panel.
Slide the seal flange (4) and gasket (3) from
the shaft.
Remove the seal (5) from the flange as de-
scribed in Section Disassembly, if necess-
arY.
Idler Shaft
I Remove the wiper arm as previously de-

scribed.
Slacken the lock nut (3) on the clevis shaft
(4), then unscrew the clevis shaft (4).
Remove the windscreen wiper motor as de-

scribed in Wiper Motor in this Section, if
necessary.
4
From inside the cab, remove the three
screws (2) securing the idler shaft (1) to the
front panel.
1I
0107004
I Withdraw the idler shaft assembly (1) from
_
the panel.
Remove the seal from the front panel boss
as described in Section Disassembly.

Indian Railways WAPd Wipers and Washers
Manual Levers
Separate the extension from the driver's

lever, if necessary.
Remove the 6 mm socket head screw (1)
and the washer (2) from the wiper motor
shaft (4) using an Allen key.
Remove the manual lever (3) from the wiper
motor shaft (4).
Washer Reservoir
Place a suitable receptacle below the reser-

I1 voir drain plug (1). If necessary, remove the
plug and drain the reservoir.

Wipers and Washers Indian Railways W A P 4
-
Crack loose the unions (3) at the washer

pump (2). Drain any residual liquid into the
receptacle. Unless damaged, the dia-
phragm in the washer motor (2) will seal the
reservoir (1).
Seal the pipes to prevent out-flow of water

and the ingress of foreign material.
Support the reservoir (I), then remove the
bolts (3) and washers (2) securing the
brackets to the cab side wall.
Remove the reservoir (1) from the cab and
inspect for damage as described in Section
Inspection and Repair.
Disconnect the washer pump (4) from the
reservoir as described in Section Disassem-
bly, if necessary.

Indian Railways WAPS Wipers and Washers
Disassembly
Wiper Arm
For more information regarding the wiper arm, refer to Chapter 7, WiperlWasher of Volume
F1, Suppliers Documentation.
WIPER BLADE
Lift the wiper arm (2) from the windscreen.
Depressthe tang that holds the wiper blade

assembly (1) to the wiper arm (2) using aflat
blade screwdriver.
Withdraw the blade assembly (1) while hold-
ing the tang depressed.

-
WASHER NOZZLE
1 Unscrew the washer nozzle (1) from the

connection at the end of the wiper arm.
Idler Shaft
SEAL
Remove the idler shaft assembly (4) as de-
scribed in Section Removal.
From inside the cab, drive the seal (1) from
the boss (2) using a 17 mm diameter drift (3).
_ .--- - - - - ,
4

Indian Railways W A P d Wipers and Washers
Wiper Motor
For more information regarding the wiper motor, refer to Chapter 1.7, Wiperwasher of Val-
&/
SEAL FLANGE
Position the flange (2) on a suitable steel
tube (3) with the seal (4) facing downwards.
Ensure the steel tube (3) will not interfere
with theseal (4) during removal.
Drive the seal (4) from the backof the flange
pJ
(2) using a 17 mm diameter drift (1).
.--,
,8,, , 2
31
0
0107014

Wipers and Washers Indian Railways WAP8
Washer Reservoir
WASHER PUMP
Hold the union (1) on the reservoir using a
spanner.
Loosen the fitting (2) using a spanner, then
unscrew the pump (3) from the union (1). Do
not allow the union (1) to rotate in the reser-
voir.

Wiper Arm
lnspect the wiper arm for wear or damage.
Check all the moving joints of the wiper and parallel arm for wear. Replace the arm assembly
if the joints have excessive movement.
Repair any chipped or worn paint as described in Chapter 1.2 Exterior Finish.
Measure the distance between the centre of the clevis' at each end of the parallel arm. If
necessary, adjust parallel arm length to the specification given in Section Technical Data.
WIPER BLADE
lnspect the condition of the windscreen wiper blades. Replace if worn or the rubber is
deteriorated.
WASHER NOZZLE
WARNING:
Alkaline solution is cgrrosive. Work according to the prevailing workshop
safety regulations.
Immerse the noule in an alkaline solution to remove any built-up deposits. Rinse thoroughly
with clean, hot water, then dry nozzle using compressed air.
. .
NOTE:
Do not enlarge the jet diameter.
6
0.
Check the jets for blockage. If necessary, clean the jet using a piece of thin wire. C'J
Test the n o u l e and ensure the jets are clear.

Wipers and Washers Indian Rallways WAP-5
- -
Wiper Motor
Inspect the condition of the seal running surface on the shaft. Check for circumferential
grooves. Replace the shaft assembly if the depth of the grooves exceeds the minimum diam-
eter of the shaft. Refer to Section Technical Data.
Measure the diameter of the shaft at the seal running surface. Replace the shaft if the diarn-
eter is below the specification in Section Technical Data.
lnspect the wiper motor as described in Chapter 7, Wiperwasher of Volume F1, Suppliers
Documentation. Rectify any faults found.
SEAL FLANGE
lnspect the condition of the seal. Replace if worn or damaged.
Idler Shaft
Checkthe idler shaft (1)for excessive move-

ment. Replace the idler shaft assembly if the
axial movement exceeds the specificationin
I
I

Check the idler shaft (1) for excessive verti-

cal movement. Replace the idler shaft if the
vertical movement exceeds the specifica-
tion in Section Tolerances and Wear Limits
List.
Check the condition of the internal thread.
Repair the thread if necessary using a blind
M8 thread chaser.
Remove any sharp edges or burrs from the
end of the shaft using a honing stone.
Apply afew drops of machine oil to the shaft,
then check that the shaftrotatesfreely, with-
out restriction. Replace the idler shaft as-
sembly if it binds after lubrication.
lnspect the condition of the seal running sur-
face on the shaft. Check for circumferential
grooves. Replace the shaft assembly if the
depth of the grooves exceeds the minimum
diameter of the shaft. Refer Section Techni-
cal Data.
Measurethediameter of the shaft attheseal
running surface. Replace the idler shaft as-
sembly if the diameter is below the specifi-
cation in Section Technical Data.
SEAL
lnspect the condition of the seal. Replace if worn or damaged.
Manual Levers
Check the condition of the lever knobs, unscrew and replace if necessary.
Check the spindle for excessive wear. Replace the lever assembly if worn.
Check the fit between the lever and extension arm of the drivers' position lever. Replace the
lever if there is excessive movement.

Washer Reservoir
Remove the filler cap (1) and inspect the cap

(1) and seal for damage. Replace the cap
assembly if required.
Remove the dram plug (3) from the bottom

of the reservoir.
Check the washer reservoir (2) for cracks or
holes. Replace the reservoir if damaged.
-2
WARNING:
Alkaline solution is corrosive.
Work accord~ngto the pre-
vailing workshop safety re-
gulations.
Remove the washer pump as described in

Section Disassembly, then soak the reser-
voir (2) in a diluted alkaline solution for suffi-
cient time to remove all built-up deposits. It
may be necessary to use a scraping tool,
with a long handle, to loosen the deposits.
Remove the reservoir (2) from the solution
and rinse thoroughly with clean hot water.
Reinstall the drain plug (3)
Install a suitable fitting in the washer pump
union and attach a compressed air supply.
Fill the reservoir (2) with liquid and reinstall
the cap (1).
Pressurise the reservoir (2) to specification
given in Section Technical Data and check
for leaks. Replace the reservoir if leaking.
Remove the fitting and drain the reservoir
contents into a suitable receptacle.
Chapter 1.07 - Page 20 1 32 Ident. No. Bombardier Transportation Ud.

Indian Railways WAPQ Wipers and Washers
WASHER PUMP
Test and inspect the washer pump as described in Chapter 7, Wiperl'asher of Volume F1,
Waste Disposal
@.12M
railway company's regulations.
Assembly
@.I270
Wiper Arm
WIPER BLADE
Clip the tang on the wiper blade assembly
(1) over the peg in the wiper arm (2). Ensure
the wiper blade is secure and seated
properly.
Lower the wiper arm (2) onto the wind-
screen.
- - -- - - - - - -

.-
WASHER NOZZLE
Install the washer nozzle (1) onto the wiper
arm connection.
Wiper Motor
SEAL FLANGE
NOTE:
If installing the seal with the wiper motor in place, apply a few drops of oil to the
shaft before installation of the seal.
Position the seal in the flange with the seal-

ing lip facing outward.
Ensure the seal (1) is square in the flange
(2).
Drive the seal (1) into the flange using a suit-
able drift (3) or tube until the seal (1) con-
tacts the stop.
0107024 Install the seal flange onto the locomotive

front panel as described in Section Installa-
tion.
Install the wiper arm as described in Section
Installation.

Idler Shaft
SEAL
NOTE:
If installing the seal with the idler
shafi in place, apply a few drops of
oil to the shaft before installation
of the seal.
Position the seal (2) with the sealing lip

facing outward into the idler shafl boss (3)
on the front panel.
Ensure the seal (2) is square in the boss (3).
Drive the seal (2) into the boss using a suit-
able driff (I), or tube until the seal contacts
the stop.
Install the idler shaft assembly as described
in Section Installation, if necessary.
Installthe wiper arm as described in Section
Installation, if necessary.
Washer Reservoir
WASHER MOTOR
Screw the washer pump (3) into the fitting
(1) on the bottom of the reservoir. h
N
Hold the fitting (1) with one spanner, then Q

m'
:,
tighten the pump (3) into the fitting (1) using
another spanner. Do not allow the fitting (1)
in the reservoir to rotate.
Install the reservoir into the cab as de-
scribed in Section Installation, if necessary.

Installation
Idler Shafl
Apply a thin film of oil to the shaft. The lubricant is applied to avoid damaging the seal. Do not
apply too much oil.
I
!
From inside the cab, position the idler shaft
assembly (1) through the front panel.
Align the three holes securing the idler shaft
to the front panel.
the screws (2).
4 Place the lock nut (3) on the parallel arm cle-

vis shaft (4).
Screw the clevis shaft (4) into the idler shaft
(1). Adjust the clevis shaft so the end is ap-
proximately 68 mrn from the front panel.
Align the groove with the wiper arm pivot and
tighten the lock nut (3).

Wiper Motor
From outside the cab, install the seal flange as described in Seal Flange.
To protect the seal from damage, remove any burrs from the end of the wiper arm drive shaft
using a honing stone.
Apply a thin film of oil to the motor shaft. The lubricant is applied to avoid damaging the seal.
Do not apply too much oil.
From inside the cab, position the wiper
motor (1) on the front panel boss.
Align the holes and install the four bolts (3)
with spring washers (2) through the wiper
motor (1) into the front panel.

1 Wiper motor 2.8 Working line (to park position)

1 .A Air supply port for parking position 2.C Working line (to washer)
1 .E Breather port 2.P Air supply port
1P Air supply port 2.R Vent
1W Water supply 2.5 Vent
2 Wiperlwasher control 3 Washer motw
2.A Working line (to wiper drive)
Remove the seals from the pipes and unions.
Connect the pipes from the wiper motor (1) and the pneumatic supply (2) to the washer motor
(3) as tagged during disassembly. The figure shows the location of the lines.
Install the manual handle as described in Manual Handles in this Section.
Open the air supply to the windscreen wipers.

Test the operation of the wipers. Rectify any faults found.

Adjust the position of the wiper arm as described in Section Adjustments,
SEAL FLANGE
Inspect the seal as described in Section Inspection and Repair.

Install the seal into the flange as described in Section Assembly.
Check the condition of the gasket (3). Re-
place if damaged or torn.
Position the gasket (3) on the back of the
seal flange (4). Ensure it is seated on the
step.
Position the seal flange (4) on the front
panel. Ensure the step is seated in the aper-
ture.
Align the holes in the flange with those in the
front panel.
Apply Loctite 262 to the boltthreads, then in-
stall the bolts (1) and spring washers (2).
Tighten the bolts.
Installthe wiper arm as described in Section
Installation.

- -
Wiper Arm
Positionthe wiper arm assembly (1) ontothe

drive shaft (3). Install socket head bolts (2),
but do not tighten bolts at this stage.
Lower the wiper arm assembly onto the

windscreen.
Align the match mark made during disas-
sembly, or position the wiper blade parallel
with the edge of the windscreen. Distance A
IS given in Sect~on Technical Data.
Tighten the two socket head bolts on the
wiper arm assembly.
0107025a

Indian Railways W A P d Wipers and Washers
Install the parallel arm (2) onto the clevis

shaft (5). If necessary, slacken the lock nut
(4) and rotate the clevis shaft (5) to obtain
the correct alignment, then tighten the lock
nut (4).
Install the pivot pin (3) through the parallel

arm (2) and clevis shaft (5).
Place the washer (6) over the end of the
pivot pin (3) and install the split pin (1).
Screw the union (2) into the wiper arm (1).

Position the banjo fitting (3) onto the union
(2).
Screw the bolt (4) through the banjo fitting
(3) into the union (2).
Connect the washer hose (5) to the banjo fit-
ting (3).
Install the washer nozzle as described in

Section Assembly, if necessary. lo
-I
Adjust the position of the wiper arm as de-ch
scribed in Section Adjustments. m
CK
c\r
Bombardier Transportation Ltd. Ident. NO. Chapter 1.07 - Page 29 / 32

Manual Handles
Inspect the levers as described in Section Inspection and Repair.
r- Position the lever (3) on the end of the wiper

motor shaft (4).
Apply Loctite 262 to the thread of the socket

head screw (1).
Install the screw (1) with spring washer (2)

through the lever spindle into the wiper
motor shaft (4).
Tighten the screw (1).

Attach the extension lever to the driver's
side lever, if necessary.
Washer Reservoir
Install the washer pump to the reservoir as

described in Section Assembly, if necess-
ary.
Positionthe reservoir (1) in the cab and align
the holes in the brackets with those in the
cab wall.
Support the reservoir (I), then install the
bolts (3) and washers (2) securing the
brackets to the cab side wall.
Remove the seals from the pipes and uni-
ons.
Connect the pipes to the washer motor as
tagged during disassembly. Refer Wiper
Motor in this Section.
Fill the reservoir with clean, fresh water, then
replace the cap.
Test the operation of the windscreen wa-
shers.
Rectrfy any faults found.

@.I290
Install and close the windscreen guard grille as described in Chapter 4, Vehicle Operation of
Check the operation of the wiperlwasher pneumaticsystem as described in Chapter 13, Static
Test of Volume F14, Suppliers Documentation. Rectify any faults found.
Adjustments
@.I310
Test the operation of the windscreen washers. Rectify any faults found.
Wiper Arm
Open the windscreen guard grille a s de-

scribed in Chapter 4, Vehicle Operation of
Clean the windscreen to prevent the blade
scratching the glass during adjustment.
Open the air supply to the windscreen
wipers.
To avoid unnecessary scratchesto the wind-
screen and to allow the wiper blades to
move with the least friction, wet the wind-
screen with water. (b
rt
From inside the cab, test the operation ofthe c3
ch
wipers using the console control. br
(V
Move the control to the OFF position, then
measure the distance (A) between the wiper
blade and the inside edge of the wind-
screen. Adjust the position of the wiper arm
as described below if the distance from the
wiper blade to edge of windscreen is not
within the specification in Section Technical
Data.

Raise the wiper arm (1) from the wind-

screen.
Loosen the two socket head screws (2) that

clamp the wiper arm around the shaft.
Loosen the washer union (3) in the end of

the wiper arm drive shaft.
Adjust the positionof the wiper arm (1) as re-
quired.
Tighten the two socket head bolts (2) and re-

check the wiper operation.
( 0107028 Tighten the washer union (3).
Close the windscreen guard grille as de-

scribed in Chapter 4, Vehicle Operation of

Indian Railways WAP-5 Buffers
1.8 Buffers
Group Summary
@.lllo
This chapter contains information regarding the buffers fitted to each end of the locomotive.
1 Buffer 6 Recoil block

2 Bolt 7 Washer
3 Washer 8 Nut
4 Lock nut 9 Split pin
5 Packing plate

Buffers Indian Railways WAP-5
I 0108101n
I
I---
635 rnrn
>-- - - - -. - - .- - -
-7
1 Buffing pad 5 Recoil block

2 Buffer plunger 6 Adjusting rod
3 Buffer casing 7 Adjusting nut
4 Rubber buffing elements
Buffers are located at either end of the locomotive.

Shocks generated during buffing and shunting are absorbed by the buffing elements. Once
compressed, the buffer plunger rests on stops located on the buffer casing, transmitting
shocks directly to the headstock. Recoil blocks absorb energy released as the buffer plunger
returns to its unloaded position.
An additional packing plate is added to the adjusting rod to obtain the correct installed length.
Refer to Section Assembly.
For further information on the buffers, refer to BESCO's Technical Documentation.

Indian Railways WAPd Buffers
Technical Data
@.I160
Buffer
- Manufacturer BESCO, India

- Model WAIBD-211
- Weight 127 kg
- Stroke 127 rnm
- Diameter 460 rnm
- Capacity 1,030 kgm
- Installed length (X) 645 mm
~olerancesand Wear Limits List

@ 1170

@.*I80
In addition to conventional railway workshop tools, heavy lifting equipment and safety stands
are also required for procedures described in this group.
8.1200
Miscellaneous materials required for the procedures described in this chapter include: 5
General purpose grease
Light oil
8.1220
Steam clean the buffers and surrounding area, remove all traces of dirt, debris and build-up
of grease. Referto Steam Cleaning in the Preface of this Volume. Damage to the components
can result from improper application of the steam cleaning equipment.

Buffers Indian Railways WAPS
Removal
i
WARNING:
Heavy component, handle
with care to avoid personal
injury or damage. Use suit-
able lifting equipment.
Attach suitable lifting equipment to the

buffer (1).
Raise the equipment slightly to take the
weight.
Loosen the four lock nuts (4).
01 08002
- Remove the lock nuts (4) and washers (3)
from the bolts (2). Discard the washers (3)
and lock nuts (4).
Move the buffer clear of the locomotive
using the lifting equipment.
Lower the buffer to a suitable support stand.

Indian Railways WAPS Buffers
Disassembly
@.%240

@.12UI
Inspect the surface finish of the buffers. Remove any rust and repair any paint chips or
scratches as described in Chapter 1.2, Exterior Finishes. For further information on the
buffers, refer to BESCO's Technical Documentation.
Waste Disposal
@.12Ea

Buffers Indian Railways WAP-5
Assembly
To add the packing plate (6) to a new buffer assembly, compress the buffer (1) in a suitable
press. Remove the split pin (2), nut (3), washer (4) and recoil block (5) from adjusting rod (7).
Add the packing plate (6), then reinstall recoil block (5), washer (4), nut (3) and split pin (2).

Indian Railways WAP-5 Buffers
Installation
mi280
WARNING:
Heavy component, handle
with care to avoid personal
injury or damage. Use suit-
Attach suitable lifting equipment to the

buffer (1) and position it on the locomotive
headstock.
Align the bolt holes in the buffer (1) and
headstock, then support the buffer (1) using
a suitable safety stand.
Installthe four bolts (2) through the buffer ( I )
and headstock.
Apply a film of light oil to the threads, then
place the new spring washers (3) and new
lock nuts (4) on the bolts (2).
Check the buffer (1) is square on the head-
stock. Torque the nuts to 335 Nm.

Buffers Indian Railways WAPd
-
ax.,m
Check and adjust, if necessary, the installed length (X) of the buffer as described in Section
Adjustments.
Cover the exposed areas of the buffer face and shan with a light coat of grease to prevent
corrosion.
Adjustments
4.1310
1 1 Measure the installed length (X) from the

face of the buffer (1) tothe face of the heads-
tock (2).
Adjust the buffer using the following pro-
cedure if the installed length (X) is not within
the specification given in Section Technical
Data.
From behind the headstock, remove and
discard the split-pin from the buffer adjust-
ing nut.
Adjustthe nut to obtain the required installed
0108003 length (X) as described in Section Technical
Data.
Install new split-pin on the buffer adjusting
nut.
Cover exposed threads, buffer face and
buffer shaft with grease to prevent cor-
rosion.

.

Cable Duct Indian Railways WAPS

2.00 Bogies & Running Gear
BOMBARDIER MAW
TRRNSPQRTA~~ON~
2.01 Bogie Frame
Volume Dl
Bogies & 2.02 Wheelset

Running Gear
2.03 Primary Suspension

4
2.04 Secondary Suspension

5
-
2.05 Traction Link
2.06 Transmission
7
2.07 Sanding Equipment .
2.08 Wheel range Lubrication cL

9
Indian Railways WAP-5 Bogies & Running Gear
2 Bogies & Running Gear

.
Bogie Frame 2.01
Wheelset 2.02
Primary Suspension 2.03

Secondary Suspension 2.04
Traction Link 2.05
Transmission 2.06
Sanding Equipment 2.07
Wheel Flange Lubrication 2.08

Bogies & Running Gear Indian Railways WAP-5
Chapter 2.00 - Page 2 1 2 [dent. No. Bombardier Transportation Ltd.

Indian Railways WAP-5 Bogie Frame
2.1 Bogie Frame
Group Summary

Bogie Frame Indian Railways WAP-5
1 Step 5 Step plate

2 Spring washer 6 Washer
3 Hex bolt 7 Nyloc nut
4 Cup head bolt
-
Indian Railways WAPS Bogie Frame
1 Hydraulic connection, wheel flange IU-

brication nozzle
a 2 x 10 mm clamp ceJ
7 mm light saddle C V
2 PneUmatic connection, wheel flange b
lubrication nozzle c 10 mm light saddle 03
0.
3 0.
Hydraulic output, wheel flange lubrica- (U
tion distributor
Pne~maticconnection, wheel flange
lubrication system
Pm.N-natic input, wheel flange lubrica-
tion distributor

- -
1 Service brake pipe a 15.5 rnrn light saddle

2 Parking brake pipe b 13 rnrn light saddle
3 Wheel tread cleaner pipe c 23 rnrn light saddle
4 Farking brake pneumatic connection d 2xlOmrnclamp
5 Service brake / Wheel tread cieaner
pneumatic connection

Bogie Frame
The bogie frame consists of two longitudinal sections, which form the side members, and
three lateral box type sections, which form the cross members. The cross members are posi-
tioned, and welded, to the side members forming a rectangular frame.
The side and cross members are fabricated from 350L-15 high strength low-alloy steel. The
link rod pivot assembly is welded to the centre of the end cross member. All structural welds
on the bogie are ultrasonically tested during manufacture for penetration.
The axle guide rod support brackets are of cast steel and are welded to the bottom flange of
the side members. The axle spring guides and primary suspension spring pads are welded
to the bottom flange of the side members as are the mounting brackets for the sanding outlet
pipe, wheel flange lubrication and tread conditioners. Secondary suspension spring guides,
longitudinal (yaw) damper brackets and vertical bump stops are all welded to the top flange
of the side members. Brackets for the vertical dampers and pivot brackets for the rebound
limiting chains are welded to the outer webs of the side members. Bracketsfor pneumatic pip-
ing and wheel flange lubrication pipes are welded to the webs of the side and cross members.
Lateral damper and bump stop brackets are welded to the top flange of the centre cross
member. Bracketsfor mountingthe traction motors and transmissionare welded to the centre
cross member, another mounting bracket for the traction motor is located on the end cross
member. Anchorage points for the brake callipers are located on the inside web of the side
members and welded to both the inner and outer webs for security.
To ensure full protection against corrosion all box sections are sealed against the entry 6
moisture and the frame is coated with atwo-pack polyurethane paint over an epoxy p r i m e e
m
6.
Bogie Steps (u
Step assemblies located on either side of the bogie at the cab end and are providedto assist
access to the cab doors. Checkered tread plates on the bogie steps are provided to improve
grip on the steps.
Bogie Piping
Pneumatic piping on the bogie carries compressed air for operation of the wheel flange lu-
brication, wheel tread cleaning and disk braking systems. Hydraulic piping on the bogie
carries lubricating fluid from the wheel flange lubrication distributor to the wheel flange lu-
brication nozzles.
- - -

-- -
Technical Data
Bogie Dimensions
- Length (nominal) 4640 mm

- Width (nominal) 2580 mm
- Weigth (nominal) 2060 kg

DllM
Bogie Frame
Refer to Section Inspection and Repair.
Pneumatic Piping
- Allowable bressure droo in 10 minutes 20 kPa


@1180
In addition to conventional railways workshop tools and equipment, non-destructive testing

equipment is also required for the procedures'describedin this chapter. Refer to the preface
of this Volume for more information on non-destructive testing.
.
Blast Cleaning Equipment
Blast cleaning equipment is required to remove corrosion and scale from the bogie frame.
Cleaning should be performedin a suitable enclosure and safety practices must be observed.
Alkaline Immersion
A large tank suitable to immerse the bogie frame, and alkaline solution for cleaning. Alkaline
solution is corrosive and can cause injury. Refer to the WARNING in Section Waste Disposal.
A quantity of hot water sufficient to thoroughly rinse the bogie frame after cleaning.
@.1200
Plastic plugs, or other material suitable for plugging threaded holes
Plastic plugs, or alike, suitable to seal pneumatic and hydraulic pipes
@.12X)
Remove all secondary suspension components (springs, dampers, safety chains and bump
stops) as described in Chapter 2.4, Secondary Suspension, and remove the bogie from be-
neath the locomotive.
Remove the wheelsets from the bogie, as described in Chapter 2.2, Wheelset, then lift the
bogie frame to a suitable location and support the bogie frame using suitable support stands.
Please note: Wheelset removal requires removal of the bogie steps, as described in Section
Removal of this chapter.
Remove the link rod pivot head, as described in Chapter 2.5, Traction Link. Cover the spigot
to prevent damage.

Removal
ti (250
Bogie Steps
1 Support the step assembly (4) using suit-

Raise the equipment slightly to support the

weight.
Remove the bolts (3) and washers (2).
Remove the step assembly (4) from the

bogie frame (1).
Chapter 2.01 - Page 8 1 16 ldent. No. Bombardier Transportation Ltd.

Disassembly
Bogie Steps
Remove the nuts (4) and washers (3) secur-

ing the step plate (2) to the step.
Remove the step plate (2) and bolts (1)

Repeat for remaining step plates as re-
quired.
Piping
m-
When removing the bogie piping, as many sections of piping as possible should remain int@
and be removed as an assembly. This aids in reinstallation and also reduces the wear an&
tear on the piping connections. Pipes must be sealed with suitable plastic plugs, or alike, to
prevent the ingress of moisture and dirt. Dirt or moisture in the pipes may have an adverse
effect on pneumatic and hydraulic equipment.

Bogie Frame
If necessary, immerse the bogie frame in a suitable alkaline immersion tank to thoroughly
clean the bogie frame, as described in Alkaline Immersion.
If necessary, blast clean the bogieframe to remove all traces of scale, debris and other foreign
materials, as described in Blast Cleaning.
Clean all threaded holes and check the threads for wear that may result from loose compo-
nents. Remove the build-up of oil from the bottom of blind threaded holes.
INSPECTION
The bogie and its weld on parts should be inspected for wear, fatigue, cracks and damage
when appropriate. Any sign of wear, fatigue, cracks or damage requires that the bogie frame
be tested using a suitable non-destructive testing method, as described in the Preface of this
Volume. Wear, cracks, fatigue or damage in one location on the bogie frame may result in
other damage elsewhere on the bogie frame. Due to this, the inspection and testing of the
bogie frame must be thorough.
WEAR
Wear occurs in areas where two or more components meet. Bolted connections, friction con-
nections and areas close to moving parts may be exposed to wear. Wear on the bogie frame
itself requires overhaul of the bogieframe. Wear of weld on parts may be repaired by replacing
the weld on part to manufacturers original specification.
FATIGUE AND CRACKING
Fatigue and cracking occurs where repetitive cyclic loads are applied to the bogie frame or
componentsfixedto the bogie frame. Fatigueor cracking of the bogieframe requires overhaul
of the bogie frame.
Fatigue or cracking in weld on items can be repaired by replacement of the weld on items to
manufacturers original specification. The bogie manufacturer must be consulted if fatigue
damage occurs on the bogie frame.
Chapter 2.01 - Page 10 1 16

1,
Ident. No. Bombardier Transportation Ltd.
Indian Railways WAPS Bogie Frame
DAMAGE
Damage to the bogie frame and items fixed to the bogie frame can result from derailment,
impact, mechanical failure and various other such events. Such damage to the bogie frame
requires overhaul of the bogie frame. The bogie manufacturer should be consulted. All pro-
posed repairs to damaged bogie frames must be approved by the manufacturer.
Damage to weld on items may be repaired by replacing the weld on items to the manufac-
turers original specification.
Areas to be inspected for wear, fatigue, cracks and damage include:
Bogie frame
Welds and joins in the bogie frame
Mounting locations for traction motors, dampers, guide rods, gear boxes, safety chains,
wheel flange lubrication equipment, sanding equipment, brake equipment
Bushings and holes
Bogie weld on parts
Bump stops
Spring seat areas
Link rod pivot on end transom
These and surrounding areas are to be fully inspected. Any wear, fatigue, cracks or damage
found must be fully inspected using a non-destructive testing method to fully determine the
extent of the damage.

Bogie Frame Indian Railways WAPd
-
BOGIE DIMENSIONAL CHECK
- -. 11
1 I
With the bogie frame located in a suitable fixture, check the dimensions given in the figure
above.
Measure dimensions ( X ) and (Y) diagonally between the outermost corners of the bogie.
Compare the two measurements. Difference between the two measurements is an indication
of the bogie being out of square. The allowable difference between dimensions ( X ) and (Y)
is 5 mm.

REPAIR
Welding on the bogie frame must be performed by a qualified welding technician. The bogie
manufacturer must be consulted prior to any repairs being carried out on the bogie frame. All
welding on the bogie frame must be tested for penetration using a non-destructive technique.
Refinish any exposed metal and any worn or damaged paint as described in Section Assem-
bly.
ALKALINE IMMERSION
Disassemble all components and pipes from the bogie frame, then immerse the frame in a
cleaning tank containing an alkaline solution.
After sufficient time to ensure removal of all foreign material, remove the frame from the tank
and rinse thoroughly with hot water.
Scrape any loose or flaking paint using a wire brush.
If necessary, blast clean the bogie frame. Otherwise inspect the frame as described in this
Section.
lnspect the bogie frame as described in this Section.
BLAST CLEANING
Cover the link rod pivot spigot to prevent abrasion of its surface. Blast cleaning will pit the sur-
face and result in reduced operating life of the link rod bushes.
To prevent damage to the threads and a build up of abrasive material, plug all threaded holes
using suitable plastic plugs and cover all exposed threads to prevent damage.
Blast the surface clean to Class 2 standard, Near White Metal Blast Cleaning. Remove
all mill scale, oxidation and foreign particlesfrom the surface. The finished surface should be <r
cr)
pitted to 125 microns deep, but need not have a consistent colour. 0.
(U
Clean the surface, remove debris, grit and foreign material.
Remove the plugs and other protective measures.
lnspect the bogie frame as described in Inspection.
Bogie Steps
lnspect the condition of the bogie steps. Damagedstep assemblies or components can either
be replaced or repaired if suitable: Worn tread plates are to be replaced.

Bogie Piping
lnspect all bogie pneumatic and hydraulic piping. lnspect all pipingfittings. Any worn, cracked
or damaged piping and fittings must be replaced. Do not use any piping that has not been
sealed before storage. Piping that is stored unsealed can developed scaling, flaking and oxi-
disation which adversely affects the performance of pneumatic and hydraulic equipment.
Waste Disposal
0.120)
WARNING:
Alkaline solution is corrosive. Work according to the prevailing workshop
safety regulations.
Assembly
Bogie Steps
Position the step plate (2) on the step and

align the holes in thestep plate (2) withthose
in the step.
Install bolts (1) through the step plate (2) and
into the step. Ensure the square of the bolts
(1) are properly seated in the step plate (2).
Install the washers (3) and the nuts (4).
Finger tighten nuts. Once all bolts (1) have
been installed and all nuts (4) finger tigh-
tened, tighten nuts (4) fully.

Surface Finishes
The bogie frame is coated with a two-pack polyurethane paint over an epoxy primer. This
combination of surface finishes ensures full protection against corrosion. Recoat the bogie
frame to specification, as described in Chapter 1.2, Exterior Finish.
Final Assembly
NOTE:
Do not use pipes that have not been sealed while stored. Unsealed pipes may be
contaminated with scale, oxidation or foreign material that will have an adverse
effect on the performance and operation of the braking, wheel flange lubrication
and wheel tread cleaning systems.
Install the bogie piping. Ensure all piping is correctly fixed to the bogie frame using the correct
fixing hardware. Use Loctite 577 on all non-compression fittings during piping installation.
Installation
Bogie Steps
Support the step assembly (4) using suit-

Position the step assembly (4) on the b o g i e 2
frame (1) and align the mounting holes. a
Install the washers (2) and bolts (3) andl;
m
- -
finger tighten bolts (3). Once all bolts (3)
have been installed and finger tightened,
tighten bolts (3) fully.

31m
After installation, pressure check the pneumatic piping and fittingsfor leakage. Pressure drop
may not exceed the specification given in Section Tolerances and Wear Limits List.
If necessary, install the transmission onto the wheelset as described in Chapter 2.6, Trans-
mission.
lnstall the wheelset as described in Chapter 2.2, Wheelset.
lnstall the primary suspension as described in Chapter 2.3, Primary Suspension.
lnstall the sanding equipment as described in Chapter 2.7, Sanding Equipment.
lnstall the wheel flange lubrication as described in Chapter 2.8, Wheel Flange Lubrication.
If necessary, install the traction motors as described in Chapter 4.4, Traction Motor.
lnstall the secondary suspension to the bogie and the bogie to the locomotive underframe as
described in Chapter 2.4, Secondary Suspension.
lnstall the traction link as described in Chapter 2.5, Traction Link.
After installation, check the locomotive pneumatic system as described in Chapter 13, Static
Test of Volume F14, Suppliers Documentation.

Indian Railways WAPd Wheelset
Maintenance and Re,pair Manual
2.2 Wheelset
Group Summary
@.i120
This chapter contains information on the bogie wheelsets, which are comprised of the
wheelset and axle boxes. The wheelset and axle boxes comprise the components shown in
the following illustrations.
Although the main gear is part of the gear box assembly, it is included in this chapter because
the gear is an interferencefit onto the axle shaft. Information regarding other gear box compo-
nents is located in Chapter 2.6, Transmission.
1 Axle shaft 4 Main gear

2 Wheel 5 Labyrinth ring
3 Brake disc 6 Axle end cap

Wheelset Indian Railways WAPS
Axle Box
1 Axle box 5 Oil seal

2 Front cover 6 Split ring
3 Cover plate 7 Guide rod
4 Tapered roller bearing 8 Spheribloc

Indian Railways WAP-5 Wheelset
@.1160
NOTE:
Welding is not permitted on any portion of the axle or wheel. Whenever welding is
carried out on any part of the locomotive, or bogie, the earth side of the welding
equipment must be connected directly next to the part being welded to prevent the
passage of electric current through the tapered bearing units. Welding current
passing through the bearings will cause damage.
The WAP-5 locomotive is configured for Bo Bo operation; -two bogies per locomotive, each
bogie with two driven wheelsets.
Wheelset
Wheelsets comprise an axle shaft, a main gear, two labyrinth rings, the axle end caps and
two single-piece Monobloc wheels with a brake disc on each side.

Indian Rallways WAP-5
Axle shaft
1 Axle shaft 6 Bearing journal fillet

2 Main gear journal 7 Labyrinth ring shoulder
3 Wheel journal 8 Axle end cap
4 Bearing journal 9 Labyrinth ring
5 Axle centring hole
The axle shaft (1) is forged from 25CrMo4 (chromium molybdenum steel), then machined and
ground to precision tolerances. The axles are manufactured and tested to comply with India
Railwaysstandard IRS R43. After machining, each axleshaft is uitrasonically tested forflaws.
There is a bearing journal (4) and a wheel journal (3) at each end of the axle. One main gear
journal (2) is situated inboard of a wheel journal (3) at one end of the axle shaft (1). All the
journals and transition points are ground to a 6.3 micron surface finish. Most radii are ground
to 8.0 micron finish.
Centring holes (5) are located along the axis at each end of the axle. These holes have a60°
taper, and can be used to centre the axle shaft (1) for measurement or machining. A wheelset,
complete with two wheels and the main gear, can be suspended on the centring holes.
An axle end cap (8) is fixed to the end of each axle to retain the tapered roller bearing and
seals. Refer to Axle End Cap in this Section.
A labyrinth ring (9) is an interference fit onto the labyrinth ring shoulder (7) at the inside end
of the bearing journal fillet (6). This ring locates the bearing relative to the axle shaft (1) and
forms part of the lubrication sealing for the tapered bearing units. Refer to Labyrinth Ring in
this Section.

Indian Railways WAPB Wheelset
Drawing number
Manufactured for "IR" Indian Railways
Material mark
Order number
Wheelset acceptance
Wheelset shaft acceptance
Manufacturer code
Wheelset number
Material Supplier code
Batch number
Axle shaft
Markings, in letters 6 mm high, on the end of each axle provide manufacturing information.

Wheelset Indian Railways WAP-5
Wheel
1 Front hub fillet 8 Back rim fi3et

2 Web plate 9 Back hub fillet
3 Front rim face 10 Hub
4 Tread 11 Wheel hub bore
5 Root (gauge line) 12 Condemning line
6 Flange 13 Front rim firlet
7 Back rim face 14 Brake disc mwnting blocks
The wheels are a one piece Monobloc design. They are machined from a single casting and
manufactured to comply with India Railways standard IRS R 34-81. The tread is IRS Thick
Profile Type CSL 3040. The tread (4) and flanges (6) are heat treated for improved service
life. Each wheel is balanced to UIC 812-3 standards and the value of the residual imbalance
is stamped on the hub.
Wheel hub (10) and bore ( I l ) , tread profile (4) and brake disc mounting blocks (14) on the
web plate (2) are machined to precision tolerances. The wheel hub bore (11) surface is
ground to a 6.3 micron finish. A groove, the condemning line (1 2), on the back rim face (7)
provides a reference line for measuring the tread depth. Fillets (1,9) at the front and back of
the hub serve to distribute loadingsfrom the hub (10) to the web plate (2). Similarly, fillets (13,
8) on the front and rear of the rim serve to distribute the load from the rim to the web plate
(2).
Wheel treads and flanges are hardened during manufacture for increased durability. As the
wheel wears during locomotive operation, work hardening occurs and consolidates the tread
and flange. Consolidated material is more resistant to wear than the softer material further

Indian Railways WAPS Wheelset
beneath the surface. Thus, work hardening hardens the wheel treads and flanges as they
wear. In this way, as old material is worn off and new material exposed, the new material has
already been consolidated (work hardened) and thus provides the similar wear characteris-
tics as a new wheel. The depth of the work hardening varies in accordance with the usage.
As a guide, the work hardening usually extends 3 - 5 mm below the surface, after the wheel
has travelled approximately 3,000 km.
The wheels (1) and main gear are an inter-
ference fit onto the axle shaft. An oil gallery
(2) is locatedwithin the wheel (1) for "floating
OW' from the axle shaft using hydraulic pres-
sure. The gallery (2) is sealed with a screw
plug (3) and copper washer (4) to prevent
the ingress of dirt during service.
Vented brake discs are bolted to the front

and back of the web plate (2). The brake
discs are described in Brake Disc of this
Section.
- --
Bombardier Transportation Ud. Ident. No. Chapter 2.02 - Page 7 / 126

Brake Disc
Ventilated brake discs (1) are mounted on each side on the wheel plate (2). The brake discs
(I) are screwed together through the wheel disc (2). For more information on the brake discs,
refer to Chapter 16, BSI-Wheel-Mounted Brake Disc R920G of Volume F14, Suppliers Docu-
mentation. The brake discs, calipers and cylinders are the mechanical components of the
locomotive braking system. Refer to Chapter 6.7, Brake Activators for more information on
the brake cylinders and calipers.

Main Gear
The main gear is forged from 17CrNiMo6 (chromium nickel molybdenum steel), then ma-
chined and ground to precision tolerances. Afler machining, each gear is ultrasonicallytested
for flaws. The main gear hub bore surface and bearing journals are ground to a 6.3 micron
finish. The gear teeth are ground then hardened to a depth of 1.4 mm.
The main gear (1) is an interference fit onto
the axle shaft in the same manner as the
Monobloc wheels. An oil gallery (2) is lo-
cated within the gear (1) for "floating off'
from the axle shafl using hydraulic pressure.
The gallery (2) is sealed with a screw plug
(3) and copper washer (4) to prevent the in-
gress of dirt during sewice.

. .-
Labyrinth Ring
The labyrinth ring (2) is used to locate the

inner edge of the tapered bearing unit (3) in
relation to the axle shaft (1). The axle end
cap locates the outer end. The labyrinth ring
(2) is also used with the split ring to provide
a barrier against the ingress of larger debris
to the tapered bearing seal (4). The labyrinth
ring (2) is an interference fit onto a shoulder
(6) at the inside end of the bearing journal
fillet (5). When the tapered bearing (3) is in-
stalled, the labyrinth ring (2) lip seats within
the bearing seal (4).
b 5 n 1The labyrinth ring (2) is manufactured to
precision tolerances and hardened against
wear. All mating areas are ground to a 3.2
micron surface finish.

Indian Railways WAP8 Wheelset
- -
Axle End Cap
The axle end cap (5) is used to locate the

outer edge of the tapered bearing unit (3) on
the axle shaft (1). The labyrinth ring (2) lo-
cates the inner end. The axle end cap (5) is
also used for mounting the Hasler trans-
mitter drive pin or primary earth brush con-
tact plate, refer to Axle Box in this Section.
The cap (5) is secured to the axle shaft (1)
by means of four bolts (6). When installed,
alipfrom the cap (2) seats within the bearing
seal (4).
The axle end cap (5) is manufactured to
precision tolerances. Mating areas are
ground to a 3.2 micron surface finish. All
other surfaces are ground to a 6.3 micron
finish.

3EHW 411.312 Revision Date: 12.2001
Axle Box
Axle boxes provide a housing for the tap-

ered roller bearings and seats (2) for the pri-
I 2 mary suspension springs. The boxes also
provide a connection (3) for the guide rods
between the wheelset and the bogie frame
for the transmission of tractive and braking
effort. Webbing (4) between the bearing
2
housing (1) and the spring seats (2) forms a
rigid structure and mounting points for the
axle guide rods, refer to Guide Rod in this
Section. A land (5),cast as part of the axle
box, provides a vertical limit stop for the pri-
.0202107n mary suspension. A screw fitting (6)is pro-
vided in the bearing housing (1) for tempor-
ary installation of a grease nipple to lubricate
the bearing units. A screw plug and copper
washer are used to blank the outside of the
hole when not in use.
The axle boxes are manufactured from cast
aluminium alloy, machined to precision tol-
erances then x-ray tested for flaws. Helicoil
thread inserts are used instead of tapped
holes in the axle box. This ensuresfasteners
can be properly secured in the aluminium.

Axle shafi
Labyrinth ring
Tapered bearing unit
Oil seal
Axle end cap
Split ring
Axle box
O-ring
Axle box front cover
Breather hole
Axle boxes (7) are capped on the outside by
the front cover (9) to protect the tapered
roller bearing units (3) from contamination
with dust and debris, refer to Front Cover in
this Section. The inner side of the axle box
is capped by a split ring (6), refer to Split
Ring in this Section. O-rings (8) at each end
of the axle box (7) to prohibit the ingress of
dirt to the tapered bearing units oil seals (4).
Alignment of the axle box' (7) over the bear-
ing (3),and therefore axle (I), is maintained
by the split ring (6) and labyrinth ring (2) as
previously described.

Wheelset Indian Railways WAPd
-- --- . -
Front Cover
1 Front cover, Type 1

3 Front cwer, Type 3
4 Primary earth brush set
5 Cover plate
6 Hasler speed transmitter
7 Cover plate
8 Axle box
9 Lateral limit stops
The front covers are manufactured from
cast aluminium alloy, machined to precision
tolerances then x-ray tested for flaws. Two
tangs, cast as part of the front cover, pro-
trude vertically from the axle damper mount-
ings to act as lateral limit stops for the pri-
mary suspension. Each front cover has
three breather holes for the axle box. Care
must be taken whenever cleaning the bogie
or axle boxes, not to spray water directly into
these holes. As with the axle boxes, Helicoil
thread inserts are used instead of tapped
holes. Three different types of front covers
are fitted to the axle boxes depending on the
application and location on the locomotive.
Each is described as follows:

Front Cover, Type 1
1 Axle box 5 Cover plate

2 Axle end cap 6 Gasket
3 O-ring 7 Primary earth brush set
4 Front cover, Type 1 8 Primary earth contact plate C,
==?
Afront cover Type 1 (4) is fitted to one end of each axle on the bogie. This front cover (4
used to house the primary earth contact brush set (7),
Type
..
refer to Chapter 3.8, Primary Ea &
1 front covers (4) have a removable cover plate (5) that facilitates access to the earth
contact brush (7) for maintenance. Where the front cover Type 1 (4) is fitted, a contact plate
(8) is attached to the axle end cap (2).
-.
..
Y q m b a r d i e r Transportation Ltd. Ident. No. Chapter 2.02 - Page 15 1 126
. 3EHW 411312 Revision Date: 12.2001
Front Cover, Type 2

Axle box
2 Axle end cap
3 O-ring
5 Blanking plate
6 Gasket
7 Hasler speed transmittel
8 Drive pin
A front cover Type 2 (4) is fitted to one end

of each axle closest to the main transformer
on the locornotive. A Hasler speed trans-
mitter (7) is fitted to the No. 1 End bogie. A
drive pin (a), screwed into the axle end cap
(2), turns the transmitter (7) when the loco-
motive is moving. At the diagonally opposite
position on the No. 2 End bogie, another
front cover Type 2 (4) is fitted. However, as
each locomotive has only one Hasler speed
transmitter (7), the No. 2 End bogie is not
fitted with the transmitter (7) and drive pin
(8). The front cover Type 2 on the No. 2 End
bogie is closed off by a blanking plate (5).
This arrangement allows for simple installa-
tion of the Hasler transmitter (7) should the
bogies be re-positioned under the locorno-
tive.
Chapter 2.02 - Page 16 / 126 Ident. No. Bombardier Transpoflation Ltd.

Front Cover, Type 3
1 Axle box
2 Axle end cap
3 O-ring
A front cover Type 3 (4) is fitted to one end
of each axle closest to each cab on the loco-
motive. Type 3 covers are used to cap the
end of the axle that does not have a Type 1
front cover (primary earth contact).
Tapered Roller Bearing
1 Axle shaft
2 Tapered roller bearing unit
3 Lubrication seal
4 Labyrinth ring
WAP-5 Bo Bo locomotives use tapered
roller bearings (2) on the axle shafts (1). The
bearing units (1) fit within a precision ma-
chined bore in the axle boxes. The location
Y
of the bearing unit on the axle is maintained
by the axle end cap and labyrinth ring. RE@
to Axle End Caps and Labyrinth Rings in
(V
Section.
Information, procedures and specifications
regarding the tapered roller bearings are lo-
cated in the SKF roller bearing manual.
Refer to Chapter 2, Wheelset, of Volume F2,

Wheelset lndlan Railways WAPS
- --
Split Ring
A two piece split ring (1) bolts to the inside

end of the axle box, over the labyrinth ring.
The split ring (1) is used, with the axle box
front cover to locate of the axle box relative
to the tapered bearing unit. The split ring (1)
is also used with the labyrinth ring to provide
a barrier against the ingress of larger debris
to the tapered bearing seal.
The split ring is machined and ground to

precision tolerances. Each split ring is a
matched pair of halves that must remain as
one set. Different halves from split ring sets
must not be mixed.
Guide Rod
The guide rod (I), bolted between the axle box (2) housing and bogie frame (3), provides a
longitudinalguide for the axle box (2), and therefore axle. Tractive and braking effort is trans-
mitted through the guide rods (1) to the bogie frame (3). There are four guide rods (1) on each
bogie. The guide rod (1) is fitted with spherical rubber joints, Spheriblocs (4). at each end,
which provide positive longitudinal guidance while allowing some lateral movement. Lateral
limit stops on the axle box front covers prevent excessive lateral movement of the axle.

Technical Data
Axle Box Front Covers
- Material Alloy-Aluminium G-AI Cu4 Ti wa

- Weight, front cover Type 1 9.7 kg
- O-ring groove depth 0.8 mm
- O-ring groove width 5 mm
Split Ring
- Material Alloy-Aluminium G-AI Cu4 Ti wa

- Weight 3.0 kg
- Sleeve diameter 251.809 - 251.882 mm
- O-ring groove depth 1 mm
- O-ring groove width 5 mm
Axle Box
- Material Alloy-Aluminium G-AI Cu4 Ti wa 2

- Weight 29.2 kg
(3
- Bearing bore inside diameter (nominal) 250 m m m
+1-
Axle End Cap
- Material AS 3678, Grade 350

- Weight 5.6 kg
-- --

- Manufacturer SKF, Germany

- Model 1639457 C
- Type Tapered roller bearing unit
- Weight 31.5 kg
- Inside diameter (nominal) 150 mm
- Outside diameter (nominal) 250 mm
- Length (nominal) 160 mm
- Lubricant W O N ARAPEN RB 320 (or equivalent)
Labyrinth Ring
- Material C30 0 C40 Steel

- Weight 4.3 kg
Wheelset
- Configuration Bo Bo
- Bogie centres (A) 10,200 mm
- Wheel base (0) 2,800 mm
- Gauge 1,676 mm
- Weight (inc. axle, wheels, but excluding main gear) 1,915 kg
Chapter 2.02 - Page 201 126 ldent. No. Bombardier Transportation Ltd.
Wheel
- Type One piece Monobloc

- Tread profile IRS Thick Profile Type CSL 3040
- Tread diameter, new 1,092 mm
- Residual imbalance (maximum) 75 grams
- Chamfer 9X6mm
Brake Disc
- Type Vented disc

- Diameter
- Weight (per disc)
- Friction surface thickness (new) 23 - 25 mm
Main Gear
- Material forged 17CrNiMoG (chromium nickel molybdenum steel)

- Number of teeth 67
Axle Shaft
- Material forged 25CrMo4 (chromium molybdenum s t e g

- Weight 570.0 @

- Diameter (W), labyrinth ring journal 170.146 - 170.186 mm

- Diameter (X), bearing journal 150.043 - 150.068 mm
- Diameter M, wheel journal 217.971 - 218.00 mm
- Diameter (2).main gear journal 220.28 - 220.31 mm
- Length (A) 209.5 - 210.5 mm

- Length (B) 35 mm
- Length (C) 15 mm
- Length (D) 9.6 mm
- Length (E) 76.5 - 77.5 mm
- Length (F) 255.5 - 256.5 mm

- Length (G) 354.0 - 355.0 rnrn

- Length (H) 377.5 - 378.5 rnm
- Length (J) 591.5 - 592.5 mrn
- Length (K) 615.0 - 616.0 mm
- Bearing journal, allowable circular runout 0.02 rnm

- Bearing journal, allowable cylindrical runout 0.01 rnm
- Wheel journal, allowable circular runout 0.03 rnm
- Wheel journal, allowable cylindrical runout 0.01 rnrn
- Main gear journal, allowable circular runout 0.03 rnm
- Main gear journal, allowable cylindrical runout 0.01 rnm
- Labyrinth shoulder, allowable perpendicularity 0.05 mrn
- Labyrinth seat, allowable circular runout 0.02 rnrn
- Labyrinth seat, allowable cylindrical runout 0.01 rnrn
- Wheel journals valleys (waviness) 59 rnrn*
- Bearing journals valleys (waviness) 69 rnm*
- Main gear journals valleys (waviness) 71 rnm*
- Labyrinth ring axial run-out < 0.05 rnm
* lowest point must be greater than the minimum journal diameter.
0202145n
- Labyrinth rinq shoulders (X) 2079.6 2080.0 rnrn

Guide Rod
- Material Alloy-Aluminium Al Mg Sil F31

- Weight 2.9 kg
Spheribloc
- Weight 4.0 kg
- Radial stiffness 85 kN/mm
- Axial stiffness 12 kN/mrn
- Angular deflection (nominal) iY

Indian dailways WAPB Wheelset

e 1970
Front Cover
- Sleeve length (Y) 31 .OO - 31.02 mm

- Sleeve diameter (8 25 1.809 - 25 1.882 mm
- Sleeve lead diameter (nominal) 250 mm

--. - - ->
Axle Box
- Diameter (Y) 252.000 - 252.081 mm

- Diameter (X) 250.000 - 250.046 rnm
- Diameter (X) out of round < 0.015 mm
- Axle box face to diameter (X) run-out < 0.1 mm

Axle End Cap
- Length M 11.0 - 11.2 mm

- Diameter (X) 156.000 - 156.040 mrn
- Diameter (Y) 150.043 - 150.106 mm
- Diameter (Z) 174.332 - 174.45 mm
- Bolt holes diameter (nominal) 17 mm
- Bolt head recess depth 19.0 - 19.5 mm
Hasler Transmitter Drive Pin
-
- Overall length
- 75.4 - 75.6 m e -
- Diameter 13.9 - 14.1 m R
'OIu
- Axial internal clearance 0.1 2 - 0.40 mm

For additional wear limits and tolerances in the roller bearings, refer to the SKF roller bearing
manual in Chapter 2, Wheelset, of Volume F2, Suppliers Documentation.

Labyrinth Ring
- Length (R) 51 .OO mm

- Length (S) 20.20 - 20.30 rnrn
- Length (T) 20.00 - 20.10 mm
- Diameter M 229.71 - 230.00 mm
- Diameter (W) 170.043 - 170.106 mm
- Diameter ( X ) 156.00 - 156.04 mm
- Diameter (Y) 174.32 - 174.45 mm
- Diameter (Z) 208.21 - 208.50 mm
- Concentricity (V, X, Y, Z - W) 0.1 mm
- Maximum depth of repairable scratches 0.1 mm
- Twist (flatness) < 0.1 mm
- Shoulder run-out < 0.05 mm

Wheelset
- Distance (A) 1,595.5 - 1,596.5 mm

- Distance (6) 79.9 - 80.1 mm
- Distance (C) 289.5 290.5 mm
- Distance (E) 114.9 - 115.1 mm
- Distance (F) 374.5 - 375.5 mm
- Runout rim front face (X), maximum 0.5 mm
- Runout rim back face 0 ,maximum 0.5 mm
h
- Runout tread (Z), maximum 0.1 m w
Clr
0
(X
Wheel Diameters Differences ( v
- Same axle 0.5 mm

- Same bogie 1.0 mm
- Same locomotive 18.0 mm

Wheel And Axle Loads
- Axle load (nominal) 19,306 - 20,094 kg

- Maximum difference in wheel loads 770 - 800 kg *
* difference in wheel loads must be less than 4% of the measured axle load
Primary Suspension Bump Stop Clearances
I I
- Vertical clearance, bogie to axle box (A) 27 - 35 mm

- Lateral clearance, bogie to axle box (B) 10 - 20mm

Secondary Suspension Bump Stop Clearances
- Lateral clearance, underframe to bogie (C) 20 - 40 mm

- Vertical clearance, underframe to boaie (13) 30 - 40 mm
Wheel
Wheel Wear Characteristics

-
- Wheel tread diameter, new* 1,092 mm 2
- Wheel tread diameter, minimum (condemned)* 1,016 mm O,
r3
- Allowable wheel diameter wear before reprofiling 6.5 mm '
- Tyre thickness, minimum (condemned) 27 mm
- Flange width 32 mm
- Flange width wear 3 mm
- Root thickness wear 6mm.
-
- Tread flat spots < 50 x 50 mm
- Adjoining tread flat spots < 40 mm diameter (each spot)
- Tread grooves (maximum depth) 3 mm
- Witness groove (maximum depth after wheel profiling) 1.2 mm
"difference in wheel loads must be less than 4% of the measured axle load

Wheelset Indian Railways WAPQ
--
Operational Wheel Diameters Differences
- Same axle 1.0 mm

- Same bogie 4.0 mm
- Same locomotive 20.0 mm
Wheel H u b
-Wheel hub bore diameter 217.670 - 217.720 mm

- Wheel hub bore length 179.7 - 180.3 mm
- Wheel hub finish 6.3 micron
- lnterference fit (to axle journal) -
0.251 0.330 mm
- Float-off pressure 200 - 300 MPa
- Press-on force 779 - 1,026 kN
- Shrink on temperature. (max) 250 "C (120 - 140 minutes)
- Contact force 854 - 1,068 kN
Brake Disc
- Wear 5mm*
- Friction surface thickness (minimum) 18 mm
Refer to Chapter 16, BSI-Wheel-Mounted Brake Disc R920G of Volume F14,
Suppliers Documentation for wear limits and tolerances applicable to the brake
discs.
Main Gear
- Hub bore inside diameter 220.000 - 220.029 mm

- Gear hub bore length 219.95 - 220.05 rnm
- Gear hub finish 6.3 micron
- Interference fit 0.28 - 0.281 mm
- Contact force 1,078 kN
- Float-off pressure 200 - 300 MPa
- Press-on force 862 - 1065kN
- Shrink on temperature (maximum 200 "C. (120 - 140 minutes)
- Main gear run out on axle shaft (maximum) 0.05 mm

Guide Rod
- Distance between eye centres 474.9 - 475.1 mm

- Eye inside diameter 90.000 - 90.046 mm
Spheribloc
- Axial wear < 0.6 mm*

- Outside diameter 90.124 - 90.178 mm
* Refer to Section Inspection and Repair

-

Q.llW
The following tools and special tools are required for the procedures described in this Chap-
ter.
a Induction heating equipment

a Bearing extractor for removal of the labyrinth ring
a Dismounting of the wheels and main gear from the axle shaft requires the use of a con-
ventional railways heavy workshop wheel press and alike.
Axle support fixture
Oil injection tool kit No. 729101B, available from Thyssen Henschel, is required for
"floating oft" wheels and main gear.
A template for is required for checking
-7 I- the bearing journal fillet (between the
bearing journal and the labyrinth ring
shoulder). The template should conform
to the dimension in the figure above.
I I a Non-destructive test in^ eaui~mentre-
.. . - <. -... .135. ...- - - .- - - - quired for testing the iheels: axles and
other components, refer to the Preface
1 0 , 7 d
of this Volume.
a Special tools are required for the re-
moval and installation of the tapered
roller bearing units. The requirements
are described in Chapter 2, Wheelset,
of Volume F2. Suppliers Documenta-
tion.

@.imo
Miscellaneous materials required for procedures described in this chapter include:
Altemp Q Paste NB50 is required as a lubricant for installation of the tapered roller
bearings
Shell Hypoid GX, or equivalent, as a lubricant for floating off of the wheels from the axle
Shell Alvania D or Exxon Arapen RB-320 Grease is required to lubricate the bearings,
and seal the labyrinth ring and split ring joint
Molykote Paste 6 is required for cold pressing the wheels and main gear to the axle
shaft
Molykote Cu-7439 Plus is required for installation of the brake discs
Loctite 270 is required'for installation of the split rings
Hylomar sealing compound is required for installation of the split rings
Marking paste for measuring the length of valleys in the axle journals
Heat indicating crayons; 150 "C for labyrinth ring, 200 "C for main gear and 250 "C for
wheels.
- - - - - -
Wheelset
Remove bogie from locomotive as described in Chapter 2.4, Secondary Suspension.
Steam clean the bogie assembly and surrounding area, remove all traces of dirt, debris and
build-up of grease. Refer to Steam Cleaning in the Preface of this Volume. Damage to the
components can result from improper application of the steam cleaning equipment. Do not
direct the spray stream into the axle box drain holes or into the traction motor ventilation
openings.
Remove the bogie steps as described in Chapter 2.1, Bogie Frame.
Disconnect the axle dampers as described in Chapter 2.3, Primary Suspension.
Chock the wheels to prevent the bogie rolling. Then release the parking brakes and secure
them in the released position using the parking brake handle. Refer to Chapter 4, Vehicle
Operation of Volume A, Driver's Manual.
Remove brake pads as described in Chapter 6.7, Brake Activators.
Remove wheel tread cleaners as described in Chapter 6.7, Brake Activators.
Remove the wheel flange lubrication nozzles as described in Chapter 2.8, Wheel Flange
Lubrication.
Disconnect the primary earthing cable from the axle box as described in Chapter 3.8,
Primary Earth.
Disconnect the drive coupling between the traction motor and gearbox. Refer to Chapter 2.6,
Transmission.
Disconnect the gearbox support arm as described in Chapter 2.6, Transmission.

Indian Railways WAPQ Wheelset
Removal
e im
Wheelset
Disconnect the earth cable (3) between the

axle boxes (2) and the bogie frame (1).
Position suitable safety stands (1) between

the axle box webbing and the floor on each
side of the axle to prevent rotation.

Remove the nuts (4), bolts (2) and washers (5) securing the guide rod (3) to the bogie frame
(1) and the axle box (6). Remove the guide rod (3).
Attach suitable lifting equipment to the lifting eyes on bogie end transoms. Liftthe bogie frame
from the wheelsets. During the lifting procedure, ensure that no components are entangled
betweenthe wheelset and bogie frame. If the axle boxes are properly supported and the bogie
frame raised carefully, the primary suspension springs will remain seated in the axle boxes.
Lift the primary suspension springs (I),
seats (2) and compensating plates (3) from
the axle boxes. Refer to Chapter 2.3, Pri-
mary Suspension.
Remove the wheelsets from below the bogie
frame and transport to a suitable work area
as necessary.
Lower the bogie frame onto suitable safety
stands.
-
Chapter 2.02 Page 38 1 126 Ident. No. Bombardier Transportation Ltd.
Disassembly
@.lZ40
Disassemble the gear box from the wheelset as described in Chapter 2.6, Transmission.
NOTE:
Disassembly of the wheels or main gear from the axle shaft should only be carried
out when absolutely necessary. Wheels and the main gear should not be pressed
from the axle shaft. Pressing procedures cause wear to interference fits on the
wheelset, thus reducing its service life.
Dirt and debris can contaminate the tapered roller bearings. It is important that the
bearings and journals be kept absolutely clean and protected from damage during
all procedures. Foreign material can cause damage the bearing and/or journal.
Before removing the axle box front covers, ensure that the area is completely
clean.
Axle Box Front Cover
Three different types of front covers are fitted to the axle boxes depending on the application
and location on the locomotive, refer to Section Functional Description for more information.
Procedures for removalof each different typeof front cover aredescribed in the following Sec-
tions.
NOTE:
To prevent contamination of the tapered bearing units, ensure that the axle box
and adjacent areas are completely clean before loosening the front cover bolts.
Bombardier Transportation Ltd. ldent. No. Chapter 2.02 - Page 39 / 126

Front Cover, Type 1
Removethe bolts (8) and washers (7) secur-

ing the cover plate (6). Separate the cover
plate (6) and gasket (5) from the front cover
(2).
If necessary, disconnect the primary earth
cable from the primary earth brush set as
described in Chapter 3.8, Primary Earth.
Remove the primary earth brush set (3) and
bolts (4) from the front cover (2) as de-
scribed in Chapter 3.8, Primary Earth.
Remove the bolts (9) and washers (10) se-
curing the front cover (2) to the axle box (1).
Pull the front cover (2) from the axle box (1).
Remove and discard the o-ring (12) from
the groove in the front cover.
Remove the primary earth contact plate (11)
from the axle end cap as described in
Chapter 3.8, Primary Earth.
Cover the axle box aperture to prevent the
ingress of dirt and other debris.

Front Cover, Type 2
Remove the bolts (5)and washers (6) secur-

ing the Hasler speed transmitter (4) to the
front cover (2). Separate the transmitter (4)
and gasket (3) from the front cover (2).
Removethe bolts (7)and washers (8) secur-
ing the front cover (2) to the axle box (1).
Remove and discard the o-ring (10) from

the groove in the front cover.
Remove the Hasler transmitter drive pin (9)
and washer (11) from the axle end cap.

Front Cover, Type 3
Remove the bolts (3) and washers (4) secur-

Remove and discard the o-ring (5) from the

groove in the front cover.


Split Ring
NOTE:
To prevent contamination of the
tapered bearing units, ensure that
the axle box, split ring and adjac-
ent areas are completely clean be-
fore loosening the bolts.
The split rings are precision
matched parts that must be kept
as a pair. Individual split ring
halves are not interchangeable.
Match mark the two halves of the spilt ring

( I ) , then match mark the ring (1) to the axle
box. Use an individual mark for each split
ring set.
From behind the axle box, loosen and re-
move the bolts securing the split ring (1) to
the wheel side of the axle box in a counter-
clockwise pattern.
If necessary, pull the axle box to separate

the split ring (1) from the axle box.
Separate the two halves to remove the split
ring (1). Take care not to lose the pins.
Remove and discard the o-ring from the
groove in the split ring. Note that to repla&
the o-ring requires the removal of the @
box. cr)
0.
'u

--
Axle Box
NOTE:
To prevent contamination of the
tapered bearing units, ensure that
the axle box and adjacent areas
are completely clean before
loosening the cover or axle box
bolts.
Suspend the axle box (3) from above using

suitable lifting equipment.
Carefully slide the axle box (3) straight off

the bearing (1). The precision fit between
-0202032 the axle box and bearing will cause some re-
2
sistance. The axle box may jam if pulled at

an angle. Use care whenever removing the
axle boxes.
Cover the axle boxes, axle and bearing to
prevent damage or contamination with
foreign material.
Axle End Cap
If necessary, remove the primary earth con-

tact plate as described in Chapter 3.8, Pri-
mary Earth.
If necessary, remove the Hasler transmitter

drive pin (2) and washer (3) from the axle
end cap (1).
Remove the bolts (4) and washers (5) secur-

ing the end cap (1) to the axle shaft.
Carefully withdraw the axle end cap (1) from
the tapered roller bearing seal (6).

NOTE:
bearings andjournals be kept absolutely clean and protected from damage during
all procedures. Foreign material can cause damage the bearing and/or journals on
the axle shaft.
Disassembly of the tapered roller bearing unit from the axle shaft requires special tools and
equipment.
Removal of the wheel bearing is described in Chapter 2, Wheelset, of Volume F2, Suppliers
Documentation.
The tapered bearing unit removal procedure also removes h e labyrinth ring.
Labyrinth Ring
NOTE:
Do not heat the labyrinth ring or
axle using a flame.
The labyrinth ring is an interference fit on the

axle shaft. The recommended procedure is
to remove the labyrinth ring with the tapered
bearing unit as described in Chapter 2,
Wheelset, of Volume F2, Suppliers Docu-
mentation.
A bearing extractor or induction heating ma
be used to remove the ring from the a i l
the bearing has already been removed.%-
4
duction heating is recommended. Use abe
bearing extractor or press may damage%
interference fit on either the ring or the axle
shaft.
Use care during the procedure to avoid
damage to the ring, bearing fillet or journals.

Wheel
NOTE:
Wheels should not be cold pressed off an axle. Damage to the journals or wheel
hub bore could result.
NOTE:
Do not remove the plug in the oil
injection gallery untiljust before
the wheel is ready to be floated
from the axle.
Dismounting of the wheels from the axle

shaft requires the use of a conventional rail-
ways heavy workshop wheel press and
special tools. Dismounting of the wheels
and tapered roller bearing requires preci-
sion equipment and experienced handling.
The procedure uses pressurised fluid to
separate the interference fits between the
cylindrical surfaces of the wheel bore and axle journal. Once the hydraulic pressure exceeds
the pressure created by the interference fit, an oil film builds up between the contact areas.
The film reduces friction between the surface. The parts can easily be displaced without scor-
ing the mating surfaces.
An oil gallery (2) is located within the wheel (1) for "floating o f f from the axle shaft using hy-
draulic pressure. The gallery is sealed with a screw plug (3) and copper washer (4) to prevent
the ingress of dirt during operation.
AThyssen Henschel Model 729101 Boil injectiontool is recommendedfor floating-off wheels
and main gear. The procedure described in this Section assumes the recommended equip-
ment is used.
The work area, joint surfaces and oil gallery must be completely clean; free of all swarf, dirt
and other contaminates.
Clean the wheelset thoroughly. The area around oil gallery plug must be completely clean.
Entry of foreign material to the gallery will damage the axle journal and/or wheel hub.
Mount the wheelset in a wheel press.
Assemble and ready the Thyssen Henschel special tool according to the manufacturers rec-
ommendations, using Shell Hypoid GX, or equivalent, as a lubricant. Bleed the system to re-
move all air.

Clean around the screw plug (2) using com-

pressed air. Ensure that no dirt or debris is
located near or around the plug (2).
Remove the plug (2) from thewheel hub (1).
Connect the injector and high pressure hose

to the wheel hub.
NOTE:
Do not allow the oil pressure to ex-
ceed 300 MPa. Over pressure can
cause permanent deformation of
the wheel hub bore.
Slowly pump the injector until oil exudes at

the joint between the wheel hub and the
axle.
NOTE:
Twng to press the wheel off before the hub bore and gallery is fully lubricated will
damage the wheel hub and/or axle journal.
Maintain the pressure for approximately 10 minutes to fully fill the seat and gallery with the oil.
NOTE:
Do not interrupt pressing-off of the wheel once the oil groove becomes visible.
Stopping or pausing will cause the oil film to leak away from the contact surfaces
and the wheel hub will seize on the axle. Cb
ro
Press the wheel from the axle using the wheel press.The wheel must be kept moving t h r o u g
out the procedure. Do not allow the wheel to stop moving. Oil pressure and the press f&
must be kept constant once the procedure commences until the wheel is clear of the axle.
Once the wheel is removed, cover the axle journals and wheel hub to prevent damage or
contamination.
If necessary, remove the brake discs from the wheel as described in Brake Disc in this
Section.

Brake Disc
Disassembly of both brake discs from the wheel requires dismounting of the wheel as
described in Wheel in this Section.
Removal of one brake disc only is not recommended. If one disc is defective, all other brake
discs on the axle must be removed and inspected for defects.
Removal of the brake discs from the wheel is described in Chapter 16, BSI-Wheel-Mounted
Brake Disc R920G of Volume F14, Suppliers Documentation.
Main Gear
NOTE:
The main gear should not be cold
pressed from an axle. Damage to
the journals or gear hub bore
could result.
Dismounting of the main gear from the axle

shaft requires the use of a conventional rail-
ways heavy workshop wheel press and
special tools. Dismounting of the main gear
and tapered roller bearing requires preci-
sion equipment and experienced handling.
The procedure uses pressurised fluid to
separate the interference fits between the
cylindrical surfaces of the gear bore and
axle journal. Once the hydraulic pressure
exceeds the pressure created by the inter-
ference fit, an oil film builds up between the
contact areas. The film reduces friction be-
tween the surface. The parts can easily be
displaced without scoring the mating sur-
faces.
An oil gallery (2) is located within the gear (1) for "floating off" from the axle shafl using
hydraulic pressure.'Thk gallery is sealed with a screw plug (3) and copper washer (4) to
prevent the ingress of dirt during operation.
AThyssen Henschel Model 729101 Boil injection tool is recommendedforfloating-off wheels
and main gear. The procedure described in this Section assumes the recommended
equipment is used.
Chapter 2.02 - Page 48 1 '126 Ident. No. Bombardier Transportation Ltd.

Remove both wheels from the axle shafl as described in Wheel in this Section.
Remove the bearings, seals and labyrinth rings from the main gear as described in Chapter
2.6. Transmission.
NOTE:
Do not remove the plug in the oil injection gallery untiljust before the gear is ready
to be floated from the axle.
The work area, joint surfaces and oil gallery must be completely clean; free of all swarf, dirt
and other contaminates.
Clean the axle and main gear thoroughly. The area around oil gallery plug must be completely
clean. Entry of foreign material to the gallery will damage the axle journal or gear hub.
Mount the axle in a wheel press.
Assemble and ready the Thyssen Henschel special tool according to the manufacturers
recommendations, using Shell Hypoid GX, or equivalent, as a lubricant. Bleed the system to
remove all air.
Clean around the screw plug (3) using compressed air. Ensure that no dirt or debris is located
near, or around the plug (3).
Remove the plug (3) from the gallery (2)
Connect the injector and high pressure hose to the gear hub.
NOTE:
Do not allow the oil pressure to exceed 300 MPa. Over pressure can cause per-
manent deformation of the gear hub.
Slowly pump the injector until oil exudes at the joint between the gear hub and the axle.&
In
o;
NOTE: 0
Trying to press the gear off before the hub bore and gallery is fully lubricated w R
damage the gear hub and/or axle journal.
Maintain the pressure for approximately 10 minutes to fully fill the seat and gallery.
NOTE:
Do not interrupt pressing-off of the gear once the oil groove becomes visible.
Stoppirlg or pausing will cause the oil film to leak away from the contact surfaces
and the gear hub will seize on the axle.

Wheelset Indian Railways WAP-S
Press the gear from the axle using the wheel press.The gear must be kept moving throughout
the procedure. Do not allow the gear to stop moving. Oil pressure and the press force must
be kept constant once the procedure commences until the gear is clear of the axle.
The wheel and bearing journals on the axle are smaller than the gear hub diameter. Carefully
slide the main gear from the axle shaft, take care not to mark or damage the other journals.
Once the main gear is removed, cover the axle journals and gear to prevent damage or
contamination.
Spheribloc
Removal of the Spheriblocs (2) should only

be carried out if the Spheribloc is damaged,
faulty or fails a Spheribloc axial wear test, as
Position the guide rod (4) horizontally in a
suitable press.
Support the guide rod eye using a suitable
steel tube (3). Ensure the tube will not inter-
fere with the Spheribloc (2) during removal.
Position a suitable mandrel (I), slightly
smaller than the outer diameter of the collar,
over the Spheribloc (2).Check that the man-
drel (1) is square with the yoke on the press
and contacts around the entire perimeter of
the collar.
Press the Spheribloc (2) from the guide rod
(4), then discard the Spheribloc (2).
Repeat the procedure for the Spheribloc at
the other end of the guide rod.

Axle Box
Steam clean the axle box, remove all traces of dirt, debris and build-up of grease. Refer to
Steam Cleaning in the Preface of this Volume.
Visually inspect the guide rod mountings for signs of wear or damage. The guide rod
mountings are critical safety areas.
Visually inspect the areas around the spring seats for signs of excessive wear or damage.
Replace the axle box if the seats are worn or damaged.
Conduct an NDT inspection of the axle box for cracks. Refer to the Preface of this Volume
or more information on non-destructive testing.
Replace the axle box if cracked or damaged.
Inspect the condition of the axle box bore for scratches or other defects.
Measure the inside diameter (X) of the axle
box bore in three places, approximately 60"
apart, and in four different positions (A) on
each of the three places. The axle box is
condemned if any diameter or out-of-round
is greater than specified in Section Toler-
ances and Wear Limits List.
Measure thejnsiie diameter (Y) of the front
cover shoulder bore in three places, ap-
Q,
proximately 60" apart. The axle box ispqn-
demned if the diameter or out-of-rou8 is
greater than specified in Section To!ermes
u
and Wear Limits List.
Check that the mounting faces of the axle box are flat and perpendicular to the bearing bore
to within the specification listed in Section Tolerances and Wear Limits List. Out of square or
wear on the mounting faces may indicate a loose front cover or other defect.
The axle box is condemned if worn or not within the specifications given in Section Tolerances

-- -
(
Check all Helicoils (2,3) in the axle box (1).I
Remove and replace any damaged Helicoils
(2,3).
Check the condition of the two M I 0 treads
used to mount the earthing cable bracket.
Repair any damaged threads.
Front Cover
Inspection of the primary earth brush set is described in Chapter 3.8, Primary Earth.
Steam clean the axle box cover, remove all traces of dirt, debrisand build-up of grease. Refer
to Steam Cleaning in the Preface of this Volume.
Visually inspect the axle box front cover, paying particular attention to the vertical damper
mountings, for signs of wear, damage or cracks. A loose damper or guide rod can cause wear
to the mountings. Replace the cover if necessary.
Check the lateral bump stops for wear, cracks or damage.

Check all Helicoils (1, 2, 3) in the axle box
cover (4). Remove and replace any dam-
aged Helicoils.

Measure the diameter (X) of the cover (1)

sleeve, in three planes approximately 60"
apart. Refer to Section Tolerances and
Wear Limits List.
Measure the sleeve lead diameter, in three

places approximately 60" apart. Refer to
Measure the sleeve length (Y). Refer to Sec-

tion Tolerances and Wear Limits List.
lnspect (he o-ring grooves. Remove any
burrs using a honing stone or recondition the
front cover as required.
Measure the depth and width of the o-ring groove. Replace the front cover if the o-ring
grooves are not within the specifications given in section Technical Data.
Check that the breather holes around the edge of the cover sleeve are clean and free from
burrs and obstructions.
Check the surface flatness of the mounting face,
Rectify any faults found or replace the cover if cracked or damaged.
Refinish or repair any damaged or missing paint. Refer to Chapter 1.2, Exterior Finish.
Split Ring
Inspectthe split ringsfor wear or damage to the sleeve and mountingface. Wear in either area
indicates a defective axle box or loose split ring. Rectify any faults found.
6.
' m
Check the condition of the locating pins and their fit in the split ring halves. If necessm,
remove the pins from the split ring. Clean off any residual Loctite from the pins and the h e
in the split rings. Apply Loctite 270 to one end of the pin before reinstallation. ( V
lnspect the o-ring grooves in the split ring. O-ring groove dimensions are given in Section
Technical Data. Remove any burrs using a honing stone or replace the split ring as required.
Remove any residual sealant from the mating faces of the split rings.
Replace the ring if damaged, worn or outside the specifications given in Section Technical
Data.

Wheelset Indian Rallways WAPS
-.
Axle End Cap
Inspect the axle end cap for wear, cracks,

damage or nicks. Small scratches may be
blended out using fine emery paper. Re-
move any sharp edges or burrs using a hon-
ing stone.
Check the end cap for corrosion. End caps

must be free of corrosion. Replace end caps
if corrosion is evident.
NOTE:
Magnetic fields can damage the
wheel bearings. If magnetic testing
0202120n equipment is used, the axle end
cap must be demagnetised after
the test procedure.
Test the axle end cap for sub-surface cracks, flaws or other discontinuities using suitable
non-destructive testing equipment. Refer to the Preface of this Volume for more information
on non-destructive testing techniques. Replace any cracked or damaged rings.
Measure the axle end cap at diameters (X, Y, 2). All diameters must be checked in three
different places 60" apart. Specifications are given in Section Tolerances and Wear Limits
List.
Measure axle shoulder depth (V) in three different planes 60" apart. Specifications are given
in Section Tolerances and Wear Limits List.
lnspect the condition and depth of the bolt head recesses. Loose bolts can cause wear in the
holes. Measure the nominal diameter of the bolt shaft holes and the depth of the bolt head
holes. Refer to Section Tolerances and Wear Limits List.
Check thecondition of the thread forthe Haslertransmitterdrive pin (2). Minor thread damage
can be repaired using an M I 6 tap.
Check the condition of the threads (3) for the primaly earth contact plate. Minor thread
damage can be repaired using an M8 tap.
Check the face of the cap for wear or damage. Loose primary earth contact plates can cause
excessive wear on the face of the cap. Replace the cap if worn or grooved.
-
Labyrinth Ring
Visually inspect the labyrinth ring for cracks or damage. Small scratches may be blended out
using fine emery paper.
lnspect the ring for corrosion. Replace any corroded rings.
NOTE:
Magnetic fields can damage the wheel bearings. If magnetic testing equipment is
used, the labyrinth ring must be demagnetised after the test procedure.
Test the labyrinth ring for sub-surface cracks, flaws or other discontinuities using s u i t a b l e
non-destructive testing equipment. Refer to the Preface of this Volume for more informatiom
on non-destructive testing techniques. Replace any cracked or damaged rings.
m
ch
(U
Measure the diameters V, W, X, Y, Z of the labyrinth ring in three different places 60" apart.
Specifications are given in Section Tolerances and Wear Limits List.
Measure the distances R, S, T of the labyrinth ring. Specifications are given in Section
Tolerances and Wear Limits List.
Measure the run-out (concentricity) of diameters V, X, Y,Z to diameter W. Specifications are
given in Section Tolerances and Wear Limits List.
lnspect the abutting faces of the axle shoulder and the labyrinth ring. Shoulders must be
square with the axis of the journal to within the dimension specified in Section Tolerances and

Wheelset Indian Rallways WAP-5
-
Wear Limits List and Section Technical Data. Out-of-square shoulders will cause excessive
run-out, which may result in bearing failure.
Remove any sharp edges or burrs from the oil seal surface using a honing stone.
Check the condition of all transition points and bevels. Small imperfections can be removed
using fine emery paper. Replace the ring if the imperfections cover the entire circumference.
Check the labyrinth ring for twist on a flat bed bench. Replace the ring if the twist is greater
than the specification in Section Tolerances and Wear Limits List.
Replace the labyrinth ring if damaged, cracked or out of specification.

Repair any chipped or damaged paint. The
figure shows the painted area of the laby-
rinth ring. Do not paint other areas. Refer to
Chapter 1.2, Exterior Finish for more in-
formation on painting.
Tapered Roller Bearlng
Inspection of the tapered roller bearing is described in Chapter 2, Wheelset, of Volume F2,

Guide Rod
Inspect the guide rod for cracks or damage.

Pay particular attention to the eye.
Use penetrate dye or ultrasonic equipment

to test for cracks around the eye and length
of the rod.
Measure the inside diameter (Y) of the eye

bores in three places 60" apart. Replace the
guide rod if the diameter is not within the
specification given in Section Tolerances
Measure the distance between the guide rod eye centres (X). Replace the guide rod if the
length is not within the specification given in Section Tolerances and Wear Limits List.
Carefully inspect the guide rod for damage or grooves in the Spheribloc bore.
Replace the guide rod if damaged, cracked or not within specification.
Spheribloc
The Spheriblocs in the axle guide rods are

critical to maintaining wheel alignment. No
damage or wear is permissibleon either the
metal or the rubber parts. Remove dam-
aged or suspect components and r e p l a w
with new parts. Where one Spheribloc o m
0.
bogie is deemed unfit for service, it is go&
engineering practice to thoroughly inspfh
all Spheriblocs on the bogie.
Removal of the Spheriblocs should only be
carried out if the Spheribloc is damaged,
faulty or fails a Spheribloc axial wear test,
described in the Spheribloc Axial Wear Test.
Discard Spheribloc once pressed from the
guide rod.

Check the Spheribloc collar (1) for the formation of cracks, pitting or damage and replace if
necessary.
Inspect the rubber areas (3) for tears, cracks or deterioration. Replace the Spheribloc if worn,
or the rubber is loose, deteriorated or detaching from the collar. No damage is permissible
to the rubber or collar of the Spheribloc.
Spheribloc Axial Wear Test
The test for axial wear in the Spheribloc is to be carried out on the Spheribloc while mounted
in the guide rod.
Before measuring the Spheribloc for axial wear, remove the guide rod from the bogie and
store for 48 hours.
Position the guide rod in a press and support the Spheribloc collar on a piece of steel tube.
Ensure there is sufficient space within the tube to allow clearance of the rubber part of the
Spheribloc. The collar of the Spheribloc must be supported around its entire perimeter while
conducting the test.
Apply an axial load of 50 kg to the Spheribloc cross-pin, then position the plunger of a dial
indicator on the shoulder of the cross-pin and zero the dial indicator.
Increasethe load on the cross-pin to 1,500 kg, one time only, then decrease the load to 50 kg
and maintain for one minute.
Check the reading on the dial indicator. If the deflection is less than 0.6 mm, then turn-over
the guide rod and repeat the procedure on the other side of the Spheribloc. If the deflection
on the other side is less than 0.6 mm, then the Spheribloc is serviceable. Otherwise, the
Spheribloc must be replaced.
Wheelset
General Information
NOTE:
Welding is not permitted on any part of the axle or wheel.
Defective or out-of-specification wheels or axles are condemned.

Condemned wheels or axles may not be used in service. Condemned wheels and axles are
to be marked in accordance with the prevailing workshop regulations.

~aintenanceand Repair Manual
Wheelset Inspection
Visually inspect the axle shaft for cracks, damage or defects as described in Axle Shaft in this
Section.
Visually inspect the wheels for cracks, damage or defects as described in Wheel in this
Section.
Mount the wheelset in a suitable fixture.
Wheelset - Measure
Remove the axle end caps. Refer to Section Disassembly.
Remove the tapered bearing unit, if necessary. Refer to Section Disassembly.
Using caliper (2), or similar tool, mark a line at the centre (3) from each end of the axle ( 1 G
adjustingthe caliper until the exact centre is found. The illustration shows the wheels r e m o v e
for clarity.
m
ch
(l'
Bombardier Transportation Lid. Ident. No. Chapter 2.02 - Page 59 / 126

Check the wheel (1) in relation to the axle (2) centre line (3). Afabricated jig (4) may assist
in checking of the wheel (1) position in relation to the axle centre line (3).
1
Measure the distance (b) between the back rim face of each wheel (1) and the axle centre
line. Each wheel (1) should be an equal distance (b) from the axle centre line.

Measure the distance (a) between the back rim faces of the wheels ( I ) , in three places 60"
apart.
Measure the distance (c) between the face of the main gear hub and the inside face of the
wheel hub.
Measure the distance between (d) from the labyrinth ring shoulder on the axle shaft and the
outside face of the wheel hub.
Specification for the position of the wheels and main gear on the axle shaft are given in
Section Tolerances and Wear Limits List. If necessary, dismount the wheels and main gear,
check all tolerances and inspect the wheels and axle for damage before re-mounting the
wheels in the correct location.
Measure the diameters of each wheel on the axle, bogie and locomotive, as described in
Measuring Wheels in this Section. Differences in wheel diameters must be within the specified
limits.
Measure the run-out of each wheel at the
tread line using a dial indicator (1). Refer to
Measuring Wheels in this Section for details
on the tread line.
Set the dial indicator to 0 (zero). Rotate the
wheel through 360" checking the reading on
the indicator. The tread line run-out is the
difference between the maximum and mini-
mum measurement shown on the dial.
The maximum amount of run-out measured
at the tread line may not exceed the spedifi-
cation given in Section Tolerances and We%
Limits List. CD
0.
Repeat the procedure for the other wheel @
the axle shaft. 4

-.

front rim face of the wheel using adial indica-
tor (1).

the indicator (1). The rim face run-out is the
difference between the maximum and mini-

at the front rim face may not exceed the
Repeat the procedure for the other wheel on

the axle shaft.

back rim face of the wheel using a dial indi-
cator.

the indicator. The rim face run-out is the dif-
ference between the maximum and mini-

at the back rim face may not exceed the
Repeat the procedure for the other wheel on the axle shaft.
Measure the run-out of the main gear at the gear face using a dial indicator,
Set the dial indicator to 0 (zero). Rotate the gear through 360" checking the reading on the
indicator. The main gear run-out is the difference between the maximum and minimum
measurement shown on the dial.
hi maximum amount of run-out on the main gear may not exceed the specification given
Install the labyrinth rings and tapered bearing units to the axle shaft. Refer to Section Assem-
bly.

Check the axial internal clearance of the tap-

ered roller bearings (2) using a magnetic
base dial indicator (1) mounted on the axle
end cap. Note that the axle end cap must be
installedand the bolts tightened to specifica-
tion for this inspection.
Pull the bearing cup, by hand, away from the

wheel as far as possible, then set the dial
indicator (1) to 0 (zero). Do not use levers or
excessive force to move the bearing cup.
Refer to Chapter 2, Wheelset, of Volume F2,
Suppliers Documentation for further in-
formation.
Push the bearing cup, by hand, towards the wheel as far as possible. The axial internal clear-
ance of the bearing is the difference between the maximum and minimum measurement
shown on the dial.
The maximum amount of axial internal clearance in the bearing may not exceed the specifica-
tion given in Section Tolerances and Wear Limits List.
Axle Shaft
The procedure in this Section describes inspection of the axle shaft. Inspection of the axle
with the main gear and wheels installed is described in Wheelset, in this Section.
Remove the labyrinth ring, wheels and main gear. Refer to Section Disassembly.
Mount the axle in a fixture suitable for
measuring the journals on the axle.
Before measuring the journals, thorough&

clean the fillets, journals and shoulder@
Sharp edges or burrs can be removed &
a honingstone. NEVER use files on the a#$

Wheelset Indian Railways WAPB
-
Axle - Visual lnspection

Visually inspect the axle shaft for cracks, damage or defects.
Inspect the axle shaft for small imperfections; - scratches, ghost lines, shadow marks, hair-
lines, stringers or fine seams. These types of small imperfections do not extend below the
surface or cause separation of the metal, but are visible to an unaided eye. These small im-
perfections can be blended out using either a honing stone, or fine emery cloth and a wooden
block shaped to match the diameter. If in doubt, use non-destructive testing to check for sub-
surface defects, refer to NDT lnspection in this Section.
1
Visually inspect the bearing (4), main gear
(5), wheel (2) and labyrinth ring journals for
circumferential grooves (1). Grooves indi-
cates slippage due to improper tolerances.
Where slippage is indicated, check the toler-
ances and replace any component not
within specification.
Check the bearing journal for evidence of
overheating. Discolouration from overheat-
ing usually results in a blue colour that ap-
pears to fade at the edges. Discolourationis
acceptable providing that there is no separ-
0202017 ation visible in the metal. If in doubt, use
non-destructive testing to check for defects,
refer to NDT Inspection in this Section.
Check the bearingjournal for corrosion. Corrosion is identified through discolouration,scaling
and flaking. The colour of corrosion is constant with well defined edges. Fretting corrosion on
journal fillets can be removed using fine emery cloth or a honing stone. Condemn the axle
if necessary.
Visually inspect the bearing (4), main gear (5), wheel (2) and labyrinth ring journalsfor cracks
or damage.

Inspect the main gear, wheel, labyrinth ring

and bearing journals for small imperfec-
tions; - scratches, ghost lines, shadow
marks, hairlines, stringers or fine seams.
These types of small imperfections do not
extend below the surface or cause separ-
ation of the metal, but are visible to an un-
aided eye. These small imperfections can
be blended out using either a honing stone,
or fine emery cloth and a wooden block
shaped to match the journal. If in doubt, use
non-destructive testing to check for sub-
surface defects, refer to NDT Inspection in
this Section.
Small imperfections on the wheel, main gear and bearing journals may be repaired if:
not extending into the bearing journal fillet
less than 20 mm long in the journals
less than 12 mmlong in the bearing journal fillet
the total length of imperfections over 6 mm long is less than 50 mm at any one end of
the axle
Small imperfections between the wheel and gear journal area can be repaired if:
not extending into the fillets adjacent to the wheel or gear journal
less than 12 mm long
hat the total l e n ~ t hof imperfections over 6 mm long
- is less than 35 mm in any 300 mm
length of the axk
Lr,
Check that the journals are still within specification after polishing the small imperfections. ,b
Check the condition of all transition points and bevels. Small imperfections can be remove&,
6-.
using fine emery paper. Do not repair imperfections that cover the entire circumference. R&>-\'
place the axle shaft if the damage covers the entire circumference.

- --
Journals -Measure Diameter

Measure and record the diameter of the
main gear (4,wheel 0 ,labyrinth ring (W)
and bearing journals (X) in three planes (ap-
proximately 60" apart) at the inside end,
middle and outside of each journal.
The diameter of alournal, in each place and
each plane must be within the dimensions
0202021a
- I specified in Section Technical Data. Re-
place the axle if any journal is not within
specification.
Journal - Measure Valleys

Check the bearing journals for valleys using
a high-precision surface plate smeared with
marking paste. Move the surface plate over
the journal, keeping the plate parallel to the
centre axis of the axle.
)
_ .__
._ .
I
The combined length (X),or width 0 ,of any
valleys must be less than one-thtrd the
length of the journal (50 mm).
The bearing journal has a transition area
0.1 mm deep and 35 rnrn from the labyrinth
ring shoulder. All journals have a small lead-
0202131n I ing taper at the ends. These areas, covering
the entire circumference of the journal,
should not be mistaken for a valley.

Bearing Journal Fillet - Inspect

Check the bearing journal fillet (Z),between
the bearing journal and the labyrinth ring
shoulder, using the template (1) described in
Section Tools and Special Tools.
The template (1) should not contact any part

of the fillet radius (2). Condemn the axle if
the template (1) touches any part of the fillet
radius (2).
lnspect the abutting faces of the labyrinth

ring shoulder (1).

Mount the axle shaft (1) in a fixture so that it is supported on the bearing journals (1) by preci-
sion rollers, then measure the run-out of the labyrinth ring shoulder (2).
Measure the axial runout of the labyrinth ring shoulder (3) using a dial indicator (3)
Rotate the axle (1) and use the reading on the dial indicator (3) to establish the highest point
of the shoulder (2). Mark the high point using a felt tipped pen and set the dial indicator to 0
(zero).
Rotate the axle (1) through 360" checking the reading on the indicator (4). The axial run-out
in the labyrinth ring shoulder (2) is the difference between the maximum and minimum
measurement shown on the dial indicator (3).
Out-of-square shoulders (2) may result in bearing seizure. The axle is serviceable if the
maximum amount of run-out is less than the specification given in Section Technical Data,
otherwise the axle is condemned.
Measure the distance (X) between the labyrinth ring shoulders. Relace the axle if the dimen-
sion is not within specification. Refer to Section Technical Data.

Axle Journals - Measure Run-out
1 0202135n
1 Bearing journal 3 Wheel journal
2 Labyrinth ring seat 4 Main gear journal
Mount the axle shaft in afixture so that it is supported on the bearing journals (1) by precision
rollers. Mounting
- the journals on rollers to measure the journal run-out will have the effect of
including any run-out and out-of-round in the ro'llers in the journal measurement. Care must
be taken to ensure any deviation measured in the journals is not due to such external factors.
Using a dial indicator, measure the circular runout of the main gear journal (4), the wheel jour-
nals (3), the labyrinth ring seats (2) and the bearingjournals (1) in three places. The difference
in the mean radius of the journal in the three places determines the cylindrical runout of the
journal. Journals and seats must meet the specifications given in Section Technical Data.
L

To measure the journal, rotate the axle and

use the reading on the dial indicator (5) to
establish the highest point. Mark the high
point using a felt tipped pen and set the dial
indicator to 0 (zero).
Rotate the axle through 360" checking the

reading on the indicator (5). The circular
runout of the journal is the difference be-
tween the maximum and minimum
measurement shown on the dial indicator.
When evaluating the concentricity of the
journals onan axle, the highest point of each
of the three measured planes on each jour-
nal should be marked with afelt tipped pen.
Once the high points in each plane of each journal have been identified, the location of the
high points may indicate the following conditions.
all high points in a singe line: all journals are concentric to each other.
high points form a staggered line: the axle is bent or twisted, probably as a result of an
impact or a serious derailment.
one or two high points are not in line with the others: these journals, usually the bearing
journals, have worn non-concentric to the other journals.
The axle is serviceable if the circular and cylindrical runout of the journal are within the specifi-
cations given in Section Technical Data, otherwise the axle is condemned.

Centring Holes
The centring holes can be used to mountthe

axle, or wheelset, in a fixture for inspection
and measurement.
Thoroughly clean the centring holes using

compressed air. Remove all dirt and debris.
Remove any burrs around the edges or

centre using a honing stone.
Inspect the condition of the centring hole
bores. The centring holes must form a 60"
angle. Ensure the tapers are free from burrs
and are clean. Irregularities or debris in the
holes can cause alignment errors when the
axle is supported using the centring holes.
End Cap Screw Holes
Check the condition of the axle end cap screw holes.

Clean the end cap screw holes using compressed air. Remove all dirt and debris.
Carefully inspect the threads for damage or wear. Loose screws can cause the threads to wear.
Minor damage to the thread can be repaired with a blind M I 6 tap.
NDT Inspection
NOTE:
Magnetic fields can damage the wheel bearings. If magnetic testing is used, then
the axle shaft must be demagnetised after the procedure.
Test the axle for cracks, flaws or other discontinuities using ultrasonic or magnetic test equip-
ment. Sub-surface flaws that are not apparent during a visual inspection will show up as
peaks or spikes, or as a noticeable change in the magnetic flux, in the output from the test
equipment. Non-destructive testing is the only method to checkthe axlesfor sub-surface dis-
continuities. Refer to the Preface of thisvolume for more information on non-destructive test-
ing techniques.
Axles with sub-surface flaws or discoiinuities should be referred to the manufacturer.
-- -

-
Wheel
This part describes inspection of the wheels. There are additional inspections required for the
wheels when installed on an axle as a wheelset. Refer to Wheelset in this Section.
The wheel contour (tread, flanges and root) are subject to wear during operation. Defects in
the wheel can occur as a result of poor operating conditions or, in rare circumstances, from
a flaw in the material. Most wear and some types of damage can be corrected by reprofiling
the tread contour.
The contour of serviceable wheels can be reprofiled by machiningthe tread and flange. There
is a finite amount of material that can be removed from the wheel before it becomes unser-
viceable. Where machining reduces the wheel diameter or flange dimension to less than the
allowable minimum, then the wheel is condemned.
Although the amount of material which needs to be removed for full restoration of the wheel
profile can be calculated, reprofiling operations are often guided by the in-service experience
of the railway operator and their understanding of the track conditions and operational re-
quirements. The amount of material to remove when reprofiling a wheel is a balance between
obtaining the best contour profile and the maximum service life from the wheels. When repro-
filing the wheel, the minimum amount possible should be removed from the tread and flange
to retain the consolidated areas and maximise the service life of the wheel.
Restoring the full flange thickness and contour generally requires removal of a large amount
of material. This often removes the consolidated material exposing softer material beneath
the surface. In some cases, not restoring the flange thickness to the full width may be more
economical and provide better wear characteristics than restoring the full dimension.
Wheelsets (axle and wheels) are matched sets. Care should be taken to keep the wheelset
together, where possible. In the event one of the wheels requires replacement, it must be the
same diameter as the other wheel on the axle. Usually, a single wheel is not replaced unless
absolutely necessary. It is not recommended that a new wheel be machined down greatly to
match the diameter of the other wheel. In such cases, both wheels should be replaced.
Wheels wear differently depending on many factors including locomotive condition, wheel
and axle loads, wheel and track condition, operating frequency, load and braking conditions.
Under normal operating conditions wheels generally exhibit one of three types of wear to the
tread and flange:- predominate Flange Wear, predominate Tread Wear or Even Wear. Ex-
cessively worn or defective wheels can exhibit other characteristics, refer to Wheel Wear De-
fects & Damage in this Section for more information.
Wheels should also be inspected for; slid rim, shattered rim, spread rim, sub-surface defect,
shelled tread, thin flange, vertical flange, thermal cracks, overheated wheel, built-up tread,
high flange, grooved tread, cracked or broken flange, cracked or broken rim, thin rim, broken
or cracked plate, loose wheel or out of gauge condition.

Some types of damage to wheel tread and flanges can require removal of a large amount of
material to correct the condition. Before reprofiling a damaged wheel, measure the tread and
flange to determine how much material must be removed to properly correct the defect. Any
reprofiling must only be undertaken if the defect can be corrected and the wheel diameter re-
mains greater than the minimum dimension specified in Section Tolerances and Wear Limits
List. In some instances, it may not be economical to reprofile a wheel if the remaining tread
is not sufficient to provide an adequate service life before the wheel must be removed from
service.
Wheels with serious defects are to be condemned, withdrawn from service and scrapped.
Serious defects cannot be corrected as they represent an operational hazard. Defective
wheels can become highly stressed and may fail suddenly and therefore must not be used.
Wheel Wear, Defects & Damage
Wheel Condition Action
- Broken, Cracked or Plate Condemned, remove from service

- Cracked or Broken Flange Condemned, remove from service
- Cracked or Broken Rim Condemned, remove from service
- Overheated Wheels Condemned, remove fr.omservice
- Shattered Rim Condemned, remove frpm service
- Spread Rim Condemned, remove from . . service
- Thermal Cracks Condemned, remove fiom service
- Loose Wheel Condemned, remove from sekg
- Out of Gauge Dismount, check, then re-mount if service
@
- Built-up Tread Reprofile if possible; otherwise condem&W
Ch
- Grooved Tread Reprofile if possible; otherwise condemngd
- High Flange Reprofile if possible; otherwise condemned
- Shelled Tread Reprofile if possible; otherwise condemned
- Slid Rim Reprofile if possible; otherwise condemned
- Sub-surface Defects Reprofile if possible; otherwise condemned
- Thin Flange Reprofile if possible; otherwise condemned
- Vertical Flange Reprofile if possible; otherwise condemned

-
Flange Wear
As the locomotivetraverses through corners

and bends, the wheel flange and root wears.
During cornering, more of the wheel flange
is in contact with the rail than in straight-line
operation. Root wear occurs at the Gauge
Line; the point where the wheel flange con-
tacts the outside edge of the rail. The flange
is worn as its extents pass the edge of the
rail in corners.
Predominate wear on the flanges is usually
identified as a depression worn into the
flange at the gauge line. Refer to Measuring
Wheels in this Section for information for
more details on measuring flange and root
wear. Usually, the amount of root wear de-
termines the amount of material to be re-
moved from the wheel to restore the correct
profile. After reprofiling, a small groove,
known as a witness groove, is allowable in
the root area. Refer to Machining Tread
Contour in this Section.
Tread Wear
Predominate wear on the tread is usually

identified as a depression worn into the
tread and a large burr forming on the outside
edge of the tread. As the tread is consoli-
dated in operation the packed material
spreads, exiting between the tread and rail
at the inside edge of the wheel.
When reprofiling the wheel, the burr should
be completely removed and the minimum
amount removed from the consolidated
tread.

Even Wear
Characteristic wear that occurs during nor-

mal operation produces even wear on both
the tread and flanges. There is evidence of
wear on the tread, flange and root. A burr
also forms on the outside edge of the wheel.
The amount of material worn from the tread
and flange is approximately equal. This
even wear characteristic indicates that the
wheel loads are within tolerances and the
locomotive is operating within its design
parameters. Both the tread and flanges are
consolidated through work hardening dur-
ing operation to a similar degree.
Generally in these conditions, the root thick-
ness determines how much material must
be removed from the tread to restore the
profile. The burr should be completely re-
moved and the minimum amount removed
from the consolidated tread.
Slid Tread
/ A slid flat spot on the tread occurs when the

-
wheel draos on the track even for a short
distance. Wheels with flat spots of -re
h
than 50 mm in length or width, or w h e w 0
or more adjoining spots of g r e a t e p a n
40 mm diameter, should be inspect& for
sub-surface defects and overheating.
If possible, reprofile the wheel to correct the
defect, otherwise the wheel is condemned.

--.- -
Shattered Rim
Shattered rim occurs when a piece of ma-

terial flakes off from the tread or rim as a re-
sult of sub-surface defects. Refer to Sub-
Surface defects in this Section.
Wheels with shattered rims are condemned.
Spread Rim
Internal defects in the wheel can cause the

front face of the rim to widen out for a short
distance. Spreading rim is usually accompa-
nied by a flattening of the tread and cracks
or shelling may also be evident; and is often
associated with shattered rim.
Spread rim condition is usually less than 300
mm long and should not be confused with
uniform burring of the wheel rim caused by
J
tread or even wear.
Wheels with spread rims are condemned.
Sub-surface Defects
Sub-surface defects usualiy become ap-

parent during wheel turning operations.
Voids, delamination or flakes of material
may split off from the wheel due to a loca-
lised underlying defect in the wheel during
turning.
defect. The reprofiling should remove the
entire defect and at least 2 mm of the under
lying tread without further defects. The
wheel is condemned if defects continue to
appear during turning.

Shelled Tread
Shelled tread occurs when pieces of metal

break out of the tread in several places al-
most continuously around the wheel.
Excessive shelling is often the result of ex-

cessive load or speed, poor track condition,
or a continuous sub-surface defect in the
wheel tread.
1 0202311n defect, otherwise the wheel is condemned.
Thin Flange
Thin flange condition occurs when the wheel

flange thickness is less than the minimum
dimension specified in Section Tolerances
and Wear'Limits List.
Allowing the flanges to wear thin will greatly
reduce the service life of the wheel due to
the large amount of material that must be re-
moved to correct the condition. Regular
maintenance of the wheel treads helps to re-
duce flange wear, therefore improving the
service life of the wheel.
Vertical flange may also occur w i t h a n
flange. 0\
n-,
If possible, reprofile the wheel to c o r r e h e
defect, otherwise the wheel is condemned.

-- -- -
Vertical Flange
r- 7 Vertical flange condition occurs when the
fTh
I1 flange has excessive contact with the inside
of the rail and possibly as a result of im-
proper wheel gauge. Contactwith the side of
the rail causes the flange to wear perpen-
dicular to the axle. The flange increases in
height and the angle becomes more acute
as the wheel tread wears.
Correcting vertical flange condition requires
the removal of a very large amount of ma-
terial, typically as much as 20 mm. It may be
possible to correct the condition by reprofil-
0202304 ing the wheel depending upon wheel wear.
Care must be taken to identify and correct the cause of the vertical flange before the wheelset
is returned to service. Wheels with vertical flange that cannot be corrected are condemned.
High flange or thin flange may also occur with vertical flange.
If possible, reprofile the wheel to correct the defect, otherwise the wheel is condemned.
Thermal Cracks
1 - -
Thermal crackina on the rim faces, flanae or
tread can result from hot stamp marks,
chuck marks, or nicks in the rim surface. A
dragging tread cleaning device may cause
thermal cracks.
Wheels with shallow thermal cracks should
be removed from service and reprofiled, if
possible. Care must be taken to ensure that
all the cracked material is completely re-
moved.
Wheels with radial cracks that extend to the front or back face of the rim are condemned. If
left in service, such cracks may progress into the wheel plate causing failure of the wheel.
Also see Overheated Wheels, as follows.

Overheated Wheels
Severe overheating of wheels is visible as reddish-brown or blue discolouration on the rims

or plate that fades toward the outside edge.
Overheating can occur from exposure to fire or a dragging wheel. A dragging tread cleaning
device may also cause overheating. Where a wheel is found to have been overheated, the
cause should be identified and remedial action should be taken, as appropriate.
Overheated wheels become highly stressed and, if subsequent thermal cracking occurs,
could fail instantaneously.
Overheating of wheels cannot be rectified:-never use wheels that have been overheated.
Overheated wheels are condemned. When one or both wheels of a set show evidence of se-
vere overheating, both wheels should be removed, and the axle shaft must be inspected be-
fore reuse.
Also see Thermal Cracks, above.
Built-up Tread
Tread build-up is caused by metal from the

wheel tread being heated to a plastic state,
then being dragged around the tread.
Built-up tread is often associated with the
sliding or spinning of the wheel under brak-
ing or acceleration, respectively.
If possible, reprofile the wheel to correct t b
defect. The reprofiling should remove all&
build-up and at least 2 mm of the under ly
p
tread. Built-up tread is usually much har er
,
than normal wheel material and will require

more than the usual care when being ma-
chined.

-- -
High Flange
High flange condition occurs when the wheel tread is allowed to wear excessively.
As the wheel tread wears, the flange vertical dimension becomesgreater causing contact with
the side of the rail. Contact with the side of the rail causes the flange to wear almost perpen-
dicular to the axle. As the wheel wears the flange increases in height and the angle becomes
more acute. If corrected before too much material is worn away, reprofiling the wheel may
correct the condition.
If possible, reprofile the wheel to correct the defect, otherwise the wheel is condemned.
Grooved Tread
Circumferential grooves can occur in the

tread as a result of defects in the rail.
Wheels with grooves greater than 3 mm
deep should be reprofiled if possible to cor-
rect the defect; otherwise, the wheel is con-
demned.
Cracked or Broken Flange
Cracked or broken flanges often occur as a

result of a severe impact shock. Locomo-
tives that have been involved in a collision or
severe derailment should be thoroughly in-
spected for damage to the wheels or axles.
Wheels with cracked or broken Ranges are
condemned. Never use wheels that have
severe damage to the flange. Cracked or
broken flanges cannot be rectified and could
fail instantaneously. These wheels must be
removed from service immediately.

Cracked or Broken Rim
I Cracked or broken rims can occur as a result

of a severe impact shock. Locomotives that
have been involved in a collision or severe
derailment should be thoroughly inspected
for damage to the wheels or axles.
Wheels with cracked or broken rims are con-
demned. Never use wheels that have se-
vere damage to the rim. Cracked or broken
rims cannot be rectified and could fail instan-
taneously. These wheels must be removed
from service immediately.
Broken or Cracked Plate
Cracking can occur as a result of a severe

impact shock. Locomotives that have been
involved in a collision or severe derailment
should be thoroughly inspected for damage
to the wheels or axles.
Cracks can also develop due to stresses
from excessive service loads, improper axle
and wheel load adjustment. If there are any
surface defects in the wheel plate, t h e e -
cessive stress may cause a p r o g r e w e
0.
crack in the wheel plate. m
0.
Wheels with a cracked or broken plate are.
condemned. Never use wheels that haue
severe damage to the plate. Cracked or
broken plates cannot be rectified and could
fail instantaneously. These wheels must be
removed from service immediately.

----- P
Loose Wheel
A wheel can become loose from incorrect tolerances on the axle journal or the wheel bore.
Loose wheels are often associated with an out of gauge condition as described below.
Wheelsets with suspected loose wheels must have both wheels contact tested. If either wheel
fails the contact test, then remove the wheels from the axle. The hub bore and axle journals
are then checked for the correct dimension, refer to Section Technical Data. Replace any
damaged or out of specification parts. Out of specification parts (wheels or axle) are con-
demned.
Out of Gauge
Out of gauge occurs when the distance be-

tween the back face of the rims on a pair of
mounted wheels is not within the specifica-
tion in Section Tolerances and Wear Limits
List.
As wheels should have the correct gauge
when mounted or re-mounted, out of gauge
wheels are generally associated with loose
wheel condition, described above. Check
the wheel positions in relation to the axle
centre line. Float-off the out of gaugewheel,
or both if necessary, from the axle shan.
Check the hub bore and axle journals for the
correct dimension, refer to Section Techni-
cal Data. Replace any damaged or out of
specificationparts. Out of specificationparts
(wheels or axle) are condemned.

Measuring Wheels
1 Front hub fillet 8 Back rim fillet

2 Web plate 9 Back hub fillet
3 Front rim face 10 Hub
4 Tread 11 Wheel hub bore
5 Root (gauge line) 12 Condemning line
6 Flange 13 Front rim fillet
7 Back rim face 14 Brake disc mounting blocks
Measuring of wheels must always be performed according to the prevailing workshop sta
dards and procedures. Measuring the wheel tread diameter, and flange dimensions must
performed with great care and accuracy. Many of the critical wheel dimensions cannot 68
f
measured directly, but must be obtained at specific points, often from projected lines. Conse-
quently, most railway operators have developed tools and gauges appropriateto their wheel,
tread and fleet requirements. Generally, these tools use the rear rim and flange as the datum
Worn wheels may not be perfectly round. All measurements should be taken in 3 places, ap-
proximately 60" apart around the wheel, then averaged if necessary.
The overall size and condition of the wheel tread diameter, flange, tyre and root must be taken
into account whenever reprofiling the wheel.
NOTE:
These illustrations are not to scale and must not be used to calculate, project
wheel sizes or profiles.
Bombardier Transportation Ltd. Ident. No. -

Chapter 2.02 Page 83 / 126
Maintenance and Reparr Manual
- --
Wheels are measured for:

A Wheel trezd diameter
(at the tread line)
6 Tyre height
C Flange width
D Root thickness
E Tread Bun
Wheel Tread Diameter
The wheel (1) diameter is measured at a

point called the Tread Line (2), or Taping
Line. The position of the tread line (2) must
be established to correctly measure the
wheel (1) tread diameter. The tread line (2)
is measured 63.5 mm from the rim backface
(4). The tread line (2) should not be con-
fused with the wheel centre line (5).
Measure and record the diameters of the
wheels at the tread line using a suitable
gauge.

Data Sheet
/mi mi'
\
No.1 End
WnOd 2
Bog~e1
was(2 mad l
Bogie 2
m a 1l
No 2 End
0202148n
Bogie 1
Axle Wheel Wheel Diameter (at tread line) m m
- Axle 1 Wheel 1
Wheel 2
- Axle 2 Wheel 1
Wheel 2
Bogie 2
Axle Wheel Wheel Diameter (at tread line) m m

ir
0.
<U
- Axle 1 Wheel 1
Wheel 2
- Axle 2 Wheel 1
Wheel 2
Wheels should be reprofiled whenever the wheel tread diameter has worn 6.5 rnm since the
last reprofiling procedure.
The wheel tread diameter condemning limit is 1,016 mm
The operational limits of differences in wheel diameters on a wheelset (two wheels on an
axle), wheels on a bogie, and wheelson alocomotive must be within the dimensionsspecified
in the following tables.
-- - -

Operational Differences In Wheel Diameters
Allowable difference in wheel diameters on:
-same axle 1.0 mm

- same bogie 4.0 mm
- same locomotive 20.0 mm
The differences in the diameters of reprofiled wheels, on a wheelset, on a bogie, and on a

locomotive must be within the dimensions specified in the following table.
Differences i n Diameters of Reprofiled Wheels
Allowable difference in wheel diameters on:
- same axle 0.5 mm

- same bogie 1.0 mm
- same locomotive 18.0 mm
Tyre Height
Tyre height is measured from the highest point of the flange to the base of the back rim. This
dimension is best measured using ae yrl" Thickness Gauge" specifically designed for the
wheel.
The condemning limit for tyre thickness is 27 mm. Refer to MeasuringWheels in this Section.
Flange Width
Flange width is measured at a point 13 mm below the maximum height of the wheel flange.
Refer to Measuring Wheels in this Section.
Measure the flange width using a suitable gauge.
Maximum allowable wear on flangewidth is 3 mm. Minimum allowable flange width is 29 mm.
When reprofiling the wheel, the flange width should be restored to 32 mm.

Root Thickness
Root thickness is measured at a point 22 mm below the maximum height of the wheel flange.
Refer to Measuring Wheels in this Section

Measure the root thickness using a suitable gauge.
Maximum allowable wear on root thickness is 6 rnm. However, it is generally more economical
to reprofile the wheel when root wear is approximately 5 mm.
Tread Burr
As the tread is consolidated in operation the

packed material spreads, exiting between
the tread and rail at the edge of the wheel.
When reprofiling the wheel, the burr should
be completely removed, leaving a chamfer
atthe inside edge of the wheel. The chamfer
should extend 9 mm onto the rim front face
and approximately 6 mm into the wheel
tread.

Machining Tread Contour
There are two types of wheel correction; full contour correction, which restores the wheel pro-
file to the original specification, and partial correction that is usedto maintainthe wheel profile.
The objective of reprofiling the wheel is to correct improper contour or minor defects in the
tread or flange, while removing the minimum amount of material from the wheel. Minimising
the amount of material removed provides a longer service life for the wheel by allowing a
greater number of future reprofiling operations. As the tread and flange material is consoli-
dated by work hardening during operation, removing the minimum amount of material allows
the wheel to operate on consolidated material. Removing a large amount of material will ex-
pose the softer material beneath. This softer material will initially wear quicker than the con-
solidated material.
As a general guide when reprofiling a wheel contour, 3 mm of material is removed from the
tread to restore 1 mm of flange thickness.
Restoring the full contour may remove the
2 consolidatedareas from the flange and root.
I The consolidated areas should be retained
as much as possible.
1
When machining the flange (2), a small
groove is allowable in the root area. This
groove is called a witness groove (1). In
-
2 some cases, leaving a small witness groove
(1) will provide amore economical use of the
material, and provide better wear character-
istics, than restoring the full contour. The
depth of the witness groove (1) must be less
0202320r - than the dimension specified in Section Tol-
erances and Wear Limits List.

Full Contour Correction
1 Original contour
2 Wear contour
3 Machined contour
4 Machining scrap
5 Wear
6 Burr
Full contour correction removes a very large
amount of consolidated material from the
wheel exposing the softer, non-hardened
material. Initial wheel wear may be greater
than normal until the tread and flange areas
are consolidated. Because of the amount of
material removed and initial wear, full con-
tour correction should only be carried out
when absolutely necessary.
Full contour correction is usually performed with the wheelset removed from the bogie, or if
necessary, on an unmounted wheel.
Remove the axle boxes, as described in Section Removal.
Either remove the tapered roller bearings, or cover them to prevent contamination with debris
and cutting swarf.
Mount the wheelsets in a wheelset lathe, or an individual wheel in a wheel lathe.

Reprofile the wheel as required, and in accordance with the prevailing workshop regulations.

-
Partial Correction
Partial correction preserves the areas con-

solidated during operation, minimising
further wear on the tread and flange, there-
fore extendingservice life of the wheels. The
procedure is usually performed on an under
floor wheel lathe below a locomotive or
bogie assembly. Axle boxes are provided
with tie-down hooks, which must be used to
secure the bogie during the wheel machin-
ing operation.
As underfloor wheel lathes use the wheel

flange to centre the wheel on the lathe, any
irregularities and out-of-round of either the
flange or tread is transferred to the new pro-
file. Wheels should be checked for damage and out of round, etc, before mounting in an un-
derfloor wheel lathe. Where the out-of-round exceeds the dimension given in Section Toler-
ances and Wear Limits List, the wheelset must be dismounted and the problems corrected
on a wheelset lathe. It is recommended that one of every three wheel corrections should be
done on a wheelset lathe to minimise the accumulated of out-of-round.
Check the wheel for out-of-round and concentricity to the axle shaft. Wheels with excessive
out-of-round should be reprofiled in a wheel lathe. Wheels that are not concentric to the axle
shaft should be dismounted. Inspect the wheels and axles, then rectify any faults before the
wheel is reprofiled.
Check the condition of the wheel, tread and flange. Remove the wheelset and machine in a
wheelset lathe, if necessary.
Place locomotive, or bogie assembly, on the underfloor wheel lathe.

Secure the bogie to the lathe using the tie-

down hooks (2) provided on the axle boxes
(1).
Measure the wheel tread, flange height and
flange thickness.
Calculate the minimum amount of material

to be removed from the tread to restore a
suitable operational profile to the wheel.
Operate the wheel lathe according to the

manufacturer's recommendations and the
prevailing workshop regulations.
Correct the wheel profile removingthe minimum amount of material from the tread necessary
to restore the wheel contour to a suitable operational profile.
Wheel Hub Bore -Visual lnspection
Visually inspect the wheel hub bore for cracks or damage.

Inspect the wheel hub bore for small imperfections; - scratches, ghost lines, shadow marks,
hairlines, stringers or fine seams. These types of small imperfections do not extend below the
surface or cause separation of the metal, but are visible to an unaided eye. These small im-
perfections can be blended out using either a honing stone or fine emery cloth and a wooden
block shaped to match the bore. If in doubt, use non-destructive testing to check for sub-sur-
face defects, refer to NDT lnspection in this Section.
Small imperfections on the wheel hub bore may be repaired if:
less than 50 mm long &

that the total length of imperfections 6 - 50 mm long is less than 100 mm at any o n R
end of the bore
Visually inspect the wheel hub bore for circumferential grooves. Grooves indicate slippage
due to improper tolerances. Where slippage is indicated, check the tolerances and replace
any component not within specification.
Check the wheel hub bore for corrosion. Corrosion can be identified through discolouration,
scaling and flaking. The colour is constant with well defined edges. Fretting corrosion can be
removed using fine emery cloth or a honing stone.

Hub Bore - Measure Diameter
Measure and record the inside diameter of

the wheel hub bore in three planes (approxi-
mately 60" apart) at the inside end, middle
and outside of the bore.
The diameter of a bore, in each place and
each plane must be within the dimensions
specified in Section Technical Data. Re-
place any wheel where the hub bore ex-
ceeds specification.
NDT lnspection
Test the wheel for cracks, flaws or other discontinuities using non-destructive test equipment.
Sub-surface flaws that are not apparent during a visual inspection will show up as peaks or
spikes in the output from the test equipment. Refer to the Preface of this Volume for more in-
formation on non-destructive testing techniques.
Brake Disc
The brake discs must be inspected for cracks, wear or other defects asdescribed in Chapter
16, BSI-Wheel-Mounted Brake Disc R920G of Volume F14, Suppliers Documentation. Any
faults or defects must be corrected as described.
Main Gear -Visual lnspection

Visually inspect the main gear hub bore for cracks or damage.
Inspect the main gear hub bore for small imperfections; - scratches, ghost lines, shadow
marks, hairlines, stringers or fine seams. These types of small imperfections do not extend
below the surface or cause separation of the metal, but are visible to an unaided eye. These
small imperfections can be blended out using either a honing stone or fine emery cloth and
a wooden block shaped to match the bore. If in doubt, use non-destructive testing to check
for sub-surface defects, refer to NDT lnspection in this Section.

Indian Railways WAPB
Maintenance and,Repair Manual
Small imperfections on the main gear hub bore may be repaired if:
less than 50 mm long

that the total length of imperfections 6 - 50 rnm long is less than 100 mm at any one
end of the bore
Visually inspect the main gear hub bore for circumferential grooves. Grooves indicate slip-
page due to improper tolerances. Where slippage is indicated, check the tolerances and re-
place any component not within specification.
Check the main gear hub bore for corrosion. Corrosion is can be identified through discolour-
ation, scaling and flaking. The colour is constant with well defined edges. Fretting corrosion
can be removed using fine emery cloth or a honing stone.
Main Gear Hub Bore - Measure Diameter
Measure and record the inside diameter of

the main gear hub bore in three planes (ap-
proximately 60" apart) at the inside end,
middle and outside of the bore.
The diameter of a hub bore, in each place
and each plane must be within the dimen-
sions specified in Section .Tolerances and
Wear Limits List. Replace any gear where
the bore exceeds specification..
NDT Inspection
Test the main gear for cracks, flaws or other discontinuities using non-destructive test equip-
ment. Sub-surface flaws that are not apparent during a visual inspection will show up as
peaks or spikes in the output from the test equipment. Refer to the Preface of this Volume for
more information on non-destructive testing techniques.

Waste Disposal
6.1253
Assembly
NOTE:
Magnetic fields can damage bearings. Ensure that any components checked with
magnetic testing equipment are demagnetised before installation.
It is important that the bearings and journals be kept absolutely clean and pro-
tected from damage during all maintenance procedures. Foreign material can
cause damage the bearing and/or journal.
NOTE:
Special jigs and fixtures are required for installing the wheels and main gear onto
axle shaft. The tools required are normal railway wheel shop equipment, usually
fabricated by the railway operator to suit their work practices and other require-
ments. As these tools are considered part of the operators inventory this Chapter
does not provide details for the fabrication of these items. Nor can this Chapter
cover the operation of the railway operators equipment.

Main Gear
The main gear must be installed onto the axle shaft before the wheels are mounted.
Two methods are available for the installation of the main gear to the axle shaft; shrink fitting
or cold press-on.
Although the main gears are cold pressed onto the axle in production, shrink fitting is recom-
mended for re-mounting. Shrink fitting involves no risk of damage to either the main gear hub
or axle journal and provides the best fit between main gear and axle. Shrink fitting is carried
out without the aid of lubricants.
The face of the main gear hub must be installed 374.5 - 375.5 mm (A) from the labyrinth ring
shoulder.
~ombardierTransportation Ltd. Ident. No. Chapter 2.02 - Page 95 / 126

-
Gear Installation - Shrink Fit Method

WARNING:
Shrink fitting the main gear to the axle requires some components to be
heated. Always follow the workshop safety practices to avoid personal injury
when handling hot parts.
Main gear bearings must be disassembled from the gear before shrink fitting the main gear
to the axle, refer to Chapter 2.6, Transmission. Both wheels must be dismounted to facilitate
mounting the main gear bearings.
Inspect and measure the main gear hub and axle journal as described in Section Inspection
and Repair. Blend out any small scratches, and ensure the oil injection gallery is clean.
NOTE:
Ensure the main gear temperature does not exceed 200 P= Use heat indicating
crayons to monitor the temperature of the gear.
Place the main gear in afurnace heated to 200 "C.and slowly heat the gear. The furnacetem-
perature and heating time must be monitored to ensure the gear temperature never exceeds
200 "C.
-
- 7
---- -
- 1
0202156n
NOTE:
Once the main gear is removed from the heat, it will begin to cool, and therefore
shrink. The main gear must be installed quickly but with great care before it cools.
Remove the main gear from the heat and position it on the axle. Before the main gear cools
and shrinks, check that the main gear is correctly positioned from the labyrinth ring shoulder
(A) 374.5-375.5 mm on the axle and adjust the location to specification if necessary.

Allow the gear to cool unassisted to ambient temperature, then check the gear is correctly
located on the axle. Ensurethe main gear is square and seated correctly on the axle journal.
Specifications are given in Section Tolerances and Wear Limits List. If the gear is not correctly
located, it must be dismounted and remounted in the correct position.
Conduct a contact test 48 hours after successful installation of the main gear. Specifications
are given in Section Tolerances and Wear Limits List. Do not install the wheels until after the
main gear passes the contact test.
Assemble the bearings, seals and labyrinth rings to the main gear. The procedure is de-
scribed in Section VI of document AEB 452 480 in Chapter 6, Transmission of Volume F2,
Suppliers Documentation and Chapter 2.6, Transmission.
Install the wheels as described in this Section.
Gear Installation - Cold-Press Method
Cold press-on of main gears is not recommended for remounting. However, a wheel press
can be used to press the gear onto the axle if the circumstances dictate.
Check the contact surfaces for damage scratches or burrs. Small scratches can be blended
out using emery cloth. Burrs can be removed with a honing stone.
Assemble the bearings to the main gear. The procedure is described in Section VI of AEB 452
480, refer to Chapter 6, Transmission of Volume F2, Suppliers Documentation.
Carefully align the axle, main gear hub and wheel press using a sprit level and a hair protrac-
tor. The main gear must fit perfectly against the mandrel (yoke spar) of the press to ensure
that an even pressure is applied around the main gear hub.
w
Apply sufficient Molykote Paste 6 lubricant, or equivalent, to prevent scoring either the mOilb
0.
gear hub or axle journal during installation. 3
('
0-
Set the press for a force of 862 - 1,065 kN. Ensure the pressure recorder is operating. c u
Press the main gear onto the axle until the outer main gear flange is the correct distance from
the labyrinth ring shoulder, as previously described. The dimension is described in Section
Inspect the plotted diagram.
Remove the main gear by floating-off, then repeat the remount by shrink fitting if;
a score mark is indicated by the diagram curve
the main gear jumped during the installation procedure

Removethe main gear by floating-off, then check the tolerances of the axle journals and main
gear hub bore if;
the press-on force exceeded 1,065 kN

the minimum press-on force of 862 kN was not achieved
Replace any out of specification components, then remount the main gear.
Conduct a contact test 48 hours after successful installation of the main gear. Specifications
are given in Section Tolerances and Wear Limits List. Do not install the wheels until after the
main gear passes the contact test.
File the plot diagrams in the locomotive or wheelset logbook.
Wheel
The wheels, and main gear, are an interference fit onto the axle shaft. In production, new
wheels are cold pressed onto the axle shaft journals. However, shrink fitting is recommended
for subsequent re-mounting. Shrink fitting involves no risk of damage to either the wheel hub
or axle journal and provides the best fit between wheel and axle.
Wheels must be seated correctly in relation to the centre line of the axle and positioned the
correct dimension apart. The procedure to establish the axle centre is described in Prepara-
tion in this Section.
Preparation
NOTE:
Magnetic fields can damage the wheel bearings. If magnetic testing equipment is
used, the axle shaft, main gear and wheels must be demagnetised after the test
procedure.
Test the wheels and axle shaft for sub-surface defectsor discontinuities using a non-destruc-
tive testing technique. Refer to NDT Inspection in this Section.
Mount the main gear assembly, bearings and labyrinth rings as described in Main Gear in this
Section.
Install the brake discs to the wheels, refer to Brake Disc in this Section.

Where one wheel is already mounted on the axle, the position of the mounted wheel must be
checked before installation of the other wheel. If the mounted wheel is not seated correctly,
then it must be dismounted and remounted relative to the labyrinth ring shoulder. Where the
mounted wheel is correctly located, the location of the other wheel can be measured in rela-
tion to the inner rim of the mounted wheel.
Wheels must be installed on the axle in relation to the labyrinth ring shoulder.
Installation dimensions and run out tolerances are given in Section Tolerances and Wear Li-
mits List. rn
. a
Check the wheel hub bore for damage. Refer to Section Inspection and Repair. 0.
. m
6
Check the axle journals for damage. Refer to Section lnspection and Repair. ( J
Measure and inspect the wheel hub and axle journal, refer to Section lnspection and Repair.
Record the dimensions and check that the interference fit will be within the tolerance given
in Section Tolerances and Wear Limits List. Journals do not need to be machined prior to
mounting a wheel, provided the journal is within specification.
Clean the wheel hub and axle journals using clean, dry, lint free cloth. Remove all dirt, dust,
oil residue and debris. The bore and journals must be perfectly clean before the installation
procedure commences.
Mount the wheel to the axle, described as follows.

Wheelset Indian Railways W A P d
Wheel lnstallation - Shrink Fit Method

WARNING:
Shrink fitting the wheel to the axle require some components to be heated,
Always follow the workshop safety practices to avoid personal injury when
handling hot parfs.
Prepare the wheel for installation as described in Preparation in this Section. Ensure that the
main gear and bearings, and brake discs are installed before mounting the wheel.
NOTE:
Ensure the wheel temperature does not exceed 250 @. Use heat indicating
crayons to monitor the temperature of the wheel.
Place the wheel in a furnace, heated to 250 "C.for 120 - 140 minutes. The furnace tempera-
ture and heating time must be monitored to ensure the wheel temperature never exceeds
250 O C .
NOTE:
Once the wheel is removed from the heat, it will begin to cool, and therefore
shrink. lnstallation of the wheel must proceed quickly, but with great care.
Remove the wheel from the furnace and position the wheel in a railway wheel press.
Ensure the wheel is square to the axle, then position the wheel onto the axle until the inner
face of the wheel rim is the correct distance from the axle centre line, or opposite wheel. Use
of a tool or jig fabricated to correctly locate the wheel can assist the installation process. If
necessary, adjust the position of the wheel before it cools and shrinks on the axle.
Allow the wheel to cool unassisted to ambient temperature, then check the wheel is correctly
located in relation to the axle centre line. If the wheel is not correctly located, it must be dis-
mounted and remounted in the correct position.
Mount the other wheel to the axle shaft if required.
Wait 48 hours after installation then conduct a wheel contact test. Specifications are given in
Chapter 2.02 - Page 1001 126 Ident. No. Bombardier Transportation Ltd.
Wheel Installation - Cold Press Method
Wear on the interference fit between the wheel hub bore and axle journal caused by the cold
press mounting can reduce the service life of the wheelset. Cold press-on of wheels is only
recommendedfor mounting new wheels onto new axles. Refer to the beginning of this Section
for more information.
Prepare the wheel for installation as described in Preparation in this Section. Ensure that the
main gear and bearings, and brake discs are installed before mounting the wheel.
Check the contact surfaces for damage scratches or burrs. Small scratches can be blended
out using emery cloth and burrs can be removed with a honing stone.
Carefully align the axle, wheel hub and wheel press using a sprit level and a hair protractor,
if necessary. The wheel must fit perfectly against the mandrel (yoke spar) of the press to en-
sure that an even pressure is applied around the entire wheel hub.
Apply sufficient Molykote Paste 6 lubricant, or equivalent, to prevent scoring either the wheel
hub or axle journal during installation.
Set the press for a contact force of 779 - 1,026 kN. Ensure the pressure recorder is operating.
Press the wheel onto the axle until the inner face of the wheel rim is the correct distance from
the axle centre line, or opposite wheel. The dimension is described in Section Tolerances and
Wear Limits List. Use of a tool or jig fabricated to correctly locate the wheel can assist the in-
stallation process.
Allow the wheelset to stand for at least 2 hours, then check the wheels are correctly located
in relation to the labyrinth ring shoulder. Refer to Wheelset - Measure in Section Inspection
and Repair. If the wheel is not correctly located, it must be dismounted by floating off and re-
r*,
mounted using the shrink fit method. cg
0.
Inspect the plotted diagram. Dismount the wheel then re-mount it if; r3
Q.
(V
a score mark is indicated by the diagram curve
the wheel jumped during the installation procedure
Remove the wheel by floating-off, then check the tolerances of the axle journals and wheel
hub bore if;
the press-on force exceeded 1,026 kN
the minimum press-on force of 741 kN was not achieved
Replace any out of specification components, then remount the main gear.
If the press-on force is between 741 - 779, and if the wheel contact test result is greater than
982 kN, then the wheel is se~iceable.Otherwise the wheel must be remounted.
-- - -- - - - --
Bombardier Transportation Ltd. Ident. No. Chapter 2.02 - Page 101/ 126
Wait 48 hours after installation, then conduct a wheel contact test. Specifications are given
File the plot diagrams in the wheelset or locomotive logbook.
Inspect and measure the wheelset as described in Section Inspection and Repair.
Brake Disc
The brake discs must be installed onto the wheels before the wheels are mounted onto the
axle shaft.
Installation of the brake discs is described in Chapter 16, BSI-Wheel-Mounted Brake Disc
R920G of Volume F14, Suppliers Documentation.
Labyrinth Ring
The labyrinth ring is an interference fit on the axle shaft and is usually installed with the tap-
ered bearing unit; a press-on procedure. Refer to Chapter 2, Wheelset, of Volume F2,
If necessary, the labyrinth ring may be installed separately using the following procedure.
Measure the inside diameter of the labyrinth ring and the outside diameter of the axle shaft
journal. Ensure the dimensions are within the limits specified in Section Tolerances and Wear
Limits List and Section Technical Data.
Carefully clean the labyrinth ring and axle journal using a clean, dry lint free cloth.
Heat the ring to 130 - 150 "C. using a heating cabinet, induction heating equipment, a hot
oil bath, or similar.
\
NOTE:
The installation operation must be performed quickly before the ring cools.
Once the ring is at the specified temperature, remove it from the heat.
Install the ring on to the axle shaft using a slight twisting motion until the ring is squarely posi-
tioned against the shoulder.
Use a suitable mounting sleeve (2), striking

pad (1) and hammer to drive the ring against
the axleshoulder. The ring must be squarely
and snugly fitted against the shoulder.
Allow the labyrinth ring to cool, then repeat
the procedure on the other end of the axle
shaft.
When the ring is cool, cover the axle shaft to
prevent contamination with dirt or dust.
NOTE:
bearings and journals be kept absolutely clean and protected from damage during
all procedures. Foreign material can cause damage the bearing and/or journals on
the axle shaft.
Newtapered roller bearings have a packing ring installed in the oil seal position. If necessary,
remove the packing ring and install the oil seal.
Lubricate and install the wheel bearing as described in Chapter 2, Wheelset, of Volume F2,
Suppliers Documentation. Use a thin layer of Altemp Q paste NB50 to aid installation.
tj.
Measure the axial internal clearance of the installed bearing as described Wheelset
Measure in Section Inspection and Repair.
Install the axle box and axle end cap as described in this Section.
Test run the bearings as described in Section Test Run.
- --P -
Axle End Cap
Thoroughly clean the end of the axle shaft

and the lip inside the end cap using clean,
dry, lint free cloth.
Position the end cap (2) on the axle (1), then

install the socket head bolts (3).
Ensure the end cap (2) seats correctly in the
tapered roller bearing oil seal (4). Improper
alignment will cause damage to the seal.
Tighten the socket head bolts (3) in an alter-
nating pattern to 192 Nm.
If necessary, install the Hasler transmitter

drive pin (3) and washer (2) into the axle end
cap (1).
1 0202128n
If necessary, install the primary earth con-
tact plate (1) onto the axle end cap (2) as de-
scribed in Chapter 3.8, Primary Earth.
Axle Box
NOTE:
It is important that the bearings and journals be kept absolutely clean, and pro-
tected from damage. Foreign material will damage the bearing and/or journal.
DO NOT USE HAMMERS when installing the axle box.
All axle boxes must be installed with the plug facing towards the link rod end of the bogie
frame. Axle boxes are dimensionally symmetrical and their positions can be interchanged.
However, it is recommended that axle boxes be reinstalled in their original position. On one
side of the bogie, the SKF logo will be visible on all axle boxes. The tie down lugs will bevisible
on the opposite side.
Position the o-ring for the split ring on the axle before installing the axle box.
Remove any protective coverings from the axle journal.
Apply a thin film of Altemp Q Paste NB50 to
the outside of the tapered roller bearing
case.
Attach suitable lifting equipment to the axle
box (3), then raise it into position.
Carefully slide the axle box over the bearing.
The fit between the axle box and bearing will
cause some resistance. The axle box may
jam if not installed perfectly in-line with the
axle.
Bombardier Transportation Ltd. Ident. No. Chapter 2.02 - Page 1051 126
3EHW 411312 , Revision Date: 12.2001
Split Rings
The o-ring must be installed before the axle box.

When reusing split rings, they should be reinstalled into the position from which they were
removed, as marked during removal.
----.--
..- .... .
1 Position suitable stands (1) between the
webbing and the floor on each side of the
axle to prevent the axle box rotating.
._.__.
_- .
1 0202101
Apply Hylomar sealing compound to the
mating faces of the split ring halves.
Install the two halves of the split rings (1)
overthe labyrinth ring. Align the pins with the
mating half of the split ring, then press the
halves together.
Lubricate the split ring o-ring with bearing
grease, then install the o-ring into the
groove in the split ring. Ensure that the o-
ring seats correctly in the groove.
0202033
Rotate the split ring so that the joint is adjac-
ent to the limit stop pad on the axle box, as
shown in the figure. Ensurethat the breather
hole on the split ring is facing downwards.
Align the holes in the split ring and axle box,
/ then install the bolts. Tighten the boltsfinger
tight.
Torque the split ring bolts (I),in a clockwise
direction (2),to 140 Nm.
Axle Box Front Covers
Refer to Section Functional Description for

detail on the axle box and end cap configur-
ations.
Front Cover, Type 1
Remove any material covering the axle box

and bearing.
Install the primary earth contact plate (11)

onto the axle end cap as described in
Chapter 3.8, Primary Earth.
Apply a thin layer of grease to a new o-ring

(12). Then install the o-ring (12) into the
groove in the front cover. Ensure that the o-
Position the front cover (2) onto the axle box
(1).
lnstall the bolts (9) and washers (10) secur-
-
Torque the bolts (9) to 110 130 Nm in an
alternating pattern.
lnstall the primary earth brush set (3) and
bolts (4) to the front cover (2) as described
in Chapter 3.8, Primary Earth.
Connect the primary earth cable between
the primary earth brush set as described in
Chapter 3.8, Primary earth.
Installthegasket (5)and cover plate (6) onto
the front cover (2).
lnstall the bolts (8) and washers (7) to se-
cure the cover plate (6). Torque the bolts (8)
to 80 Nm.
Front Cover, Type 2

and bearing.
Install thedrive pin (9) and washer (11) tothe

axle end cap.
Apply a thin layer of grease to a new o-ring


(1).
Installthe bolts (7) and washers (8) securing
the front cover (2) tothe axle box (1). Torque
the bolts (7) to 110 - 130 Nm in an alternat-
ing pattern.
Position the gasket (3) and Hasler speed

transmitter (4) onto the front cover (2). In-
stall the bolts (5) and washers (6) to secure
the Hasler speed transmitter (4) to the front
cover (2).
Torque the bolts (5) to 80 Nm.
- - - -
p~
Front Cover, Type 3
1 - I
and bearing.
I Apply a thin layer of grease to a new o-ring

2 ring seats correctly in the groove.
(1).
Installthe bolts (3) and washers (4) securing
the front cover (2) to the axle box (1). Torque
3
the bolts (3) to 110 - 130 Nm in an alternat-
020201
-- 3 - ing pattern.
Spheribloc
Remove any burrs or scratches from the Spheribloc collar and the eyes of the guide rod as
necessary.
Apply a thin film of machine oil, or other suitable lubricant to the Spheribloc collar.
Position the guide rod horizontally in a suit-
able press. Support the guide rod beneath
the eye with a piece of suitable steel tube.
Ensure that the tube will not interfere with
the cross-pin.
Position the Spheribloc (2) on the guide rod

(I),align the centre line of the cross-pin bolt
holes to run parallel with the longitudinal
centre line of the guide rod.
Position a suitable bush above the Spheri-

bloc, ensuring contact around the entire per-
imeter of the Spheribloc collar.
Ensure the Spheribloc is square with the
guide rod.
Press the Spheribloc (2) into the guide rod

(3) until the collar (1) is flush with the guide
rod (3). Repeat the procedure for the other
Spheribloc.
Bombardier Transportation Ltd. Ident. No. Chapter 2.02 - Page I l l / 126

Installation
Wheelset
NOTE:
The wheel loads must be checked and adjusted if necessary whenever any work
has been carried out on the wheelset or primary suspension. Section Adjustments
contains information regarding checking and adjusting wheel loads. As the wheel
load adjustment procedure described in Section Adjustments requires the disas-
sembly of the primary suspension and wheelset from the bogie, it is recom-
mended that the wheel loads be checked and adjusted during the installation of
the wheelset to the bogie. For further information, refer to Section Adjustments.
Reassemble the gear box to the wheelset, as described in Chapter 2.6, Transmission.
I 1
On a suitable section of level track, position the wheelsets 2,800 rnm apart (measured to the
axle centre axis) with the main gears diagonally opposed, as in the figure. Chock the wheels
to prevent the wheelsets rolling.
/I Position suitable safety stands (1) between

the webbing and the floor on each side ofthe
axle box to prevent the axle box rotating.
Position the insulating bases (2), compen-

sating plates (3) and primary suspension
springs (1) into the axle box seats. Installthe
correct number of compensating plates (3)
between the spring (1) and insulating base
(2), as described in Section Adjustments,
also refer to Chapter 2.3, Primary Suspen-
sion.
Attach suitable lifting equipment to the lifting
eyes on bogie end transoms.
Move the bogie frame into position above

the wheelsets.
Carefully lower the bogie frame onto the
wheelsets. Ensure the springs seat correctly
on the bogie frame spigots.
Supportthe guide rod (3), then installthe b ~ l t (3),

s nuts (4) and washers (4) securing the guide
rod (3) to the bogie frame (1) and the axle box (6).
Install the axle dampers as described in Chapter 2.3, Primary Suspension.
- -

Chapter 2.02 Page 1131 126
1
Connect the earth cable (3) between the
axle boxes (2) and the bogie frame (1).
Wheelset
Connect the drive coupling between the traction motor and gearbox, and install the gear box
support arm. Refer to Chapter 2.6, Transmission.
Install the wheel flange lubrication nozzles as described in Chapter 2.8, Wheel Flange Lu-
brication.
Install the wheel tread cleaners as described .in Chapter 6.7, Brake Activators.
lnstall the brake pads as described in Chapter 6.7, Brake Activators.
lnstall the primary suspension dampers as described in Chapter 2.2, Primary Suspension.
Install the bogie steps as described in Chapter 2.1, Bogie Frame.
lnstall the bogie to the locomotive as described in Chapter 2.4, Secondary Suspension.
Check and adjust the wheel and axle loads as described in Section Adjustments.
--~
Test Run
S.lua
CAUTION:
During this test, the axles and wheels are rotating. Use extreme care to en-
sure that nothing will be caught in the rotating equipment.
Whenever any maintenance procedures are carried out on any part of the traction equipment
(traction motor, gear box, drive coupling or wheelset), the assembly should be tested actively
before installation to a locomotive. The test is described in Section 2.2.6, Trial Run of AEB
Document 452 575, located in Chapter 6, Transmission of Volume F2, Suppliers Docurnenta-
tion.
Run the wheelsets according to the following table, changing the direction of rotation as speci-
fied.
Running Time (minutes) Direction Speed(RPM)
5 anti-clockwise 1,000
anti-clockwise
anti-clockwise
clockwise
clockwise
clockwise
Adjustments
Wheel and Axle Load Adjustment
All springs vary slightly from batch to batch due to the manufacturing process. The springs
used on WAP-5 locomotives are marked with one or two aluminium bands to identify their
tolerance range. The number of bands corresponds to the number of 2 mm thick compensat-
ing plates placed below the spring. Before adjusting the wheel or axle loadings, check to en-
sure that all the primary and secondary suspension springs, and the compensating plates
meet the criteria described in Chapters 2.3 and 2.4, Primary and Secondary Suspension.
Mismatched, damaged or worn springs, compensating plates, insulating bases and/or dam-
aged bogie frame will result in improper wheel and axle loads. Incorrect adjustment of the
wheel and axle loadings, or other faults in the bogie or suspension system causes poor bogie
performance and increased wheel wear. Record all adjustments in the locomotive logbook
for future reference.
Adjustment of the wheel and axle loads is performed in the following sequence:
Adjust individual wheel loads
Adjust axle loads
Check bump stop clearances
Wheel Load Adjustment
General information
Wheel load measurement is performed on a bogie situated on a weighbridge.
The bogie is to be separated from the locomotive, with the traction motors and link rod pivot
head installed. A mass of 67 kg (half the weight of the link rod) is added to the bogie frame
at the centre of the link rod end transom. The primary suspension dampers must be discon-
nected from the bogie frame lugs. Place packing between the axle box and the damper to
ensure the damper will not foul during the procedure. The secondary suspension springs, lat-
eral, vertical and yaw dampers are to be removed, and half the weight of the yaw dampers
(19.1 kg) is applied to the yaw damper mounting points on either side of the bogie frame. The
masses of the secondary springs, vertical and lateral dampers are included in the "Applied
Body Mass". An "Applied Body Mass" of 130 & kN is to be applied evenly to the bogie frame
secondary suspension spring seats using hydraulic rams. Do not apply a combined load to
the centre of the bogie frame. The body load is equal to half the mass of the locomotive and
includes masses for the secondary dampers and springs. The "Applied Body Mass" is equal
to the maximum allowable locomotive weight for a nominal axle load of 19.7 tonne.
Adjustment of the wheel loads is achieved by adding compensating plates between the pri-
mary suspension spring insulating base and the primary suspension spring, as described
below. Compensating plates are available in 1.O, 2.0,3.0 and 4.0 mm thicknesses. The thick-
ness of compensating plates between each of the two springs on an axle box must be equal.
The minimum number of 2 mm thick compensating plates must correspond to the number of
aluminium bands on the primary suspension spring. A reduction in clearance between the
axles and bogie frame results if the number of 2 mm plates is less than the number of bands.
Primary Suspension Spring Shims
Drawing Number Thickness Type
lA012-00471 1 mm 2 Piece
lA012-00227 2 mm 1 Piece
lAOl2-00472 2 mm 2 Piece
(A012-00228 3 mm 1 Piece
lA012-00473 4 mm 2 Piece
Adjustment procedure
Position the bogie assembly on a suitable weighbridge with each wheel centrally positioned
over a load cell. Prepare the bogie as previously described and apply the "Applied Body
Mass".
Measure and record the individual wheel loads.
The difference betweenwheel loads on any axle, and between axles must not exceed 400 kg,
also refer to Section Tolerances and Wear Limits List. Should the differences measured ex-
ceed specification, add test shims between the wheels and the rail until the wheel loads are
within the correct range.
Packing individual axle box springs (i.e. both spring units per axle box must be packed evenly
when adjusting wheel loads) will affect both wheel loads on a diagonal, however the absolute
load change per wheel is difficult to predict. Generally, the net diagonal load will change by
approximately 150 kg per 1 millimetre packer per axle box. The net load on the diagonal in-
cluding the packed wheel will increase, the other will decrease by the same amount.
Remove the "Applied Body Mass" from the bogie frame.

Jack up the wheels and place test shims between the wheels and the rail. The lightest wheel
should be shimmed first. Record the number and thickness of test shims below each wheel.
Lower the wheels and re-check the wheel loads.
Repeatthe procedure until the wheel loads are within specification. A trial and error approach
may be required when shimming the wheels in order to achieve the specified loadings.
Once the wheel loads are within specification, install compensating plates equal to the thick-
ness of the test shims, between the insulating bases and primary suspension spring as de\,
scribed below. 0\
ch
Disconnect the axle guide rods as described in Section Removal.
<
Disconnect the drive coupling between the traction motor and gear box as described in
Chapter 2.6, Transmission.
Disconnect the gear box support arm as described in Chapter 2.6, Transmission.
Raise the bogie from the wheelset, remove the suspension springs then install the required
thickness of compensating plates between the insulating bases and the primary suspension
springs. DO NOT divide the test shim thickness between the two springs. Never position the
compensating plates above the springs or weld the plates to the axle box.
Remove the test shims between the wheels and rail.
Reassemble the bogie once the compensating plates are correctly installed.
Connect the axle guide rods as described in Section Installation.

Install the gear box support arm as described in Chapter 2.6, Transmission.
Remove any packing and reconnect the primary dampers, as described in Chapter 2.3, Pri-
mary Suspension.
NOTE:
Only reconnect the drive coupling once satisfied that all wheel loads are within
specification and the bogie is to be assembled for the final time.
Connect the drive coupling between the traction motor and gear box as described in
Chapter 2.6, Transmission.
Recheck the wheel loads. Ifnecessary, repeat the procedure until the wheel loadings are
within specification.
Check, and adjust if necessary, the axles loads; as follows.
Axle Load Adjustment

General Information
Axle load measurement is performed on a weighbridge with both bogies and the locomotive
fully assembled. Axle load measurement is performed with both fully assembled bogies and
the link rods installed.
Adjustment of the axle loads is achieved by adding compensating plates between the bogie
frame and the secondary suspension spring insulating bases.
Axle loads are adjusted by adding compensating plates under the two secondary springs
closest to the lightest axle or the two springs on the lightest side of the bogie.
To adjust axle loads, packers must be placed under the two secondary springs closest to the
lightest axle. Each one millimetre of packer should increase the load nearest the packed
springs by approximately 12 kg and decrease the other axle on the same bogie by the same
amount.
It is possible to adjust both wheel loads on one side of a bogie along with the diagonally oppo-
site wheel loads on the second bogie by packing under one set of secondary springs only.
Similar to individual bogie wheel loads, it is difficult to predict the absolute load change. How-
ever, it can be predicted that the net diagonal increase (over four wheel loads) would be 70
kg per one millimetre packer per secondary spring set. A corresponding net decrease would
occur on the other diagonal wheel loads.
Compensating plates are available in 1.O, 3.0, 5.0 and 8.0 mm thicknesses. The minimum
number of 5 mm thick compensating plates must correspond to the number of aluminium
bands on the secondary suspension spring. A reduction in clearance between the bogie
frame and locomotive underframe will result if the number of 5 mm plates is less than the
number of bands. Refer to Chapter 2.4, Secondary Suspension. Cr,
ch
Secondary Suspension Spring Shims
Drawing Number Thickness Type
lA012-00467 Imm 2 Piece

lA012-00230 3 mm 1 Piece
2 Piece
1 Piece
2 Piece
lA012-00470 8 mm 2 Piece
Wheelset lndlan Railways WAP-5
Adjustment procedure
Position the locomotive on a suitable weighbridge with each wheel centrally positioned over
a load cell.
Measure and record the individual axle loads.

The axle loads must be within the range 19,306 - 20,094 kg and wheel loads, as previously
described, must be within 4% of the measured axle load.
Jack up the bogie and place test shims between the wheels of the lightest axle or side and
the rail. Record the number and thickness of test shims.
Lower the bogie and re-check the axle loads.
Repeat the procedure until the axle loads are within specification. A trial and error approach
may be required when shimming the wheels in order to achieve the desired results.
Once the axle loads are within specification, compensating plates equal to the thickness of
the test shims are installed between the bogie frame and the secondary suspension spring
insulating bases.
Both bogies must be disconnected from the locomotive and the carbody raised to install the
compensating plates. The procedure to disconnect the bogies from the locomotive is de-
scribed in Chapter 2.4, Secondary Suspension.
Installthe required thickness of compensating plates between the bogie frameand secondary
suspension springs insulating bases. Do not divide the test shim thickness between the two
springs. Never position the compensating plates above the springs or weld the plates to the
bogie frame.
After the compensating plates have been installed, both bogies must be re-connected to the
locomotive. The procedure to connect the bogies to the locomotive is described in
Chapter 2.4, Secondary Suspension.
Recheck the axle loads. If necessary, repeat the procedure until the axle loadings are within
specification.
Check the bump stop clearances, described as follows.
Data Sheet
Locomotive No.
I Bogie 1 Bogie 2
I
No1 End No.2 End

0202148n
0\
Axle 2 Wheel 1
2
Wheel 2
Bump Stop Clearance
The running clearances between the bump stops must be measured whenever a wheelset
is installedto the bogie frame or when the bogie is reconnectedto the locomotive. Out of spec-
ification clearances indicate either an assembly problem, or faulty or damaged components:
- possibly a damaged bogie frame. Compensating plates should not be added or removed
from the primary or secondary suspension to correct vertical clearances. Altering the com-
pensating plate thickness could have an adverse effect on bogie performance.
The locomotive is to be fully assembled with both bogies attached.

Park the locomotive on a section of level track.
Apply the parking brakes, refer to Chapter 4, Vehicle Operation of Volume A, Driver's Manual.
Isolate the locomotive electrical systems as described in the Preface of this Volume.
Axle Box to Bogie Clearances
Measure and record the lateral clearance

between the axle box and the bogie frame.
Measure and record the vertical clearance

between the axle box and the bogie frame.
Allowable clearance limits are given in Sec-

tion Tolerances and Wear Limits List.
Excessive vertical clearances between the

axle box and bogie indicates improper in-
stallation of wheelset or suspension compo-
nents. Excessive lateral clearances indicate
worn axle box or bogie frame.
Wheelset Indian Rallways WAP-5
Carbody t o Bogie Clearances
Measure and record the vertical clearance between the bogie frame and locomotiie under-
frame.
Measure and record the lateral clearance between the bogie frame and locomotive under-
frame.
Allowable clearances limits are given in Section Tolerances and Wear Limits List.
Excessive clearances, lateral or vertical, between the bogie frame and underframe can be
caused by worn, damaged or missing bump stop pads.
lnsufficient vertical clearance between the bogie frame and underframe indicates damaged
or faulty secondary suspension components, or a damaged bogie frame. Insufficient lateral
clearance indicates a damaged bogie frame.
Indian Railways WAP-5 Primary Suspension
2.3 Primary Suspension
Group Summary
@.I120
This chapter contains information about the primary suspension system of the bogie.
1 Primary spring
2 Axle damper
3 Compensating plate
4 Insulating base
5 Axle box

Primary Suspension Indian Railways WAP-5
Q I140
Isolation and absorption of shock loads and vibration between the bogie frame and wheelsets
are performed by the primary suspension. The primary suspension, located between the
axles and the bogie frame, comprises twin coil springs and a hydraulic axle damper on each
axle box.
The axle dampers, mounted between the axle box front cover and lugs on the bogie frame,
are used to dampen the rebound rate of the springs. The primary suspension uses four coil
springs on each axle (wheelset).
The coil springs are situated fore and aft of the axle line. Two springs are situated in the seats
of each axle box at each end of the wheelset. An insulating base is installed between each
spring and the axle box. Compensating plates are added to establish the correct wheel load
rate.
Longitudinalcontrol of the axle, and the transmission of tractive and braking effort to the bogie
frame, is provided by guide rods connected between the axle boxes and bogie frame. The
"Flexicoil" arrangement of the primary suspension permits lateral movement of the axle.
Spheribloc rubber bushes in the guide rods allow the axle lateral movement without undue
restriction.

Indian Railways WAPd Primary Suspension
Technical Data
@.llW
Primary Suspension Spring
- Material 51CrV4
- Bar diameter 37 mm
- Active coils 2.5
- Total coils per wheelset 4
- Winding direction Clockwise
- Winding ratio 5.73:l
- Weight 20 kg
- Mean spring diameter 212 mm
- Free height (max) 231.0 mm (tolerance group 1)
- Free height (min) 228.2 mm (tolerance group 2)
- Nominal loaded height 175 mm
- Spring rate 772 N/mm, Linear
- Lateral stiffness (static) 1,400 N/mm
- Lateral stiffness (stop) 1,493 N/mm
Compensating Plates
- Thicknesses available -
1, 2, 3, 4 mm
r-
0\
Ch
Insulating Bases W
Ch
i~
- Thickness, nominal 5 mm
Axle Damper
Specifications of the axle damper are described in the KONl Adjustable Railway Dampers
Documentation in Chapter 3, Primary Suspension of Volume F2, Suppliers Documentation.


01170
Axle Dampers
Tolerances and wear limits for the axle dampers are described in the KONl Adjustable Rail-
way Dampers Documentation in Chapter 3, Primary Suspension of Volume F2, Suppliers
Documentation.
Primary Suspension Springs
Spring heights at given loadings are shown in the table below.
SPRING CONDITION DEFLECTION mm SPRING HEIGHT mm LOAD kN

-
(min max)
Unloaded 0 228.2 - 231 .o 0
Static load 53.2 -

175.0 177.8 41.1
Load at stop 83.2 145.0 - 147.8 64.3
Load at solid length 95.0 -

133.2 136.0 73.4
P).lmo
No miscellaneous materials are necessary for the procedures described in this chapter

@.ttrn
In addition to conventional railways workshop tools and equipment, the following tools and
equipment is also required for the procedures described in this chapter:
Spring loading test fixture
Servicing of the dampers requires special tools. Refer to the Koni Adjustable Railway
Dampers Documentation located in Chapter 3, Primary Suspension of Volume F2,
Suppliers documentation.

@.lm
The before-removal operations for the primary suspension spring are those of removing the
wheelset from the bogie. Refer to Chapter 2.2, Wheelset.
Removal
@.I170
Axle Dampers
Position suitable safety stands below the

bogie frame and chock the wheels.
Loosen and remove the bolts (6) and

washers (2) securing the damper (3) to the
axle box front cover (4).
Loosen and remove the bolts (1) and
washers (2) securing the axle damper (3) to
bogie frame (5),then remove the damper
(3).
Repeat the procedure for the other axle
dampers on the bogie, if necessary.

Primary Suspension Indian Railways WAPd
Primary Suspension Springs
Refer to Section Before-Removal operations before removing the primary suspension

springs.
1 1 Position suitable supports (1) between the

webbing and the floor on each side of the
When removing the springs from an as-

sembled bogie, ensure the drive coupling
end of thegearbox (1) is properly supported.
Disconnect the axle damper from the axle
box front cover, as previously described.
Attach suitable lifting equipment to the eyes
on the end transoms of the bogie frame.

Indian Railways WAPB Primary Suspension
WARNING:
The primary suspension springs are held in position by the weight of the
locomotive and bogie frame. The springs are under compression and are
heavy. Whenever removing the springs use care to ensure the springs do
not jump from their seats and cause injury or damage.
Evenly raise the bogie frame until there is sufficient clearance to remove the springs.
Remove the springs (I), bases (3) and corn:

pensating plates (2).
Note, on the spring seat (2), the total t h i a

ness of the compensating plates (1) un&
each spring. cr)
OI
<
Tag the location of each spring and insula-
ing base (3) to aid reinstallation.
Bombardier Transportation Ltd. , Ident. No. Chapter 2.03 - Page 7 / 14

-
Disassembly
31170
Disassembly of the axle dampers is described in the KONl Adjustable Railway Dampers
Documentation in Chapter 3, Primary Suspension of Volume F2,Suppliers Documentation.
lnspection and Repair

GI170
Axle Dampers
lnspection and repair of the axle dampers is described in the KONl Adjustable Railway
Dampers Documentation in Chapter 3, Primary Suspension of Volume F2, Suppliers Docu-
mentation.
The primary suspension springs are critical in determining the wheel loads. When a spring
requires replacing, all the other springs on the bogie must be checked so that springs of equal
length can be installed on the entire bogie. It is not appropriate to replace just one spring.
~ e f eto
r Section Installation for more information. Checking all springs requires separating
the bogie from the locomotive, then removal of both the wheel sets.
-
lnspect the springs for broken ends. Re-
place if damaged.
@ c?
lnspect the springs for cracks or wear. Re-
place if damaged.
Check the surface of thesprings for chipped
paint and oxidation. Remove any oxidation
and touch-up any paint chips or repaint the
spring as necessary. Refer to Chapter 1.2,
Exterior Finish.
-.-- - . - .. -- .. . 1 Measure the free height ( X ) of the spring.

Replace if not within the specification given
.0203004 .- in Section Technical Data.
Positionthe spring in a spring testing fixture.
Apply the loads given in the table in Section
Tolerances and Wear Limits and measure
the spring height at each given load. Re-
place any springs not within specification.

t
Compensating Plates & Insulating Bases
Check the compensating plates (1) for wear,

cracks or damage. Measure the plate thick-
ness (x) in four places 90" apart. Replace if
worn, damaged or cracked, or not within
specification.
lnspect the insulating bases (1) for wear,

cracks or damage. Measure the thickness
(x) of the insulating base (2) seat in four
places 90" apart. Replace the insulating
base (2) if worn, damaged or cracked, or not
within specification (refer to Section Techni-
cal Data).
lnspect the spring seats on the axle box (3)
and locomotive underframe. Refer to
Chapter 2.1, Bogie Frame. Rectify any faults
found, replace the axle box if cracked, dam-
aged or worn.
I
Waste Disposal
6
@.!I70 (u
Assembly
@.I170
Assembly of the axle dampers is described in the KONl Adjustable Railway Dampers Docu-
mentation in Chapter 3, Primary Suspension of Volume F2, Suppliers Documentation.

Primary Suspension Indian Railways WAPB
Installation
All springs vary slightly due to the manufac-

turing process. In smaller springs this differ-
ence is generally negligible, but on larger
springs, such as used on the WAP-5 sus-
pension, small variations can have a
marked impact on performance. WAP-5
locomotive springs are manufactured to ex-
acting standards, but variations between dif-
ferent batches do occur. Springs are marked
with one or two aluminium bands (1) during
manufacture to identify the spring's toler-
ance range. Group 1 springs have one
band, while Group 2 springs have two
bands. All springs
. - on the bogie must be
within the same tolerance range. Do not mix
springs with different numbers of aluminium
bands (1) on a bogie.
During use, springs soften slightly, giving a
reduced spring height. The variations that
occur in spring production and softening
over time is offset by compensating plates
(shims). These plates are available in 1, 2,
3 and 4 mm thicknesses. The compensating
plates are positioned between the spring
and insulating base.
The wheel and axle load is determined by
the suspension system, lncorrect packing of
the either the primary or secondary suspen-
sion springs results in improper wheel loads.
lncorrect loads increase wheel wear and re-
duces ride quality. Correct adjustment of the
wheel and axle loads is critical to the longev-
ity of the wheels. Adjustment of the wheel
and axle loads is described in Chapter 2.2,
Wheelset.

Both springs on an axle box must have an equal thickness of compensating plates. Whenever
installing new springs, place the number of 2 mm shims above the insulating bases corre-
sponding to the number of aluminium bands.
Whenever replacing one or more springs, it is important that all the springs on the bogie are
equal and of the same tolerance group. If possible, all the springs on the bogie should be re-
placed with new springs. Tested second hand springs can be used. When using second hand
springs, all the springs must have the same static and loaded height, and meet the specifica-
tions given in Section Tolerances and Wear Limits. Springs that are removed can be tested
and, if serviceable, reused.
During the removal procedure, the springs and insulating bases should have been tagged to
identify their original location. Where possible, serviceable springs and insulating bases
should be reinstalled into the same position from which they were removed.

Primary Suspension Indian Railways W A P d
Refer to Chapter 2.6, Transmission for installation of the drive coupling and gear box.
Chock the wheels to prevent movement.

Position suitable safety stands (1) between
the webbing and the floor on each side ofthe
axle to prevent the axle box rotating.
- -.
.. . .-
..
. , _
. ...
-
.
Position the insulating base (2) in the ap-

propriate position as tagged during removal.
Install the compensating plates (3) on the
insulating bases. Install the correct thick-
ness of compensating plates as described
at the beginning of this Section.

Indian Railways WAPd Primary Suspension
lnstall the springs (1) with the ends (2) of

each spring facing towards the axle centre
line.
Carefully lower the bogie frame onto the
wheelsets. Ensurethe springs seat correctly
on the bogie frame spigot.
Before proceeding, refer to wheel and axle

load adjustment procedure in chapter 2.02,
Wheelset.
Axle Damper
Positionthe axle damper between the bogie

frame and axle box front cover. The cross-
pins sit above the lugs on the front cover and
below the lugs on the bogie frame.
Check the axle damper (3) is correctly
oriented with the smaller cylinder pointing
towards the rail, then align the holes in the
cross-pins with the holes in the bogie frame
lug (5)and front cover (4).
ru
Install washers (2)on the bolts (I),tt@ in-
stall the bolts (6)and torque to specification.
- (h
Repeat the procedure for the o t h e ' r k l e

dampers on the bogie as necessary.

Primary Suspension Indian Railways WAPd
.,m
Reinstall the wheelsets to the bogie as described in Chapter 2.2, Wheelset.
Reinstall the bogie to the locomotive as described in Chapter 2.4, Secondary Suspension.
Adjustments
,310
Check and adjust the axle and wheel loads as described in Chapter 2.2, Wheelset.
Check the bump stop clearances, as described in Chapter 2.2, Wheelset.

Indian Railways WAPd Secondary Suspension
2.4 Secondary Suspension
Group Summary
@.liW
This chapter contains information regarding the secondary suspension system, which con-
sists of; secondary suspension springs, lateral, yaw and vertical dampers, bump stops and
safety chain.
1 Insulating bases top 7 Yaw hydraulic dampers

2 Coil springs 8 Vertical hydraulic dampers
3 Compensating plates 9 Safety chains
4 Insulating bases bottom 10 Pins
5 Vertical bump stops 11 Lateral bump stops
6 Lateral hydraulic dampers

Secondary Suspension Indian Railways WAP-5
O.tt*
The primary and secondary suspension absorbs and isolatesshock loads, due to track defor-
mities and other variations. The primary suspension isdescribedin Chapter2.3, PrimarySus-
pension.
The secondary suspension consists of coil springs and vertical, lateral and yaw dampers, lo-
cated betweenthe bogieframe and the locomotiveunderframeon each side of the bogie. The
springs support the weight of the locomotive car body and allow free movement between the
car body and the bogie. This "FlexiFloat" arrangement of the secondary suspension allows
the locomotive car body to move both laterally and vettically within certain limits relative to
the bogies.
Although the springs allow movement in any direction, lateral buffers and dampers limit the
amount and rate of lateral movement. Rebound limit chains and vertical dampers limit the
amount and rate of the vertical rebound of the locomotive car body. Longitudinal (yaw)
dampers are provided to dampen the rate of pitch of the car body. Traction links, connected
between the bogie and locomotive underframe, control the fore and aft movement between
the bogies and the locomotive, and transmit tractive and braking effort from the bogie to the
locomotive.
Insulating bases and compensating plates are installed between each spring and the bogie
frame. Compensating plates may be added, or subtracted, to establish the correct axle load
levels.
Testing and diagnosis of hydraulic dampers is detailed in the Koni Adjustable Railway
Dampers Documentation located in Chapter 3, Primary Suspension of Volume F2, Suppliers
Documentation.

Indian Railways WAP-5 Secondary Suspension
Technical Data
Hydraulic Dampers
Specifications of the lateral, yaw and vertical dampers are described in the Koni Adjustable
Railway Dampers Documentation located in Chapter 3, Primary Suspension of Volume F2,
secondary Suspension Spring
- Material 51CrMoV4
- Bar Diameter 44 mm
- -ActiveCoils 7.5
- ~ d. t acoils
' .l 9
- - winding -~irection Clockwise
- Winding Ratio 5.57:l
- Weight 78 kg
- Mean Spring Diameter 245 mm
- Free Height (max) 669.5 mm (group 1)
- Free Height (mat) _i 664.5 mm (group 2)
- , . Height
Loaded. I . 480 mm
- Spring Rate 333.5 Nlmm, Linear
- Lateral Stiffness (static) A , 93.0
.. N/mm
, .
w
'0
- -
Lateral Stiffness (stop)
-. -.
82.5 Nlmm 0
2
.*--
,1. ( .
,
,
o*
(U
Compensating Plate
- Thicknesses l , 3 , 5 and 8 mm (use as required)
lnsulatlng Base
- Spring Pad Thickness, unladen 25.5-26.5 mm

- Spring Pad Thickness, laden 23.5-24.5 mm

Safety Chain
-Weight 6.5 kg
-Breaking Force 1,120 kN
- Chain Diameter 30 mm
-Overall External Length 415 mm
- Overall Internal Length 355 mm
- Top Link Inside Length 105 mm
- Centre Link Inside Length 135 mm
- Lower Link Inside Length 115 mm
Safety Chain Pin
- Shank Diameter 52 mm
- Thread 36 mm
Lateral Bump Stop Pad
- Height 55 mm
- Wear Plate Thickness (measured at edge) 5 rnm
- Width 50 mm
- Length 200 mm
Vertical Bump Stop Pad
- Nominal Thickness 25 mm


all70
Hydraulic Dampers
Tolerances and wear limitsfor the lateral, yaw and vertical dampers are described in the Koni
Adjustable Railway Dampers Documentation located in Chapter 3, Primary Suspension of
Volume F2,Suppliers documentation.
Secondary Suspension Spring
Spring heights at given loadings are described in the table below.
Lateral Bump Stop
- Minimum Wear Plate Thickness (measured at edge)

- 2mmm
U
- Minimum Overall Height 52mmO
0.
(U
Vertical Bump Stop
- Minimum Thickness (X) 5 mm


3.11M
Spring loading test fixture
M36 thread chaser
Servicing of the dampers requires special tools. Refer to the Koni Adjustable Railway
documentation.
a.1m
A light lubricant, or multi-purpose grease
A rust penetrating solution


@ 1220
General
Steam clean the bogie and connections to the underframe, remove all traces of dirt, debris
and build-up of grease. Ensure all secondary suspension components are cleaned, along
with all components required to be removed. Refer to Steam Cleaning in the Preface of this
volume. Damage to the components can result from improper application of the steam clean-
ing equipment.
Secondary Suspension Springs
Chock the wheels to prevent the bogie or locomotive rolling. Then release the parking brakes
and secure them in the released position using the parking brake handle. Refer to Chapter
4, Vehicle operation of Volume A, Driver's Manual.
Removal of the secondary springs requires lifting of the locomotive. Refer to Chapter 1. l ,
Structure.
Close the wheel flange lubrication cock (WFL) on the brake frame to isolate the wheel flange
lubrication pneumatics.
Remove the link rod, as described in Chapter 2.5, Traction Link.
Disconnect the traction motor bellows, as described in Chapter 4.4, Traction Motor.
Disconnectthe electrical cables from the traction motor as described in Chapter 4.4, Traction
~ot'or. 0
co
Disconnectthe primary earth connection to the underframe as described in Chapter 3 g ~ r i -
mary Earth. o.
(U
Remove the battery box protection plate as described in Chapter 5.3, BattetyICharger.
Disconnect the Hasler transmitter connection to the locomotive underframe, as described in
Chapter 2.2, Wheelset.
Disconnectthe sanding piping to the bogie, as described in Chapter 2.7, Sanding Equipment.
Remove the wheel flange lubrication nozzles from the bogie frame, as described in Chapter
2.8, Wheel Flange Lubrication.

Removal
@Irn
Hydraulic Dampers
VERTICAL DAMPERS
Loosen and remove the bolts (1) securing

the vertical damper (3) to the mounting lugs
(4) on the bogie frame.
the vertical damper (3) to locomotive under-
frame, then remove the damper.
Repeat the procedure for the vertical
damper on the opposite side, if necessary.
LATERAL DAMPERS
Remove the bolts (I), nuts and washers se-
curing the lateral damper (2) to the locomo-
tive underframe.
Remove the b o b (3), nuts and washers se-
curing the lateral damper (2) to the bogie
frame web (4), then removethe damper (2).
Repeatthe procedurefor the lateral damper
on the opposite side, if necessary.

Indian Railways WAPS Secondary Suspension
YAW DAMPERS
Remove the bolts (4), nuts (6) and washers
(5) securing the yaw damper (1) to the loco-
motive underframe.
Remove the nuts (7) and bolts (3) securing
the yaw damper (1) to the bogie frame
mounting lug (2), then remove the damper.
Repeat the procedure for the yaw damper
on the opposite side, if necessary.
Safety Chain
NOTE:
The safety chain pins may bind if
bent or oxidised. If necessary,
apply a suitable rust penetrating
solution and drive out the pin
using a drift. Severely bent pins
can be removed by cutting the pin
as close as possible to the lugs,
then drive out the remainder us&
a drift. o
0
T?
0-
NOTE: ru
The safety pin lock nuts (1, 6)
must be discarded after 5 uses.
Undo the nut (6) and remove the washer (7)

from the safety chain pin (8) at the bogie
frame lugs (9).
Withdraw the pin (8) from the lugs (9) on the
bogie frame.

Secondary Suspension Indian Ralhvays WAPd
Undo the nut (1) and remove the washer (2)

from the safety chain pin (4) at the locomo-
tive underframe lugs (3).
Hold the safety chain (5) to prevent it falling,
then withdraw the pin (4) from the lugs (3).
Disconnect the earthing cable (1) between

the bogie (3) and locomotive underframe
(2).
Remove safety chain as previously de-
scribed.
Remove the yaw damper as previously de-
scribed.
Remove the vertical damper as previously
described.
Remove the lateral damper as previously
described.
Close cocks BC1 & BC2, as required, to iso-

late the service brake pneumatics to the
bogie. Labels on the locomotive underframe
indicate the location of the cocks, BC1 for
No. 1 End and BC2 for No. 2 End. The cocks
are situated behind a locked flap.

Ensure the bogie pneumatics are fully

vented. Check the Brake Cylinder Pressure
Gauge (81.2), located on Panel B of the cab
console. The gauge must read 0 (zero) be-
fore disconnecting the pneumatic lines be-
tween the bogie and underframe. Tag and
disconnect the three pneumatic hoses be-
tween the underframe and bogie.
Evenly raise the locomotive carbody until
there is sufficient clearance to remove the
four secondary suspension springs. Refer to
Chapter 1. l , Structure.
WARNING:
The secondary suspension
springs are heavy, over
75 kg. Use suitable lifting
equipment to raise or lower
heavy parts.
The secondary suspension
springs are under compres-
sion by the weight of the
locomotive. Whenever re-
moving the springs use care
to ensure the springs do not
jump from their seats and
cause injury or damage.

Secondary Suspension Indian Railways WAPd
Remove the springs (2), compensating

plates (3) and insulatingbases (1,4). Tag the
location of each spring (I), compensating
plates (2) and insulating bases (3) to aid re-
installation.
On the spring seat, note the total thickness

of the compensating plates under each
spring.
Once the secondary springs have been re-
moved, the bogie can be removed from be-
neath the IocomOtiie.
-
Indian Railways WAPQ Secondary Suspension
Lateral Bump Stops
Undo the bolts (2) securing the lateral bump

stop pad (1) from behind the bogie frame
web (3).
Remove the pad from the webbing.
Repeat the procedure for the opposite side
bump stop pad, if'necessary.
Vertical Bump Stops
The vertical bump stops are located on the locomotive under body directly above the bump
stop webbing on the bogie.
Undo the bolts (1) securing the vertical
bump stop pad (3) to the locomotive under-
frame (2).
Repeat the procedure for the opposite B e
bump stop pad, if necessary. o
tf.
0.
<V

Secondary Suspension lndlan Railways WAPd
Disassembly
CP124a
Disassembly of the hydraulic dampers is described in the Koni Adjustable Railway Dampers
Documentation located in Chapter 3, Primary Suspension of Volume F2, Suppliers Docu-
mentation.
lnspection and Repair
Hydraulic Dampers
lnspection and repair of the hydraulic dampers are described in the Koni Adjustable Railway
Documentation.
Secondary Suspenslon Spring
Inspect the springs for broken ends. Re-

place if damaged.
Inspect the springs for cracks or damage.
Replace if damaged.
Measure the free height of the spring. Re-
place if below the specification described in
Section Technical Data.
Position the spring in a suitable spring test-
ing fixture. Apply the load as given in the
table in Section Tolerances and Wear Limits
List, Secondary Suspension springs, then
measure the spring height. Replace the
spring if not within the allowable height
range.
Check the surface of the springsfor chipped
paint or oxidation. Remove any oxidation
and touch-up any chipped paint or refinish
the spring. Refer to Chapter 1.2, Exterior
Finish.
-
Compensating Plates & Insulating Bases
Check the compensating plates (1) for wear,

cracks or damage. Measure the plate thick-
ness (x) in four places, 90" apart. Replace
the plate if worn, damaged or out of specifi-
cation.
lnspect the insulating bases (1) for wear,

cracks or damage. Measure the thickness
(x) of the spring seat. Replace the base if
worn, damaged or cracked, or below the
specifications given in Section Technical
Data.
Inspect the spring seats on the bogie frame
and locomotive underframe. Check for
cracks, damage or wear. Rectify any faults
found.

Secondary Suspension lndlan Railways WAP-5
Safety Chaln
NOTE:
The top chain link is shorter than the lower link.
Inspect the end links of the safety chain in
the pin contact areas.
lnspect the chain in the contact areas be-
tween the links. Repeat the procedurefor all
links on the chain.
lnspect the chain for signs of rust. Replace
if required.
Replace the chain if there is excessive wear (
that would weaken the chain.
PIN
lnspect the pins for wear, damage or bend.
Replace the pin if necessary
lnspect the condition of the thread. Repair
the thread using a M36 thread chaser, if
necessary.
Inspect the pin for rust or surface oxidation.
Removeoxidation usingfine emery paper or
replace if required.
lnspect the condition of the lugsonthe bogie
frame and locomotive underframe. Refer
Chapter 2.1, Bogie Frame. Rectify as re-
quired.

Indian Railways WAPQ Secondary Suspension
Lateral Bump Stolj
lnspect the condition of the rubber. Replace if deteriorated or cracked.

Measure the thickness of the wear plate at the edge. Replace if the wear plate is less than
the specification given in Section Tolerances and Wear Limits List.
lnspect the webbing on the bogie frame for evidence of wear or cracking. Rectify any faults
found.
Vertical Bump Stop
lnspect the condition of the plate. Replace if

cracked or damaged.
Measure the thickness (X) of the plate, Re-
place if below the specification in Section
lnspect the underframe webbing for evi-
dence of wear and rectify any faults found.
Waste Disposal
@I280
Dispose of waste parts and materials according to the prevailingenvironmental standards or

0"
-3
0.
Assembly c t
@I270
Assembly of the hydraulic dampers is described in the Koni Adjustable Railway Dampers
Documentation located in Chapter 3, Primary Suspension of Volume F2, Suppliers Docu-
mentation.

~- --~.
Installation
:,'12w
All springs vary slightly due to the manufac-

turing process. In smaller springs this differ-
ence is generally negligible, but on larger
springs, such as used on the WAP-5 sus-
pension, small variations can have a
marked impact on performance. WAP-5
locomotive springs are manufactured to ex-
acting standards, but variations between dif-
ferent batches do occur. Springs are marked
with one or two aluminium bands during
manufacture to identify the spring's toler-
ance range. Group 1 springs have one
band, while Group 2 springs have two
bands. All springs on the bogie must be
within the same tolerance range. Do not mix
springs with different numbers of aluminium
bands (1) on a bogie.
During use, springs soften slightly, giving a reduced spring height. The variations that occur
in spring production and softening over time is offset by compensating plates (shims). These
plates are available in 1, 3, 5 and 8 mm thicknesses. The compensating plates are always
positioned between the insulating bases and the bogie frame, never between the spring and
insulating base, or between the spring and the underframe.
The wheel and axle load is determined by the suspension system. Incorrect packing of the
either the primary or secondary suspension springs results in improper wheel loads. lncorrect
loads increase wheel wear and reduces ride quality. Correct adjustment of the wheel and axle
loads is critical to the longevity of the wheels. Adjustment of the wheel and axle loads is de-
scribed in Chapter 2.2, Wheelset.
Initially, all springs on a bogie should be packed with an equal thickness of compensating
plates. Refer to Chapter 2.2, Wheelset for more information on axle load adjustment. When-
ever installing new springs, place the number of 5 mm shims below the insulating bases corre-
sponding to the number of aluminium bands.

Whenever replacing one or more springs, it is important that all the springs on the bogie are
equal and of the same tolerance group. If possible, all the springs on the bogie should be re-
placed with new springs. Tested second hand springs can be used. When using second hand
springs, all the springs must have the same static and loaded height, and meet the specifica-
tions given in Section Tolerances and Wear Limits. Springs that are removed can be tested
and, if serviceable, reused.
During the removal procedure, the springs and insulating bases should have been tagged to
identify their original location. Where possible, Serviceable springs and insulating bases
should be reinstalled into the same position from which they were removed.
If necessary, raise the locomotive sufficiently and position the bogie correctly under the l o c h
motive.
z
tr
WARNING: (X
The secondary suspension springs are heavy, over 75 kg. Use suitable lift-
ing equipment to raise or lower heavy parts.

. ~--. ~
NOTE:
Never install shims above the springs or above the insulating base, or weld the
shims to the bogie frame or locomotive carbody
Place the appropriate number of compensating plates on the bogie frame spring seat. See
above. Whenever installing new shims the thickness must be equal to those removed.
NOTE:
Ensure that the insulating bases
are installed correctly Inverted in-
stallation of the spring seats will
cause improper wheel loadings.
Position the insulating base (1) in the ap-

propriate position as tagged during removal.
The insulating base (1) is installed with the
0204!05L.-- .-
thick metal pad towards the spring (2).

Indian Railways WAP-5 Secondary Suspenslon
lnstall the springs (2) with the ends (6) of each spring facing one another at the centre of the
middle transom (7).
Installthe upper insulating base (1) over the
spring (2). The insulating base is installed
with the thicker metal pad towards the
spring. The thinner pad faces away from t h e
spring.
Carefully lower the locomotive. Ensure t g
springs seat correctly on the bogie fra&
and locomotive underframe spigots.
lnstall the safety chain as described in this
chapter.
Install the hydraulic dampers as described
in this chapter.

lnstall the earthing cable (1) between the

bogie (3) and locomotive underframe (2).
Check and adjust, if necessary, the wheel
and axle loading as described in Chapter
2.2, Wheelset.
Hydraulic Dampers
VERTICAL DAMPERS
Position the vertical damper (4) betweenthe
bogie frame (11) and the locomotive under-
frame (2).
Check the damper is correctly oriented with
the smaller cylinder (7) towards the bogie
(11) and the cross-pin (3) on the lower sur-
face of the underframe mounting bracket
(2). Align the holes in the cross-pin and un-
derframe.
lnstall bolts (1) between the underframe (2)
and the damper (4) with the threaded ends
facing downwards. Install the washer (5)
and nuts (6) and torque to 192 Nm.
Ensure the cross-pin (8) is correctly posi-
tioned on the upper face of the bogie frame
bracket (ll), then install the bolt (10) with
washer (9) through the cross-pin (8) and
bracket (11).
lnstall the washer (12) and nut (13), then
torque to 192 Nm.
Repeat the procedure for the other vertical
damper on the bogie as necessary.

LATERAL DAMPERS
Position the lateral damper (9) between the
frame (4) mounting bracket.
NOTE:
Correct orientation of the lateral
damper is important. The damper
has a "bottom"stamping and/or an
identification plate on the side that
MUST face towards the rail.
Check the damper is correctly oriented with

centre line. Ensure the identificationplate or
"bottom" stamping faces towards the rail.
The cross-pin (2)must be on the inside face
of the bogie frame mounting bracket (1 1).
Align the holes in the cross-pin (2) and
bogie frame bracket (11). then install bolts
(lo), threaded ends towards centre line,
through the bogie frame bracket (1 1). Install
the nut ( 1 ) and torque to 192 Nm.
Ensure the cross-pin (6) is correctly posi-
tioned on the inside face of the underhame
bracket (4),then install the bolt (5) through
the cross-pin (6) and bracket (4). w
Y
Install the washer (7) and nut (8), th@
torque to 192 Nm. 0.
t .
Repeat the procedure for the other lateral


3EHW 411314 Revision Date: 12.2001 !
Secondary Suspenslon Indian Railways WAP-5
YAW DAMPERS
Position the yaw damper (7) between the
frame (1) mounting brackets.
NOTE:
Correct orientation of the yaw
damper is important. The damper
has a "bottom"stamping and/or an
identificationplate on the side that
MUST face towards the rail
Check the damper is correctty oriented with

frame (4). Ensure the identification plate or
'bottom" stamping faces towards the rail.
Align the holes in the cross-pin (3) and
bogie frame bracket (4), then install bolts
(5), threaded ends towardsthe centre line of
the bogie.
Install the nuts (6) and torque to 385 Nm.
Align the holes in the cross-pin (10) and un-
derframe bracket (I), then install bolt (11)
with thread facing away from the centre line
of the bogie, through the bracket (1) and
cross-pin (10)
Install the washer (9) and nut (8), then
torque to 385 Nm.

1 Revision Date: 12.2001 3EHW 411314
Check the yaw damper (1) is located cor-

rectly between the bogie frame mounting
bracket (2) and the underframe mounting
bracket (3).
Repeat the procedure for the other yaw

Safety Chain
NOTE:
The safety pin lock nuts must be
replaced after 5 uses.
Check the safety chains (5) and pins (8) are

in good order.
Coat the pins (8i 4) and mounting lugs (3,9)
with a thin film of lubricant, such as grease.
Position the chain (5) between the lugs (3)
on the underframe. The shorter link is con-
nected to the underframe. The top link is
165 mm long, whereas the lower link is 175
mm long.
w
Insertthe pin (4) through the lug (3) ensuriq
the chain (5) is engaged. O
w
OI
lnstall the washer (7) and lock nut ((8).
Torque the nut to 60 Nm.
~ l i g the
n chain (5) between the lugs (9) on
the bogie. The longer link is connected to the
bogie.
Insert the pin (8) through the lugs (9) ensur-
ing the chain (5) is engaged.
Install the washer (7) and lock nut (6).
Torque the nut to 60 Nm.

Secondav Suspension Indian Railways WAP-5
Lateral Bump Stops
Position the bump stop pad (1) on the bogie

frame web (3).
Installthe bolts (2) and washers from behind
the web (3) into the pad (1).
Tighten the bolts (2).
Vertical Bump Stops
The vertical bump stops are located on the locomotive under body directly above the bump
stop webbing on the bogie.
I 1 Position the vertical bump stop (3) pad on
the locomotive underframe (2) webbing.
Install the bolts (1) and washers, then
tighten the bolts.

. .
@.lm
Reconnectthe three pneumatic hoses (service and parking brakes, and wheel flange lubrica-
tion) between the underframe and bogie as described in Chapter 2.1, Bogie Frame.
Open cock 86 on the brake frame to open the wheel flange lubrication pneumatics.
Open cocks 66 (BC1 & BC2 as required) to
restore the service brake pneumati& to the
bogie. Labels on the locomotive underframe
indicate the location of the cocks, BC1 for
No. 1 End and BC2 for No. 2 End. The cocks
are situated behind a locked flap.
Install the link rod, as described in Chapter
2.5, Traction Link.
Connect the traction motor bellows, as de-
scribed in Chapter 4.4, Traction Motor.
Connect the electrical cables to the traction
motor as described in Chapter 4.4, Traction
Motor.
Connect the primary earth connection to the
underframe as described in Chapter 3.8,
Primary Earth.
Connect the Hasler transmitter connection
to the locomotive underframe, as db
ee
sic&
r,.
in Chapter 2.2, Wheelset.
0"'
Connect the sanding piping to the bogie, g-
described in Chapter 2.7, Sanding EquifN
ment.
lnstall the battery box protection plate as de-
scribed in Chapter 5.3, BatterylCharger.
Adjustments
@.iSiO
Check and adjust the axle and wheel loads as described in Chapter 2.2, Wheelset.
Check the bump stop clearances, as described in Chapter 2.2, Wheelset.

Secondary Suspension Indian Railways WAPd

R@vivieionDate: 12.9001 3EHW 411314
Indian Railways WAPS Traction Link
2.5 Traction Link
Group Summary
@1lM
This chapter contains information regarding the traction link which consists of; link rod, pivot
heads, ring and safety cables.
I

3EHW 411315. Revision Date: 12.2001
Traction Llnk Indian Railways WAP-5
-
@,I40
The traction link transmits traction and braking forces from the bogie to the locomotive super-
structure (underframe). Although the traction link maintains the relative longitudinal position
of the bogie to the locomotive underframe, it permits lateral movement between the two struc-
tures. he link rod is situated between two pivot points, one on the iocomotive underframe,
the other on the end transom of the bogie, permitting lateral movement but restraining longi-
tudinal movement. Under normal conditions the rod is inclined at a 1:10 slope towards the
centre of the locomotive underframe.
A pivot head, situated at each end of the link rod, has a ring of pliable material between the
pivot post and head. The rings are secured to the pivot head by an outer retaining ring and
a retaining plate bolted to the post.
The rod is symmetrical end to end and the pivot heads are identical and interchangeable be-
tween the bogie and underframe. The link rod is secured to the locomotive underframe by
safety cables.
Technical Data
Llnk Rod
- Weight, assembled 139 kg

- Overall length 1,283 - 1,285 mm
- Tube diameter 133 mm
- Installed inclination 1 in 10
- Spigot diameter 80 mm
Ring
- Material Aclanthan 2800

- Outside diameter 248 - 251 mm
- Inside diameter 149 - 151 mm
- Height 143 - 145 mm
- Weight 5.7 kg
- Radial deflection at 90 kN 5.0 - 6.4 mm

Indian Railways WAPd Traction Link
Outer Retaining Ring
- Outside diameter 320 mm

- Inside diameter 225.5 - 226.0 mm
- Thickness 16 mm
Inner Retaining Plate
- Outside diameter 184 mm

- Inside diameter 90 mm
- Thickness 16 mm
Pivot Post
- Diameter 160 mm
- Length 149.8 - 150.2 mm
Pivot Head
- Weight 31 kg
-
- Inside diameter 250 mm
- Bore length 150@m
- Installed angle 5z/
0.
C\r
@I170
Pivot Head
- Maximum inside diameter 251.5 mm

Traction Link Indian Railways WAP-5
Toois and Special Tools

@iten
In addition to conventional railways workshop tools and equipment, the following tools are
also required for the procedures described in this chapter:
Fixed and portable presses for the removal and installation of some components.
A special tool to install the pivot heads to the locomotive underframe or bogie. The toof-
ing must be fabricated to ABB drawing V01875118.
MI2 thread chaser
Q12W
I
ALTEMP Q NB50 paste
Glycerin, as lubricant.

QlPO
Steam clean the link rod and pivot heads and surrounding area. Remove all traces of dirt, de-
bris and build-up of grease. Refer to Steam Cleaning in the Preface of Volume D l , Mainten-
ance and Repair. Damage to the components can result from improper application of the
steam cleaning equipment.
Do not direct the spray stream into the axle box drain holes or into the traction motor ventila-
tion openings.

Removal
Link Rod
I I
The link rod (8)

ct
. . must be disconnected before removal of the pivot heads (1). 0
'tt
Position lifting equipment under each end of the link rod (8) and raise to support t@weight.
m
Withdraw the R-clip (7) from the safety cable pin (6). Then withdraw the pin (6),
Secure the safety cable (5) clear of the work area.

Repeat the procedure for the cable (9, 10) at the other end of the rod.
Bend open the locking tabs (3) on the bolts (4) and nuts (2) securing the link rod (8) to the
pivot heads (1).
Remove the bolts (4), locking tabs (3) and nuts (2) on each side of the link rod (8) flange that
secure the rod to the pivot heads (1).

Evenly raise the lifting equipment until the

flanges (3) are clear of the pivot heads (1).
It is important to raise the rod (2) evenly to
prevent the rod flanges (3) binding on the
pivot head flanges (4).

Pivot Head
Remove the link rod as previously descri-

bed.
Loosenthe inner retaining plate bolts (4) ap-

proximately one turn in the following se-
quence; A, 6 , C, D, E, F.
Remove the retaining plate bolts (4) in diag-

onally opposed pairs.
Remove the inner retaining plate (3).
NOTE:
Do not use levers to remove the
pivot head. Levers will cause dam-
age to the pivot head or surround-
ing area.
Secure suitable hydraulic pulling equipment

and attachments to the pivot head (1) It is
permissible for the hydraulic ram to press
against the underframe, bogie frame or
pivot post.
Carefully pull the pivot head (1) and ring (2)
-
from the post. Support the head during the
last phase of removal. The head iQeavy
and may move suddenly once the r@ (2) is
free of the post.
0.
(U

Disassembly
01240
Ring
Loosen the outer retaining ring bolts (4) ap-

proximately one turn in the following se-
quence; A, B, C, D, E, F.
Remove the bolts (4) in diagonally opposite

pairs.
Remove the retaining ring (3).

Positionthe pivot head (1) in a suitable press
with supports below the flange. Allow suffi-
cient clearance for the ring (2).
Press the ring (2) from the pivot head.

@I250
Ring
Clean and degrease the ring.

Inspect the condition of all surfaces of the ring for wear, damage, tears or cracks. Replace
the ring if damage exceeds 10 mm in depth and for covers more than 10% ofthe surface area.
Check the ring material for deterioration. Replace the ring if deterioration is evident.

Pivot Head
Steam clean the pivot head (2); remove all

traces of dirt, debris and build-up of grease.
Refer to Steam Cleaning in the Preface of
this Volume.
Visually inspectthe pivot head (2) for cracks,

wear or damage, particularly around the bolt
holes.
lnspect the flange for evidence of pitting.
Small imperfections can be removed using
fine emery paper.
Check the flatness of the flange (3). The
flange (3) must be perfectly flat.
Test the pivot head for cracks, flaws or other
discontinuities using ultrasonic or magnetic
test equipment. Particular attention must be
paid to the flange area. Sub-surface flaws
that are not apparent during avisual inspec-
tion will show up as peaks or spikes or as a
noticeablechange in the magneticflux in the
output from the test equipment. Refer to the
Preface of this Volume for more information
on non-destructive testing techniques.
m
Inspect the condition of the threadegoles.
Repair damaged threads using w MI2
0\
thread chaser. cu
Check the surface of the bore for pitting or
scratches. Small imperfections can be re-
moved using fine emery paper.
Measure the inside diameter of the pivot
head. Check for out-of-round or taper. Re-
place the pivot head if the diameter is
greater than the specification in Section Tol-

Remove any sharp edges and burrs kom

around the circumference of the bore using
a honing stone.
Check the pivot head spigot (1) for wear.

Measure the diameter and replace if below
the specification in Section Tolerances and
Wear Limits List.
Replace the pivot head if cracked, worn or

damaged.
NOTE:
The face of the pivot head flange
must not be painted.
Check the pivot head for chipped paint and

oxidation. Remove any oxidation and
touch-up any damaged paint, or repaint the
head as necessary. Refer to Chapter 1.2,
Exterior Finish.
Check the condition of the locking tabs. Re-
place the tabs if cracked, damaged or ex-
cessively bent. Flatten the ends of service-
able tabs for reuse.

Indian Railways WAPQ Traction Link
Link Rod
Steam clean the link rod (5); remove all

Refer to Steam Cleaning in the Preface of
this Volume.
Check the flatness of the flange (3).
Visually inspect the link rod flange (3) for

cracks, particularly around the bolt holes.
Visually inspect the safety cable lugs (4) for

evidence of wear or cracks.
Testthe link rod for cracks, flaws or other dis-
continuities using ultrasonic or magnetic
test equipment. Particular attention must be
paid to the flange and the weld (2) between
the rod (1) and flange (3). Sub-surface flaws
that are not apparent during a visual inspec-
tion will show up as peaks or spikes or as a
noticeable change in the magneticflux in the
output from the test equipment. Refer to the
Preface of this Volume for more information
on non-destructive testing techniques.
Check the rod (1) for bend or damage.
Replace the link rod (5) if the flange (3)field
(2) or rod (1) is cracked, damaged orcbgnt.
0
NOTE:
The face of the flange must h& be
painted.
Check the link rod (5) for chipped paint and

oxidation. Remove any oxidation and
touch-up any damaged paint, or repaint the
rod as necessary. Refer to Chapter 1.2, Ex-
terior Finish.

Safety Cable
lnspect the condition of the safety cable and chain. Replace if damaged or worn.
Inspect the cable for fraying. Pay particular attention to the area near the clevis.
Inspect the pin for wear or damage, replace if required..
Check the condition of the clevis at each end of the cable. Replace the cable if worn or darna-
ged.

Indian Railways WAQ-5 Traction Link
Assembly
Ring
Remove all burrs from the edge of the pivot

housing bore using a honing stone.
Remove any scratches from the bore of the

pivot housing using fine emery paper.
Place the pivot head (2) on a clean bench.

with the lower side facing upwards.
Ensure the pivot head (2) bore iscompletely

clean, free of all debris and foreign material.
Coat the entire surface of the pivot head (2)

bore with glycerin.
Ensure the ring (1) surfaces are completely
clean, free of all debrisand foreign material.
Coat the entire outsidesurface of the ring (1)

with glycerin.
Position the ring (1) squarely on the pivot
head (2).
Taparound thecircumference of the ring (1)
until ring is seated in the pivot head (2) using
a non-marking hammer.
Bombardier Transportation Ltd. . ident. No. Chapter 2.05 - Page 13 ,' 18

Traction Link inciian Hallways WAP-5
----
Pivot Head
Installation of the pivot head to the locomo-

tive underframe or bogie frame is identical.
It is advisable to work with the locomotive
over a pit due to the clearance requirements
of the press and tooling. When installing
onto a bogie frame detached from the loco-
motive, it will be necessary to elevate the
4' frame sufficiently to provide clearance for
the tooling.
Ensure that the pivot posts (6) are clean and

!
free of grease. If necessary, steam clean the
posts and surrounding area, remove all
Refer to Steam Cleaning in the Preface ol
this Volume.
Install the cone base from special tool

VO1875118 on the pivot head. It is important
that the cone base is cotlcentric with the
3 5 4 6
pivot posts (6).
0205013
Screw the cone onto the base of the special
tool.
Install the ring (5) into the pivot head as de-

scribed in Section Assembly.
Installspecial tool V01875118 onto the pivot
head.
Lubricate the pivot post (6) and the inside

surface of the ring (5) with glycerin.
Position the pivot head and the pressing at-

tachments below the cone.

Indian Railways WAP-5 Traction Link
NOTE:
If the head is not correctly aligned,
the ring (5) may be damaged dur-
ing installation.
Ensure the pivot head is square and cor-

rectly aligned with the pivot post (6).
Install the lower plate and hydraulic cylinder
from the special tool.
Press the pivot head into position. Do not

allow the pressure to exceed 60 kN. If the
pivot head is not installing correctly, lower
the head and check the alignment of the
components.
Dismantle and remove the installation tool.
Position the inner retaining plate (4) on the

pivot post (1). Ensure the recess in the plate
is correctly seated on the post spigot (2).
Install the retaining plate bolts (3), then pro-
gressively torque the bolts (3) in the follow-
ing sequence; A, 6 , C, D, E, F to 80 Nm.

Traction Link Indian Railways WAPd
Position the outer retaining ring (3) on the

pivot head (1) with the bevel on the retaining
ring (3) towards the ring (2).
Install the retaining plate bolts (4), then pro-

gressively torque the bolts (4) in the follow-
ing sequence; A, B, C, D, E. F to 80 Nm.
Link Rod
The link rod (4) is symmetrical end to end
I 1
and can be installed either way around.
I Ensure the flange surfaces (1) of the rod (4)

and each pivot head (2) are clean and free
from paint or other foreign material.
Apply ALTEMP Q NB50 paste over the en-

tire surface of the link rod (4) and pivot head
(3) flange faces. Completely coat the spigot
(3) with paste.
-
7 4
I Position the link rod (4), below the locomo-
0205005 -- J tive, using suitable lifting equipment.
NOTE:
The rod must be installed from
above the pivot heads.

Indian Railways WAP-5 Traction Link
Position the link rod (7) above the pivot heads (8) and align the pivot head spigot (14) with
the recesses in the link rod flange (10).
(0
Lower the rod (7) into position. Ensure the flanges (9,lO) are kept parallel during ins@tion
to avoid binding. -3
0-
Install the bolts (3) and locking tabs (4) through the link rod flange (10) and pivot hemlange
(9).
Install the locking tabs (4) and nuts (5). Torque the nuts (5) to 193 Nm.
Install the safety cables (1) and secure the R-clip (2).
Clean the area (13) betweenthe retaining ring (12) and plate (1I ) , then seal the gap (13) using
ALTEMP Q NB50 paste.
Seal the gap (14) between the pivot head flange (9) and link rod flanges (10) with ALTEMP
Q NB50 paste.

- - -- --
empty page

Indian Railways WAP-5 Transmission
2.6 Transmission
Overview
@t!m
This chapter contains information on the transmission which consists of; the gear box and
drive coupling.
Removal and installationof the drive gear from theaxle is described in Chapter 2.2, Wheelset.
2
Transmission Indian Railways WAP-5
- --
Gear Box
--
1 0206001a -
1 Main gear bearing cap 14 Pinion gear
2 Main gear 15 Intermediate bearing cap
3 Breather cap 16 Plug, magnetic
4 Main gear bearing cap 17 Oil sight glass
5 Main gear roller bearing 18 Oil drain p!ug
6 Main gear thrust collar 19 Gear box case assembly
7 Main gear oil seal 20 Intermediate gear oil seal
8 Main gear labyrinth ring 21 Intermediate gear roller bearing
9 Main gear outer labyrinth ring 22 Intermediate gear distance ring
10 Pinion labyrinth ring 23 Intermediate gear
11 Pinion distance ring 24 Intermediate gear shaft
12 Pinion bearing cap 25 Sight glass cover
13 Pinion roller bearing

Indian Railways WAPd Transmission
Transmission
1 Suspension arm assembly 5 Transmission Cd

2 Spheribloc 6 Drive coupling W
3 Suspension arm 7 Coupling, traction motor hall 0
d
4 Coupling, transmission half 0.
(U

Transmisslon Indian Rallways WAP-5
Gear Box
Power and torque from the traction motors is transmitted to the axle through the gear box.
A gear box is fitted to each axle. The gear box is suspended in the bogie frame at the nose
end by a support arm. The arm is fitted with rubber Spheriblocs to allow for twist and move-
ment of the axle. The other end of the gear box is supported on the axle by the main gear,
within the gear box.
The torque generated by the traction motor is transmitted to the pinion gear by the drive coupl-
ing. The driven pinion gear then drives the intermediate gear, which in turn drivesthe main
gear. The gears are lubricated by oil which is held in the gear box case.
The gear box case is made in two halves from cast alloy. The pinion gear is situated in the
upper half of the case and the intermediate gear is located below. The case can be split along
the join line to facilitate removal. Labyrinthrings and seals on the rotating parts prevent lubric-
ant escaping from the gear box.
Main Gear
The one piece main gear is machined to precision tolerances from a single casting. The hub
bore surface is ground to a6.3 micronfinish. The gear is balanced after machining. The pinion
face is stamped with month of supply, year of supply, trademark, pinion number, material and
drawing number.
An oil gallery is located within the gear hub for "floating off the gear from the axle using hy-
draulic pressure. The gallery is sealed with a screw plug and copper washer to prevent the
ingress of dirt during service.

Drive Coupling
The drive coupling provides for the transmission of rotational forces between the traction
motor and gear box. The coupling transfers the torque from the motor to the gear box and
can compensate for radial, axial and angular shaft shifting between the two components. The
coupling consists of two halves; one half is pressed onto the traction motor output shaft and
the other onto the gear box input shaft.
A star pinion, with curved teeth mates with a geared sleeve. The curved teeth allow for minor
misalignment and movement between the traction motor and gear box. The inner-toothed
coupling sleeves are press fitted onto the motor and transmission shaft.
The coupling has separate, closed lubricant chambers in each half. When removing or instal-
ling the motor or transmission, the lubricant chambers remain closed, eliminating contamina-
tion of the teeth.
Bombardier Transportation Ltd. Ident. No. ct;apter 2.06 - Page 5 / 48

Technical Data
Drive Coupling
- Manufacturer ZF HURTH, [Germany]

- Type HZK 100-280
- Weight 82 kg (approx)
- Lubricant specification BP Energear DL85W140
- BP Energear HT85W140
- Lubricant capacity, per coupling half 500 grams
Main Gear
- Material 17CrNiMo6
- Helix angle 4" (left hand)
- Ratio 1:3.94
- Action angle 20"
- Real pitch 31.415
- Transverse pitch 31.493
Intermediate Gear
Pinion

Gear Box
- Material Alloy
- Oil capacity 7 litres
- Oil specification Optimol Optigear 220
Gear Box Support Arm
- Weight 8.6 kg
- Material Alloy (A1 Si 7 Mg)

Transmission Indian Railways WAP6
Support Arm
- Length (eye centres) 300 mm

- Eye inside diameter 110.000 - 110.054 mm
- Installed height ( X ) 610 - 614 mm
Spheribloc
- Axial wear < 0.6 mm

Main Gear

- Interference fit -
0.251 0.330 mm
- Bearing journal diameter 320.668 - 320.704 mm
- Press-on force 862 - 1065 kN
- Contact force > 1078 kN
- Main gear assembly, axial backlash 0.075 - 0.420 mm
- Circumferential backlash (measured at 170 mm dia.) 0.459 - 0.655 mm
lntermediate Gear
- Intermediate gear assembly, width (X) 112.635 -112.835 mm

- Intermediate gear bearings, axial backlash
- lntermediate qear, installed axial backlash
Pinion
- Pinion gear assembly, axial backlash 0.025 - 0.250 mrn

Tools & Special Tools

@.Ira0
Electric and induction heating equipment
Thyssen Henschel oil injection tool kit 729101B
Special tools are required for installation and repair of the drive coupling. Refer to
Chapter 6, Transmission, Section Drive Coupling, of Volume F2, Suppliers Documenta-
tion.

Transmission Indian Railways WAPS
cu.lm,
Miscellaneous materials required for maintenance procedures described in this chapter in-
clude:
Sealing compound
Loctite 401
Glycerin lubricant
Molykote 321 R sliding spray paint
Machine oil or suitable lubricant

@.I220
Remove the bogie from the locomotive as described in Chapter 2.4, Secondary Suspension
Steam clean the bogie assembly, paying

particular attention to the transmission,
drive coupling and traction motor and sur-
rounding area. Remove all traces of dirt, de-
bris and build-up of grease. Refer to Steam
Cleaning in the Preface of this Volume. 2
Damage to the components can result from 0
improper application of the steam cleaning o u
,
equipment. Do not direct the spray stream ( .'
into the axle boxvents (1) or into the traction
motor ventilation openings (2, 3).
Bombardier Transportation Ltd. ' Ident. No. Chapter 2.06 - Page 11 / 48

Removal
Drive Coupling
When removing either the traction motor or gear box, the lubricant does not need to be
drained and the coupler halves can remain attached to the shafts. If necessary, the coupling
halves can be removed without dismounting either the traction motor or the gear box from the
bogie frame.
Clean the area around the drain plugs, removingall dirt and debris. Rotate the coupler so that
the drain plugs are vertical.
Place a receptacle, greater than 1.6 litres capacity, below the drain plugs.
Remove the lower plug, then drain the lubricant from the coupler into the receptacle. It may
be necessary to loosen the upper plug.
Repeat the procedure on the other coupler half, if required.

Position a jack below, or attach suitable lifting equipment to, the gear box. If necessary, use
a wooden packer between the jack and gear box to prevent damage to the casting. Raise the
lifting equipment to take the weight off the gear box.
The drive coupling halves are secured together by twelve bolts (2) around the spur flange.
Remove the bolts (2) in diagonally opposed pairs to separate the two halves of the
coupler ( I , 3).
c
'
3
C3
0
-a
'
0
<V

Undo the nuts (6) securing the support arm

(7) to the gear box (4).
Withdraw the bolts (3) from the Spheribloc
cross-pin and remove the shims. Measure
and note the total thickness of the shims be-
,
tween the support arm Spheribloc (5) and
the gear box mounting lug (4).
Undo the nuts (2) and remove the bolts (1)
,
securing the support arm (7) to the bogie
frame (8).
&
Remove the gear box support arm (7).
1 Carefully lower the jack and gear box. It may
be necessary to lever the traction motor
away from the gear box to obtain clearance
between the spur toothing of the coupler
0206004a halves. ZF Hurth Fork Tool "B" can be used
to slide the star into the crown.
PRESS OFF
Dismounting of the drive couplings is achieved by "floating off' using hydraulic pressure. The
procedure uses pressurised glycerine to separate the interferencefits between the cylindrical
surfaces of the drive couplings and shaft. Once the hydraulic pressure exceeds the pressure
created by the interference fit, a glycerine film builds up between the contact areas. The film
reduces friction between the surface. The parts can easily be displaced without scoring the
mating surfaces.
The work area, joint surfaces and gallery must be completely clean; free of all swarf, dirt and
other contaminates.
Disassemble the drive coupler to access the oil gallery. Refer to Chapter 6, Transmission,
Section Drive Coupling, of Volume F2, Suppliers Documentation.

Attach the injector pipe (1) from Thyssen

Henschel oil injection tool kit, 729101B, to
the gallery in the gear box or motor drive
shaft (2) using suitable adaptors, if necess-
ary. Use glycerin as the lubricant f6r the in-
jector.
NOTE:
Do not interrupt the pressing-off of
the drive coupling once the groove
becomes visible. Stopping or
pausing will cause the glycerine
film to leak away from the contact
surfaces. The drive coupling hub
will seize on the shaft.
Slowly pump the injector to approximately

1900 bar until glycerine discharges at the
front of the coupling. Do not allow the pres-
sure to exceed 2200 bar.
The glycerine needs some time to fill the gal-
lery and seat. Keep the pressure up for ap-
proximately 10 minutes. Trying to float the
sleeve off too quickly could damage the
drive coupling hub or shaft.
Slowly float the drive coupling from the
shaft. Keep the pressure constant until the
groove (3) on the shaft is visible. Sufficient Cr)
glycerine is trapped in the second half of the
0.
*
seat to complete drive coupling removal.
Clean up the glycerine from the sleeve and
shaft.
Cover the journal and drive coupling hub to
prevent damage or contamination.

Transmission Indian Rallways WAPd
Gear Box
Place a suitable receptacle, greater than 7

litres capacity, below the gear box, then re-
move draining plug (2) and sealing ring, and
drain the oil into the receptacle.
Remove plugs (1) and sealing rings.
Knock out the pin (2) using a suitable drift.

Removethe cover plate (1) from the oil sight
glass (3).
Unscrew the oil sight glass (3).

Loosen the screws (1) of the cap pieces

(23).
Loosen and remove the screws (4) of the in-

termediate gear-shaft (3). Remove the
screws (2) and the cap piece (1).

-. -. --
Loosen the screws (1) at the joint of the gear

box case (2). Remove the gear box upper
case.
Hang the axle assembly on a crane and

slowly remove gear box lower case (3) from
the main gear unit (1).

Remove the intermediate gear (1) from the

gear box lower case (2).
Cover the gear cases and intermediate gear

to prevent damage or the entry of debris.

Transmission Indian Railways WAPS
-
Disassembly
Main Gear
Remove the screws (4), then remove the

outer labyrinth rings (3).
Remove the screws (I), then remove the

labyrinth ring (2), thrust collar (5) and oil seal
(6).
Press the cap piece, including the tapered
roller bearing, from the main gear.
Dismounting of the main gear from the axle

is described in Chapter 2.2, Wheelset.
Pinion
Remove the screws (3), washers and lock

washers, then remove the labyrinth ring (2)
and distance ring (1) from the pinion.

Remove the screws (3), then remove the

cap piece (2) and pinion assembly (1) from
the outer gear case.
Remove the O-ring (4) and the breather (2).

Remove the roll pin (3). Press the bearing
race (5) from the cap piece (1).

Transmission Indian Railways WAPd
- -
Remove the bearing (2) from the pinion

shaft (1). Clean and check the bearings as
described in Chapter 6,Transmission of Vol-
ume F2,Suppliers Documentation.
Removethe forcing screws (5), then remove

the second bearing race (2) from the gear
box upper case (1).
Chapter 2.06 - Page 22 / 48 Ident. NO. Bombardier Transportation Ltd.

Intermediate gear
then re-
Loosen and remove the screws (6),
move the labyrinth seals (5).
Press the intermediate gear assembly (1)

from the shaft (3).
Remove the bearings (4) and distance ring

(2) from the shaft.
Heat the gear (1) to 130 "Cusing induction

heating. Press the outer bearing races (2)
from the gear (1).

Remove the O-ring ( I ) from the shaft (2).
Remove the sealing plugs (3)from the shaft

(2). Remove the roll pin (4) from the shaft
flange (2).
Drive Coupling
Disassembly of the drive coupling is described in Chapter 6, Transmission of Volume F2,

Support Arm
SPHERIBLOC
r Position the support arm (3) horizontally in

a press (1,4).
Support the eye using a suitable steel tube

(4).Ensure the tube will not interferewith the
Spheribloc during removal.
Position a suitable mandrel ( I ) , slightly
smaller than the outer diameter of the collar,
over the Spheribloc (2).Check that the man-
drel (1) is square with the yoke on the press
and contacts around the entire perimeter of
the collar.
Press the Spheribloc (2) from the support

arm (3).
Repeat the procedure for the Spheribloc at
the other end of the support arm.

Main Gear
Refer to Chapter 2.2, Wheelset for further details on drive gear inspection and repair,
Gear Box Casing
X-ray test the gear box cases for cracks, flaws or other discontinuities using suitable non-de-
structive testing equipment. Refer to the Preface of this Volume for more information on non-
destructive testing techniques.
Inspect the gear box cases for damage. Replace the gear box cases if necessary.
Check the condition of the oil sight glass, seal and cover. Replace any damaged or defective
components.
Gear Box
Refer to Chapter 6, Transmission of Volume F2, Suppliers Documentation.
Gear Box Bearings
lnspection and repair of the gear box bearings is described in Chapter 6, ~ransmissionof Vol-

-
Visually inspect the support arm for cracks

or damage. Pay particular attention to the
eye.
Test the gear box support arm for cracks,

flaws or other discontinuities using ultra-
sonic or magnetic test equipment. Sub-sur-
face flaws that are not apparent during avis-
ual inspection will show up as a noticeable
0206059 change in the output from the test equip-
ment. Refer to the Preface of this Volume for
more information on non-destructive test-
ing techniques.
Measure the inside diameter of the eye
bores ( X ) . Replace if greater than the spec-
ification in Section Technical data.
Chapter 2.06 - Page 26 / 48 Ident. No. . Bombardier Transportation Ltd.

Spheriblocs
Press the Spheriblocs from the support arm,

refer to Section Disassembly.
Check the Spheribloc collar for the forma-
tion of cracks (I),pitting or damage (2)and
replace if necessary. Scratches or gouge
marks (2)around the circumference of the
collar may indicate rotation of the Spheri-
bloc. Discard any Spheriblocs that show
signs of rotation and carefully inspect the
arm for damage.
Inspect the rubber areas for tears, cracks or
evidence of disintegration (3). Replace if
worn or the rubber is becoming detached
from the collar or is loose and ragged.
No damage is permissible to the rubber or
collar of the Spheribloc.
Measure the outside diameter of the Spheri-
bloc casing. If the reading is not within toler-
ance specified in Section Tolerances and
Wear Limits List, replace the Spheribloc.
SPHERIBLOC AXIAL WEAR TEST

The test for axial wear in the Spheribloc may be carried out with the Spheribloc mounted in
the support arm. -3
0
Before measuring the Spheribloc for axial wear, remove the support arm from the bogie and 2
store for 48 hours. n~
Position the Spheribloc in a press and supportthe collar on a piece of steel tube. Ensurethere
is sufficient space within the tube to allow clearance of the rubber part of the Spheribloc. The
collar of the Spheribloc must be supported around its entire perimeter while conducting the
test.
Apply an axial load of 50 kg t'o the Spheribloc cross-pin, then position the plunger of a dial
indicator on the shoulder of the cross-pin and zero the dial indicator.
Increase the load on the cross-pin to 1,500kg, once only, then decrease the load to 50 kg
and maintain for one minute.

-
Check the reading on the dial indicator. If the reading is within the diameter specified in Sec-
tion Tolerances and Wear Limits List, turn over the Spheribloc and repeat the procedure on
the other side. If the reading still remains within tolerance the Spheribloc is serviceable. If
either reading is not within tolerance, replace the Spheribloc.
Drive Coupling
The inspection of the drive coupling is described in Chapter 6, Transmission of Volume F2,
Waste Disposal
0.1280
Assembly
0.1270
Assembly of the gear box must be performed in a clean area. Special care has to be taken
to ensure that all the parts are perfectly clean.
Always cover the bearings to keep them clean.
On new or stored components, carefully remove the anti-corrosion layer from:

main gear journal of the drive axle
main gear
intermediate gear
pinion gear
inner bores of the bearing races for the main gear and pinion bearings
thrust collar of the main gear
pinion distance rings
intermediate gear bearing
intermediate gear-shaft
Before installing the bearings, ensure that the serial numbers of inner and outer races of the
bearing are the same.

Indian Railways WAPd Transmission
Main Gear - Unit

Mount the drive gear to the axle shaft as described in Chapter 2.2, Wheelset. The main gear
bearing assemblies must be installed to the main gear before the wheel discs are installed.
PRE-ASSEMBLY OF THE MAIN GEAR BEARING CAPS

Press the two roll pins (4) into the holes in
the main gear bearing caps (3).
Press the outer bearing race (6) into the

bearing cap (3) until seated. Ensure that the
bearing race seats correctly around the
whole circumference.
Install the screws (1) into the threaded hole
in the cap (3).
Insert the O-rings (5) into the cap groove
(3).
Mount the breather cap (7) onto bearing cap
(3).
BEARING UNIT AND LABYRINTH SEALS ASSEMBLY

Put main gear (2) into the vertical position.
Placethe preassembled bearing caps (4) on
the main gear (2) hub. Install suitable bolts
and nuts through the cap piece and main
gear to hold the cap in position. 0
d
- - - - - - - - - - -

Transmission Indian Railways WAPB
Heat the inner bearing race (1) to 100 "C

using electric heating.
NOTE:
The following steps must be done
while the inner bearing race (1) is
still hot.
Press the inner bearing race (I), with the

0206032a largerface outside, onto the end of the main
gear (2) hub until the bearing is 2 - 3 mm
above the face of the hub.
Remove the temporary bolts holding the

bearing caps.
Carefully press the inner bearing race (1)
until fully seated on the main gear (2) hub
face.
Apply Loctite 401 to the O-rings ( l ) ,and in-

sert into the groove of the thrust collar (2).
Install the thrust collars (2) onto the main
gear (7) hub.
Insert the oil seal (3) into the bearing cap (5)
until seated on the bearing (6). Ensure that
the seal (3) becomes positioned by the
screws (4).

Install the O-rings (2) into the labyrinth ring

(1).
Align the roll pins (3) with the holes, then
press the labyrinth ring (1) into the bearing
cap (4).
Position the labyrinth rings ( I ) , then install

the screws (5), washers and lock washers
onto the bearing cap (4). Torque the screws
to 85 Nm.
lnstall the O-ring (6) into the groove in the
outer labyrinth ring (2).
Press outer labyrinth ring (2) onto the thrust
collars (7). lnstall the screws (3), washers
and lock washers into the main gear hub,
then torque to 85 Nm.
lnstall the wheels as described in Chapter
2.2, Wheelset.

Transmission Indian Railways WAPd
-- --
Pinion
PINION PREASSEMBLY
Heat the inner bearing race (2) to 100 "Cby
electric heating.
Press the bearing (2). with the narrow edge

facing outward onto the pinion shaft (1) until
seated on the pinion gear (3). Only apply
force to the bearing race, never to the bear-
ing rollers or bearing cage
Put gear box upper case (1) horizontal, with

the pinion shaft aperture upwards.
Press bearingouter race, (2) with the narrow

edge towards the centre of the case, into the
pinion bore of the gear box upper case (1)
until seated. Ensure that face of the bearing
(2) seats correctly around the whole circum-
ference of the bore.

PINION BEARING CAP PREASSEMBLY

Pressthe roll pin (3) into the bearing cap (1)
Press the outer bearing race (5), with the

large face towards the inside, into the bear-
ing cap (1) until seated. Check that face of
the race (5) seats against the inner face of
the bearing cap (1).
Install the O-ring (4) into the groove of the

bearing cap (1).
Mount breather cap (2) into the bearing cap
(1).
-7-
PINION INSTALLATION
NOTE:
To ensure that bearing race (2) is
mounted correctly. A gap of 1-3
rnm must remain between bearing
cage and the gear box case face.
lnsertpreassembled pinion (I), with the long

shaft upwards, vertically into the bore of the
gear box upper case until the bearing rollers
contact the outer bearing race (2) in the cas-
ing. Turn the pinion shaft in both directions
several times and check that the rollers of
m
the bearing run smoothly and noiselessly.
0"
Place the preassembled bearing cap (3)
over the pinion shaft. Align the roll pin (5)
2
c %
with the hole in the gear box upper case,

then push the cap piece (3) into the casing.

Transmission Indian Railways W A P d
Press bearing cap (3) into the gear box case

until seated. Install the screws (4) and
washers, then torque the screws to 170 Nm.
Push the distance ring (6) onto the pinion

,i shaft (1) until seated on the inner bearing
Put O-ring (8) into the labyrinth ring (7)
Align the bolt holes, then place the labyrinth

ring (7) onto the bearing cap (3).
Press labyrinth ring (7) into the bearing cap
(3) until seated, Install the screws (5),
washers and lock washers, then torque the
screws to 45 Nm.
Check the axial backlash of the pinion is

within the specification given in Section Tol-
Intermediate Gear
INTERMEDIATE GEAR SHAFT PREASSEMBLY

Press roll pin (3) into bore of the flange.
Install the two plugs (2 & 6 ) into the shaftgal-
leries.
Install the O-ring (4) into the intermediate
gear shaft groove.

Indian Railways WAPB Transmission
INTERMEDIATE GEAR PREASSEMBLY

Clean the bearing bore in the intermediate
gear. Remove all residue, dirt or dust. Heat
the intermediate gear (I) to 130 "C using in-
duction heating.
Inspect the bore for dirt or debris. If necess-
ary, carefully clean the bore.
Place the gear (1) horizontally.

lnstall one outer bearing race (4), with the
large face towards the centre of the gear,
into the bore of the gear (1). Press the bear-
ing race (4) until seated at the gear collar
using a suitable tube.
lnstall the inner bearing race (5) into the
bearing (4).
Press the labyrinth seal (2) into the gear (1).
lnstall and tighten the screws (3).
Turn the gear (6) over and centralise it over

a base with a bore of approximately 170 mrn
(7).
Insert the distance ring (3).
lnstall the opposite outer bearing race (I),
with the large face towards the distance ring
(3), into the bore of the gear (6). Press the
0.
bearing (1) until seated at the gear collar. ,I(
lnstall the opposite inner bearing race (2)
into the bearing (1).
Press the opposite labyrinth seal (5) into the
gear (6).lnstall and tighten the screws (4).
Ensure that the bore of the bearings (2) is
perfectly even with the bore of the distance
ring (3).

Transmission Indian Rallways WAP-5
Maintenance and Repa~rManual
lnstall the preassembled gear shaft (2) verti-

cally, with the flange upwards, into the gear
bearings until it stops. Ensure that the shafl
is exactly parallel to the centre line of the
gear during installation.
Ensure that the shaft is correctly aligned,

r then press the shaft into the bearings until
the inner flange is approximately 49 -
50 mm from the bearing face.
Check the axial backlash of the intermediate

gear bearings is within the specification
b206042 -- 1 given in Section Tolerances and Wear Limits
List.
Gear Box
GEAR BOX PREASSEMBLY, LOWER CASE

I I Apply sealing compound to the oil sight
glass (5) thread.
lnstall the oil sight glass (5). Tighten the
sight glass into the gear case.
Position the cover (6) over the sight glass
(5).Align the holes in the cover (6) with those
in the gear box case. Install the roll pin (9).
Knock the pin (9) into position, until an even
amount of the pin (9) protrudes from each
side of the cover (6). Secure the lower side
of the cover (6) using a split pin.
lnstall the drain plug (3) and sealing ring (4).
lnstall the plugs (1 & 8) and sealing rings (2
& 7).
Secure the type and oil indication labels (10
& 11).

Indian Railways WAPS Transmission
GEAR BOX PREASSEMBLY, BOTH CASES

Place the gear box lower casing (3) in the
vertical position, with the joint face upwards.
Support the case securely.
Lift the preassembled main gear unit (4)

using a crane.
Rotate the main gear bearing caps (2,5) to

align the roll pins (6) with the holes in the
joint face. Lower the complete main gear
unit (1) slowly, so that bearing caps (2, 5) fit
into the gear box lower case (3). Ensure that
the roll pins (6) seat correctly in the holes.
Measure the width across the intermediate

gear bearing faces. The dimension (X) must
be within the range specified in Section Tol-
erances and Wear Limits List to fit correctly
within the gear box cases. Check the bear- a
ing installation and rectify any faults found, 0
if the dimension is not within specification. OI
n J
Align the roll pins (4) with the holes in the
gear box lower case (3). Install the inter-
mediate gear assembly (5) into the gear box
lower case (3).
Bombardier Transportation Ltd. /dent.-No. Chapter 2.06 - Page 37 / 48

-
Carefully place the gear box upper case (1)

over the main gear bearing caps (2, 5),
aligning the four pins (6) with the holes in the
upper case mating face.
Position the main gear bearing caps (2, 5)
onto the gear boxcase. Installthe screws (4)
and washers, then tighten the screws (4)
finger tight.
Push the intermediate gear shaft (7) into the

gear box case (9) until fully seated.
Install the screws (8) and washers, then

tighten the screws (8) finger tight.
Insert O-ring (1) into the intermediate gear
bearing cap (2) groove.
Installthe intermediate gear bearing cap (2),
aligning the bolt holes.
Press the intermediate gear bearing cap (2)
into the intermediate gear shaft (7). Install
the screws (3) and washers into the shaft (7)
and the screws (4) into the gear box case
(5). Tighten the screws (3, 4) finger tight.

Install the bolts and washers along the gear

box case joint. Torque the bolts evenly in two
stages; first stage 170 Nrn, final tightening
torque 320 Nm.
Secure the main gear bearing cap (2, 5) by

tightening the screws (4) in an alternating
pattern. Torque the screws (4) to 170 Nrn.

Transmission Indian Railways WAP4
Secure the intermediate gear shaft (7) by

tightening the screws (8) in an alternating
pattern. Torque the screws to 170 Nm.
Secure the intermediate gear bearing cap
(2) by tighteningthescrews (3) in analternat-
ing pattern. Torque the screws to 170 mm.
Check the installed axial backlash of the in-
termediate gear is within the specification
given in Section Tolerances and Wear Limits
List.
Holding the main gear secure, check the
total circumferential backlash atthe pinion is

Drive Coupling
Press the drive coupling halves onto the gear box and traction motor shafts, then reassemble
and join the drive coupling. Refer to Chapter 6, Transmission, Section Drive Coupling, of Vol-
Press the Spheribloc (1) into the arm (2) until
the collar is flush with the support arm face.
Repeat the procedure for the other Spheri-
bloc
Installation
C3.1280
Gear Box
v
The gear box is assembled to the wheelset as described in Section Assembly. 0
ft
0;
Install the bogie frame to the wheelsets as described in Chapter 2.2, Wheelset. (\J
Install the traction motors into the bogie frame as described in Chapter 4.4, Traction Motor.
Attach suitable lifting equipment to the nose end of the gear box.
Remove any Loctite residues from coupler spur teeth using emery cloth.
Clean the spur teeth of both coupler halves with Loctite Fast Cleaner 70636AC.
Assemble the two halves of the drive coupling as described in Chapter 6, Transmission, Sec-
tion Drive Coupling, of Volume F2, Suppliers Documentation.

-
Install the flanged bolts (2) and around the spur flange.
Torque the bolts in a diagonally opposed pattern to 44 Nm.
Install the gear box support arm, as follows.

The gear box support arm is symmetrical

and can be installed either way around.
Connect the two halves of the drive coupling

as previously described.
Ensure the gear box is properly supported

by lifting equipment.
Position the top Spheribloc cross-pin (2)
above the bogie frame mounting lug (3).
Install the bolt (1) through the cross-pin (2)
and mounting lug (3). Install the locking nut
(4) and tighten finger tight.

Position the lower Spheribloc cross-pin (6)

(
i
above the gear box mounting lug (5).
Position the gear box support arm (2) be-
tween the bogie frame (8) and gear box
mounting lugs (5).
Insert the bolt (4) and washer through the

gear box lug (5) and cross-pin (6).
Install the nuts (7) and tighten finger tight.

The lower Spheribloc cross pin (6) must be
above the gear box mounting lug (5). Install
shims between the top of the lug (5) and the
cross-pin (6). The thickness of the shims
must be the same under each side of the
cross-pin and equal to the thickness noted
0206072 during disassembly.
Adjust the installed height of the gear box,
refer to Section Adjustments.
Torque the upper locking nuts (7) to 665 Nm.
Install then tighten the upper nuts (3) and

bolts (1). Torque the nuts to 665 Nm.
Check the alignment between the motor and
gear box shafts. The shafts must be aligned
vertically, longitudinally and laterally to

e.1280
Fill the gear box with the type and quantity of lubricant specified in Section Technical Data.
Fill each of the drive coupler halves with the type and quantity of lubricant specified in Section
Technical Data. Refer to Chapter 6, Transmission, Section Drive Coupling, of Volume F2,

Test run
Wheelset
Install the wheelset to the bogie, refer to Chapter 2.2, Wheelset.
CAUTION:
During this test the axles and wheels are rotating. Use extreme care to en-
sure that no part of clothing, rags or hair will be caught in the rotating equip-
ment.
Whenever any maintenance procedures are carried out on any part of the traction equipment
(traction motor, gear box, drive coupling or wheelset), the assembly should be tested actively
before installation to a locomotive. The test is described in Section 2.2.7. Trial Run of AEB
Document 452 575, located in Chapter 6, Transmission of Volume F2, Suppliers Documenta-
tion.
Run the wheelsets according to the following table, changing the direction of rotation as speci-
fied.
Install the bogie to the locomotive as described in Chapter 2.4, Secondary Suspension.

Adjustments
@.I310
Remove the safety stand and lower the lift-

ing equipment so that the gear box is sup-
ported by the arm.
Measurethe distance between the top of the

gear box mounting lug and the top of the rail.
If the distance to the rail (X) is not within the
specification in Section Tolerances and
Wear Limits List, add or subtract shims (1)
from between the gear box mounting lug
and thesupport arm Spheribloc cross-pin.
Position a suitable jack below the gear box.
Use a wooden packer between the jack and
gear box to prevent damage to the gear box
case. Raise the jack slightly to take the
weight.
Remove both bolts securing the support arm
cross-pin'to the gear box mounting lug.
Adjust the height of the jack if necessary and
add, or subtract shims (1) equal to the differ-
ence between the measured height and the
specified height. Install the bolts as per Sec- m
o
tion Installation. -3
(:.
Install the bolts with washers through the
mounting lug and cross-pin. Torquethe nuts
to 665 Nm.
Lower the jack so that the arm supports the
weight of the gear box.
Measure the height again and check the

measurement. Readjust the shims (1) if
necessary.
Remove the jack and packing.

Transmission Indian Railways WAPB

Indian Railways WAP-5 Sanding Equipment
2.7 Sanding Equipment
Group Summary
This chapter contains information on the sanding equipment which consists of: sand boxes
situated on the locomotive underframe, sanding valves and exhaust nozzles, and sanding
pipes and hoses.
@i1a
1 Dual sand box 7 Sand pipe, holder 1

2 Side sand box 8 Sand box lid
3 Sanding valve 9 Swing bolt assembly
4 Flexible hose 10 Lid seal
5 Sand pipe, holder 2 11 Exhaust nozzle
6 Tube

Sanding Equipment Indian Railways WAPS
- -
5 i4.0
To improve traction in certain situations, sand may be deposited on the rails ahead of the tead-
ing wheels of each bogie. Sand is released, at the driver's discretion by a foot switch, from
pneumatically controlled valves at the sand boxes. The sand is exhausted through nozzles
situated ahead of wheels.
Each locomotive has six sand boxes, one below each cab door that supplies sand to the ad-
jacent wheel and two dual sand boxes. The dual sand boxes are situated on the locomotive
underframe outboard of the main compressors. These supply sand to the wheels towards the
centre of the locomotive. Air flow through the sanding valves draws sand from the sand box
and carries the sand along the sanding pipes. The air is then exhausted with the sand onto
the rails. Air flow is controlled by valves on the brake frame. These valves are activated by
the sanding switch in the cab.
Technical Data
Sanding Equipment
- Flow rate Adjustable

- Side sand box capacity 25 L (useable)
- Centre (dual) sand box capacity 60 L (useable)
- Total sand capacity 220 L (approx.)
- Exhaust height from rail (X) 27 - 33 mm
Sand
- Sand specification AAR M-916-51

Free from clay, loam, mica and other foreign material
Min - Max
Percentage passing U.S. Standard Sieve No. 10 100% - 0%
Percentage passing U.S. Standard Sieve No. 30 40% 0% -


e.lim
There are no specific wear limits and tolerances applicable to the sanding equipment. The
longevity of the sanding equipment will depend upon the frequency of use and many environ-
mental factors. It is important that any damage or wear to the sanding equipment be repaired
as soon as possible to ensure optimum performance.

8.1180
chapter.
8.12W
Plastic plugs
Cleaning solvent
Clean, dry, lint free cloth
Sikaflex 221
Sand to specification given in Section Technical Data. Approximately 220 litres is re-
quired C\1
Ln
0
'ct
0.
(\I

Sandlng Equipment Indian Railways WAP-5
--
8.4PO
Isolate pneumatic supply to the sanding system at the pneumatic panel (brake frame) in the
machine room. The "Sand 1" cock, at left, is for the No. 1 End and "Sand 2" is for the No. 2
End.
Set the "Driver's C a b circuit breaker (127.3) to the Off position. Circuit breaker 127.311 for
Purging Sand Boxes
Disconnect the sanding hoses from the valve unions.

Attach a length of hose to each sand box valve union.
Place a suitable receptacle below the sand box.

Disconnect the pneumatic lines from the valves, then seal the pneumatic lines to prevent the
ingress of foreign material using suitable plastic plugs.
Connect an external source of compressed air to the valves using suitable unions.
Apply air pressure to the valves. Allow all the sand to discharge into the receptacle.
Withdraw the air supply, then disconnect the air supply from the valve. Seal the valve unions
with suitable plastic plugs to prevent the ingress of foreign material.

i
Removal
@$no
Sanding Pipe Holders
Purge the sand from the sand box as de-

scribed in Section Before-Removal Oper-
ations.
Loosen the clamp (4) connecting the supply
hose (3) to the sanding pipe holder (7).
Disconnect the hoses (3) from the pipe (7).
Match mark the sanding pipe holder to the
bogie frame (1).
Remove the bolts (6),nuts (2) and washers
(5).
Remove the sanding pipe holder assembly
from the bogie.

Sanding Equipment Indian Railways WAP-5
--
Side Sand Box
Purge the sand from the sand box as de-

scribed in Section Before-Removal Oper-
ations.
Loosen the clamp (5) connecting the supply

hose (6) to the union (4) on the sand box (3).
Disconnect the hose (6) from the union (4).

Position a suitable support under the side
sand box.
Undo the horizontal bolts (2) securing the
sand box (3) to the locomotive underframe.
Undo the nuts (7) and washers (8) from the
vertical sand box mounting bolts (1).
Remove the sand box (3) from the locomo-
tive.
Centre Sand Box
Loosen the clamps (2) connecting both sup-

ply hoses (3,4) to the unions (1) on the sand
box valves.
Disconnect the hoses (3,4) from the unions

(1).
Disconnect the tube (6) from the angle
bracket (5) on the inside edge of the sand
box (8).
If necessary, disconnect the tube (6) from
the angle bracket (7) on the underframe and
remove the pipe assembly.

Position suitable lifting equipment under the

centre sand box (2).
Remove the bolts (1, 3), nuts (5, 6) and

washers (4, 7) securing the sand box (2) to
the underframe.
Raise the sand box slightly to lift the weight

off the tangs, then move the sand box to-
wards the outside of the locomotive by about
50 mm. Once the tangs are clear of the
mounting lips, lower the sand box assembly.
Disassembly
Sanding Pipe Nozzle
Loosen the clamp (2) securing the exhaust

-
nozzle (3) to the sand pipe (1).

-3
Disconnect the exhaust nozzle (3) from t h e g
holder (1). *
0-
(U

Sand Box
SAND BOX LID

- - -
Unscrew the latch and swing the bolt clear

of the lid lip.
Remove the split pin (5) from the end of the

swing bolt retaining pin (2). Support the
swing bolt (4), then withdraw the pin (2) with
washer (3). Take care the swing bolt (4)
does not fall into the sand box (1).
If necessary, drive the pin from the lid hinge
using a suitable drift.
LID SEAL
Remove the seal from the inside of the lid, if required.

The seal is held in place by an adhesive. The adhesive is very tough and difficult to cut. Use
care, and patience, to avoid personal injury or unnecessary damage to the lid.
Cut as much of the seal away from the lid as possible using a sharp blade.
Scrape the remainder of the seal from the lid using a suitable tool, such as a sharp chisel.
If necessary sand away the remaining adhesive using coarse sandpaper.
Ensure all traces of the adhesive are removed and the surface is flat and clean.

Indian Railways WAP-5 'Sanding Equipment
VALVE
A separate plate, with welded bolts, is situ-
ated within the side sand boxes as the upper
fixing point for the sanding valves. The valve
can be removed from the sand box either on
or off the locomotive.
Ensure all sand is purged from the sand box,

refer to Section Before-Removal Oper-
ations.
Isolate the electrical and pneumatic supply

to the sanding equipment as described in
Section Before-Removal Operations.
Disconnect the pneumatic line from the

sanding valve, then seal the line and valve
with suitable plastic plugs to prevent the in-
gress of foreign material.
Loosen the clamp and disconnect the hose
from the union.
Crack loose the four nuts (5) securing the

valve (3) to the sand box (1).
Undo the nuts (5) and washers (4) and re-

move the valve (3) and gasket (2).
Remove the plate (7) from the sand box (1). In
c3
Discard the gasket (2) if damaged. d
0-
Scrape any left over gasket material from '
the valve and sand box mating surface.
Unscrew the hose union (6) from the valve
(3) if necessary.

Sanding Equipment Indian Railways W A P d
Sand Boxes
Inspect the sand boxes for damage, cracks or tears.

Repair any damage.
SANDING VALVES
For more information on sanding valves see Chapter 12, Metcalfe/Salem Sand Trap and
Ejector of Volume F12, Suppliers Documentation.
Waste Disposal
@.12(SI

Indian Railways WAPS Sanding Equipment
Assembly
Sanding Pipe Nozzle
Connect the exhaust nozzle (1) to the sand-

ing pipe (3).
Place a loosened clamp (2) on the hose (1).
Push the hose (1) approximately 50 mm
onto the holder (3).
Slide the clamp (2) into position, approxi-
mately 25 mm from the end of the hoses (1),
then tighten the clamp (2).
Sand Box
SAND BOX LID

Position the lid on the sand box.
Align the two parts of the hinge.
0-
Insert the hinge pin and drive in using asuitable hammer. The pin should.sitabout 5 mm proud t u
from each end of the hinge.
NOTE:
Do not apply too much oil. Prevent any oil from entering the sand box. Oil in the
sand may cause the valves to stick.
Apply one or two drops of light machine oil and work into the hinge. Wipe away any excess
oil.

*,
-
Position the swing bolt (4) between the lugs

on the sand box (1).
Insert the pin (2) through the lugs and swing

bolt eye (4).
Place the washer (3) over the end of the pin

(2) and install the split pin (5), then secure
the split pin (5).
Close the lid and tighten the knob.
LID SEAL
Apply a continuous 4 mm diameter bead of Sikaflex 221 to one side of a new seal. Ensure
all surfaces have been correctly prepared prior to application of the sealant, as described in
the Preface of this Volume. All traces of adhesive must be removed and the surface com-
pletely flat.
Position the seal on the inside of the lid. Ensure the seal is correctly located, then allow the
adhesive to cure.
VALVE
A separate plate, with welded bolts, is situated within the side sand boxes, as the upper fixing
point for the sanding valves. The valve can be installed in the sand box either on or off the
locomotive.

Indian Railways WAPd Sanding Equipment
For side sand boxes, position the plate (7)

and bolt assemblies inside the sand box.
The convex side of the plate faces toward
the hole for unobstructed sand flow.
Positionthegasket (2) andvalve (3) ontothe

protruding bolts. Ensure the valve (3) is
facing in the correct directionfor the orienta-
tion of the sand box (1). Have an assistant
hold the plate (7) down from within the side
sand boxes, if necessary.
Install the washers (4) and nuts (5). Tighten
the nuts (5).
Install the hose union (6) into the valve (3) if

necessary.

-
Installation
Sanding Pipe Holder
Position the sanding pipe holder assembly on the bogie.
Align the match marks made during disassembly, or position the pipe assembly so that it is
level with the bottom of the bogie frame bracket.
Install the bolts (1) with washers (2) through
the sanding pipe holder (4) and bogie (5).
Install the nuts (3) and tighten.
Place the hose clamp (2) on the hose (I),

then position the sand hose (1) on the pipe
(3). Press about 50 rnm of the hose (1) onto
the pipe (3).
Tighten the clamp (2) around the hose (1)
with the clamp about 25 mm from the end of
the hose.
II I

Position the side sand box (3) on the loco-

motive underframe. Engage the tangs over
the lips on the underframe. Place a suitable
support below the sand box.
I Install the horizontal bolts (2).
Install the vertical bolts (1) through the sand

box lip into the underframe brackets.
Position the washers (8) and nuts (7) on the

bolts (1) and tighten.
I
Position the hose clamp (5) on the hose (6),
then push the sanding hose to the union (4)
on the valve and tighten the clamp (5).

Centre Sand Box
Raise the sand box (2) into position on the

locomotive underframe. Ensure that the
sand box tang engages over the mounting
l~pson the underframe.
Install the bolts (1, 3) through the tangs and
mounting lips.
Install the washers (4, 7) and nuts (5, 6),

then tighten.
Place the hose clamp (2) over the hoses

(3, 4) and push the hose to the valve union
(1).
Position the clamp about 15 mm from the
end of the hose, then tighten the clamp.
If necessary, secure the sand tube (6) to the
angle bracket (7) on the underframe.
Place the hose clamp over the hose, then
push the hose onto the valve union.
Position the clamp about 15 mm from the
end of the hose, then tighten the clamp.
Attach the horizontal sand pipe tube (6) to
the angle bracket (5) on the sand box (8).

Indian Railways WAP-5 1 Sanding Equipment
e.129c
Fill sand boxes with sand specified in Section Technical Data.

Close the "Driver's C a b circuit breaker (127.3). Circuit breaker i27.311 for the No. 1 End is
situated in SB1 and circuit breaker 127.312 for the No. 2 End is situated in 582. For more in-
formation on circuit breakers, refer Chapter 8.2, MR Control.
Open the pneumatic supply to the sanding system at the pneumatic panel (brake frame) in
the machine room. The "Sand 1" cock, at left, is for the No. 1 End bnd "Sand 2 is for the No.
2 End. I
Test the operation of the sanding equipment. Rectify any faults fo nd A.
Adjustments
el310
Check to ensure nozzle is paral-
lel with the rail.
Loosen the the sanding
(4).
Ch
Technical Data. . Ln
0
CU
Sand Flow Rate
\
Place a suitable receptacle below each sanding nozzle. With the locomotive compressor run-
ning, activate the sanding equipment for a short period of time. Measure the amount of sand
k
collected in each receptacle. The amount of sand delivered by each sandin nozzle should
be within * l o % of the mean amount delivered. Adjust sanding valves s described in
Chapter 12, MetcalfelSalem Sand Trap and Ejector of Volume F12, supplidrs Documenta-
tion, as required.
Bombardier Transportation Ltd. Ident. No. Chapter 2.07 - pi;age 17 / 18

I
Sanding Equipment Indian Railways WAPS

Indian Railways WAPQ Wheel Flange Lubrication
2.8 Wheel Flange ~ubrication
Group Summary
This chapter contains information on the wheel flange lubrication system. The system con-
sists of: oil reservoir tank, distribution valve, nozzles, nozzle holders, and associated hy-
draulic and pneumatic piping.
-
I Tank 4 Holder nozzle 1 TI'
2 Distributor 5 Nozzle 0-
C\I
3 Nozzle 6 Holder nozzle 2
@.I149
The flange lubrication is pneumatically operated by valves located on the Brake Frame, and
controlled by the Memotel system. For further information regarding the Memotel system,
refer to Volume A, Driver's Manual.
Lubricant is released from the reservoir tank through a pneumatically operated distribution
valve and is sprayed onto the wheel flanges from nozzles situated near each wheel.
Pneumatic and hydraulic pipes are connected to each nozzle. The hydraulic piping connects
the distribution valve to the nozzles on the individual wheels. The pneumatic piping provides
Chapter 2.08 - Page 1 1 16

. .Bombardier Transportation Ltd. Ident. No.
Wheel Flange Lubrication Indian Railways WAP-5
-
pressured air which creates a low pressure point at each nozzle. The low pressure point at
the tip of the nozzle draws oil through the hydraulic piping and sprays atomised oil onto the
wheel flanges.
Trouble shooting for the wheel flange lubrication system is described in Chapter 8, Wheel
Flange Lubrication of Volume F2, Suppliers Documentation.
Technical Data
Reservoir Tank
- Capacity 12 1
- Required lubricant Shell Malleus B
Nozzle
- Manufacturer Secheron
- Model HSBU 200290
- Lubricant flow rate -
10 40 mm3 per pulse
- Distance (Y) from wheel flange -
24 26 mm
- Distance (X) from rail 350 - 355 mm

Lifl70
For information regarding wheel flange lubrication, see Chapter 8, Wheel Flange Lubrication
Tools & Special Tools

62 11m
In addition to conventional railways workshop tools and equipment, pressure gauges and tool
PU 701115 as described in Appendix 1 of Chapter 8, Wheel Flange Lubrication of Volume F2,
Suppliers Documentation are also required for the procedures described in this chapter.
A receptacle with a litre capacity is required to drain the reservoir.

Indian Railways WAP-5 Wheel Flange Lubrication
Maintenance and Repajr Manual
8.12W
Plastic plugs
Kopper Kote
Lubricant oil specified in Section Technical Data. Refer to Chapter 8 , Wheel Flange
Lubrication of Volume F2, Suppliers Documentation for alternative lubricant types.
8.1220
WARNING:
High Pressure Pneumatic Systems. Ensure the bogie pneumatic system is
depressurised before commencing maintenance work.
Steam clean the wheel flange lubrication nozzles, nozzle brackets, reservoir tank and sur-
rounding areas. Remove all traces of dirt, debris and build-up of grease. Refer to Steam
Cleaning in the Preface of this Volume. Damage to the components can result from improper
application of the steam cleaning equipment.
Do not direct the spray stream into the axle box drain holes or into the traction motor ventila-
tion openings.
Isolate bogie pneumatics as described in Chapter 2.4, Secondary Suspension.
.,.
4

Wheel Flange Lubrication Indian Railways WAPS
Removal
0.1m
Crack loose the pneumatic unions at the distributionvalve and nozzles as required. Allow any
residual pressure to vent, then disconnect the piping from the valve. Seal the valves and pip-
ing with suitable plastic plugs to prevent the ingress of moisture and foreign material.
Drain the lubricating fluid from the lubricating system as required. Fluid in the reservoir may
be drained by either pumping the fluid out, or by the following procedure.
- Place a suitable receptacle below the interface between the distribution valve and
lubrication reservoir.
- Crack loose the bolts connecting the distribution valve to the reservoir and allow
lubricating fluid to drain into receptacle.
Reservoir Tank
Place a suitable receptacle below the dis-

tribution valve (3). Crack loose the lubrica-
tion pipes (6) from the distribution valve (3).
Jag piping to aid in reinstallation, then dis-
connect pipes (6) from distribution valve (3).
Allow lubricant in piping to drain into recep-
tacle, then seal the piping and apertures in
distribution valve (3) with suitable plastic
plugs to prevent the ingress of foreign ma-
terial.
Unscrew the nuts (a), then remove the
spring washers (9) and pipes (6) from the
clamps (10).
Unscrew the bolts (1) and nuts (7) securing
the reservoir (5) to the bogie frame brackets,
then lift the reservoir (5) from the bogie. Use
care not to spill any remaining oil in the res-
ervoir.
Remove the filler cap (4),invert the reservoir
over a suitable receptacle and drain the lu-
bricant.
Inspect the reservoir (5) as described in
Section Inspection and Repair.

Valve
The valve can be removed when the reser-

voir tank (6) is either attached or discon-
nected from the frame.
If necessary, remove the reservoir tank (6)

from the bogie frame as previously de-
scribed.
Otherwise place asuitable receptacle below

the distribution valve (3). Crack loose the lu-
brication pipes (5) from the distribution valve
(3). Tag piping to aid in reinstallation, then
disconnect pipes (5) from distribution valve
(3).
Allow the lubricant in the piping to drain into
the receptacle, then seal the piping and ap-
ertures in distribution valve (3) with suitable
plastic plugs to prevent the ingress of
foreign material.
Remove the lock nuts (7) and spring
washers (8) from clamp (9). Remove the
pipes (5) from the clamp (9).
If a large amount of oil remains in the resenj
voir (6) either pump it out or place a rec&-
tacle below the valve. w
0.
Crack loose the bolts (2) securing the a-
tribution valve (3) to the reservoir (6).
Loosen both bolts (2) about one turn, separ-
ate the valve (3) from the reservoir (6) and
allow the residual lubricant to drain into the
receptacle.
After all the lubricant has been drained from

the reservoir (6), remove the bolts (2) and
disconnect the distribution valve (3) from the
reservoir (6).
Remove and discard the O-ring (4)

Piping
Two types of piping are associated with the

flange lubrication system. The pneumatic
system (2) provides pressured air to operate
the distribution valve and to atomise the lu-
bricant at the nozzle (3). The hydraulic sys-
tem (1) distributes the lubricantfrom the res-
ervoir to the nozzles (3) on the individual
wheels.
PNEUMATIC PIPING
The pneumatic piping (4) can be removed
as required using normal workshop prac-
tices.
Crack loose the pneumatic connection (7)at
the union. Allow any residual pressure to
vent, then disconnect the pneumatic piping
(4) from the union.
Seal the pneumatic piping (4) using suitable
terial.
HYDRAULIC PIPING
The hydraulic piping (5) can be removed as
required using normal workshop practices.
Place a suitable receptacle below the area.
Crack loose the hydraulic connection (6) at
the union. Allow any residual lubricant to
drain, then disconnect the pipe (5) from the
union.
Seal the pipe (5) and union using suitable
terial.

Nozzle and Bracket
Tag the pipes at the nozzles (2)to assist in

reinstallation.
Crack loose the pneumatic connection (7) at
the union. Allow any residual pressure to
vent, then disconnectthe pneumatic pipe (4)
from the union. Seal the pipe (4)and nozzle
(2)using suitable plastic plugs.
Place a suitable receptacle below the area.
Crack loose the hydraulic connection (6)at

the union. Allow any residual lubricant to
drain into the receptacle, then disconnect
the hydraulic pipe (5)from the union. Seal
the pipe (5) and nozzle (2)using suitable
plastic plugs.
Match mark the flange lubrication bracket
(10)to the bogie frame.
Remove the bolts (8)and nuts (3)securing
the bracket (10)to the frame.
Match mark the nozzle (2)to the bracket
(lo),then undo the bolts (11)and nuts
securing the nozzle (2)to the bracket (1
Note the spacers (1)between the nozzle @
it?
and bracket (10). m
cu

Wheel Flange Lubrication Indian Railways WAP-S
Disassembly
O 1210
For further information regarding the wheel flange lubrication system refer to Chapter 8,
Wheel Flange Lubrication of Volume F2, Suppliers Documentation.

:.'.1m
Reservoir Tank
lnspect the reservoir for damage or cracking. Rectify any faults found.
Check the mounting flanges for cracks or damage. Rectify any faults found.
Check the distribution valve mounting. Ensure the plate is flat and free from pitting or valleys.
Machine the face of the mounting if necessary.
Check the condition of the reservoir cap and replace as required.
lnspect the seal in the reservoir cap. Replace if deteriorated or damaged.
Valve
lnspect the O-ring seat to ensure it is free of burrs or damage.

lnspect the distribution valve as described in Chapter 8, Wheel Flange Lubrication of Volume
Nozzle
Check the mounting bracket for wear, damage or cracks. Carefully inspect the area where
the nozzle spacers seat on the bracket.Aloose nozzle can cause excessive wear. Rectify any
faults found.
Check to ensure the bracket is flat and square.

Waste Disposal
@.i260
Assembly
@ 1270
For further information regarding the wheel flange lubrication system refer to Chapter 8,
Bombardier Transportation Ltd. Ident. No. Chapter 2.08 - Page 9 / , I 6

-
Installation
@.TZeo
Reservoir Tank
Position the reservoir (3) in the bogie frame

brackets (6).
Installthe bolts (1) and washers (2) through

the holes in the reservoir (3) and bogie
frame brackets (6).
Install the washers (5) and nuts (4). Tighten

the nuts (4).
lnstall the distribution valve (2), if required.

Use a new O-ring.
Remove the sealing plugs from the pipe and
distribution valve (2). Connect the pneu-
matic pipe to the valve union.
Remove the sealing plugs from the hoses
(3) and unions on the bottom of the distribu-
tion valve (2). Connect the four hoses (3) as
tagged during removal to the unions on the
distribution valve (2). The hose locations (4)
are shown in the figure.
Replace piping (3) in clamp (5). Install spring
washers (6) and nuts (7),then tighten.
Fill the reservoir (1) with about 0.5 litres of
the lubricant specified in Section Technical
Data. Check for leaks at the joint between
the distribution valve (2) and reservoir (1).
Rectify any leaks found, then fill the reser-
voir (1).
-
Indian Railways WAPQ Wheel Flange Lubrication
Valve
Check the condition of the distribution valve

mounting flange (4) on the reservoir (6), as
Installa new O-ring (5) into the recess in the

distribution valve (1).
Position thevalve (1) on the reservoir (6). In-

stall the bolts (2) and washers (3), then
tighten the bolts (2).
Remove the sealing plugs from the pipe and

distribution valve (2). Connect the pneu-
matic pipe to the valve union.
Remove the sealing plugs from the hoses

(3) and unions on the bottom of thedistribu-
tion valve (2). Connect the four hoses (3)
tagged during removal to the unions on
distribution valve (2). The hose locations@
42
are shown in the figure. G-
nl
Replace piping (3) in clamp (5). Install spring
washer (6) and nut (7) and tighten.
Fill the reservoir (1) with about 0.5 litres of
the lubricant specified in Section Technical
Data. Check for leaks at the joint between
the distribution valve (2) and reservoir (1).
Rectify any leaks found, then fill the reser-
voir (1).

Plping
NOTE:
Do not use pipes that have been stored unsealed. Unsealedpipes may be con-
taminated with scale, oxidation or foreign material that will have an adverse effect
on the performance of the flange lubrication system.
Remove the sealing plugs and install the pneumatic and hydraulic piping using normal work-
shop practices.
Apply a film of Kopper Kote to unions and joints to prevent binding during future removal.
After installation pressure check the pneumatic pipes and fittings for leakage and bleed hy-
draulic piping to remove air bubbles.
Nozzle and Bracket
If necessary, assemble the nozzle (4) to the

bracket (6).
Position the noule (4) inside the bracket (6)
with the noule (4) pointing away from the
bracket fold line.
Insert the spacers (3) between the noule
(4) and bracket (6), then install the bolts (1)
and washers (2) through the bracket (6) and
nozzle (4).
Install the nuts (5). Align the match marks
then tighten the nuts (5). Install the nozzle
(4) in the centre of the bracket (6) if there are
no match marks.

Position the nozzle and bracket assembly

(4) on the bogie frame (2).
Insert the bolts (6) and washers (5) through

the bracket (4) and bogie frame (2).
Install the nuts (1) and tighten finger tight.

Align the match marks, or position the
bracket (4) centrally on the elongated holes
(3),then tighten the nuts (1).
Remove the plugs sealing the pneumatic

pipe and the pneumatic connection at the
nozzle. The pneumatic pipe is 10 mm diam-
eter and the pneumatic connection is on the
outside of the nozzle (the side opposite the
spray direction).
Connect the pneumatic pipe to the connec-
tion labelled AIR on the nozzle using t
&g
flexible hose. (0
0
Remove the plugs sealing the oil pipe &z
a
the oil connection at the nozzle. The oil pf$
is 6 mm diameter and the oil connection ison
theinside of the nozzle (thesameside asthe
spray direction). Connect the oil pipe to the
connection labelled OIL on the nozzle using
the flexible hose.
Adjust the position of the nozzle as de-

scribed in Section Adjustments.

.
@.I290
Fill reservoir tanks with the lubricating oil specified in Section Technical Data.
Remove bleed screw from distributor as described in Chapter 8, Wheel Flange Lubrication
of Volume F2, Suppliers Documentation. Allow lubricating oil to flow from orifice until there
are no more air bubbles in fluid. Replace bleed screw and tighten.
Disconnect hydraulic pipes from distribution valve. Into each pipe, use tool PU 701115 to
pump lubricantthrough pipe until lubricant exiting nozzle contains no air bubbles. Reconnect
pipe to distribution valve by screwing in a few turns only and proceed to next hydraulic pipe
until all pipes have been checked. Check for lubricant leakage along each pipe during testing.
Replace pipe if any leaks or other faults are found.
Activate the solenoid on distribution valve manually as described in Chapter 8, Wheel Flange
Lubrication of Volume F2, Suppliers Documentation to remove air from between the pump
and the connectors in the distribution valve. As soon as lubricating fluid starts to Row from the
connector, tighten connector thoroughly.
After all pipes have been checked, bled and tightened, manually activate the solenoid again.
If all hydraulic areas have been bled correctly, lubricating fluid should begin to flow from
nozzles after a few pulses.
All pneumatic pipes must be pressure checked.
Disconnect both ends of pneumatic pipe to be tested. Plug one end and apply pressure of
approximately 12 bar at the other end using suitable pressure testing equipment. Pressure
drop in the piping must not exceed 20 kPa in 10 minutes. Check forfaults and rectify any faults
found.
Check wheel flange lubrication system for correct operation, as described in Chapter 8,

Maintenance and Repair Manual'
Adjustments
@.lSlO
Adjustment of the nozzle must be carried out with the bogie in static position with no lateral
loading on the wheels.
Nozzle Clearance Check
Measure the distance (X) from the top of the

rail to the tip of the flange lubrication nozzle.

Wheel Flange Lubrication Indian Railways WAPd
Nozzle Adjustment
Radially measure the distance (Y) from the

throat of the wheel flange (6)to the tip (5) of
the flange lubrication nozzle(4).
Adjust the position of the nozzle (4) if dimen-

sion X or Y is not within specification given
in Section Technical Data.
Loosen the nuts (1) securing the flange lu-

brication nozzle bracket (7) to the bogie
frame (2).
Adjust the vertical position of the nozzle (4)
to specification given in Section Technical
Data.
Tighten the nuts (1).
Check the distance (X) and re-adjust if
necessary.
Loosen the nuts (3) securing the flange lu-
brication nozzle (4) to the bracket (7).
Adjust the position of the nozzle (4) to dis-
tance (Y) given in Section Technical Data.
Tghten the nuts (3).
Check the distance (Y) and re-adjust if

nessecary.
Check and adjust, as required, distances (X)
and (Y) for all other flange lubrication
nozzles on the locomotive.
Flow Rate Adjustement
Adjust lubricant flow rate as described in Chapter 8, Wheel Flange Lubrication of Volume F2,

3.00 Power Supply
&
BOMBARDIER il,imr&.Fm
TRANSPORTATION^
d .3.01 Roof Line

IR WAP5
Volume D l
power Supply 3.02 Pantograph 3
3.03 Main Circuit Breaker

4
3.04 Surge Arrester
3.05 Main Transformer

6
3.06 Transformer Oil Cooling

7
3.07 Transducer
3.08 Primary Earth
3.09 Filter
Indian Railways WAPd Power Supply
3 Power Supply
Roof line 3.1
Pantograph 3.2
Main Circuit Breaker 3.3

Surge Arrester 3.4
Transformer 3.5
Transformer Oil Cooling 3.6

Transducers 3.7
Primary Earth 3.8
Filter 3.9

Power Supply Indian Rallways WAPS
-

Indian Railways WAP-5 Roof Line
3.1 Roof Line

@.to
WARNING:
THE ROOFAREA WHILE THE LOCOMOTIVE IS UNDER A LIVE OVER-
HEAD.
Lower the pantograph and isolate the overhead catenary power whenever
working on the roof.

Roof Line Indian Railways WAPd
Group Summary
8.1120
This chapter contains information on the locomotive roof line electrical system, which incor-
porates the electrical connections between the pantographs, pin insulators, isolator switches
and the high voltage bushing.
.....
- - V -,
~-
i
3 ,
y-. -. ~- - - - - -
.~. -- - .
. . -- -1-
0301001a -
.
1 Pin insulator 7 Primary current transformer (6.1)

2 Roof line 8 Primary cunent transformw resistor (6.11)
3 High voltage bushing (1010) 9 High voltage cable clamp
4 High voltage connection 10 Contact springs
5 Isolator switch 11 High voltage cable @ug
6 High voltage cable

Indian Railways WAPQ Roof Line
Numbers in brackets () denote the electrical equipment apparatus item number used in the
locomotive schematics, refer to Volume G, Cabling Documentation.
@ I140
The roof line carries the current from the pantographvia the isolator switches. The line is elec-
trically insulated from the roof by the pin insulators. Current from the roof line passes through
the vacuum circuit breaker and high voltage connection to the high voltage bushing on the
roof. Current is carried to the transformer, situated in the machine room, along the high volt-
age cable. The primary current transfornier is situated on the underside of the converter roof
hatch, below the high voltage bushing. The control electronics uses the signal to measure the
current flowing through the high voltage cable from the catenary.
The isolator switches allow the roof line to be broken for removal of the locomotive roof
hatches. Spring contacts hold the isolator switches in either position.
The high voltage cable connects to the high voltage bushing with a push on-pull off connec-
tion. The cable is secured to the converter roof hatch by a clamp and to the machine room
along a support arm.

Roof Line Indian Railways WAPS
Technical Data
0.1161
High voltage bushing
- Type RMF 30Y/ 630 SL
Pin insulator type BD125
- Resistance 3.3 Q -c 10%

- Rated power 100 W
Pin insulator
- Type ED125
- Nominal voltage 25 kV
- Weight 18 kg
Tolerances and Wear Limits

CP.1170
Refer to the component manufacturers technical documentation for tolerances of individual

components.

0.llM
Conventional railway workshop tools are required for the procedures described in this chap-
ter.

@.is3
Rhodorsil Paste 4 silicon grease is required as a moisture-proofing agent for the roof
bushing and pin insulators
Clean plastic is required as a covering to protect the high voltage bushing and cable
electrical contact surfaces
Tape to secure the plastic
Secheron Grease L3, NBT 400344 P2, is required to coat the earthing switch contact
blades and spring contacts
Silicon spray to lubricate the high voltage cable connections
Clean, dry lint free cloth
Paper towelling

@.lZzo
Lower the pantograph and isolatethe overhead catenary. Earth the locomotive at thevacuum
circuit breaker. Refer to the Preface of this Volume.
Driver's Manual.
Steam clean the roof line and surrounding area, paying particular attention to the contact
springs. Remove all traces of dirt, debris and build-up of grease. Refer to Steam Cleaning cv
in the Preface of this Volume. r-
0
u
0.
cu

Roof Line Indian Railways WAP-5
-
Removal
High voltage cable
From within the machine room, remove the

screws (7) and washer (6) from the earthing
strap (5).
Removethe nut (12)and washer (11)secur-
ing the earthing strap (5)to the cover (4).
Remove the strap (S), screw (8) and
washers (9, lo).
Remove the screws (13) and washers (14,
15)from the support bracket (16).
Remove the nuts (3)and washers (I,2)se-
curing the cover (4) to the primary current
transformer.

Indian Railways WAPd Roof Line
Remove the nuts (9) and washers (10) securing the high voltage cable clamps (8) to the sup- 2
U
port bracket. cu
Loosen the screws (6) of clamp (5) until the clamp (5) is loose in the channel (1).
Pull the high voltage cable plug (4) from the bushing (3), simultaneously sliding the clamp (5)
downward from the channel (1).
In the bottom of the traction converter, remove the nuts (14) and washers (15) from the clamp
(16) securing the high voltage cable (11) at the transformer bushing.
Pull the plug (12) from the transformer bushing (13), then remove the high voltage cable (11).
Coverthe high voltage bushing (3) and transformer bushing connector (1 3) with plastic to pre-
vent contamination with dirt or oil. The high voltage bushing is not oil resistant.

-
Cover the connector sockets on both ends of the high voltage cable (11) with plastic to prevent
contamination.
Tape the plastic securely. The tape adhesive must not touch any part of the bushing (3) or
socket (4, 12) electrical contact surfaces.
Remove the screw (6) and washers (7,8) securing the high voltage connection (5) to the vac-
uum circuit breaker (9).
Remove the nut (4), spring and plain washers (2,3) securing the high voltage connection (5)
to the highvoltage bushing (1), then lift the connection bar (5) and surge arrester jumper cable
(13) from the bushing.
Remove the screw (12) and washer (11) securing the earthing strap (1 0) to the converter roof
hatch.

Remove the screws (2) and washers (3, 4)

securing the high voltage bushing (1) to the
converter roof hatch.
Lift the bushing (1) from the roof.
Remove and discard the O-ring (5) from the

bushing flange.
Primary current transformer
The resistor (2) is held in position by two of

the four nuts (5) securing the primary cur-
rent transformer (1). Hold or support the re- 2
sistor (2) when removing the nuts (5) to pre- b
-e
vent it falling. @
rv
Cut the cable ties securing the electrical
cables to the transformer (1).
from the terminals on the resistor (2).
@- 5 from the terminals on the primary current
0301009 transformer (1).

Roof Line Indian Railways WAP-S
Remove the two nuts (5) and washers (4,3)

securing the resistor bracket to the trans-
former (1). Remove the resistor and bracket
assembly from the transformer (1).
Support the transformer then remove the re-

maining two nuts (5) and washers (4,3) se-
curing the transformer (1) to the converter
roof hatch.
Roof line
Lift the isolator switches from the contact

springs, or if necessary, remove the isolator
switches.
Remove the screws (1) and washers (2)
from the line clamps (3).
Repeat the procedure for the remaining line

clamps (3) securing the roof line (4).

Remove the nuts (7), clamps (5,6), washers

(2,3), bolts (1) and cable support plate (4)
from the pantograph end of the roof line. If
there is no need to remove the support plate
(4), the jumper cables (8) may be discon-
nected from the support bracket (4).
Locations of the jumper cables (1 - 5) along the roof line are shown in the figure. Configuration
of the support plate varies according to the location.
Remove the roof line from the locomotive.
Bombardier Transportation ~ t d . Ident. No. Chapter 3.01 - Page 11 / 28

--
Isolator switches
I

Indian Railways WAPS Roof Line
At the contact end of the roof line, remove the bolts (12), washers (10,11) and nuts (6) secur-
ing the holder (9) and clamps (7, 8) to the roof line.
Pin insulators
Remove the roof line as described in this

Section.
Remove the jumper cables as described in

this Section.
Removethe bolts (2) and washers (3) secur-

ing the pin insulator (1) to the roof hatch (4).
Carefully lift the insulator (1) from the roof.
Repeat the procedure for the other insula-

tors (1) as required.

Disassembly
'J 1240
High voltage cable
washers (5, 6) and

Remove the bolts (7),
sliding nuts (1).
Separate the spacers and plates (2) from

the clamp (3, 4).
Remove the bolts (1I ) , washers (9, 10) and

nuts (8) securing the two halves of the clamp
(3, 4), then separate the clamp from the
cable.
Primary current transformer reslstor
Tag and disconnect the cables from the re-

sistor terminals.
Remove the screws (3) and washers (1.2)
securing the resistor (4) to the bracket (5).
0301011

High voltage cable
Check for external damage to the cable case and the connectors. Replace the cable if dam-
aged.
Check the electrical connectors. The contact surfaces must be in good condition and com-
pletely clean.
Check the condition of the bushing and replace if damaged or cracked.

lnspectthe electrical connector. Replace the bushing if worn, damaged or if there is any sign
of arcing or carbon build-up.
Clean the electrical connectors. The contact surfaces must be in good condition and com-
pletely clean.
Inspect the condition of the silicon coating. Contaminants in the silicon coating reduce the
insulating effect of the high voltage bushing insulator. Water applied tothe surface of the insu-
lator should bead and not wet the surface. If the coating is contaminated or is wetted by water,
the coating must be renewed. Audible discharges or flashovers that are visible in the dark are
an indication that the insulator needs to be re-coated.
Remove the contaminated silicon coating using paper towelling. Wipe any remaining silicon r,
coating from the insulator using a clean, dry, lint free cloth. Clean the surface of the insulator
thoroughly using a cloth soaked in alcohol.
&
u
0.
Ensure the glazed surface of the high voltage bushing insulator is clean, dry and shiny. The
silicon grease described in Section Miscellaneous Materials should be applied evenly to the
entire glazed surface of the insulator to a thickness of 0.2 to 1 mm.
Take care when handling the high voltage bushing after coating to avoid contamination of the
silicon grease on the insulator.

Roof line
lnspect the condition of the roof line and clamps. Replace any bent or damaged parts.
lnspect the condition of the jumper cables for damage, evidence of arcing or fraying. Replace
the cables if damaged or defective.
Isolator switches
lnspect the condition of the contact springs. Replace the contact springs if worn, cracked,
damaged or bent.
Check the condition of the spacers. Replace if damaged.
lnspect the electrical connection areas. Replace the arm or contact springs if worn, damaged
or if there is any sign of arching or carbon build-up.
Clean the electrical connections. The contact surfaces must be in good condition and com-
pletely clean.
Pin insulators
lnspect the condition of the pin insulators, replace if cracked, chrpped or damaged
lnspect the condition of the silicon coating. Contaminants in the silicon coating reduce the
insulating effect of the insulator. Water applied to the surface of the insulator should bead and
not wet the surface. If the coating is contaminated or is wetted by water, the coating must be
renewed. Audible discharges or flashovers that are visible in the dark are an indication that
the insulator needs to be re-coated.
Remove the contaminated silicon coating using paper towelling. Wipe any remaining silicon
Ensure the glazed surface of the insulator is clean, dry and shiny. The silicon grease de-
scribed in Section Miscellaneous Materials should be applied evenly to the entire glazed sur-
face of the insulator to a thickness of 0.2 to 1 mm.
Take care when handling the insulator after coating to avoid contamination of the silicon
grease.

Waste Disposal
@ 12w
Assembly
High voltage cable
Position the two halves of the clamp (3, 4)

over the cable connector.
lnstall the bolts (11) and washers (9, 10)
through the clamp halves (3, 4).
lnstall the nuts (8) and tighten finger tight.
Position the bolts (7) and washers (5, 6)
through the clamp (3).
lnstall the spacers and plates (2) over the
bolts (7).
lnstall the sliding nuts (I), then tighten the
bolts(7) finger tight..
Install the cable as described in Section In- c0
stallation. Tighten the bolts (11) around the
connector when the cable is correctly posi-
&
tioned. *
0\
Tighten the bolts (7) to secure the clamp to

the bracket.

Primary current transformer resistor
Position the resistor (4) on the bracket (5).

Install the screws (3) and washers (1, 2).
Reconnect the wires, as tagged during dis-

assembly, to the resistor. Refer to Chapter 2,
Main Power Circuit, Sheet OlA, Primary
Current of Volume G I . Cabling Docurnenta-
tion.

Installation
@ 1280
High voltage cable
Install the high voltage bushing (2) and primary current transformer (3), if necessary.
Remove any protectivecoverings from the connectors on the high voltage (3) and main trans-
former bushings (13). Remove any protective covering from the high voltage cable con-
nectors (4, 12).
Thoroughly clean the cable sockets (4, 12) and the high voltage (3) and the main transformer
bushings (13), using a clean, dry lint free cloth. All dirt, debris, dust or oil must be completely
removed. Dirty connections will result in poor electrical performance.

Roof Line Indian Rallways WAPS
-- - -
Apply a film of a silicon lubricant to the high voltage (3) and main transformer bushings (13).
A small amount of silicon lubricant will aid installation.
From within the machine room, push the high voltage cable plug (4) onto the high voltage
bushing (3),simultaneously sliding the clamp (5) upwards into the channel (1).
Ensure that no air is trapped between theconnector and the bushing. Air can be vented during
installation by placing a thin nylon thread positioned along the bushing. After installation, the
thread can be withdrawn to vent any air trapped between the connector and bushing.
lnstall and tighten the screws (6) in the clamp (5).

Place the clamps (8) over the studs on the support bracket. lnstall the nuts (9) and washers
(10) to the high voltage cable ( l l ) , then tighten the nuts (9).
In the bottom of the traction converter, push the high voltage cable (11) plug (12) onto the
transformer bushing (13).
lnstall the clamp (16), nuts (14) and washers (15) over the high voltage cable (11) at the trans-
former. Then tighten the nuts (14).
Position the cover (4) onto the primary cur-

rent transformer.
lnstall the nuts (3) and washers (1,2) to se-

cure the cover (4). Tighten the nuts (3).
lnstall the screws (13) and washers (14,15)
through the support bracket (16). Tighten
the screws (13).
Position the earthing strap (5), then install
the screw ( E ) , washers (9, lo), nut (12) and
washer (11) securing the earthing strap (5)
to the cover (4).
lnstall the screws (7) and washer (6) at the
opposite end the earthing strap (5).

Take care when handling the high voltage

bushing to avoid contamination of the silicon
grease coating.
Grease a new O-ring (5) with Shell Rhodor-

sil Paste 4, then install the O-ring (5) onto
the groove in the high voltage bushing (1)
flange.
Position the bushing (1) onto the converter

roof hatch.
Install the screws (2) and washers (3, 4)
through the high voltage bushing (1) flange
into the converter roof hatch.
Tighten the screws (2).

Install the surge arrester jumper cable (13) onto the high voltage bushing (1).
Position the high voltage connection (5) between the vacuum circuit breaker (9) and the high
voltage bushing (1).
Install the screw (6)and washers (7,8)
to secure the high voltage connection (5) to the vac-
uum circuit breaker (9).
Install the nut (4) and washers (2,3) to secure the high voltage connection (5) to the high volt-
age bushing (1).
Install the screw (12) and washer (11) to secure the earthing strap (10) to the converter roof
hatch.

Primary current transformer
The resistor (2) is held in position by two of

the four nuts (3) securing the primary cur-
rent transformer (1).
Place a large flatwasher (4) and an insulator

(5) on each stud (6), then position the pri-
mary current transformer (1) onto the studs
(6). Ensure that the electrical terminals face
toward the harness.
Install a large flat washer (4), an insulator
(5), spring washer (7) and nut (3) on the two
studs (6) that are not used to mount the re-
sistor. Tighten the nuts (3) finger tight.
Install a large flat washer (4) and an insula-
tor (5) on the two remaining studs (6), then
install the resistor and bracket assembly (2).
I lnstall a large fiat washer (4), an insulator
(5), spring washer (7) and nut (3) on the two
studs (6) holding the resistor bracket (2).
Tighten the nuts (3) on all four studs (6).
assembly, to the primary current trans-
former. Refer to Chapter 2, Main Power Cir-l
a3
cuit, Sheet 01A, Primary Current of V o l u m m
G I , Cabling Documentation. ~t
a
7;u
assembly, to the resistor. Refer to Chapter 2,
Main Power Circuit, Sheet 01A, Primary
Current of Volume G I , Cabling Documenta-
tion,
Secure the harness and cables using cable
ties.

Roof line
1 2 3 4 5
I
-. + .
. --T...--. .-.-.-w . - .~
- .- . - . . .- . .. .. -
-.
',
n
.. .. --
!J I!
. . - -. - -
It li _: ,. - - -. -- -
I? ,' 2 -- '
,
li
;F : T
i L / -.
d
. . h---;
.. ~> . . ~- ~ - . ~
_. _-_ ~- .
"
~
., . , 101 .. . . - - ~
. .~
.L'
0301002
Locations of the jumper cables (1 - 5) along the roof line are shown in the figure. Configuration
of the support plate varies according to the location.
Place the roof line in position on the pin insulators.
Place the two clamps (3) over the roof line

(4) and pin insulator (5).
Align the holes, then install the screws (1)
and washer (2) through the clamps (3) into
the pin insulator (5).
Repeat the procedure for the remaining line
clamps (3) on the roof line (4).
5 -

Place the two halves of the clamps (5, 6)

above and below the roof line.
Place the cable support plate (4) over the

clamps (5, 6). Install the bolts (1) and
washers (2, 3), then install and tighten the
nuts (7).
If necessary, reconnect the jumper cables.

Roof Line lndlan Railways WAPd
Isolator switches
I
At the contact end of the roof line, position the clamps (7,8)
and holder (9) onto the roof line.
Install the bolts (12),washers (10,11)and nuts (6),then tighten the bolts (12).
Insert the isolator switch (I),then install the bolts (5),washers (3,4)
and nut (2).lighten the
bolt (5). Ensure the switch (1)is secure but still able to be swung.
Position the clamps (7, 8),contact springs (13)and spacers (14)in the roof line.
Install the bolts (12),washers (10,11) and nuts (6).Tighten the bolts (12).
Position the contact springs (16)and spacer (17)onto the bracket (15)on the roof hatch.
Install the bolts (20)and washers (18,19),then tighten the bolts (20)

Pin insulators
Take care when handling the pin insulators

to avoid contamination of the silicon grease
coating.
Carefully position the insulator (1) onto the

roof.
Install the bolts (2) and washers (3) through

the pin insulator (1) to the roof hatch (4).
Repeat the procedure for the other insula-
tors (3) as required.
Install the roof line as previously described.
Install the jumper cables as previously de-

scribed.
@.I280
Conduct a water test around the high voltage bushing checking for leakage. Refer to Water
Test in the Preface of this Volume. Rectify any faults found. 03
8
Close the isolator switch to reconnect the length of the roof line. 0
-3
o\
Apply a liberal coating of Secheron grease L3 to the contact springs on the roof line. Ensure cu
the surfaces are completely coated.


Indian Railways WAP-5 Pantograph
3.2 Pantograph
WARNING:
HEAD.

Pantograph Indian Railways WAPS
Group Summary
a.1120
This chapter contains information on the pantograph, which comprisesthe pantograph mech-
anism, valve box and insulators. The pantograph is Electrical Equipment Apparatus Item
Number 1.
1 Pantograph 4 Piston rod

2 Pneumatic cylinder 5 Insulator
3 Pressure hose 6 Collector shoe

Indian Railways WAPd Pantograph
e.1140
The pantograph is a pneumatically actuated mechanism situated on the locomotive roof,

which connects the overhead catenary to the locomotive electrical system via the roof line.
Each locomotive has two pantographs, one located at each end of the locomotive on the pan-
tograph hatches.
Pressurised air supplied to the pneumatic cylinder causes a torque on the pantograph lower
arm. This torque is sufficient to assist the springs in raising the pantograph mechanism. Once
deployed, the pantograph is held in position by the action of the pneumatic piston and the
springs.
Venting the pneumatic supply to the pneumatic piston removes the additional torque required
to keep the pantograph deployed. The pantograph head then lowers under its own weight
until it comes to rest on the rubber stops.
In operation, the pneumatic motor is always supplied with pressurised air allowing the panto-
graph to freely follow the gradients of the catenary.
In the event of failure of the pneumatic system, the pantograph is automatically retracted, dis-
connecting the locomotive from the catenary.
The air supply for the pantograph during normal operation is controlled by the brake frame
(pneumatic panel). When the locomotive has been stabled for some time and there is no air
pressure in the main reservoir, an auxiliary compressor supplies air to raise the pantograph.
A pressureswitch acts as a governor for the auxiliary compressor ensuring it does not operate
when the main reservoir pressure is adequateto raisethe pantograph. For further information
regarding the auxiliary compressor system, refer to Chapter 6.4, Auxiliary Compressor.
Refer to the pneumatic schematic in Chapter 1, Metcalfe Brake Systems of Volume F11, (D
Suppliers Documentation for more information on the pantograph air supply. o
-zt
G
Fault finding for the pantograph is described in Chapter 2, Pantograph of Volume F3,
,,

Pantograph Indian Railways WAPS
Technical Data
&*.11rn
- Manufacturer Faiveley, France

- Type AM 92 BU-GV
- Weight 228 kg
- Collecting height (above roof line) -
100 2,500 mm
- Maximum deployed height 2,600 mm
- Operating pressure 5.2 - 10 bar
- Nominal static load 70 N
- Pneumatic motor range 0- 136 mm
- Catenary height, above rail 4,650 - 5,800 mm
Collector shoe wear strip
- New heigth 7 mm
- Minimum heigth 3 mm
- Allowable wear 4 mm

erfm
chapter.

BIMD
Rhodorsil Paste 4 silicon grease is required as a moisture-proofing agent for the insu-
lators
An isopropanol or ethanol based cleaning agent is required to clean the insulators. Any
cleaning agents containing halogens or sodium metasilicate must not be used.
Servimetal type HPG Contactale conductive grease is required for the collector shoe
Spirel 269 grease is required for the pneumatic equipment
Plastic plugs, or alike, are required to seal pneumatic connections to prevent the in-
gress of foreign material
Paper towelling
8.1120
Lower the pantograph and isolate the overhead catenary.

Earth the locomotive at the vacuum circuit breaker. Refer to the Preface of this Volume.
Earth the traction converter asdescribed in Chapter 4.1, Traction Converter. Operation of the
Driver's Manual.
Steam clean the pantograph and surrounding area, remove all traces of dirt, debris and
build-up of grease. Pay particular attention to the contact springs. Refer to Steam Cleaning b.
in the Preface of this Volume. 0

'u'
Removethe jumper cables between the pantograph and the roof line as described in Chapter
3.1, Roof Line.
Set the "Auxiliary Compressor" circuit breaker (48.1) to the Off position. The circuit breaker
is situated in Control Cubicle 2 (SB2). For more information on circuit breakers, refer Chapter
8.2, MR Control.
Isolate the main compressors at circuit breakers 47.1. Circuit breaker 47.111 for the No. 1 End
is situated in Auxiliary Circuits Cubicle 1 (HB1) and circuit breaker 47.112 for the No. 2 is lo-
cated in Auxiliary Circuits Cubicle 2 (HB2). For more information on circuit breakers, refer
Chapter 5.2, Auxiliary Converter Control.

Pantograph Indian Railways WAP-5
--
Removal
Pantograph
Disconnect the pneumatic piston from the

pantograph as described in this Section.
Attach suitable lifting equipment to the pan-
tograph (1).
Loosen the screws (2), spring and plain

washers (3, 4) securing the pantograph to
the insulators (8).
Raise the lifting equipment slightly. Ensure
nothing is entangled with the pantograph
(I), then raise the lifting equipment and lift
the pantograph (1) from the roof.
8 If necessary, loosen and remove the screws
(5),spring and plain washers (6,7) securing
the insulators (8) to the roof, then remove
the insulators (8).

Pneumatic piston
Loosen the hose clamps (5) on the hose (7), then slide the hose (7) from the unions (6).
Remove the split pin (1) and washer (2) from the clevis pin (4), then withdraw the clevis pin
(4) from the piston rod (3) and actuating arm (12).
Loosen and remove the screws (9),plain and spring washers (11,lO) securing the pneumatic
cylinder (8) to the pantograph roof hatch.
Remove pneumatic cylinder (8) from the roof hatch.
Seal the pneumatic cylinder and hose using suitable plastic plugs.

Pantograph Indian Railways WAP-5
Valve box
Crack loose the pneumatic connections (1)

to the valve box (2). Allow any residual pres-
sure to vent, then tag and disconnect the
pneumatic connections (1).
thevalve box (2) to the roof, then removethe
valve box (2).
Seal the valves and pipes using suitable
plastic plugs.
Disassembly
G.1240
For further information regarding the pantograph, pneumatic piston and valve box, refer to
Chapter 2, Pantograph of Volume F3, Suppliers Documentation.

Indian Railways WAPS Pantograph

@.I252
Ensure the pneumatic piston and valve box are lubricated with Spirel 268 grease, as de.
scribed in Chapter 3, Pantograph of Volume F3, Suppliers Documentation.
Insulators
Inspectthe condition of the insulators. Replacetheinsulators if cracked, chipped or damaged

Inspect the condition of the silicon coating on the insulators. Contaminants in the silicon coat-
ing reduce the insulating effect of the insulator. Water applied to the surface of the insulator
should bead and not wet the surface. If the coating is contaminated or is wetted by water, the
coating must be renewed. Audible discharges or flashovers that are visible in the dark are an
indication that the insulator needs to be re-coated.
Take care when handling the insulator and pantograph after coating to avoid contamination
of the silicon grease.
Waste Disposal
@.12W
Assembly
@.I270

Pantograph Indian Railways WAPd
-- - .-
Installation
Pantograph
Take care when handling the pantograph to

avoid contamination of the silicon grease
coating on the insulators.
If necessary, install the insulators (8) on the
roof, and secure with screws (5), spring and
plain washers (6, 7).
Attach suitable lifting equipment to the pan-
tograph (1), then raise the pantograph (1)
into position over the locomotive.
Lower the pantograph (1) into the position
on the insulators (8). Take care not to dam-
age the insulators (8).
Fasten pantograph (1) to the insulators (8)
using M I 8 screws (2), spring and plain
washers (3, 4).
Reconnect the pneumatic piston to the pan-
tograph as described in this Section.

Pneumatic piston
lnstall the pneumatic piston (8) to the pantograph roof hatch, then secure using screws (9),
plain and spring washers (10, 11).
Align the holes in the clevis piston rod (3) and actuating arm (12), then insert the clevis pin
(4). Install the washer (2) and split pin (1).
Remove any plugs or material sealing the pneumatic components.
Place a hose clamp (5) on each end of the hose (7). Install the hose between the pneumatic
0
piston (8) and roof connection unions (6). 0.
0
9
c-
(U

Pantograph Indian Rallways WAPQ
Valve box
Install the valve box (2) in position on the

roof, then secure with the bolts (3).
Remove any plugs or material sealing the
pneumatic components.
Connect the pneumatic connections (1) to
the valve box (2) as tagged during removal.
@ lzso
Reconnect the jumper cables between the pantograph and the roof line, as described in
~~~l~ a coat of ~e~imetalconductive g;ease, approximately 12 mrn thick to the catenarycon-
tacting surfaces of the collector shoe.
Apply a coat of Rhodorsil Paste 4 silicon grease to the entire surface of the insulators, refer
to Section Inspection and Repair.
Test the operation of the pantograph,, valve box and pneumatic piston as described in
Adjustments
D 1310
Adjust the pantograph travel rate at the valve box as described in Chapter 2, Pantograph of

Indian Railways WAPS Main Circuit Breaker
3.3 Main Circuit Breaker

@ (040
WARNING:
HEX D.

Main Circuit Breaker Indian Railways WAPd
Group Summary
:;.1120
This chapter contains information on the main circuit breaker, which comprises the vacuum
circuit breaker and earthing switch.
I

Indian Railways WAP-5 Main Circuit Breaker
Vacuum circuit breaker
The vacuum circuit breaker serves to disconnect the locomotive from the catenary in the
event of over-voltages, under-voltages, short circuits and power surges. Trouble shooting
for the vacuum circuit breaker is described in Chapter 3, Main Circuit Breaker of Volume F3,
Earthing switch
The dual pole earthing switch is providedfor the safety of operating and maintenanceperson-
nel during checks and repairs on the locomotive.
The earthing switch earths consists of two knife connectorsthat are connected together along
their base of rotation by a connecting rod that is also earthed. Operation of the earthing rod
is by a handle, which is attached to the connecting rod between the two knife blades. Rotation
of the handle moves the knife connectors between the engaged and disengaged positions.
When the earthing switch is engaged, the two knife connectors rotate upwards from their
seats and connect to seats in the roof line. One knife blade connects to the roof line before
the vacuum circuit breaker and one connects after the vacuum circuit breaker. Theseconnec-
tions ensure that the entire high voltage system is connected to earth, regardless of the cur-
rent position of the vacuum circuit breaker.
Operation of the earthing switch requires the use of the locomotive key interlocking system.
hl
Refer to Chapter 7.6, Key Interlocking. 0-
0
-3
0-
(L'

- -
Technical Data
Vacuum circult breaker
- Vacuum circuit breaker type SSA-BVAC25.10

- Weight 140 kg
- Rated voltage (Ue) 27.5 kV
- Nominal voltage (Un) 25 kV
- Dielectric test voltage 75 kV
- Rated impulse withstand voltage (Uimp) 145 kV
- Conventional free air thermal current (Ith) 1,000 A
- Rated frequency 50 - 60 H Z
- Rated breaking capacity 16 kA
- Opening time 30 ms
- Auxiliary voltage (DC) 110 V
- Number of auxiliary contacts 4+4
- Air supply pressure 4.5 - 10 bar
- Air supply pipe diameter 112 inch
Earthlng switch
- Type BTE 25.04

- -
Weiaht 29 kg
- Catenary voltage 25kV
- Rated current 400 A
- Vacuum switch tube contact distance >2mm
- .-


@.lleo
chapter.
@.la
Suitable plastic plugs or alike are required to seal the pneumatic connections and pipes
against the ingress of foreign material.
An isopropanol or ethanol based cleaning agent is required to clean the insulators. Any
cleaning agents containing halogens or sodium metasilicate must not be used.
Secheron Silicon Grease No. 4, NBT 400107 P0001, is required to coat the vacuum cir.
cuit breaker insulator.
Secheron Grease L3, NBT 400344 P2, is required to coat the earthing switch contact
blades and spring contacts.
Paper towelling
@.t2W
Lower the pantograph and isolatethe overhead catenary. Earth the locomotive at thevacuum
Earth the traction converter as described in Chapter 4.1, Traction Converter. Operation of the , ~ r )
key interlocking system is described in Chapter 3.11, Protection Concept of Volume A, &
Driver's Manual. -ct
0..
Steam clean the vacuum circuit breaker and surrounding area, remove all traces of dirt, debris C\'
and build-up of grease. Pay particular attention to the contact springs. Refer to Steam Clean-
ing in the Preface of this Volume.
Removethe connection between the vacuum circuit breaker and the high voltage bushing as
described in Chapter 3.1, Roof Line.

Removal
Remove the earth strap (1) between the vacuum circuit breaker panel and the converter roof
hatch.
Remove the earth strap (2) between the earthing switch and the converter roof hatch.
Remove the high voltage cable (3) between the vacuum circuit breaker panel and the roof
line.
-
Earthing switch
From within the machine room, move the

earthing switch (1) lever (2) into the vertical
position. Refer to Chapter 7.6, Key Inter-
locking. As part of the isolation procedure
the key should have already been removed
leaving the lever vertical.

Main Circuit Breaker Indian Railways WAPS
-
Loosen the screws (1) plain and lock

washers (2, 3) securing the earthing switch
(4) to the converter roof hatch.
With the aid of an assistant, carefully lift the
earthing switch (4) from the roof hatch open-
ing (5).
-
From within the machine room, disconnect the pneumatic supply hose (3) to the vacuum cir-
cuit breaker at the unions (4,5).
If necessary, disconnect the supply hose (3) from the pipe union (1). Take care that the sleeve
(2) does not fall from the pipe. Remove the sleeve (2) from the hose (3).
Seal the pipes and vacuum circuit breaker using suitable plastic plugs.
Disconnect the electrical harness from the vacuum circuit breaker at the connector.

Main Circuit Breaker Indian Railways WAP-5
Loosen and remove the screws (I), spring washers (2) and washers (3) securing thevacuum
. . to the roof.
circuit breaker (4)
Attach lifting eyes to the corners of the plate, then lift thevacuum circuit breaker carefully out
of the roof opening (5) using suitable lifting equipment.

Disassembly
@.I240
Disassembly of the vacuum circuit breaker is described in Chapter 3, Main Circuit Breaker
Refer to Chapter 8, Primary Earth of Volume F3, Suppliers Documentationfor information on
the earthing switch.

@.1250
lnspect the condition of the roof seal on the main circuit breaker and earthing switch. The
seals must be in perfect condition to prevent entry of water into the machine room. Replace
the seal if worn or damaged.
lnspect the condition of the spring clipson the earthing switch. Replace if worn, cracked, bent
or damaged.
lnspect the condition of the silicon coating on the vacuum circuit breaker insulators. Conta-
minants in the silicon coating reduce the insulating effect of the insulator. Water applied to the
surface of the insulator should bead and not wet the surface. If the coating is contaminated
or is wetted by water, the coating must be renewed. Audible discharges or flashovers that are
visible in the dark are an indication that the insulator needs to be re-coated.
rC)
scribed in Section Miscellaneous Materials should be applied evenly to the entire glazed sur- o.
face of the insulator to a thickness of 0.2 to 1 mm. 0
d
C"
Take care when handling the insulator after coating to avoid contamination of the silicon 2
grease.
Inspection, repair and testing of the vacuum circuit breaker is described in Chapter 3, Main
Circuit Breaker of Volume F3, Suppliers Documentation.
Refer to Chapter 8, Primary Earth of Volume F3, Suppliers Documentationfor information on
t
-
Waste Disposal
::.I280
Assembly
'3.1270
Assembly of the vacuum circuit breaker is described in Chapter 3, Main Circuit Breaker of Vol-
Refer to Chapter 8, Primary Earth of Volume F3,Suppliers Documentationfor information on

Installation
@.1ZBD
Earthing switch
Ensure the handle is in the vertical position.

Position the seal into the flange.
With the aid of an assistant, carefully posi-

tion the earthing switch (4) on the converter
roof hatch opening (5). Ensure that the seal
is correctly seated.
Install the screws (I), plain and locking
washers (2, 3) and tighten.
With the aid of an assistant, check the oper-
ation of the handle. Ensure that the separat-
ing blades of the earlhing isolator seat cor-
rectly in the spring clip contacts.

-- -
Take care when handling the insulator to avoid contamination of the silicon grease coating.
lnstall lifting eyes to the corners of the plate, then attach suitable lifting equipment to the vac-
uum circuit breaker (4), then raise it into position on the converter roof hatch.
Ensure the seal is correctly seated in the base plate.
Position the vacuum circuit breaker into the opening. Ensure that the seal is correctly seated
on the locomotive roof hatch.
Disconnect the lifting equipment, then remove the lifting eyes.
lnstall the screws ( l ) , plain and locking washers (2, 3). Tighten the screws.

1 2 3
0303001
Install the earth strap ( 1 ) between the vacuum circuit breaker panel and the converter roof
hatch.
Install the earth strap (2) between the earthing switch and the converter roof hatch.
Install the high voltage cable (3)between the vacuum circuit breaker panel and the roof line.
Bombardier Transportation ~ t d . Ident. No. Chapter 3.03 - Page 15 / 1 6

From within the machine room, connect the pneumatic supply hose (3) to the vacuum circuit
breaker at the unions (4, 5).
If necessary, install the sleeve (2) into the hose (3). Connect the supply hose (3) to the pipe
union (1).
Connect the electrical harness to the vacuum circuit breaker at the connector.
c.1m
Connect the high voltage cable between the vacuum circuit breaker and roof bushing as de-
scribed in Chapter 3.1, Roof Line.
Apply a thin film of Secheron Grease L3 to the earthing switch contact blades.
Test the operation of the vacuum circuit breaker as described in Chapter 3, Main Circuit
Breaker of Volume F3, Suppliers Documentation.
Conduct a water test around the vacuum circuit breaker and earthing switch and check for
leakage. Refer to Water Test in the Preface of this Volume. Rectify any faults found.
Test the operation of the Earthing Switch as described in Chapter 8, Primary Earth of Volume

Indian Railways WAP-5 Surge Arrester
3.4 Surge Arrester
WARNING:
THE ROOFAREA WHILE THE LOCOMOTIVE IS UNDER A LIVE OVER-
HEAD.
working on the roof

Surge Arrester Indian Railways WAP-5
-- -
Group Summary
e.1120
This chapter contains information on the surge arresters attached to the locomotive roof line.
The surge arresters are Electrical Equipment Apparatus Item Number 9.
1 Angle support 4 Earthing cable

2 Flag 5 Jumper cables
3 Surge arrester

@1140
Two surge arresters are located on the converter roof hatch. One arrester is connected to the
roof line, and another is connected to the high voltage bushing. They provide protection for
the transformers, cables, switchgear and equipment against over-voltages from any source,
including multiple lightning strikes.
The surge arresters are composed of non-linear metal-oxide resistors, connected in series,
within a glazed insulator. The insulator is mounted on an aluminium alloy base which is at-
tached to the locomotive roof. At normal operating voltage, a predominantly capacitive cur-
rent of only afew milliampereflowsthroughthe resistors. When the voltage rises,the resistors
immediately begin to conduct excess voltage from the roof line to earth. When the voltage
returns to the normal range, the arrester immediately reverts to the original state.
Technical Data
@1
1w
- Manufacturer A66
- Type MWA 033
- Weight 36 kg
- Height (overall) 593 mm
- Voltage (operating) 33 kV
- Voltage (peak) 41.3 kV
- Frequency 16.66 - 60 Hz
Tolerances and Wear Limits o

o
l-i
@.1170 -a
0.
There are no operationaltolerancesor wear limits applicable to the surge arresters. Defective (k
surge arresters must be replaced.

@.I180
chapter.

0.1230
SBcheron Grease No. 4, NBT 400107 P0001, is required as a silicon coating for the
surge arrester insulator.
Paper towelling
C.1220
Lower the pantograph and isolate the overhead catenary. Earththe locomotive at the vacuum
Driver's Manual.
Steam clean the surge arrester and surrounding area, remove all traces of dirt, debris and
build-up of grease. Refer to Steam Cleaning in the Preface of this Volume.

Removal
@.I230
High Voltage Bushing Surge Arrester
Removethescrew (4) and washer (5) secur-

ing the earthing cable (6) to the converter
roof hatch.

Removethe screw (9),nut (12) and washers

(11,lO) securing the jumper cable (8) to the
support angle (3).
Remove the screw (1), nut (6) and washers
(2,5) securing the support angle (3) and flag
(4) to the surge arrester (7).
Removethe jumper cable (a), support angle
(3) and flag (4) from the surge arrester (7).
The cable (8) remains attached to the high
voltage bushing.
Lift the surge arrester (I) from the locomo-
tive with the aid of an assistant.
Roof Line Surge Arrester
Remove the screw (I), nut (6) and washers

(2, 5) securing the flag (4) and roof line
jumper cable (3) to the surge arrester (7).
The cable (3) remains attached to the roof
line.

Removethe screw (4) and washer (5) secur-

ing the earthing cable (6) to the converter
roof hatch.
Remove the screws (2) and spring washers

(3) securing the surge arrester (1) to the
converter roof hatch.
Lift the surge arrester (1) from the locomo-

tive with the aid of an assistant.

Surge Arrester Indian Railways WAPS
Disassembly
W 1240
There are no serviceable components within the surge arresters. The surge arresters are re-
placed if damaged or defective.

8.1250
Clean any dirt, debris or residual coating from the insulator.

lnspect the surge arrester for chips, cracks or damage to the ceramic insulator.
Replace the surge arrester if damaged.
lnspect the condition of the jumper cables. Replace if damaged or frayed.
lnspect the condition of the silicon coating on the surge arrester insulator. Contaminants in
the silicon coating reduce the insulating effect of the insulator. Water applied to the surface
ofthe insulatorshould bead and notwet thesurface. If thecoating is contaminated or is wetted
by water, the coating must be renewed. Audible discharges or flashovers that are visible in
the dark are an indication that the insulator needs to be re-coated.
Take care when handling the surge arrester after coating to avoid contamination of thesilicon
grease on the insulator.

Waste Disposal
e.1m
Assembly
e.1210
There are no serviceable components within the surge arresters. The surge arresters are re-
placed as an assembly if defective or damaged.

Installation
0.1m
Lift the surge arresters onto the locomotive
roof using suitable lifting equipment.
With the aid of an assistant, position the

surge arresters (1)on the converter roof
hatch. The trough (7)on the high voltage
bushing surge arrester faces away from the
vacuum circuit breaker. The trough (7)of the
roof line surge arrester faces towards the
filter block.
Install the screws (2)and spring washers (3)
to secure the surge arrester (1)to the con-
verter roof hatch. Tighten the screws (2).
Positionthe earthing cable (6)on the spigot.
then install the screw (4)and washer (5).
Positionsupport angle (3)and flag (4)on the

surge arrester (7)terminal, then install the
screw (I),nut (6) and washers (2, 5). The
flag (4) faces away from the vacuum circuit
breaker, ending over the trough. Tighten the
nut (6).
Secure the jumper cable (8) to the support
angle (3)using the screw (9), nut (12) and
washers (11,10).Tighten the nut (12).
If necessary, connect the jumper cable to
the high voltage bushing as described in
Chapter 3.1,Roof tine.

Indian Railways WAPS Surge Arrester
Roof Line Surge Arrester
Position jumper cable (3) and flag (4) on the

surge arrester (7) terminal. The flag (4)
points towards the filter block, ending over
the trough.
Installthe screw ( I ) , nut (6) and washers (2,

5). Tighten the nut (6).
@.la0
Connect the jumper cables to the roof line as described in Chapter 3.1, Roof Line


Indian Railways WAPd Transformer
3.5 Transformer
,Group Summary
@.itno
This chapter contains information on the main transformer. The main transformer is Electrical
Equipment Apparatus Item Number 7.
Main transformer Tank lid

Thermometer Seal
Safety valve Fixing bolt
Overflow pipe Locking tab
Electrical connection bushings Plate
High voltage bushing Tank earth strap
Oil cooling circuit valves Lifting slings
Oil filydrain valve Placard
Tank member Transformer earth connection
Tank Mounting flange
- - - -

Transformer Indian Railways WAPS
--
@.I140
1 Pantograph (1)
2 Roof fine switch
1 3 Vacuum circuit breaker (5)
4 Primary earthing switch (4)
5 Surge arrester (9)
6 Surge arrester (9)
7 Main transformer (7)
8 Earth return brushes, 1 per axle (11)
b 8
The main transformer is integrated into the traction circuit between overhead catenary and
the rail return line. Primary current flows from the pantograph, via roof line, into the primary
winding of the main transformer. It then flows to the rail via the primary earth brushes installed
on each axle.
The transformer converts the line voltage from the overhead catenary (25 kV) to the lower
operating voltages for traction power, hotel load and the auxiliary equipment. There are four
secondary transformer outputs; two 1,142 Volt windings (one for each converter unit), one
900 Volt winding for the auxiliary circuits and one 750 Volt winding for Hotel Load supply. The
harmonic filter windings are incorporated into these secondary output windings to smooth out
fluctuations in the main transformer. Refer to Chapter 3.9. Filter for more information regard-
ing the harmonic filter.

Indian Railways WAP-5 Transformer
(b
0
1 Aluminium tank 3 Series resonant chokes M
2 Auxiliary converter smoothing chokes 4 Main transformer
-a
0.
The main transformer, together with the auxiliary converter smoothing chokes and the series cu
resonant chokes, are enclosed in an oil tight aluminium tank centrally located on the locomo-
tive underframe. The aluminium construction saves weight and exerts a damping effect on
high frequency magnetic fields generated by the transformer. The tank is divided into two
chambers; the larger contains the main transformer while the smaller accommodates the
series resonant chokes and the auxiliary converter chokes.
The transformer unit is filled with approximately 1,800 kg of oil that serves as a cooling and
insulating agent. The transformer and reactors generate a considerable amount of heat dur-
ing operation. To disperse this heat, cooling oil is circulated through the transformer tank by
two parallel oil cooling circuits to heat exchangers. For further information regarding the cool-
ing circuits, refer to Chapter 3.6, Transformer Oil Cooling.

Transformer Indian Railways WAP-5
--
The transformer is fixed to the locomotive underframe at four points. Centring pins on two di-
agonally opposite fixing points relieve any strains on the mounting bolts caused by shear
forces in the horizontal and vertical directions.
All of the transformers metallic parts, internal and external, are earthed to prevent failure from
electrical discharges. The active part of the transformer and the reactors are connected by
the tank. An external cable (2) grounds the tank to the tank cover. This connection is located
above the temperature indicator. The tank is then connected to the locomotive earth on the
underframe via a cable. These cables mount on the transformer case at points (1).

Thermometer .
The gas pressure thermometer (1) provides

a local indication of the oil temperature
within the transformer tank. The thermom-
eter measures the oil temperature at the
point of the highest value. As the gas pres-
sure within the transformer tank changes,
thispressure is transmitted via the capillary
tube to the pressure-gauge measuring
spring in the indicationinstrument. Effects of
the ambient temperature are compensated
by a bi-metallic element. The maximum
allowable oil temperature is 150 "C.

.- -~.
Safety Valve
The safety valve (1) or pressure-relief valve consists of a spring-loaded pressure plate above
an outlet opening. It opens at a pressure of 0.8 bar and releases excess oil into a surrounding
chamber with drain pipe. Its response time to the arrival of a wave of pressure is 3 millisec-
onds. The pressure wave required for opening can be adjusted prior to installation by means
of the spring preload.

Electrical connections
High voltage connection (1U) Aux. converter smoothing reactor (XBt 3)

Earth (1V) Aux. converter smoothing reactor (XB14)
Auxiliary converter-BUR (2UB) Aux. converter smoothing reactor (XB21)
Auxiliary converter-BUR (2VB) Aux. converter smoothing reactor (XB22)
Hotel load (2UH) Aux. converter smoothing reactor (XB23) ac,
Hotel load (2VH) Aux. converter smoothing reactor (XB24) 0
Filter, U (2UF)
Filter, V (2VF)
Aux. converter smoothing reactor (XB31)
Aux. converter smoothing reactor (XB32)
*
--I
m
Traction converter 1, 1U (2U1) Aux. converter smoothing reactor (XB33) 'a
Traction converter 1, 1V (2V1) Aux. converter smoothing reactor (XB34)
Traction converter 1,4U (2U4) Traction converter 2 series resonant reactor
Traction converter 1, 4V (2V4) W1)
Traction converter 1 series resonant reactor Traction converter 2 series resonant reactor
[xu1
. . 1x22)
14 Traction converter 1 series resonant reactor 29 Traction converter 2,2U (2U2)
(x12) 30 Traction converter 2,2V (2V2)
15 Aux. converter smoothing reactor (XBt1) 31 Traction converter 2, 3U (2U3)
16 Aux. converter smoothing reactor (XB12) 32 Traction converter 2, 3V (2V3)
Numbers in brackets () denote identification used in the locomotive schematics, refer to Vol-
ume G, Cabling Documentation.

Transformer Indian Railways WAPd
-
Technical Data
01160
Transformer
- Manufacturer ABB Secheron

- Type LOT 7500
- Weight (dry total) 8.100 kg
- Weight (wet total) 9,900 kg
- Frequency 50 Hz
- Number per locomotive 1
TANK AND LID
- Material Aluminium
- Colour RAL 7021 satin
- Weight (dry) 900 kg
- Oil capacity (nominal) 1.800 kg
- Safety valve opening pressure 0.8 bar
PRIMARY WINDING
- Power 7,745 kVA

- Voltage 25,000 V
- Current 299 A
TRACTION WINDING
- Power 1,449 kVA

- Number per transformer 4
- Voltage 1,269 V
- Current 1,142A
- Resistance, against primary 34 mC2
- Inductance, against primary 1.785 - 2.415 mH

Indian Railways WAPS Transformer
FILTER WINDING
- Power 400 kVA

- Voltage 1,154V
- Current 347 A
- Resistance, against primary 30 mQ
- Inductance, against primary 0.85 mH
AUXILIARY CONVERTER (BUR) WINDING
- Power 334 kVA

- Voltage 1,000 V
- Current 334 A
- Resistance, against primary 11 mQ
HOTEL LOAD WINDING
- Power 945 kVA

- Voltage 750 V
- Current 1,260 A
- Resistance, against primary 21 m 0
0.
0
d
Series Resonant Circuit Reactor ~t
0.
(N
- Manufacturer ABB Secheron
- Type 2 SOD 240
- Weight 590 kg
- Frequency 100 Hz
- Current (per side) 984 A (RMS)
- Inductance (per side) -
0.46835 0.63365 mH
- Phase-phase voltage (maximum) 482 V
- Phase-ground voltage (maximum) 3,471 V
- Loss (at 75 "C) 10.625 - 14.375 kW

Auxiliary Converter DC-Link Reactor
- Manufacturer ABB SBcheron

- Type 6 GOD 120
- Weight 570 kg
- Current (nominal) 155 A
- Current (maximum) 190 A
- Inductance 20 - 30 mH
- Phase-ground voltage (nominal) 1,153V
- Phase-ground voltage (maximum) 2,000 V
- Loss (at 75 "C) 10.2 - 13.8 kW

0.1170
For further information regarding the main transformer, refer to Volume Chapter 5, Main
Transformer of Volume F3, Suppliers Documentation. Items should be inspected as de-
scribed in Section Inspection and Repair, and replaced or repaired as necessary.

$0 1TM
equipment are also required for testing of the transformer:
High-voltage tester 6112 kV, 150 kV pulse for transformer insulation test
Clip-on Ammeter (battery-powered unit) 51600 Amp. for measuring no-load/operating
currents
Voltmeter (battery-powered unit) 2/30 kV for transformer voltage check
Ohmmeter for testing coil resistance
lnductance measuring bridge for testing coil inductance

OlnrO
Blanking plates for oil connections
Suitable plastic plugs or alike are required to seal the hydraulic connections and pipes
against the ingress of foreign material
Shell Diala DX mineral oil. Further information on oil specification is located in Chapter
5, Main Transformer of Volume F3, Suppliers Documentation
Molykote Longtherm W3
O.lm
Lower the pantograph and isolate the overhead catenary. Earththe locomotiveatthevacuum
The locomotive will be lifted away from the transformer. Shunt the locomotive to an area
equipped for overhead lifting of the locomotive. Refer to Chapter 1.1, Structure for more in-
formation on lifting the locomotive.
Driver's Manual.
Steam clean the transformer and surrounding area, remove all traces of dirt, debris and
build-up of grease. Pay particular attention to the oil piping, inlet and outlet valves and asso-
0
ciated connections. Refer to Steam Cleaning in the Preface of this Volume. rj
4
Remove the bogies from locomotive, as described in Chapter 2.4, Secondary Suspension.
NOTE:
The high voltage cable and cover are not oil resistant. Care should be taken to en-
sure that none of the transformer oil comes into contact with either part.
Disconnect the high voltage cable from the transformer as described in Chapter 3.1, Roof
Line.
Disconnect the bus bars between the transformer and traction converter as described in
Chapter 4.1, Traction Converter.
Disconnect the expansion tank pipes from the top of the transformer as described in Chapter
3.6, Transformer Oil Cooling.

Transformer Indian Railways WAPS
- -
NOTE:
Do not drain the transformer of oil before removal.
Close the oil ports on the transformer using the shut-off cocks, then drain the oil from the
transformer oil cooling circuit as described in Chapter 3.6, Transformer Oil Cooling.
Disconnect the oil cooling pipes from the transformer as described in Chapter 3.6, Trans-
former Oil Cooling. Seal the flanges with blanking plates and gaskets. Refer to Chapter 3.6,
Transformer Oil Cooling.
Removal
8.1290
CAUTION:
The transformer is very heavy, approximately 10 tonnes. Ensure that the lift-
ing equipment is rated for this weight. The transformer tank is constructed
from aluminium. Improper handling can cause the tank to become distorted.
Refer to Transformer Unit in Chapter 5, Main Transformer of Volume F3,
Suppliers Documentation for specific instructions on handling and transport-
ing the transformer.
The transformer is removed and transported full of oil. Any change in oil volume caused by
temperature variations is taken in transport expansion tanks. The transport expansion tanks
are installed after the transformer has been removed from the locomotive.
Disconnectthe earthing straps between the

transformer tank and the locomotive under-
frame.

Indian Railways WAPS Transformer
Support the transformer with a suitable jack or hoist. Lifting eye attachments points on the
transformer webbing are providedfor use with aside hoist. Place wooden packers across the
transformer members, then secure the packers to the transformer tank. Raise the lifting
equipment to take the weight of the transformer.
Structure.
Prepare the locomotive for lifting as described in Chapter 1.l,
Ensure that the weight of the transformer is supported, then bend open the locking tabs on
the mounting nuts. Remove the nuts, washers, locking tabs and plates securing the trans-
former. There are four nuts on each mounting flanges of the transformer.
NOTE:
Disconnection of the expansion tanks should be carried out just prior to removing
the transformer from the locomotive. The transport expansion tanks must be in- --I
stalled as soon as possible. The transformer must not stay longer than 3 hours -4
without a functional breather. Refer to Chapter 5, Main Transformer of Volume F3,
Suppliers Documentation for specific instruction regarding transportation and stor-
2
o\
age of the transformer. C\J

Disconnect the expansion tank pipes from the top of the transformer as described in Chapter
3.6, Transformer Oil Cooling.
Raise the locomotive slightly and ensure the transformer and all connections are free. Care-
fully raise the locomotive away from the transformer. Alternatively, if appropriate, lower the
transformer from the locomotive underframe.
NOTE:
Care must be taken when lifting and transporting the transformer. Refer to
Chapter 5, Main Transformer of Volume F3 for specific instructions on handling
and transporting the transformer.
Move the main transformer to a suitable work area.

Place the locomotive on safety stands.
Install the transport expansion tanks to the transformer.
Remove the fixing bolts from the locomotive underframe.
Disassembly
@.lZIO
CAUTION:
Danger of electric shock! The transformer must be isolated from the over-
head catenary and the traction converter must be earthed before any com-
ponents are removed from a transformer installed in the locomotive.
The transformer must be returned to the manufacturer for repair or overhaul. Only the ther-
mometer, safety valve and electrical connection bushings may be replaced by the operator.
The transformer must be isolatedfrom the overhead catenary and the traction converter must
be earthed before any components are removed or installed to the transformer.
For further informationregardingthe transformer, refer to Chapter 5, MainTransformer of Vol-
Disconnect the expansion tanks from the main transformer as described in Chapter 3.6,
Drain the oil level to 50 mm below the lower side of the tank lid before removing any compo-
nents from the transformer tank [id.

Thermometer
CAUTION:
The gauge, capillary tube (1)
and sensor (2) are filled with
gas under pressure, and
must not be separated from
one another. Do not bend
capillary tube or remove the
tube (1).
Remove the screws securing the thermom-

eter to the transformer tank lid.
Carefully withdraw the thermometer from
the lid.
Seal the thermometer aperture in the trans-
former lid using suitable plastic plugs or
alike. .
Bombardier Transportation ~ t d . Ident. No. Chapter 3.05 - Page 15 / 24

--
Safety valve
Replace the pressure relief valve only as a complete unit. It cannot be dismantled, because
auxiliary equipment is required for setting the pressure. Defective valves should be sent to
the manufacturer for inspection and calibration.
Remove cover, bolts (3),washers (4)and cover (5) with gasket (7).
Loosen valve flange bolts (6) with washers (8);remove valve (2) and gasket (1).
Seal the safety valve aperture in the transformer lid using suitable plastic plugs or alike.
Electrical Connection Bushings
Disassembly of the electrical connection bushings from the transformer is described in

Chapter 5, Main Transformer of Volume F3,Suppliers Documentation.
Ensure all apertures are sealed with suitable plastic plugs or alike when electrical bushings
are removed.

Indian Railways WAPd Transformer

@.1250
The transformer and locomotive underframe mounting flanges are covered with a layer of
paint to prevent corrosion which could occur between aluminium and steel. lnspect these
areas for wear, damage and corrosion. Rectii any faults found. Repair any damaged paint,
refer to Chapter 1.2, Exterior Finish.
The transformer must be returned to the manufacturer for repair or overhaul. Only the ther-
mometer, safety valve and electrical connection bushings may be replaced by the operator.
The transformer must be isolatedfromthe overhead catenary and thetraction converter must
be earthed before any components are removed or installed to the transformer.
Transformer
Voltage test for all windings as per IEC Publication No. 310-26.3 with a surge voltage of
150 kV.
Should the main transformer fail any tests, the transformer should be returned to the manu-
facturer for further testinglrepair.
Requirements for storage and transportation of the transformer is described in Chapter 5 ,
Main Transformer of Volume F3, Suppliers Documentation.
Thermometer
The gauge, capillary tube and sensor are filled with gas under pressure. The thermometer
cannot be disassembled and must only be replaced as a unit.
cr,
Check for bends, cracks, erosion or damage
. to the gauge
- - or immersion tube. Replace the
thermometer if defective or damaged.
Safety Valve
The safety valve cannot be dismantled and must only be replaced as a unit.
lnspect the condition of the safety valve,
Check that the safety valve operating pressure is within the specification given in Section
Technical Data.
Replacethe safety valve if damaged or not within specification. Defective valves must be re-
turned to the manufacturer for inspection and calibration.

Waste Disposal
0.1250
Assembly
3.1270
CAUTION:
Danger of electric shock! The transformer must be isolated from the over-
head catenary and the traction converter must be earthed before any com-
ponents are assembled to a transformer installed in the locomotive.
For further information regarding the transformer, referto Chapter 5, Main Transformer of Vol-
Electrical Connection Bushings
Assembly of the electrical connection bushings to the transformer is described in Chapter 5,

Main Transformer of Volume F3, Suppliers Documentation.

Installation
@.I280
CAUTION:
The transformer is very heavy, approximately 10 tonnes. Ensure that the lift-
ing equipment is rated for this weight. The transformer tank is constructed
from aluminium. lmproper handling can cause the tank to become distorted.
Refer to Transformer Unit in Chapter 5, Main Transformer of Volume F3,
Suppliers Documentation for specific instructions on handling and transport-
ing the transformer.
As the transformer is full with oil during installation to the locomotive,the oil circuit valves must
be in the closed position.
NOTE:
Care must be taken when lifting and transporting the transformer. Refer to
Chapter 5, Main Transformer of Volume F3 for specific instructions on handling
and transporting the transformer.
Position the transformer in a suitable area to

lower the locomotive over it.
Prepare the transformer ( 1 ) on the lifting
equipment (2).
NOTE:
Disconnection of the expansion
tanks should be carried out just
prior to instaNing the transformer
to the locomotive. The transformer
must not stay longer than 3 hours
without a functional breather.
Refer to Chapter 5, Main Trans-
former of Volume F3, Suppliers
Documentation for specific instruc-
tion regarding transportation and
storage of the transformer.
Remove the transport expansion tanks from

the top of the transformer.
Position the locomotive over the lifting
equipment (2) which will lift the transformer
(1).
Bombardier rans sport at ion Ltd. Ident. No. Chapter 3.05 - Page 19 1 24
Transformer Indian Railways WAPd
Clean the contact faces of the transformer

mounting flanges. Apply a film of Molykote
Longtherm W3 to the four flanges (1).
Clean the contact faces of the l0~0m0tive

body mounting flanges. Apply afilm of Moly-
.... . kote Longtherm W3 to the four contact faces
and the two centring pins (1).
Apply afilm of Molykote Longtherm W3 to all

the fixing bolts (1). Mount the fixing bolts into
the holes in the underframe of the locomo-
tive.
-~.-

Indian Railways WAP-!j Transformer
Carefully lower the locomotive onto the

transformer, ensure that the two centring
pins (1) on the underframe align with the
corresponding holes in the transformer.
Assemble the plate (1) under the supports

when assembling the fixing bolts (2). Torque
the nuts to 675 Nm.
Bombardier Transportation ~ t d , Ident. No. Chapter 3.05 - Page 21 / 24

Connect the earth strap between the trans-

former tank and the locomotive underframe.

@.Im
NOTE:
The high voltage cable and cover are not oil resistant. Care should be taken to en-
sure that none of the transformer oil comes into contact with either part.
Reconnect the expansion tank hoses to the main transformer, as described in Chapter 3.6,
Reconnect and refillthe oil cooling circuit, as described in Chapter 3.6, Transformer Oil Cool-
ing.
Reconnect the high voltage cable as described in Chapter 3.1, Roof Line.
Reconnect the bus bars between the transformer and traction converter as described in
Chapter 4.1, Traction Converter.
Open the earthing switch on the traction converter as described in Chapter 4.1, Traction Con-
verter. Operation of the key interlocking system is described in Chapter 3.11, Protection Con-
cept of Volume A, Driver's Manual.
Raise the pantograph and reconnect the locomotive to the overhead catenary. Refer to the
Preface of this Volume.
Ensure the main transformer and all other electrical apparatus are functioning correctly.
If necessary, reinstall the bogies to the locomotive, as described in Chapter 2.4, Secondary
Suspension.
Adjustments CD
1
1
@.I310
w
The series resonant circuit must be re-tuned whenever the transformer is exchanged. Refer
to Section 3, Maintenance of Chapter 3, Traction Converter Operating Installation, Servicing
and Maintenance of Volume F4,Suppliers Documentation.


Indian Railways WAP-5 Transformer Oil Cooling
3.6 Transformer Oil Cooling
General Notes On Hazards in the Work Area

@.a104
WARNING:
The oil in the transformer cooling system can operate at high temperatures.
Ensure the system has cooled to ambient temperature prior to undertaking
any maintenance on the oil cooling system.

Transformer Oil Cooling Indian Rallways WAP-5
Group Summary
a1123
This chapter contains information on the transformer cooling system, which includes the
transformer oil pump, oil piping and expansion tank.
Oil pump (62) Plate

Oil pump bracket Drain cock
Pipe A Pressure transducer (213.5)
Pipe B Temperature probe (210.5)
Pipe C Pressure differential amplifier (214)
Pipe D Expansion tank
Pipe F Silica gel breather
Pipe G Equalisation hose
Cover Expansion hose
Numbers in brackets () denote the electrical equipment apparatus item number used in the

Indian Railways WAPS Transformer Oil Cooling
@.1140
The transformer oil cooling system circulates cooling oil through the transformer to the oil
blower unit. Heat generated in the transformer is absorbed into the cooling oil. This heat is
then removed from the oil in the oil blower.
The cooling oil is pumped through the oil cooling system by the transformer oil pumps, which
are bolted to the transformer. Oil pipes have flexible compensators to allow for movement and
expansion between the transformer and oil blower units.
The cooling oil flows into the transformer tank through the ports near the centre of the trans-
former windings (1). The oil circulates through the transformer windings (I), then through the
reactors (2,3) then out of the transformer tank through the ports near the end wall of the tank.
Expansiontanks are fitted to the oil system to accommodate the volume increase that occurs
when the cooling oil is heated. Piping from the bleed valves located in the transformer tank
lid connects to the expansion tanks. As the oil in the transformer expands, the oil level in the
expansion tank rises. An equalisation pipe connects the two expansiontanks together, ensur-
ing an even level in both expansion tanks.

Transformer Oil Cooling Indian Railways WAP-5
Silica gel breathers fitted to the expansion tanks remove moisture from the air drawn into the
expansion tanks as the cooling oil contracts. Silica gel can absorb up to one third its own
weight in water. When the silica gel is dry, it is blue in colour. As the silica gel absorbs water,
itturns from blueto pink. Any moisture that does enter the system condenses in the expansion
tank. This water can be drained from the expansion tank at the drain valve.
A level gauge is mounted on the side of the transformer oil expansion tank. It is a glass tube
for measuring the level of the transformer oil in the transformer expansion tank. Oil enters the
gauge through a hole in the bottom, whilst expelling air through a hole in the top (back into
the expansion tank).
To compensate for temperature expansion effects, a temperature scale is alongside the

gauge. To establish the correct oil level, the temperature must be read off the main trans-
former thermometer. The correct oil level can then be determined.
For further information regarding the transformer, refer to Chapter 3.5, Transformer.
For further information regarding the oil blower, refer to Chapter 5.5, Oil Blowers.
Technical Data
Oil Cooling System
- Cooling oil type Shell Diala DX

- Cooling system oil volume 2,800 litres
- Nominal oil flow rate 90 Ilmin.
- Maximum allowable oil temperature 65 "C
- Minimum allowable oil temperature 0 "C
- Oil system pressure drop 2.7 bar
Oil Pump
- Model Plummet TA 8-21 74115

- Weight 51 kg
- Motor 3 phase, 2 pole, 415 Volt
- Power consumption 5.6 kW @ 60 "C

Expansion Tank
- Expansion tank volume 2 x 137 Iitres

- Weight (empty) 60 kg
- Oil weight at 20 "C 88 kg
Oil Specifications
The cooling oil must meet the specifications given in Chapter 5, Main Transformer of Volume
- Recommended oil Shell Diala DX

- Breakdown voltage 30 kV
- Water content 50 PPm
- Dielectric loss factor, tan 6 at 90 "C 1.O
- Neutralisation number (acid number) 0.5 mg KOHIg

@11W
equipment is also required for the procedures described in this chapter: 0.
?I
4
Oil vessels, total 2,100 litres e
0-
Circulating pump, 2-direction (optional) cu
Flexible hose GI 114 inch
Vacuum pump (optional)

Q.12m
Molycote is required for sealing 0-rings
Oil binding agent is required for collecting any spilled oil
Blanking plates and gaskets are bequired for covering oil port flanges on main trans-
former
Shell Diala DX Mineral oil is required to refill the oil cooling circuit
Close the valves on the main transformer oil

inlet and outlet ports. Using a suitable
spanner, rotate the valve to the CLOSED
position, as indicated by the arrow. Repeat
the procedurefor all four valves on the trans-
former.
Steam clean the transformer, oil pumps and
piping, and surrounding area. Remove all
Pay particular attention to the oil piping
flanges, inlet and outlet valves and asso-
ciated connections. Refer to Steam Clean-
ing in the Preface of this Volume.
Lower the pantograph and isolate the locomotivefrom the overhead catenary. Earth the loco-
motive at the vacuum circuit breaker. Refer to the Preface of this Volume.
Set the "Oil Pump, Transformer" circuit breaker (62.1) to the Off position. Circuit breaker
62.111 for the No. 1 End is situated in auxiliary circuits cubicle-1 (HB1) and circuit breaker
62.112 for the No. 2 End is situated in auxiliary circuits cubicle-:! (HB2). For more information
on circuit breakers, refer to Chapter 5.2, Auxiliary Converter Control.
key interlocking system is described in the Preface of this Volume.

Draining Oil
NOTE:
Before removing any parts of the transformer oil cooling circuit, the oil of the oil
cooling circuit has to be drained at the draining valves.
The transformer cooling oil must not be hot when draining. Ensure that the cooling oil is at
ambient temperature.
Draining the oil from the main transformer should only be performed when necessary. The
maintransformer, oil cooling pumps and piping, and the oil cooling radiator can all be removed
and replaced without draining themain transformer. Shut-off valves located in the main trans-
former oil ports can be used to retain oil in the main transformer while draining oil from the
oil cooling pipes and oil cooling radiators.
' If necessary, oil samples should be taken during the oil draining procedure. Further informa-
tion regarding taking oil samples is given in Chapter 5, Main Transformer of Volume F3,
Oil from the transformer cooling system should be drained into a suitably sized, clean con-
tainer that is evacuated prior to filling with oil. Once the oil has been drained, appropriate tests
may be performed on the oil. Some reconditioning of the oil may be required prior to the oil
re-entering service.
To drain the oil from the piping only and not the main transformer, the shut-off valves on the
transformer oil ports should be closed. The transformer cooling system bleed valve on the
oil cooling radiator and the drain valves located in the oil piping adjacent to the main trans-
former oil ports can then be opened. The oil will now empty from the transformer cooling sys-
tem piping and the oil cooling radiator.
Once the oil has been completely drained, all piping valves must be closed. 0
\ CV
4
-3
0.
cu
1
Transformer Oil Cooling Indian Railways WAPB
Removal
011 Piping
NOTE:
Do not remove the cables from the
bushing fubes in the floor.
Loosen the hose clamp (7) at the pressure

transducer (9) conduit. Slide the conduit (6)
back to expose the sensor electrical con-
nections.
Tag and disconnect the cable (8) from the

pressure transducer (9) terminal.
Unscrew the pressure transducer (9) from
the pipe. Remove and discard the o-ring
(10).
Loosen the hose clamp (7) at the temperature probe (4) conduit. Slide the conduit (6) back
to expose the sensor electrical connections.
Tag and disconnect the cable (5) from the temperature probe (4) terminal.
Loosen the nut (3). Unscrewthe nut (3) and the temperature probe (4). Remove the tempera-
ture probe (4) from the fixing cone (2). Remove and discard the o-ring (1).
NOTE:
There are four transformer shut off
valves in total, two on each side of
the main transformer.
Remove the screws (5) securing the drain

cocks (4) cover plate (7) of the ball valve (4).
If necessary, remove the threaded adaptor
(3), drain cocks (4) and o-rings (2) from the
pipe (1).

Remove nuts ( I ) , washer (2), spring washer

(3) and U-bolt (4).
Support the pipes (5, 20, 21) to prevent them falling when disconnected.
Remove the bolts (41, spring and plain washers (2,3) securing the pipe (5) flange (23) to the
oil blower radiator.

Remove the bolts ( l l ) , spring and plain washers (9, 10) and nuts (8) securing the pipe (5)
flange (7) to the transformer shut off valve. Remove the plate (13).
Remove the pipe (5) and o-rings (1). Discard the o-rings (1).
Remove the bolts (4), spring and plain washers (2, 3) securing the pipe (20) flange (12) to
the oil blower radiator.
Remove the bolts (19), spring and plain washers (18, 17) securing the pipe (20) flange (6)
to the oil pump flange (22).
Remove the pipe (20) and o-rings (1). Discard the o-rings ( 1 ) .
Remove the bolts (16), spring and plain washers (15, 14) securing the pipe (21) flange (25)
to the oil pump flange (22).
Remove the bolts ( l l ) , spring and plain washers (9, 10) and nuts (8)securing the pipe (21)
flange (24) to the transformer shut off valve. Remove the plate (13).
Remove the pipe (21) and o-rings (1).
Discard the o-rings (1).

Once the pipes have been removed, cover the transformer shut off valves flanges with blank-
ing plates and gaskets to prevent the ingress of moisture and foreign material. Seal the both
ends of the pipes (5,20,21) and the oil blower radiator to prevent the ingress of moisture and
debris.
Oil Pump
r Remove the oil pump (2) terminal box cover,
then tag and disconnect the cables from the
oil pump (2).
Loosenthe hose clamp (3) securing the con-
duit (4) to the oil pump (2) terminal box, then
slide the conduit (4) from the oil pump (2).
Withdraw the electrical cables from the oil
Pump (2).
Remove the bolts securing the oil pump (2)
to the bracket (I), then remove the oil pump
(2) from the bracket (1) using suitable lifting
0306007 equipment.
-~. 2

Signal Differential Amplifier
Remove the cable tie (1) securing the con-

duit.
Loosen the hose clamps (3). Remove the
conduit (2).
The signal differential amplifier (4) is located

within an air duct, adjacent to the oil blower,
in the machine room floor. Remove the
screws securing the cover plate over the air
duct.
Tag and disconnect the 5-pole connectors
(1) from the signal differential amplifier (4).
Remove the bolt (2) and spring washer (3)
securing the signal differential amplifier (4). 2
Remove the signal differential amplifier (4).
*
0.

Transformer Oil Cooling Indian Railways WAPd
-
Expansion Tanks
Drain the oil from the expansion tank (2) at

the drain valve (3).
Disconnect the quick connect fittings for the

expansion and equalisation hoses (1) from
the bottom of the expansion tank (2).
NOTE:
Some oil may leak from the piping.
To prevent oil leakage, raise the
end of the piping to a level above
the oil in the expansion tank and
seal the piping with suitable plugs.
Attach suitable lifting equipment to the ex-

pansion tank (2), then loosen and remove
the bolts (4) securing the expansion tank (2)
1 3 1 to the oil cooling unit (5).
0306101n
Remove the expansion tank (2) from the oil
blower unit (5).
Disassembly
0.1210
Oil Pump
For further information regarding the oil pumps, refer to Chapter 6, Transformer Oil Co0ling
There is no disassembly applicable to the signal differential amplifier.


8.1250
Oil Circuit
Clean the cooling circuit components by flushing with clean oil.
Check the condition of the flanges. Replace if cracked or damaged.

lnspect the pipe expansion joints for damage or cracking. Replace any pipe with damaged
or cracked expansion joints.
Check the expansion tank for damage, cracking or corrosion. Rectify any faults found or re-
place the expansion tank as necessary.
Inspect the condition of the oil pump. 'Replace the pump if worn or damaged.
WARNING:
Do not pressurise the oil cooling system when testing for leakages. Check
for leaks at normal operating pressure.
Check the oil cooling system for leakages. Rectify any leakages found.
Silica Gel Breather
NOTE:
The transformer must not stay longer than 3 hours without a functional breather.
The colour of the silica gel in the breatherwill changefrom blue to pink as the silica gel absorbs
moisture. The rate of water absorption is dependent on atmospheric conditions. The silicagel
should be replaced when more than half of it is a pink colour, saturated with moisture. The Cv
saturated silica gel can be dried out by placing it in an oven and increasing the temperature -i
slowly to a maximum of 150-180 "C. Maintain the temperature until the silica gel turns blue a
again. The silica gel must be replaced if it becomes a brownish colour. Only silica gel that is
cu
a clear blue colour after treatment may be re-used.

Silica Gel Replacement
r-----l Remove breather bonom part (6) by loosen-

ing the three bolts (1) on the cover (2).
Turn breather bonom part (6) upside down
and drain silica gel through openings'in top
part.
Inspect filter plate (5) through glass cylinder
(4).The filter openings must be largely clear
and not clogged by grains of silica gel. If the
grains cannot be removed by light tapping,
blow out the filter or clean with a bristle
brush.
Fill the breather with regenerated or new sil-
ica gel through the opening in top part to ap-
proximately 5 mm below the cover flange.
Check gasket (3) for damage; if necessary,
use new gasket and install breather bottom
part (6) on cover (2) with the cover bolts (1).

Bleeding the Expansion Tank
To purge water from the expansion tank,

place a suitable receptacle below the drain
cock (3) on the expansion tank (2), then
crack open the drain cock (3). Once all the
water has been purged from the expansion
tank, the oil level in the tank must be topped
up at the filling plug (1).
Waste Disposal
a1280
Silica gel is non-poisonous (silica) and can be disposed of as normal refuse.

Cooling oil must be disposed of in accordance'with prevailing environmental regulations.
Assembly
@l270
Oil Pump
For further information regarding the oil pumps, refer to Chapter 6, Transformer Oil Cooling
There is no assembly applicable to the signal differential amplifier.

Installation
Oil Piping
Refer to Section 13,Actual Value Detection, Sheets 12E & 121, Oil Circuit Monitoring of Vol-
ume GI,Cabling Documentation for sensor and amplifier electrical connections.
r
I n1 Remove any protective material from the
pipe apertures or sensors.
Apply afilm of Molycotetoa new o-ring (1O),

then install the o-ring (10)on the pressure
transducer (9).
Secure the pressure tr~nsducer(9) into the
IL'X
1 pipe.
Connect the cable (8) to the pressure trans-
I 10
8
ducer (9) terminal as tagged during re-
7 moval.
0306002 Slide the conduit (6) over the sensor electri-

cal connections. Secure the conduit using
the clamp (7).
Assemble the fixing cone (2)to the temperature probe (4).
Apply afilm of Molycote to a newo-ring (I),then installthe o-ring (1) in the grooveof the fixing
cone (2).
Install the temperature probe (4)into the pipe, then tighten the nut (3).
Connect the cable (5) to the temperature probe (3) terminal as tagged during removal.
Slide the conduit (6)over the sensor electrical connections. Secure the conduit using the
clamp (7).

Remove any protective rnateriai from the pipe and oil blower radiator flanges.
Remove the blanking plates and gaskets from the transformer s'hut off valves.
Apply a film of Molycote to new o-rings (I), then place the o-rings (1) in the grooves of the
pipe (5) flanges (23, 24).
Position and support the pipe (5) to prevent it falling during assembly.
Align the holes in the flange (23) with the holes in the oil blower radiator.
Install the bolts (4), spring and plain washers (2, 3) to secure the pipe (5) flange (23) to the
oil blower radiator. Tighten the bolts (4).
,
Y
o\
C\r
Position the plate (13) over the pipe (5) flange (7).
Align the holes in the flange (7) with the holes in the plate (13) and transformer shut off valve,
Install the bolts (11), spring and plain washers (9,lO) and nuts (8) secure the pipe (5) flange
(7) to the transformer shut off valve. Tighten the nuts (8).

Transformer Oil Cooling Indian Railways WAPS
Align the holes in the flange (12) with the holes in the oil blower radiator.
Install the bolts (4), spring and plain washers (2,3) to secure the pipe (20) flange (12) to the
oil blower radiator. Tighten the bolts (4).
Align the holes in the flange (6) with the holes in the oil pump flange (22).
Install the bolts (19), spring and plain washers (18, 17) to secure the pipe (20) flange (6) to
the oil pump flange (22). Tighten the bolts (19).
Align the holes in the flange (25) with the holes in the oil pump flange (22)
Install the bolts (16), spring and plain washers (15,14) to secure the pipe (21) flange (25) to
the oil pump. Tighten the bolts (16).
Position the plate (13) over the pipe (21) flange (24).
Align the holes in the flange (24) with the holes in the plate (13) and transformer shut offvalve.
lnstall the bolts ( l l ) , spring and plain washers (9, 10) and nuts (8) securing the pipe (21)
flange (24) to the transformer shut off valve. Tighten the bolts (11).
NOTE:
There are four transformer shut off
valves in total, two on each side of
the main transformer.
If necessary, apply afilm of Molycote to new

o-rings (2). lnstall and secure the threaded
adaptor (3), drain cocks (4) and o-rings (2)
to the pipe (1).
Position the cover plate (7) over the drain
cocks, then install and tighten the screws (5)
and washers (6) to secure the cover plate
(7).

Position the U-bolts (4) over the pipe into

the bracket.
Install and tighten the spring and plain
washers (2, 3), and nuts (1).
Oil Pump
Lift the oil pump (2) onto bracket (1) using

suitable lifting equipment.
Align the holes in the oil pump (2) with the
holes in the support (I), then install and
tighten the bolts to secure the oil pump in
position.
If necessary, slide the conduit (4) and the
hose clamp (3) over the cable.
Connect the cables to the oil pump (2) elec-
(b
I trical terminals as tagged during disassem-
bly. -i
w
0.
Fix the conduit (4) to the oil pump ( Z ) , and if ,
necessary the locomotive underframe,
using the clamp (3).
install the oil pump (2) terminal box cover and secure the screws.
Refer to Section 3, Auxiliary Circuits 3 Phase, Sheet 021, Oil Pumps and Compressors of Vol.
ume G I , Cabling Documentation for oil pump electrical connections.

Slidethe conduit (2) and the hose clamps (3)

over the cables.
Secure the conduit (2) to the locomotive un-

derframe using the hose clamps (3).
Secure the conduits (3) to the support using
new cable ties (1).
The signal differentialamplifier (4) is located

within an air duct, adjacent to the oil blower,
in the machine room floor.
Position the signal differential amplifier (4)
onto the bracket.
Install the bolts (2) and spring washers (3),
then tighten the bolts (2).
Connect the 5-pole plugs (1) to the signal
differential amplifier (4) as tagged during
disassembly.
1 Installthe cover plate and gasket over the air

duct and secure the screws.
-
Expansion Tanks
Remove any protective material or plugs

from the pipes, expansion tank or trans-
former apertures.
Attach suitable lifting equipment to the ex-
pansion tank (2), then position the expan-
sion tank (2) on the oil blower unit (5). Install
the bolts (4) to secure the expansion tank
(4). Tighten the bolts (4).
Connect the expansion and equalisation
hoses (I) to the'transformer and expansion
tank (2).

Transformer Oil Cooling Indian Railways WAPd
r- 1280
Refill the expansion tanks, transformer, oil blower unit and oil circuit with clean oil, meeting
the specification in Section Technical Data.
Filling The Cooling System With Oil
Once all piping connections to the heat exchanger and the pump have been made, it is
necessary to fill the remainder of the cooling system with oil. The oil used must comply with
the relevant specifications. If necessary, an oil test should be carried out to ensure the oil to
be used meets the required specification. The oil cooling circuit should be flushed with clean
oil prior to refilling the system.
The transformer main valves should only be opened when all pipes and the heat exchanger
have been filled with oil and vented. No air should enter the transformer assembly from the
piping or the heat exchanger.
Refer to Chapter 5, Main Transformer of Volume F3, Suppliers Documentationfor further de-
tails regarding refilling the oil cooling system.
Test the oil cooling system for leakage. Refer to Section Inspection and repair.
Oil Pump
WARNING:
Ensure the oil cooling system, the pump and the transformer are tilled with
oil prior to operating the pumps. Running the pumps when the cooling sys-
tem is empty can damage the pumps.
Check the direction of rotation of the pump, as described in Chapter 6, Transformer Oil Cool-
ing of Volume F3, Suppliers Documentation. Ensure the oil pump is connected correctly prior
to activating the oil cooling system.
Refer to Section 3, Auxiliary Circuits 3 Phase, Sheet 021, Oil Pumps and Compressors of Vol-
ume GI,Cabling Documentation for oil pump connections.

Adjustments
Oil Level of the Transformer Expansion Tank
The oil level should lie within the marks on the oil level gauge.
The oil level of relatively new vehicles may drop considerablyfor sometime after commission-
ing. This is due to the expulsion of residual air pockets.
In such cases, check the security of the pipes (rubber and steel), flanges and fittings.
Slight oil films, recognisable by dust adhering to the surface, are acceptable if there is no drip-
ping leak. Replace any components as required to rectify any leakage found.

Transformer Oil Cooling Indian Railways WAPS
Oil Level Check

I
The oil level in the expansion tank must be checked each time before operating the locomo-
tive. For transformers/locomotives in storage, the oil level must be checked at least every 6
months. The oil level in the expansion tank must be equal to the corresponding temperature
mark on the sightglass.
If the transformer hi; to be filled up, oil of the same quality must be used. Do not mix oils that
.have different properties.

Indian Railways WAP-5 Transducers
3.7 Transducers
WARNING:
HIGH VOLTAGE!DANGER OF ELECTROCUTION. NEVER WORK ON
HEAD.

- . ~ -."- - ..
Transducers Indian Railways WAPd
Group Summary
1 Primary voltage transformer (3) 3 Conduit

2 Earthing cable 4 Load resistor (74.2)
Numbers in brackets 0 denote the electrical equipment apparatus item number used in the

Indian Railways WAPd Transducers
8 1140
The primary voltage transformer is situated on the converter roof hatch and attached to the
pantograph voltage via the roof line. The primary voltage transformer reduces the catenary
voltage, approximately 25 kVa, to 200voltsAC. Aresistor is placed acrossthe primary voltage
transformer to provide a reference load. The output signal is used in three ways; main con-
verter electronics, catenary voltmeters on the driver's console and for the minimum voltage
relay.
Primaryvoltage transformer module (224.2) reduces and rectifiesthe 200 volt signal from the
primary voltage transformer (3) to 1Ovolt DCforthecatenaryvoltmeters(UBA) on thedriver's
console. ,
Another primary voltage transformer module (224.1) reduces the 200 volt signal to 4 volt AC
. ampli-
for the control electronics (415). The control electronics monitor the catenary voltage
tude for phase generating the thyristor firing pulses.
The 200.volt signal from the primary voltage transformer (3) is fed to the minimum voltage
relay (86) which de-energises when the catenary voltage falls below 17.6 kV.
Numbers in brackets 0 used in this Functional Description relate to the electrical equipment
apparatus item number used in the locomotiveschematics, refer to Volume G, Cabling Docu-
mentation.

Indian Rallways WAPd
Technical Data
Primary Voltage Transformer
- TYPe MWB MittelspannungstechnicVGF 36

- Weight (nominal) 50 kg
- Voltage 36 kV
- Weight (wet total) 495 mm
- Diameter 310 mm
- Transformer winding ratio 25,000:200
Load Resistor
- Type GRF
- Resistance 3.3 Cd
- Nominal load 300 Watt

(P.7170
Load Resistor
Resistance 2.97 - 3.63 C2

C$.llW
chapter.

Indian Railways WAPS Transducers
e.rm
Dow Corning 5 S sprayable
. - silicone compound or Goldschmitt "ISL" silicone grease is
a
required as protective coating on the primary voltage transformer insulator.Refer to
Chapter 7, Transducers of Volume F3, Suppliers Documentation
Clean paper towelling or tissues are required to remove the silicone coating from the
transformer
Clean, dry lint free cloth is required to polish the transformer insulator
k . I
Paper towelling
. L,
?.
~efore-Fismo&l. operations
0.1m
Lowerthe pantographand isolatethe overhead catenary. Earth the locornotlveat thevacuum

Earth the traction converter as described in Chapter 4.1, Traction Converter. Operationof the
Driver's Manual.
Steam clean the primary voltage transformer, remove all traces of dirt and debris. Refer to
Steam Cleaning in the Preface of this Volume.

-- - - ---- -
Transducers Indian Rallways WAP-5
Removal
Disconnect the high voltage cable (2) be-

tween the primary voltage transformer (1)
and the roof line (12). Remove the nut (3)
and washer (4) at the transformer (1). Re-
move the bolt (6) and washer (5) securing
the cable (2) to the plate (13).
If necessary, remove the bolts (E), washers
(9, 10) and nuts (11) securing the plate (13)
and clamps (7) to the roof line (12).
Undo the screws (1) and remove the cover

(2) from the terminal box (3).
Loosen the clamps (4), then slide the con-

duit (5) from the terminal box (3). Tag and
disconnect the electrical harness from the
terminals.
Remove the screw (10) and washer (8) se-
curing the earthing cable (8) to the trans-
former (11). If necessaly, remove the screw
(6) and washer (7) securing the cable (8) to
the converter roof hatch.

Remove the nuts (2), spring and plain

washers (3,4) securing the transformer (1)
to the converter roof hatch. Lift the trans-
former (1) from the locomotive using suit-
able lifting equipment
Load Reslstor
Disconnect the earth wire (5) frorn~theter-

minal on the terminal box (1).
Remove the screws (3) securing the ter-
minal box cover (4).
Tag and disconnect the electrical harness
(6)from the terminals. @3
m
Remove the screws securing the resistor to r-r
tf.
the terminal box (1). o.
cu
If necessary, unscrew the conduit unions (7,
8) from the terminal box (I), then withdraw
the harnesses (6). Remove, ,, the screws (9)
and washers (10) securing the housing (1)

to the converter roof hatch.

Transducers lnalan mallways v v n r a
Disassembly
0.1240
The primary voltage transformer cannot be disassembled. The unit must be replaced if dam-
aged or faulty.
The load resistor or terminal box cannot be disassembled. Either unit must be replaced if
damaged or faulty.

@.rm
lnspect the insulator of primary voltage transformer for cracks, chips or damage.
Check the condition of the seal on the terminal box. Replace the seal if worn or damaged.
Check the condition of the thread for the high voltage connection. Minor damage can be re-
paired using an MI0 thread chaser.
Check the condition of the high voltage and earthingcables. Replacethecables if worn, dam-
aged or frayed.
Replace the primary voltage transformer if damaged.
Check the load resistor for damage.
Measure the resistance of the load resistor using a suitable multi-meter.
Replace the resistor if damage or not within the range specified in Section Tolerances and
Wear Limits.
lnspect the condition of the silicon coating on the insulator of the primaryvoltage transformer.
Contaminants in the silicon coating reduce the insulating effect of the insulator. Water applied
to the surface of the primary voltage transformer should bead and not wet the sutface. Ifthe
coating is contaminated or is wetted by water, the coating must be renewed. Audible dis-
charges or flashovers that are visible in the dark are an indication that the primary voltage
transformer needs to be re-coated.
Remove the contaminated silicon coating using paper towelling. Wtpe any remaining silicon
coating from the primary voltage transformer using a clean, dry, lint free cloth. Clean the sur-
face of the insulator thoroughly using a cloth soaked in alcohol.
Ensure the glazed surface of the primary voltage transformer is clean, dry and shiny. The sili-
con grease described in Section Miscellaneous Materials should be applied evenly to the en-
tire glazed surface of the primary voltage transformer to a thickness of 0.2 to 1 mm.

Indian Rallways WAP-5 Transducers
Take care when handlingthe primaryvoltage transformer after coatingto avoid contamination
of the silicon grease.
Waste Disposal
B.1PBD
Assembly
@ 1270
The primary voltage transformer is replaced as a unit; no assembly is necessary.

The load resistor is replaced as a unit; no assembly is necessary.

=-- - -
Installation
Take care when handling the primary voltage transformer to avoid contaminationof the silicon
grease.
Position the transformer (1) onto the studs
on the converter roof hatch. The terminal
box faces the longitudinal centre line of the
locomotive. Install the nuts (2), spring and
plain washers (3, 4) to secure the trans-
former (1) to the converter roof hatch, then
tighten the nuts.

If necessary, install the screw (6) and

washer (7) to secure the earthing cable (8)
to the converter roof hatch. Installthe screw
(10) and washer (8) to secure the earthing
cable (8) to the transformer (11).
Place the conduit (5) and clamps (4) over
the electrical harness. Insert the electrical
harness into the terminal box (3) opening.
Re-connect the electrical cables to the ter-
minals of the transformer (11) as tagged dur-
ing removal. Referto Section 2, Sheet 01A,
Main Power Circuit of Volume G I , Cabling
Documentation.
Place the cover (2) and seal on the terminal
box (3), then install and tighten the screws
(1).
If necessary, install the plate (13) and

clamps (7) to the roof line (12), then install
the bolts (8),washers (9, 10) and nuts (11).
Connect the high voltage cable (2) between
the primary voltage transformer (1) and the
roof line (12). Install and tighten the nut (3)
and washer (4) atthe transformer (1). Install
and tighten the bolt (6) and washer (5) at the
plate (13) on the roof line.
- -- -- -

Load Resistor
Position the terminal box (1) on the con-

verter roof hatch. Installthe screws (10) and
washers (9) to secure the box (1).
Install the resistor (2) into the terminal box
and secure the screws.
Place the unions (7, 8) over the cable con-
duit. Insert the electrical cables (6) into the
terminal box (1).
Re-connect the electrical cables to the re-
sistor terminals as tagged during removal.
Refer to Section 2, Sheet OlA, Main Power
Circuit of Volume GI, Cabling Documenta-
tion.
Connect the earth wire (5)to the terminal on
the box ( 1 ) .
Tightenthe unions around the conduit (7,8).
Place the cover (4) and seal on the terminal
box (I), then install and tighten the screws
(3).
Adjustments
6.1310
There are no adjustments applicable to the primary voltage transformer.

Indian Railways WAPS Primary Earth
3.8 Primary Earth
Group Summary
@ila
This chapter contains information on the locomotive primary earth system, which comprises
of; a contact brush and contact plate, terminal box and earth cable on each axle, and an earth-
ing coil on the filter cubicle. The earthing coil is described in Chapter 3.9, Filter. The earthing
brush contact set is Electrical Equipment Apparatus Item Number 10.
1 Terminal box
2 Primary earthing cable
3 Contact brush (within axle box)

Primary Earth Indian Railways WAPd
Pantograph (1)
Vacuum drcut breaker (5)
Primary earthing sv&h (4)
Surge arrester (9)
Surge arrester (9)
M&n t r a n s f m (7)
Stranded eatthjng c o n d ~ w3, df
Terminal box, 3 off
Cable to earthing ixush, 3 off
Earthing brush, 3 ofl(l0)
Earthing brush
Cable to eerthlng brush
Terminal box
Stranded earthing conductor
Earthing rn'I(l1)
Filter block
Power for locomotive operation is provided by the overhead catenary. The current from the
catenary flows through the roof line to the primary side of the main transformer, then from the
main transformer to the axles. An earthing brush is mounted on the end of each axle. The
brush makes contact with a plate on the axle end cap allowing the current to flow through the
wheel and axle, not the wheel bearing, and then to the rail, which is earthed. A cable from the
axle box brush connects to a terminal box situated on the lowmotive underfrarne.
Axles 2,3and 4 are connected to the main transformer via a junction at the filter cubicle. An
earthing choke is situated betweenaxle 1 andthe filter cubicle junction. Should axles 2,3 and
4 become detached from the earthing circuit, the choke limits the voltage through axle 1 as
a safety precaution. If none of the four earthing brushes are functioning, the current path
passes directly though the wheel bearings, which is undesirable. The earthing coil is de-
scribed in Chapter 3.9,Filter.
Numbers in brackets denote the electrical equipment apparatus item number used in the

I
Indian Railways WAP-5 Prlmary Earth
Technical Data
Contact Brush
- Length, new (nominal) 55 mm

- Width, new (nominal) 40 mm
- Thickness, new (nominal) 20 mm
- Number of brushes 3
- Brush contact force \ (300 cN/crn2) 27.4 Nm
- Contact area -. ~. 70 mm2
- Rated current 600 Amperes
l i l 'I,. I
Contact Plate
- Diameter 154 rnm

- Thickness, new 13.3 - 13.4 mm
- Surface finish 3.2 micron
- Surface hardness HRc 40

@.*170
t-
Contact Brush m
4
Kf
0.
- Minimal length 23 mm c\r
- Allowable wear 32 mm
Contact Plate
- Grooves, maximum depth 0.8 m m

- Thickness, minimum 13.0 mm

Primary Earth Indian Rallways WAP-5

Bllm
chapter.
elm
No miscellaneous materials are necessary for the procedures described in this chapter.
@.ll?D
Lower the pantographand isolatethe overhead catenary. Earththe locomotive at thevacuum

Earth the traction converter as described in Chapter 4.1, Traction Converter. Operationof the
Driver's Manual.
Steam clean the axle and terminal boxes. Remove all traces of dirt, debris and build-up of
grease. Refer to Steam Cleaning in the Preface of this Volume. Damage to the components
can resultfrom improper application of the steam cleaningequipment. Do not direct the spray
stream into the axle box drain holes or into the traction motor ventilation openings.

Indian Railways WAP-5 Prlmary Earth
I
Removal
Contact Bfush
Disconnect the cable (1) from the axle box
bracket (2).
Remove the screws (3) and nuts securing
the bracket (2) to the axle box (5).
Remove the cover plate (4) from the axle
box (5) as described in Chapter 2.2,
Wheelset.
Slacken the band between the cable union
halves at the axle box (5).
Slacken the locknut, and then unscrew the
union from the axle box (5).
-
I .,'
..
Remove the screw (1) to disconnect the
earthing cable from the earth brushterminal
(2). Wtthdrawthe earthing cable (3) from the
axle box front cover (4).

Primary Earth Indian Rallways WAPd
If necessary, remove the nuts (1) and

washers securing the earthing brush set (2)
to the axle box front cover (4), then pull the
brush set (2) from the mounting studs (3).
Remove the mounting studs from the front
cover, if required.
Terminal Box
Slacken the screws (5) sewring the two

halves (6,7)of the band between the cable
conduit union (8) atthe underframeterminal
box (9).
Slacken the locknut (1O), and then unscrew
the union (8) from the terminal box (9).
Remove the screws (1) from the terminal
box (9) cover (2),then remove the cover (2)
and seal.
Remove the bolt (3) with spring and plain
washer securing the earthing cable to the
terminal. To aid in removing the bolt (3), lift
the cable to ease the load.
Withdraw the earthing cable (11) from the
terminal box (9).
Loosen the clamp (13) and slide the conduit
(14) from the terminal box union.
Withdraw the cable (4) from the terminal box
(9).

Indian Railways WAPd Primary Earth
Remove the bolts (12) plain and lock

washers securing the terminal box (9) to the
holder on the locomotive underframe.
Manipulate the terminal box (9) from the
holder.
Contact Plate
Remove the screws securing the contact plate to the axle end cap, then pull the contact plate
from the end cap.
Disassembly
' @124
. >
Loosen the screws securingthe brush leads to the brush holder. Slide the leads from beneath
the screw. Remove the screws and washers if necessary.
Press the spring tangs together and withdraw the spring from the holder.
Grasp the brush leads and withdraw the brush from the holder.
Remove any dust and debris from the brush holder using compressed air.

0 1PX)
Inspect the earthing brush for chips, cracks or damage.
Check the condition of the brush leads. Replace if worn, damaged or frayed.
I cl
Measure the length of the brush. A condemning line on the brush indicates its minimum
length. o
c\
.
Replace the brush if damaged or worn below the specification given in Section Tolerances
Inspect the terminal box and cover for cracks or damage. Replace if damaged.
Check the condition of terminal box seal. Replace of worn or damaged.
Check the condition of the earthing cable, replace if broken, damaged or worn.
Inspect the earthing cable conduit, replace if worn, damaged or frayed.
Check the condition of the axle box bracket and clamp. Replace if bent or damaged.

Primary Earth Indian Railways WAPd
Checkthe earthing coil for damage or chips to the ceramic insulators. Replace the coil if dam-
aged.
Inspect the condition of the insulators on the contact brush set. Replace the brush set if the
insulators are damaged or loose in the plate.
Check the contact plate for wear grooves. The surface must be ground if the depth of any
grooves exceeds the specification given in Section Tolerances and Wear Limits List. The con-
tact face must be ground or polished to the specification given in Section Technical Data. The
contact plate must be replaced if machiningwill reduce the thickness of the plate to below the
minimum dimension specified in Section Tolerances and Wear Limits List.
Waste Disposal
0.1260
Assembly
el270
NOTE:
Do not use lubricants on the brushes or holder.
Remove any dust and debris from the brush holder using compressed air. Ensure that the
brush holder and contact plate is clean, dry and free of any lubricants.
Check the condition of the contact plate before assembly of the brushes. Grind or replacethe
plate if worn or grooved, refer to Section Inspection and Repair.
Insert the brush block into the holder with the chamfer to the outside.
Press the spring into the hblder with the coil on the brush. The spring coil must be located
between the tow brush leads. Ensure the spring is correctly seated and locks into position.
Position the brush leads below the clamping screw and washers, then tighten the screw.

Indian Rallways WAP-5 Primary Earth
Installation
@.I280
Contact Brush
NOTE:
Do not use lubricants on the brushes or holder.
If necessary, install the contact plate. Refer

to Contact Plate in this Section.
If necessary, install the earthing brush set
mountingstuds into the axle box front cover.
If necessary, install the earthing brush set
(2) holder over the mounting studs (3). In-
stall the washers and nuts (I), then tighten
the nuts to 30 Nm.
Slide the unions onto the cable, if necessary.

Insertthe earthing cable (3) into the axle box
front cover (4). , 0
u
4
Connect the earthing cable to the earth
brush terminal (2),then install and tighten
the screw (1). .

I Primav Earth Indian Railways WAP-5
Screw the union into the axle box (5).

Place the two halves of the band between
the cable conduit union at the axle box front
cover, then tighten the screws.
Tighten the locknut.
lnstall the cover plate (4) onto the axle box
(5) as described in Chapter 2.2, Wheelset.
Position the bracket (2) on the axle box. In-
stall the screws (3) and nuts to secure the
bracket (2). Tighten the screws (3).
Secure the cable (1) to the axle box bracket
Terminal Box
Manipulate the terminal box (9), with the

open side towards the inside of the locomo-
tive, intothe holder on the locomotiveunder-
frame.
Install and tighten the bolts (12) plain and
lock washers securing the terminal box (9)
to the holder on the locomotive underframe.
Insertthe earthing cable (4) into the terminal
box.
Slide the conduit (14) onto the terminal box
union, then secure the clamp (13).
Insert the earthing cable (11) into the ter-
minal box (9).
Secure the cables (4, 11) to the terminal
using the bolt (3) with spring and plain
washer. To aid installing the bolt (3), lifi the
cable (11) to aPgn the holes.
Screw the union (8) into the terminal box (9).

Indian Rallways WAP6 Primary Earth
Place the two halves (6, 7) of the band be-

tween the cable conduit union (8) at the un-
derframe terminal box (91, then tighten the
screws (5).
Tighten the locknut (I
0).
Position the seal and cover (2) on the ter-
minal box (9), then install the screws (1) and
washers. Tighten the screws (1).
Contact Plate
Clean the axle end cap and contact plate using a clean, dry, lint free cloth. Ensure that there
are no burrs on either the axle end cap or contact plate mating surfaces. Small burrs and
sharp edges may be removed with a honing stone.
Carefully install the contact plate to the axle end cap. Ensure the plate is correctly seated.
Install and tighten the screws to secure the contact plate.
'3.1280
Install the axle box front cover plate as described in Chapter 2.2, Wheelset.
Bombardier Transportation Ltd. Ident. No. Chapter 3.08 - Page 11 / 12 ':

Primary Earth Indian Rallways WAPd

Indian Railways WAP-5 Filter
3.9 Filter
WARNING:
HEAD.
Group Summary
This chapter contains information on the line harmonic filter which consists of: filter resistor,
filter cubicle, filter windings and primary earth choke coil (resistor).The filter windings are de-
scribed in Chapter 3.5, Transformer.

Filter Indian Railways W A P d
Filter Resistor
1 Cable 5 Connecting angle

2 Gasket plate 6 Insulator
3 Plate 7 Cover
4 Resistor, filter block
Chapter 3.09 - Page 2 I42 Ident. No. Bombardier Transportation Ltd.

Filter cubicle
A-A 1
.~,
Contactor, discharging resistor (8.41) Earthing resistor, earth fault detection e
Contactor, filter onloff (8.1) harmonic filter (8.61) 0.
c\l
Contactor, filter adaptation (8.2) Discharging resistor, capacitor bank (8.42)
Contactor, hotel load supply (32) Earth fault relay, hotel load (38.1)
Current sensor, hotel load supply (33) Primary current sensor (6.2)
Surge arrester, hotel load (38.2) Earthing resistor, earth fault detection, hotel
Capacitor bank, harmonic filter
~ - (8 .
,-. 4) load (37.1)
. .
Earthing resistor, earth faun detection Surge arrester, primary current sensor (6.21)
harmonic filter (8.62) Earth fault relay, harmonic filter (89.6)
Current sensor, harmonic filter (8.5)
Numbers in brackets denote the electrical equipment apparatus item number used in the
Bombardier Transportation ~ t d . Ident. No. -

Filter Indian Railways WAP-5
c;.1140
A filter is connected across the main transformer windings to limit line harmonics:-reducing
critical interference levels of the locomotive. In general, the harmonicfilter is a Resistor Induc-
tor Capacitor (RLC) circuit providing a low pass filter.
When the VCB (vacuum circuit breaker) is closed, the filter On/Off contactor will close when-
ever the TEIBE controller is moved from the zero position to any driving position. Whenever
the TEIBE controller is returned to zero with the VCB remaining closed, the filter contactor
remains closed for 5 minutes and then opens. The discharge contactor is then closed for 500
milliseconds to discharge the capacitors. Whenever the TEIBE is moved again, the filter con-
tact closes,
Current sensor (8.5) measures the harmonic current and sends the feedback to the control
electronics.
The earth fault relay (89.6) is provided to detect an earth fault in thecircuit. Two series of resis-
tors (8.6111, 8.6211; 8.6112, 8.6212) are connected across the filter winding. Earth fault relay
is connected in betweenthe resistors8.6211 and 8.6112, with its other terminal grounded. The
principle of operation is the same as the DC link earth fault relay described in Chapter 4.1,
Traction Converter.
The locomotive primary earth is connected to the main transformer via a junction at the filter
cubicle. Axles 2,3 and 4 are a direct path to earth. Axle 1 is separated from earth by an earth-
ing coil (11):- a resistor. Should axles 2,3 and 4 become detached from the earthing circuit,
the choke (11) limits the voltage through axle 1 to prevent excessive current damaging the
tapered roller bearing. The earthing coil (11) is situated on the side of the filter cubicle.

Indian Railways WAPS Filter
Technical Data
Fllter Resistor
- Type 6W
- Weight 100 kg
- Height 375 mm
- Length 1,245 mm
- Width 915 mm
- Power dissipation (maximum) 20 kW
Contactor for Discharging Resistor (8.41)
- Manufacturer SBcheron
- Type HSm
- Weight 5.8 kg
- Rated current 50 Amp
- Rated voltage 3,000 Volt
- Power consumption 20 Wan
Contactor, Filter (8.1,8.2)
0;
- Manufacturer Secheron (u
- Type BPS 30.06s
- Weight 20.5 kg
- Rated current 600 Amp
- Power consumption -
8 14 Watt
- - -

Contactor, Hotel Load Supply (32)
- Manufacturer SBcheron
- Type BPS 15.1 5 C/2
- Weight 35.5 kg
- Rated current 1,500 Amp
- Power consumption -
8 14 Watt
Contactor
- Permissible erosion on contacts 3 mm deep, no more than 15 mm high

@.llM
chapter.
B.lm
Plastic plugs or alike to seal pneumatic unions against the ingress of dirt and foreign
material.
Sikalastomer 710 sealant.
-
Indian Railways WAP-5 Fllter
Lower the pantographand isolatethe overhead catenary. Earth the locomotiveat the vacuum
Earththe traction converter as described in Chapter 4.1, Traction Converter. Operation of the
key interlocking system is described in the Preface of this Volume.
Steam clean the filter block and surrounding area, remove all traces of dirt, debris and
build-up of grease. Refer to Steam Gleaning in the Preface of this Volume.
Fllter Cubicle
Unlock the FB cabinet (filter cubicle) using a green key. Operation of the key interlockingsys-
tem is described in the Preface of this Volume.
When removingthe filter cubicle as a unit from the machineroom, remove the No. 1 End pan-
tograph roof hatch as described in Chapter 1.1, Structure.

Removal
Filter Cubicle
Open the filter cabinet doors using a square

key.
Disconnect the contactor pneumatic supply

pipe atthe union (3). Seal the pipes with suit-
able plastic plugs.
from the terminals (2,4).

Tag and disconnect the seven electronic

control cables from the sockets (1,2) at the
side of the cubicle.
Removethe bolts, spring and plain washers
(3) securing angle brackets (4) at the top of
the cabinet to the bracket on the machine
room wall (5).

eye hooks (1) on the top of the filter cubicle.
Remove the b o b and washers securing the
filter cubicle flange to the machine room
floor.
Slightly lift the cubicle and ensure that noth-
ing is entangled, then carefully lift the filter
cubicle from the machine room.

Filter Resistor
Remove the screws (3), spring and plain washers (5,4) securing the protective cover (2) to
the filter resistor (1). Remove the cover (2).
Tag and disconnect the cables from the terminals (6, 7, 8) on the filter resistor (1).
Secure the cables clear of the filter resistor (1).

Remove the bolts (7) and spring washers (8) securing the earthing cable (6) to the filter resis-
tor housing (1) and roof hatch.
Attach suitable lifting equipment to the filter resistor (1).
From beneath the angle bracket, remove the bolts (5).spring and plain washers (4,3) secur-
ing the filter resistor (1).
Ensure nothing is entangled, then lift the filter resistor from the locomotive roof.
b
Filter Indian Railways WAPd
-
Junction Box

Loosen cable gland (1O), then screw the gland (10) from the plate (2).
Removethe screws (9),washers (8,7) and nuts, then disconnect the electricalcables (6) from
the filter resistor terminals as dedribed in Filter Resistor in this Section.
Remove the bolts (5), spring and plain washers (4,3) securing the cover plate (2) to the roof
junction box. Slide the cover plate (2) over the cables, then remove the gasket (1).

Indian Railways WAPd
Earthing Coil (11)
) - 1 From within the machine room, tag and dis-

connect the earthing cables (2,3,4) from the
terminal bar (8). Remove the bolts (5),
washers and nuts (6,7) securing the cables
to the terminal bar (8).
Tag and disconnectthe earth cable (9) from
the terminal bar (8). Remove the bolt (lo),
washer (11) securing the cable and terminal
bar (8) to the insulator (12).
Tag and disconnect the earthing cable (13)
from the bracket (14). Remove the bolts
(15), spring and plain washers and nuts (16,
17,18) securing the cable (13) to the bracket
(14).
Tag and disconnect the locomotive earth
cable (13) from the bracket (14). Remove
the bolt (25), spring and plain washers and
nut (26,27,28) securing the cable (25) to the
bracket (14).
If necessary, disconnect the locomotive
earth cable (24) from the filter cubicle earth-
ing stud. Remove the bolt (29), spring and
plain washers (30, 31) securing the cable
(25) to the stud.
Support the earthing coil ( I ) , then remove

the bolts (19), spring and plain washers (20,
21) securing the coil brackets (22) to the
holder (23). Remove the coil (1) from the
cabinet.

Indian Railways WAPQ Fllter
Disassembly
Contactor, Filter (8.1,8.2)
Push the lever (1) towards the back of the

cubicle and simultaneously tilt the front of
the arc chute (2), then lift the chute (2) from
the socket.
Tag and disconnect the electrical cables (3,
5) from the terminals.
from the union on the valve housing.
Tag and disconnect the earthing cable (1)

from the valve housing.

Filter Indian Railways WAPS
Remove the bolts (I), spring and plain

washers securing the contactor (2), then re-
move the contactor.

Indian Railways WAPQ Filter
Push the lever (1) towards the back of the

cubicle and simultaneously tilt the front of
the arc chute (2), then lift the chute (2) from
the socket.
Tag and disconnect the electrical cables (3,
5) from the terminals.
from the union on the valve housing.

washers, then remove the contactor (2).

Filter Indian Rallways WAP-5
--
Contactor, Discharging Resistor (8.41)
Tag and disconnect the electrical cables (3)

from the terminals.
Remove the arcchute (1) from the contactor

(2).
Tag and disconnect the high voltage cables

(1, 4) from the terminals.
Remove the bolts (2), nuts, spring and plain
washers securing the contactor (3), then re-
move the contactor.

, Capacitor Bank (8.4)
Remove the nuts (I), spring and serrated

washers from the terminals on the capaci-
tors (3,4).
Tag and disconnect the cables from the
cable shoe. Remove the cable and cable
shoe (5).
Remove the bolts (2),spring washers and
nuts. Remove the earthing cable.
Remove the bolts (I),spring and plain

washers (2, 3) from the tension clips (5).
Remove the tension clips (5). Remove the
capacitors (4).

-
Current Sensor, Hotel Load Supply (33)
Remove the bolts (1,2) and spring washers

securing the cables.
Tag and disconnect the cable from the ter-

minal (1).
Remove the bolts (3), spring and plain

washers securing the sensor.
Remove the current sensor (2).

Surge Arrester, Hotel Load (38.2)

washers from each corner of the upper
cover (2).
Remove the upper cover (2).
Remove the insulating spacers (3).
Remove the bolt (I), spring washers and

nut.
Remove the insulators (2).

Discharging Resistor, Capacitor Bank (8.42)
Tag and disconnect the electrical cable (1)

from the terminal.

washers securing the resistor bracket.
Remove the complete discharging resistor
unit: - resistors (3) and insulator (2) assern-
bly.
Primary Current Sensor (6.2)
Remove the primary current sensor surge

arrester, electrical equipment apparatus
number 6.21, as described in this Section.
Tag and disconnect the plug from the sensor
(3).
washers securing the bus bar to the insula-
tors.
Remove the copper rails (6).
Remove bolts (7), spring and plain washers
securing the current sensors.
Remove current sensors and copper rails
(43).

- -
Surge Arrester, Primary Current Sensor (6.21)
Remove nuts (3) and washers securing the

cover (4), then remove the cover (4).
Remove bolts (1) and spring washerssecur-
ing the terminals to the bus bar (2).
Remove nuts (5), spring and plain washers
securing the bus bars (2).
Remove the nuts (6), spring and plain
washers securingthe base plate (7).
Remove surge arrester, base plate (7) and
bus bars (2). :
Current Sensor, Harmonic Filter (8.5)
Tag and disconnect the cables from the ter-

minals (3, 6).
.'t ' . y,
washers securing the current sensor and
bus bar (1) to the insulators.
Removb the bolts (5); spring and plain
washers securingthe curient sensor.
Removecurrent sensor and bus bars (1,4).
5); -.

Fllter lndlan Rallways WAP-5
Earthing Resistors, Relays (37.1,38.1,8.61,8.62 & 89.6)
Tag and disconnect the cables from the ter-

minals.
washers securing the assembly.
Remove the cover (3), relays (1) and resis-
tors (4) assembly.

a.tm
Inspect the condition of the contact points in all contactors. Ensure contactor wear and ero-
sion does not exceed the maximum permissible level.
Waste Disposal

Indian Railways WAPd Filter
Assembly
Contactor filter (8.118.2)
Position the contactor (2), then install and

secure using the bolts (I), spring and plain
washers.
Connect the earthing cable (1) to the valve

housing as tagged during disassembly.

Indian Rallways WAP-5
Connect the electrical cables (3, 5) to the

terminals as tagged during disassembly.
Connect the pneumatic line (4) to the union
on the valve housing as tagged during dis-
assembly.
Installthe arc chute (2). Insertthe rear of the
arch chute (2) under the lugs. Push the front
of the arc chute (2) down until It locks in
place. After fitting the arc chute (2), check
that it is secure.
Refer to Section Control Main Apparatus,
Sheet 05H, Filter Contactors of Volume G I ,
Cabling Documentation for fiRer contactor
electrical connections.

Revieion Date: 12.2001 3EHW 411328

secure using the bolts (I), spring and plain
washers.
Connect the pneumatic line (3) to the union

on the valve housing as tagged during dis-
assembly.
terminal as tagged during disassembly.
Installthe arc chute (1). Insert the rear of the
arc chute (1) under the lugs. Push the front
of the arc chute (1) down until it locks in
place. After fitting the arc chute (I), check
that it is secure.
Sheet 05D, Control Hotel Load of Volume
GI, Cabling Documentation for hotel load
contactor electrical connections.

Filter Indian Rallways WAPd
Contactor, Discharging Resistor (8.41)

secure using the bolts (2), spring and plain
washers.
Connect the high voltage cables (1,4) to the
Installthe arc chute (1) to the contactor (2),

then secure the chute using the bolts.
Connect the electrical cables (3) to the ter-
minals as tagged during disassembly.
Refer to Section Main Power Circuit, Sheet
01A, PrimaryCurrent of Volume GI,Cabling
Documentationfor discharging resistor con-
tactor electrical connections.
-
Chapter 3.09 Page 28 / 42 Ident. No. Bombardier Transportation Ud.
Indian Railways WAPd Filter
Capacitor Bank (8.4)
Position the capacitors (4) and tension clips

(5) to retain them.
Installthe bolts (I), spring and plainwashers

(2,3) to secure the tension clips (5). Tighten
the bolts (1).
Connect the earthing cables and secure

with the bolts (2), spring washers and nuts.
Install the cable shoe (5) and connect the @

cables as tagged during disassembly. Lo
Y
tS
Secure the cable shoe using nuts (I), spring OI
and serrated washers. rn
OIA, Primary Current ofvolume GI, Cabling
Documentation for capacitor bank electrical
connections.

Current Sensor, Hotel Load Supply (33)
Install the current sensor (2), then secure

using bolts (3), spring and plain washers.
Connect the cable to the terminal (1) as
tagged during disassembly.
Installthe bolts (1,2) and spring washers to

secure the cables.
01H, Hotel Load Supply of Volume G I , Cab-
ling Documentation for hotel load supply
current sensor electrical connections.

Surge ~rrester,Hotel Load (38.2)
Install the insulators (2),bolt (I),spring

washers and nut. Tighten the bolt (1).
. ' : ,
Install the insulating spacers (3).
Fit the upper cover (2),then secure the bolts
(I), spring and plain washers from each
corner of the cover (2).
01H,Hotel Load Supply of Volume G I , Cab-
ling Documentation for hotel load surge ar- h
Ir,
rester electrical connections. F.I
'e
0.
R
Bombardier Transportation Ltd. Ident. No.

\
-
Filter Indian Rallways WAPd
Discharging Resistor, Capacitor Bank (8.42)

Position the complete discharging resistor
unit:- resistors (3) and insulator (2) assemb-
ly.
Installthe bolts (4), spring and plain washers
to secure the resistor bracket. Tylhten the
bolts (4).
Connect the electrical cable (1) to the ter-
minal as tagged during disassembly.
01A, PrimaryCurrentof Volume G1, Cabling
Documentationfor capacitor bank discharg-
ing resistor electrical connections.
Primary Current Sensor (6.2)
Mount the current sensors and copper rails

(48).
Installthe bolts (7), spring and plain washers
to secure the current sensor and rails.
Mount the bus bar (6) on the insulators,then
install the botts (5), spring and plain
washers. Tighten the bolts (5).
Connect the plug to the sensor (3) as tagged
during disassembly.
Install the primary current sensor surge ar-
rester, electrical equipment apparatus
number 6.21, as described in this Section.
01A, Primary Current of Volume GI,Cabling
Documentation for primary current sensor
electrical connections.

Surge Arrester, Primary Current Sensor (6.21)
Mount surge arrester, base plate (7) and bus

bars (2).
lnstallthe nuts (6),spring and plainwashers
securing the base plate (7). Tighten the nuts
(6).
lnstall the cover (4).
Install and tighten bolts (3) and spring
washers to secure the cover (4).
lnstall and tighten bolts (1) and spring
washers to secure the terminals to the bus
bar (2).
>.
I , , . 01A, Primary Current of Volume GI, Cabling
Documentation for primary current sensor
surge arrester electrical connections.
Current Sensor, Harmonic Fllter (8.5)
Mountthe current sensor and bus bars (1,4).

lnstall and tighten the bolts (5),spring and
plain washers securing the.current sensor.
43
I
n
lnstall and tighten the bolts (2),spring and
plain washers to secure the current sensor
,
and bus as tagged during disassembly. (\
Connect the cables to the terminals (3,6) as

Refer to Section Actual Value Detection,
Sheet 12B, Current Sensors Converter of
Volume GI, Cabling Documentationfor har-
monicfilter current sensor electrical connec-
tions.

-
Fllter Indian Ralhvays WAP-5
Earthlng Resistors, Relays (37.1, 38.1,8.61,8.62 & 89.6)
Position the cover (3), relays (1) and resis-

tors (4) assembly.
Install and tighten the bob (2), spring and
plain washers to secure the assembly.
Connect the cables to the terminals as
01A, PrirnaryCurrentof Volume GI, Cabling
Documentation for earthing resistors relays
(8.61, 8.62) electrical connections.
Sheet 05G, MonitoringAuxiliaries of Volume
GI, Cabling Documentationfor earthing re-
sistors relays (89.6) electrical connections.
Refer to Section Main Power CircuR, Sheet
OlH, Hotel Load Power Supply of Volume
GI, Cabling Documentationfor earthing re-
sistors relays (37.1,38.1) electrical connec-
tions.

Maintenance anduepair Manual
Installation
Filter Cubicle
Attach suitable lifling equipment to the lifting

eyes (1) on the filter cubicle.
Lift the filter cubicle and carefully position
the cubicle into the machine room.

Install and tighten the bolts (5),with spring

and plain washers to secure the cubicle to
the pedestal.
Install and tighten the bolts (I), spring and
plain washers securing the upper mounting
brackets to the machine room wall.
Connect the pneumatic line (3) as tagged
during disassembly.
Connect plugs to the sockets (1) and (2) as


Filter Resistor
NOTE:
Use three ropes of synthetic materialand minimum diameter of 16 mm to lift the
filter resistor.
Attach suitable lifting equipment to the filter resistor.

6
Position the resistor (1) on the converter roof hatch. Ensure that the cable connections face
towards the junction box on the roof.
From beneaththe angle bracket, installthe bolts (5), spring and plain washers (4,3) to secure
the filter resistor to the converter roof hatch. Tighten the bolts (5).
Installthe earthing cable (6) between the filter resistor (1) and roof hatch. Installthe bolts (7)
and spring washers (8) securing the earthing cable (6),then tighten the bolts (7).
1
Connect the cables to the filter resistor terminals (6, 7, 8) as tagged during disassembly.
Positionthe protective cover (2) on the filter resistor (I), then install the screws (3), spring and
plain washers (5,4) to secure the cover (2). lighten the screws (3).

Junction Box
Apply a continuous 7 mm diameter bead of Sikalastomer 710 to both sides of the gasket (1).
Ensure all surfaces have been correctly prepared prior to application of the sealant, as de-
scribed in the Preface of this Volume.
Place the cable gland (lo), cover plate (2) and gasket (1) over the cables (6).
If necessary, connect the eiectrical cables (6) to the filter resistor terminals as described in
Filter Resistor in this Section. Installthe screws (9), washers (8,7) and nuts, then tighten the
nuts (7). .-I
(0
Secure the cover plate (2) to the roof junction box with bolts (5),spring and plain washers (4, 4
3). 0.
cu
Screw the gland (10) into the plate (2), then tighten the cablegland (10).
Bombardier Transportation Ltd. Ident.. No. -

0309003 I
If necessary, install the terminal bars, then install the bolts and washers and secure the ter-
minal bars to the insulators.
Installthe connectingangles and secure with bolts (9), spring washers (10) and washers (11).
Install the cover (6) to the terminal housing.
Install the bolts (4), spring and plain washers (2,3) to the terminal housing cover (6).

Indian Railways WAPS
Earthing Coil (11)
lnstall the earthing coil (1)into the cabinet.

Support the coil (I),then install the bolts
(19),spring and plain washers (20,21)se-
curing the coil brackets (22)to the holder
(23).
Connect the earth cable (9)to the terminal
bar (8)astagged during disassembly. lnstall
the bolt (1 O), washer (1 1) to secure the cable
and terminal bar (8)to the insulator (12).
. Xghten the bolt (10).
Connect the earthing cables (2,3,4)to the
terminal bar (8)as tagged during disassem-
bly. lnstall the bolts (5).washers and nuts (6,
7) to secure the cables to the temlinal bar
(8).Tighten the nuts (7).
Connect the earthing cable (13) to the
bracket (14)as tagged during disassembly.
lnstall the bolts (15), spring and plain
washers and nuts (16, 17,18)to secure the
cable (13)to the bracket (14).Tighten the
nuts (18).
Connect the locomotive earth cable (13)to
the bracket (14)as tagged during disassem-
bly. lnstall the bolt (25),spring and plain
washers and nut (26,27,28) to secure the Tu
co
cable (25)to the bracket (14).Tighten the
u
nut (28). 0.
n J
If necessary, connect the locomotive earth
cable (24)to the filter cubicle earthing stud
as tagged during disassembly, lnstall the
bolt (29),spring and plain washers (30,31)
securing the cable (25)to the stud. Tighten
the bolt (29).
01A, Primary Current of Volume GI,Cabling
Documentation for earthing coil electrical
connections.

Chapter 3.09 Page 41 1 42
Filter Indian Rallways WAP-5
After-installations Operations
Reinstall the converter roof hatch, as described in Chapter 1.I, Structure.

Conduct a water test around the junction box and check for leakage. Refer to Water Test in
the Preface of this Volume. Rectify any faults found.


Vol-D-1 Maintenance & Repair Manual of Wap5 With Transmission View Gear Type On 398 Page

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Vol-D-1 Maintenance & Repair Manual of Wap5 With Transmission View Gear Type On 398 Page

Uploaded by

Copyright:

Available Formats

- - -

- CARRIAGE DIRECTORATE/COMPUTER WING

' COVERING LElTER

NAME OF THE DIRECTORATE ELECTRICAL

2 NAMEOF THE SUB-DIRECTORATEISECTION ( DSE/Three Phase Loco

3 NAME & DESIGNATION OFTHE SCANNING- ~ rA.K.

1 Type o f Document (File/

7 DATE CF CREATION OF FILE

Page Iof 4 Bomardier Transportation Ltd ABB No. 3EHQ600372

Page 2 of 4 Bornardier Transportation Ltd ABB No. 3EHQ600372

Page 3 of 4 Bomardier Transportation Ltd ABB No. 3EHQ600372

Page 4 of 4 Bornardier Transportation Ltd ABB No. 3EHQ600372

~ombardierTransportation Ltd. Ident. No. Chapter Preface Page 1 1 18

Chapter Preface Page 2 / 18 Ident. No. Bombardier Transportation Ltd.

Section Disassembly describes procedures for the disassembly of equipment; generally

Volume A: Driver's Manual

Bombardier Transportation Ltd. Ident. NO. Chapter Preface Page 3 / 18

Chapter Preface Page 4 / 18 Ident. No. Bombardier Transportation Ltd.

Bombardier Transportation Ltd. Ident. No. Chapter Preface Page 5 / 18

Cabinets and Equipment Cubicles

Chapter Preface Page 6 1 18 Ident. No. Bombardier Transportation Ltd.

Bombardier Transportation Ltd. Ident. No. Chapter Preface Page 7 I 18

Before performing any operations on systems incorporating pneumatic components, ensure

Electrical Isolation of the Locomotive

Chapter Preface Page 8 1 18 ldent. No. Bombardier Ttansportation Ltd.

Pantograph air supply isolating cock Earthing switch on traction converter 2

Bombardier Transportation Ltd. Ident. No. Chapter Preface Page 9 1 18

Key Colour Qty. Location

- Unlocking the earthing switch on traction converter 2

- Opening the filter block

Move the battery isolating switch to the Off position, as required.

Chapter Preface Page 10 1 18 Ident. No. Bombardier Transportation Ltd.

Non-Destructive Testing & Inspection C

Bombardier Transportation Ltd. Ident. No. Chapter Preface Page 11 / 18

Chapter Preface Page 12 / 18 Ident. No. Bombardier Transportation Ltd.

Bombardier Transportation Ltd. Ident. No. Chapter Preface Page 13 I 18

Radiographic, or x-ray, testing involves exposing a component to a radiographic source

Chapter Preface Page 14 1 18 Ident. No. Bombardier Transportation Ltd.

Painted Surfaces Painted surfaces must be cleaned with Sikacleaner 205.

Bombardier Transportation Ltd. Ident. No. Chapter Preface Page 15 / 18

Chapter Preface Page 16 / 18 , Ident. No. Bombardier Transportation Ltd.

Steel Hexagon Head Bolts and Screws

Bombardier Transportation Ltd. Ident. No. Chapter Preface Page 17 / 18

Steel Socket Head Cap Screws

Stainless Steel (304 & 316) Bolts and Screws

Chapter Preface Page 18 / 18 Ident. No. Bombardier Transportation Ltd.

1.03 Doors & Steps

1.04 Draftgear & Couplers

1.09 Cable Conduct

Doors and Steps 1.03

Horns and Lights 1.06

Wipers and Washers 1.07

Cable Duct 1.09

Bombardier Transportation Ltd. Ident. No. Chapter 1.OO - Page 1 / 2

Chapter 1.OO - Page 2 / 2 Ident. No. Bombardier Transportation Ltd.

General Notes on Hazards in the Work Area

1 Pantograph roof hatch 4 Cab

Bombardier Transportation Ltd. Ident. No. Chapter 1 .Ol - Page 1 / 26

Chapter 1. O l - Page 2 / 26 Ident. No. Bombardier Transportation Ltd.

Bombardier Transportation Ltd. [dent. No. Chapter 1.01 - Page 3 / 26

The underframe is the main structural component of the locomotive carbody.

The underframe is a ladder type arrangement comprising continuous longitudinalfabricated

Chapter 1.O1 - Page 4 / 26 Ident. No. Bombardier Transportation Ltd.