LOVE THE VIDEO! GOOD TRAIN HANDLING! GOOD USE OF THE DYNAMIC BRAKES AND AIR! THE THROTTLE AND DYNAMIC HANDLE IS DIFFERENT THAN IN USA AND CANADA! CHEERS BROTHER RAILROADERS! 👍👍
A lot of American and Canadian engineers are very comfortable running their locomotives with the power plant in front of the cab. They call it running the locomotive Southern style. They aren't missing much since they can see miles up the track and are not worried about steering the train. That's why we call them engineers, not pilots.
Ignorant people down below are commenting about poor design and bashing the Railways. They call it short-hood and long-hood in Indian Rail parlance. The Short-hood (powerplant behind) is used for long distance routes and long-hood for short distance routes. Its nothing to do with design, its just a convenience for quick usage of the engine for route flexibility without having to turn the engine around. My grandfather piloted these for a living, and was one of the first Indian loco pilots to be trained on the Alco WDM-2s back in the early 60s.
Dynamic braking on a locomotive takes advantage of how the electrical system works. Dynamic brakes can be either on diesel-electric locos or straight-electric locos. During normal POWER operations, electricity is fed from the power source or the diesel generator to the traction motors that turn the big wheels and make the loco move. When you want to keep your speed in check (keep the loco from getting too fast down a grade, or ease the train speed down but without using the regular brakes, or even in addition to using the regular brakes), you bring the throttle control to idle, then either move the throttle lever back away from the power settings (away from the 1-2-3-4-5-6-7-8), or use another lever to engage Dynamic Brake mode and then move the throttle into the 1-2-3-4-5-6-7-8 to allow varying degrees of dynamic braking. What this does is makes an electrical routing change, and basically causes the traction motors to function as individual generators, which can feed the power they generate back into the power grid (up the pantograph to the overhead power wires and back into the electrical supply) if it is a straight-electric locomotive. If the loco is diesel-electric, this power is fed into a special on-board grid of resistors, giant heat elements (like a toaster heating element that heats to burn your bread). These elements take the power and create heat, and there are big fans that blow the heat off into the ambient atmosphere. The dynamic braking is adjustable thru several stages, sort of the way power may be applied. The further you move the control, the more resistance is created, and this functions to provide resistance at the wheels, slowing the loco or at least keeping the speed from increasing. It helps to save wearing out the real brakes that press on the wheels of the locos and cars.
It's of no use will be wrong.. When you are going downhill if you ride the brakes for a long time your brakes will be tossed.. That's why there is dynamic braking
I hope (in future) there will be batteries that can be charged from that as well as some solar panels on top of the train. The power could be used to run some lights/fans inside.
The visibility from the driver's cab is seriously compromised. There's actually no visibility at all of the area directly in front of the train. No wonder the poor drivers honk so much.
There is an assistant engine driver sitting on the left side. He too has the same set of controls, and can also watch out for signal and caution boards. Listen to the audio carefully, you can see some loud calls happening. Those are the drivers exchanging signal informations etc.
Its what you see becuase of the camera..camera is not able to adjust in this light conditions..human eyes can..he is able to see perfectly ahead of him..
This is because the loco is being driven in reverse (i.e. long hood running). This is because the loco cannot be turned at the end destination, most stations dont have turntables, so they have to run it in reverse on the back journey.
In North America this was popular with railways like Norfolk Southern and Southern railway. Look up EMD GP38 high nose and EMD SD40 high nose. I agree, limited view, but sure makes for a cool looking locomotive.
WHETHER YOU ARE RUNNING LONG END FIRST OR SHORT END FIRST WITH EITHER HIGH HOOD OR WITH LOW HOOD, IT IS MOST IMPORTANT THAT THE CREWMAN ON BOTH SIDES TO COMMUNICATE WITH THE OTHER SIDE! COMMUNICATE ALL SUCH AS SIGNAL ASPECTS TRACK AND GRADE CROSSING STATUS! KEEP THEM ROLLING BROTHERS! 👍👍
RF BIPIN SIR MERI YEH REQUEST HE KI ISS VIDEO ME JO JO CHIZ LOCO PILOT NE KIYI HE , AAP KHUD UNHE APKE WORDS ME EXPLAIN KRKE VIDEO UPLOAD KIJIYE MATLAB HUM PURI TARAH SE SAMAJ JAYENGE KI KYUN THRTTLE KO PURA AAGE LE JAYA JATA HE ETC AAP APNI BHASHA EASILY BATAYE USKE UPAR EK VIDEO BANAYE BEST WISHES FROM MUMBAI , THANK YOU
This is quite dangerous , the view of track and especially for pilot sitting at left for him right side is blind and vice versa. How come Indian railway allow this , I think there are ways to turn the face of the loco. Can some one explain why this practice is being allowed ??
sandynoby They run the engines this way to protect the crew members if they hit a truck or a car. US railroads used to do this back in the 1950’s 60’s 70’s and early 80’s. Now locomotives have their cabs up in the front but they’re higher off the ground for safety. This just happens to be an older locomotive design probably from the 1950’s or 60’s.
Dynamic is used to control speed but cannot bring it to a dead stop. On down grades or before coming to a stop without using friction brake dynamics are used.
Cause people constantly cross the tracts and have no sense. If they get hit those illiterate villagers will put up a huge scene and will burn or damage the train.
People are constantly trespassing . Do you know over ten thousand people are killed annually on Indian Rail tracks . That’s why they have their hand on the horn button permanently .
The control being on the Right Hand Side of direction of travel suggests it is a WDM3A. I haven't been on these locomotives for a long time, so I could be wrong, just a thought.
Less fuel consumption, sure!? because they work on negative polarity generated by the traction motors right? For that you need negative polarity current generated by the gen set so more fuel consumption i guess! I may be wrong... I believe it is used for saving the compressed air used for braking and also used on hilly tracks for continued application instead of pneumatic braking! Great opportunity man!!
Kevin Sheth less fuel consumption happens in regenerative braking in electric engines. Here electricity is generated while braking, which is then fed back to the grid.
Kevin Sheth less fuel consumption happens in regenerative braking in electric engines. Here electricity is generated while braking, which is then fed back to the grid.In diesel locos, it is used to reduce the wear and tear due to frictional braking.
Three ways of braking an electric motor. Dynamic, regenerative, and plugging. Plugging - Is when reverse polarity current is fed into the motor, causing it to want to rotate in the opposite direction. Control circuitry is needed to shut off the reverse polarity current when the motor stops, to prevent it spinning up in the wrong direction again. Plugging can not be used for extended periods, as it may damage a motor. For these reasons, it's rarely used in any application, let alone stopping a train. Dynamic braking is when the motor is used as a generator. The more current you draw from a generator, the harder It is to spin, causing the retarding effect. The current generated by the spinning motor is fed across a bank of resistors, converting it to heat. This slows the motor in a non linear fashion. The faster the motor is going, the greater the rate of deceleration. Regenerative braking is the same as dynamic braking, but instead of current being dissipated as heat across resistors, it's absorbed back to the power system. Regenerative braking is very complex - If there is no demand for current on the power line, it must switch to dynamic mode to ensure the motors still have a retarding effect. Also, the power absorbed might have to be converted to a different voltage first. Trains mostly use dynamic braking, with a bank of resistors. The engineer can typically select several different notches for changing the braking force. As the engineer selects a higher dynamic braking notch, more resistors are connected in parallel across the motors connection. These are cooled by large fans, blowing the heated air out of grills on the side of the locomotive. Dynamic braking is used more so to control the speed of a consist as it goes down a gradient. Never to completely stop or hold a train stationary. If your consist is going down a gradient, and you have the dynamics on, it will control the speed very well - If the train starts to go a bit faster, the dynamics respond with more braking force, because more current is generated, and then dissipated. Sorry for the essay!
He was pushing the lever upwards to slow the train. Its is called Dynamic Braking where the traction motor used to speed up the train is also used as brakes, it cannot completely stop the train but is effective to slow the speed when train is cruising at speed above 80kmph.
They should redesign the WDP like the WAP. Should have full frontal view instead of those annoying narrow lane views. Freaking engine is blocking the main view.
What a poor design of Loco. Don't know how such a poor cabin design was approved. Driving this type of Loco is a very tedious job for Loco-Pilot. He even can not see a full track ahead.
Hindustani ... no wonder these loco pilots are frustrated lots. imagine working under such exposure to noise pollution with partial view and excellent interior. God bless them.
![[IRFCA] Shatabdi Express Locomotive Cab Ride, Ultimate Cab Ride in WDP4D Engine](http://i.ytimg.com/vi/iAX149T4rbs/mqdefault.jpg)
![[IRFCA] Shatabdi Express Locomotive Cab Ride, Ultimate Cab Ride in WDP4D Engine](/img/tr.png)
Locomotive pilot का दर्जा airplane के पायलट से किसी भी तरह कम नहीं..... They are respected person.... They are locomotive pilot
Vijay Dhiman is a good one in the morning you 90s me
LOVE THE VIDEO! GOOD TRAIN HANDLING!
GOOD USE OF THE DYNAMIC BRAKES AND AIR! THE THROTTLE AND DYNAMIC HANDLE IS DIFFERENT THAN IN USA AND CANADA! CHEERS BROTHER RAILROADERS!
👍👍
A lot of American and Canadian engineers are very comfortable running their locomotives with the power plant in front of the cab. They call it running the locomotive Southern style. They aren't missing much since they can see miles up the track and are not worried about steering the train. That's why we call them engineers, not pilots.
Ignorant people down below are commenting about poor design and bashing the Railways. They call it short-hood and long-hood in Indian Rail parlance. The Short-hood (powerplant behind) is used for long distance routes and long-hood for short distance routes. Its nothing to do with design, its just a convenience for quick usage of the engine for route flexibility without having to turn the engine around. My grandfather piloted these for a living, and was one of the first Indian loco pilots to be trained on the Alco WDM-2s back in the early 60s.
2:33 hydraulic train brakes activated
2:48 dynamic brake activated
Hydraulic not. Pneumatic brake.
What's the difference?
There are no hydraulic brakes on these locomotives or the load. That is pneumatic brakes.
@@prajwal_747 Hydraulic Brakes are applied with oil pressure. Pneumatic Brakes are applied using compressed air along the length of the train
@@TrainManFromOZ ok. Which is more effective n when it is normally used tho?
I really love these powerful diesel machines
Nice Video
Aesthetic video
nice vdo...can u plz explain me the use of dynamic brakes?
Dynamic braking on a locomotive takes advantage of how the electrical system works. Dynamic brakes can be either on diesel-electric locos or straight-electric locos. During normal POWER operations, electricity is fed from the power source or the diesel generator to the traction motors that turn the big wheels and make the loco move. When you want to keep your speed in check (keep the loco from getting too fast down a grade, or ease the train speed down but without using the regular brakes, or even in addition to using the regular brakes), you bring the throttle control to idle, then either move the throttle lever back away from the power settings (away from the 1-2-3-4-5-6-7-8), or use another lever to engage Dynamic Brake mode and then move the throttle into the 1-2-3-4-5-6-7-8 to allow varying degrees of dynamic braking. What this does is makes an electrical routing change, and basically causes the traction motors to function as individual generators, which can feed the power they generate back into the power grid (up the pantograph to the overhead power wires and back into the electrical supply) if it is a straight-electric locomotive. If the loco is diesel-electric, this power is fed into a special on-board grid of resistors, giant heat elements (like a toaster heating element that heats to burn your bread). These elements take the power and create heat, and there are big fans that blow the heat off into the ambient atmosphere. The dynamic braking is adjustable thru several stages, sort of the way power may be applied. The further you move the control, the more resistance is created, and this functions to provide resistance at the wheels, slowing the loco or at least keeping the speed from increasing. It helps to save wearing out the real brakes that press on the wheels of the locos and cars.
Stan Patterson thanx a lot for xplaining in detail...!!👍
@@RailwayGamestar Hi RG here Wow!!
Big fan
Big fan bhai
Fabulous braking. Fantastic braking. Awesome video
Sadly in Diesel Locos no use of dynamic Braking generated energy except burning that through a Resistance.
Not only diesel,some old style EMU and EL doing the same way
Bro it's alternative one needed to save fuel and much gone for high speed instead of direct notch
It's of no use will be wrong.. When you are going downhill if you ride the brakes for a long time your brakes will be tossed.. That's why there is dynamic braking
I hope (in future) there will be batteries that can be charged from that as well as some solar panels on top of the train.
The power could be used to run some lights/fans inside.
The visibility from the driver's cab is seriously compromised. There's actually no visibility at all of the area directly in front of the train. No wonder the poor drivers honk so much.
I cannot see anything..they drive on hope..electric engines are better
There is an assistant engine driver sitting on the left side. He too has the same set of controls, and can also watch out for signal and caution boards. Listen to the audio carefully, you can see some loud calls happening. Those are the drivers exchanging signal informations etc.
Its what you see becuase of the camera..camera is not able to adjust in this light conditions..human eyes can..he is able to see perfectly ahead of him..
That is correct. No direct view of the track. And field of view to one side is compromised. Even if there is an assistant.
This is because the loco is being driven in reverse (i.e. long hood running). This is because the loco cannot be turned at the end destination, most stations dont have turntables, so they have to run it in reverse on the back journey.
You are great
Beautifully composed. Very nice video.
amazing experience !!!!👍👍👍 instantly subscribed you.
Its really a difficult task to drive these type of Locomotives, you can only see one sided view in lieu of complete Front View.
bro its my dream job
bhave jini mrji tankha howe
ryan loyal Hats off to you, Thanks.
In North America this was popular with railways like Norfolk Southern and Southern railway. Look up EMD GP38 high nose and EMD SD40 high nose. I agree, limited view, but sure makes for a cool looking locomotive.
WHETHER YOU ARE RUNNING LONG END FIRST OR SHORT END FIRST WITH EITHER HIGH HOOD OR WITH LOW HOOD, IT IS MOST IMPORTANT THAT THE CREWMAN ON BOTH SIDES TO COMMUNICATE WITH THE OTHER SIDE!
COMMUNICATE ALL SUCH AS SIGNAL ASPECTS TRACK AND GRADE CROSSING STATUS!
KEEP THEM ROLLING BROTHERS!
👍👍
Haw can i going to cab ride??
Very Nice Video.Thank you for sharing.
I love the LHF Alcos yet for a LP this is hell ! Hail the WDP4Ds - they look shit ugly but they must be a treat for the lps !
That's awesome job
this video is super........
nice video, long honking, good capture
Awesome bro!!!
Nice work sir💕👍
that's my dream job in Indian Railways...😘😘
mine to bhai
Отлично. Динамический тормоз в действии
Yup true bro unstoppable
What is the St Paul's English School book doing there..or wut is it for...??
Learning to speak better English ,I guess
Thanks Sir
Run it like you stole it!!!!
Very Nice
super video bro
Nice !!!
Good video
superbb bro....
Hey Bipin how can you get permision to enter and make video of the locomotives
Can anyone explain me that they are manual and auto brakes or loco and train brakes
Super video
You get to learn so much, just from the comments section.
nice vedio make more vedie because i want to be a locopilot
RF BIPIN SIR MERI YEH REQUEST HE KI ISS VIDEO ME JO JO CHIZ LOCO PILOT NE KIYI HE , AAP KHUD UNHE APKE WORDS ME EXPLAIN KRKE VIDEO UPLOAD KIJIYE MATLAB HUM PURI TARAH SE SAMAJ JAYENGE KI KYUN THRTTLE KO PURA AAGE LE JAYA JATA HE ETC AAP APNI BHASHA EASILY BATAYE USKE UPAR EK VIDEO BANAYE BEST WISHES FROM MUMBAI , THANK YOU
This is quite dangerous , the view of track and especially for pilot sitting at left for him right side is blind and vice versa.
How come Indian railway allow this , I think there are ways to turn the face of the loco. Can some one explain why this practice is being allowed ??
sandynoby They run the engines this way to protect the crew members if they hit a truck or a car. US railroads used to do this back in the 1950’s 60’s 70’s and early 80’s. Now locomotives have their cabs up in the front but they’re higher off the ground for safety. This just happens to be an older locomotive design probably from the 1950’s or 60’s.
@@KISSFanDan1995 wdp 4d in india is a two cab engine and sounds like a jet engine
LP’s have long protested about driving in LHF mode but the Indian Rail authorities say there is no problem driving in this mode .
@@KISSFanDan1995 It is WDM3A alco locomotive(developed 1993). It was an advanced version of WDM2(1962)
Awsome
Amazing 😍
Masha Allah 😍😍
tha nice ralway track with ralway derever ol tha best
The Horn is very nice
110 km/H lol is fast in brasilian railroad Do not pass 60 km/h
Elias i its bharat not brazil
Aap engine ke andar kaise jate hai us ke liya permission leni parti hai
R u from Assam?
Super
This is a right hand drive
haran bar bar kis waja se lagathe hai ?????
wow, m really interested with dis kind of job
very good train driver
what is technical and non technical in the railway
I love........ this job I want to become the loco poilat 😊😊😊😉😉😉
Phle pilot ki spelling toh seekhlo bro 😅😅
Train driver Ko train chlane me bahot paresani hoti he
INDIAN RAILWAY ME TRAIN CHALAK KO LOCO PILOT KEHETE HAI DRIVER NAHI TO IT NOT CALLED DRIVER IT CALLED LOCO PILOT
Lovely view of a lever, a hand, a watch and an arm - but not the speedometer!!!
Min 2.12
2:12
Wow wow
its kerala?
naise videos
gajab
One que is that how loco pilot see signal in this long hood loco
On the other side there is asst loco pilot. Both the LP and ALP communicate with each other.
why do some pilots attach engine reverse
I know the reason this is called wood side that when a heavy freight gets too heavier than the loco pilot use wood side system
Sharukh Khan
Because they are Muslims.
They read the manual from back to front. LOL!!!
m krispy it's loco pilot
m krispy ...u know how to brake in such a speed..
Swadhin Swarup Surin hii
Rf bipin how do u get inside the cab
Shubham Maurya how to get permission?? even I want to know pls tell
How did you go inside
I think he request to LP. Or LP is his father or his relation member. I also went many times in Indian Diesel locomotives.
what use of dynamic brake ?
Its safe and smooth brakeing system in minimum time control the speed
Dynamic is used to control speed but cannot bring it to a dead stop. On down grades or before coming to a stop without using friction brake dynamics are used.
Super poco pilot
It is Loco Pilot not Poco pilot.
It also remember me the movie (UNSTOPABLE
Sirr only 12th pass se kbb aayegi bhrti train driver kii ........bina iti wali.....plzz reply fast
Technical qualification like diploma in mechanical or electrical engineering is required.
Bro is it Malda WDM 3A???
Yes
+RF bipin how to get permission?
110 km/h not mph
what he did at 4.15
increased the speed by pushing the throttle
gear dala hai haha
What did he do at 4:15? He engaged the dynamic braking again.
Disconnect the horn and an Indian driver would not be able to drive a car, bus or train.
Doug Borrett why ?
because anything in india that moves, is horn powered.
wishus knight lol
you could say that Indian drivers are very "horny"
soon they might need it in planes as well..lol
Como conducen ésas locomotoras si no se ve nada hacia adelante???!!! 😱😰
More like how to blow horn at constant rate
Cause people constantly cross the tracts and have no sense. If they get hit those illiterate villagers will put up a huge scene and will burn or damage the train.
People are constantly trespassing . Do you know over ten thousand people are killed annually on Indian Rail tracks . That’s why they have their hand on the horn button permanently .
It is wdm3d not wdm3a
The control being on the Right Hand Side of direction of travel suggests it is a WDM3A. I haven't been on these locomotives for a long time, so I could be wrong, just a thought.
Why does it sound like that.. siren blaring like ambulance where is clugging sweet sound of alco
Are you telling us the train is travelling 110 thousand miles per hour?
meters per hour
Yep,u guessed it!!
Less fuel consumption, sure!? because they work on negative polarity generated by the traction motors right? For that you need negative polarity current generated by the gen set so more fuel consumption i guess! I may be wrong...
I believe it is used for saving the compressed air used for braking and also used on hilly tracks for continued application instead of pneumatic braking! Great opportunity man!!
Kevin Sheth less fuel consumption happens in regenerative braking in electric engines. Here electricity is generated while braking, which is then fed back to the grid.
Kevin Sheth less fuel consumption happens in regenerative braking in electric engines. Here electricity is generated while braking, which is then fed back to the grid.In diesel locos, it is used to reduce the wear and tear due to frictional braking.
Three ways of braking an electric motor. Dynamic, regenerative, and plugging.
Plugging - Is when reverse polarity current is fed into the motor, causing it to want to rotate in the opposite direction. Control circuitry is needed to shut off the reverse polarity current when the motor stops, to prevent it spinning up in the wrong direction again. Plugging can not be used for extended periods, as it may damage a motor. For these reasons, it's rarely used in any application, let alone stopping a train.
Dynamic braking is when the motor is used as a generator. The more current you draw from a generator, the harder It is to spin, causing the retarding effect. The current generated by the spinning motor is fed across a bank of resistors, converting it to heat. This slows the motor in a non linear fashion. The faster the motor is going, the greater the rate of deceleration.
Regenerative braking is the same as dynamic braking, but instead of current being dissipated as heat across resistors, it's absorbed back to the power system.
Regenerative braking is very complex - If there is no demand for current on the power line, it must switch to dynamic mode to ensure the motors still have a retarding effect. Also, the power absorbed might have to be converted to a different voltage first.
Trains mostly use dynamic braking, with a bank of resistors. The engineer can typically select several different notches for changing the braking force. As the engineer selects a higher dynamic braking notch, more resistors are connected in parallel across the motors connection.
These are cooled by large fans, blowing the heated air out of grills on the side of the locomotive.
Dynamic braking is used more so to control the speed of a consist as it goes down a gradient. Never to completely stop or hold a train stationary.
If your consist is going down a gradient, and you have the dynamics on, it will control the speed very well - If the train starts to go a bit faster, the dynamics respond with more braking force, because more current is generated, and then dissipated.
Sorry for the essay!
Kevin Sheth N even Traction motor runs in anticlockwise
When loco pilot starts dynamic braking
Plz someone speak in English!!:))
superb
Masttttttttttttttt
The Darjeeling Limited.
no better than car drivers of India
Why the loco pilot was pushing the notch upwards? Because if we want to increase the speed we pull it downwards.... But why he was pushing it upwards?
He was pushing the lever upwards to slow the train.
Its is called Dynamic Braking where the traction motor used to speed up the train is also used as brakes, it cannot completely stop the train but is effective to slow the speed when train is cruising at speed above 80kmph.
Ham ko ve loco pilot bana ga
st . pauls english school they read books..?
Sharukh Khan why not?
loco pilot might be doing his son's home work..lol
Indian railways should replace the Diesel engines with electric ones
Beautiful fingers,wish I could see his face.
If I ask they can allow me
That's 110 KPH or 68 MPH.
my dream job
The driver may get disrirb from the sound of engine
my feorate job yhi h...
Why its in reverse
The visibility of track isnt good this can make unnecessary issues
For decades it has been run like that.
Its a chain pulling
No
68 mph
They should redesign the WDP like the WAP. Should have full frontal view instead of those annoying narrow lane views. Freaking engine is blocking the main view.
What a crate... LOL
What a poor design of Loco. Don't know how such a poor cabin design was approved. Driving this type of Loco is a very tedious job for Loco-Pilot. He even can not see a full track ahead.
Hindustani ... no wonder these loco pilots are frustrated lots. imagine working under such exposure to noise pollution with partial view and excellent interior. God bless them.
Murad Ali SAYED
Very well said bro...
But I think there still must be a reason IR using them... Dunno wat
Old Diesel locomotive design after the steam engine, most likely
It's just running backward.
Well fortunately there are no Audis road-raging in front of the engine so it isn't that bad.