AN INTERNSHIP REPORT ON

WDS-6 LOCOMOTIVE
(FOR 4-WEEK WINTER INTERNSHIP PROGRAMME at Diesel Shed,
Shakur Basti , New Delhi)
(Dec. 2012- Jan. 2013)

(Delhi Technological University)

Presented by:
Mohit Gupta
Jayson K. Varkey
Swapna Singhal
Manas Chitransh
Jayati Takkar
Gopal Kumar
1

ACKNOWLEDGEMENT

A project of this magnitude cannot be completed without the

support of many individuals, who constantly guided, supported
and critically examined the efforts put in to the making of this
report.

We would like to express my sincere gratitude to my guide

Mr. S. R. Pathak (Section Engineer, SSB) for his useful
guidance and constructive criticism, throughout the making of
this report; he was able to bring out areas of improvement,
which proved to be very useful.

We must concede that this project would never have been

completed without the support and encouragement of
Mr. R. K. Mehta ( Senior Section Engineer, SSB) .I would also
like to thank all the railway employees & faculty members of our
institute for their continuous assistance and useful guidance
throughout the making of this report.

INDEX

TOPIC

PAGE NO.

INTRODUCTION

EQUIPMENT LAYOUT.

GENERAL DATA...

LOCOMOTIVE SECTIONS..

LUBRICATION SYSTEM.

13

CONCLUSIONS.

16

SYNOPSIS
Indian Railway now a days a leading transport in India. It plays a very
significant role in increasing the Indian economic value of asset. Every asset
has a value and every individual expert to generate maximum benefit from it
hence they need to get their asset insured because they are likely to be
destroyed or made non functional through an accidental occasion.
We are heartily delighted to present our training report in Northern Railway
which believe enlighten the reader about the conceptual aspect of different
types of locomotives in India to a great extent.
This report also throw light about the different types of locomotives involved
and maintenance prevailing in the Indian Railway.
Indian Railway is the largest single networks in the world. Now a day Indian
Railway achieving a great success.

HISTORY OF RAILWAYS
The history of railways is closely linked with the growth if civilization of
mankind. As the necessity arose, man developed by his ingenuity various
methods of transporting goods from one place to another. In the primitive days
head loads carried the goods. As the civilization grew, the goods were
transported by cart drawn by man or animal. In the 15th century store slab or
wooden baulks were laid with road surface for carriage of heavy goods loaded
on cart and drawn by animal. These were called Tram Ways These
Tramways were extensively used in 16th century in mines in central Europe
for carriage of coal and other minerals.

Iron plates to reduce wear replaced the timber baulks and these were called
plate ways. These plates were also substituted in course of time by angle
irons to give lateral support for better safety. As a further improvement.
4

William Jessup of U.K in 1979 replaced iron plates with cast iron beams
having stone supports at the ends for better working. The present railway
track is a gradual evolution from these plate ways.
Efforts were simultaneously made to replace animal power also by mechanical
power. In 1769 French man called Nicholas Cygnet carried out for the first
time some pioneering work for development of steam energy. Then a
Scotsman William Murdoch did further
Trevithick designed and constructed a steam locomotive. This locomotive
however, could be used for traction on roads only. The credit of perfecting the
design finally goes to Gorge Stephenson who in 1814 produced the first steam
locomotive used for traction for railways.

The first public railways in the world was opened to traffic on 27th September,
1825, when the first train made its maiden journey between Stockton and
Darlington in U.K.
Simultaneously other countries introduced trains for carriages of passengers
traffic at that time. The first time in Germany was opened from Nuremberg to
Furth in the year 1835. In U.S.A. The first railway was opened in 1833
between Mohawk and Hudson.

This was followed by a spate of development of railways system throughout

the word and the firs railways was opened in Indian in 1853. The maiden trip
on Indian soil of the first train consisting of steam engine and 4 coaches was
made on 16th April 1853 when it traversed a 21 mile stretch between Bombay
and Thana in about 4 hours. Starting from this humble beginning the Indian
railways system has grown up today into a giant network consisting of about
1,09,000 route kms and crises-crossing this great country from Himalayan
foothill in the North to Cape Comorian in the south.
5

Indian Railways

Founded

April 16, 1853, Amalgamation on 1947

Head quarters

New Delhi

Key People

: Union Railway Minister Mamta Banerjee

Minister of State of Railways Shri E.Ahammed
Chairman of Railway Board S.S. Khurana

Area covered

India

Industry

Railways and Locomotives

Type of track

Broad gauge, Narrow gauge and Wide

Gauge.

Area network

63,140 km
(In length)

Owner

Government of India

Website

http://www.indianrailways.gov.in/

Introduction of Indian Railway:-

The formal birth of Railway of in India was started in 1851. the first train in
India became operational on Dec 22, 1851, and was used for the hauling of
construction material in Roorkee. A year and a half later, on April 16, 1853,
the first passenger train service was inaugurated between Bori Bunder to
Thane (in Bombay) . Covering distance of 34 km (21miles). it was hauled
by three locomotives,Shaib,Sindh and Sultan. By 1947, the year of Indias
independence, there were forty two rail systems. In 1951 the systems were
nationalized as one unit, becoming one of the largest networks in the
world.
Indian Railways is the state owned Railway Company of India. Indian
Railways had until very recently; a monopoly on the countrys rail transport
.It is the largest and busiest rail networks in the world, transporting just
over six billion passengers and the almost 750 million tonnes of freight
annually. Indian Railways is the worlds largest commercial or utility
employer, with more than 1.6 million employees. The railways transverse
through the length and width of the country; the routes cover a length of
63,140 km (39,462miles). As of 2002 Indian Railways owned a total of
216717 wagons, 39236 coaches and 14444 trains daily including about
8702 passenger trains. Indian Railways operates both long distance rail
systems. For administrative purposes it is divided into 16 sections.

DIESEL ENGINE:-

The diesel engine patented by Dr. Rudolf Diesel (1853-1913) in Germany.

In 1892 and he is actually got a successful engine working by 1897. by
1913, when he died, his engine was in use on locomotives and he had set
up a facility with sulzer in Switzerland to manufacture them. His death was
mysterious in that he simply disappeared from a ship taking him to London.
The diesel engine is a compression ignition engine, as opposed to the
petrol (or gasoline) engine, which is a spark-ignition engine.
The sparks ignition engine uses an electrical spark from a spark plug to
ignite the fuel in the engines cylinders is ignited by
the heat caused by
air suddenly compressed in the cylinder. At this stage, the air gets
compressed into an area 1/25th of its original volume. This would be
expressed as a compression ratio of 7 to 10 will give an air pressure of
500 lbs/in2 (35.5 bar) and will increase the air temperature to over
800F(427C).
The advantage of the diesel engine over the petrol engine is that it has a
higher thermal capacity (it gets more work out of the fuel), the fuel is
cheaper because it is less refined than petrol and it can do heavy work
under extended periods of overload. It can however, in a high speed form,
be sensitive to maintenance and noisy, which is why it is still not popular
for passenger automobiles.

Introduction of Shakur Basti Diesel Shed: Shakur Basti Diesel Shed was established in 1955. It carry as a facility
of repair or maintenance of all type of diesel locomotives nominated to
come under its holding or as per as schedules of maintenance and to
make available for service as per as requirements of traffic department
of the railways. It is a field unit functioning under the dual control of the
zonal office, Baroda house, New Delhi; and the office of divisional
headquarters of northern railway.
Indian Railways has a fleet of about 3800 BG Diesel Locomotives,
which are based in about 47-maintenance sheds spread all over the
8

country. Shakur Basti is one such premier shed in Northern Railways

homing 165 Diesel Locos. Because of its geographical location and
being in the Capital,it serves a large number of Mail/ Express trains
which run across the length & breadth of the country besides catering to
goods operation.
The shed has a total berthing capacity for 17 locomotives under 4
covered bays.

The main bays are:1. The subassemblies section.

2. The heavy repair and bogie shed (3 berths for heavy & 2 lifting points).
3. Mail running repair bay (6 berths).
4. Goods and out of course running bay (6 berths).
There is one old steam shed, which has been connected. This shed has a
capacity for berthing 4 locomotives and is not equipped with lighting and
overhead crane .this shed can hence be used for light repairs only.
Diesel Shed, Shakur Basti is spread over an area of 41,141 Sq.m out of
which 15,417 Sq.m is covered. Total manpower of shed is 854 . Shakur
Basti has got one of the best staff/ loco ratio on Indian Railways.
Diesel Shed, Shakur Basti was established in the year 1955 with a planned
holding of locomotives and initial holding of 82 WDS locomotives Shed
containing a capacity of 3.35 litres/EKM of lube oil consumption.

Organizational structure staff strength: Shakur Basti shed has a sanctioned strength of 854 against which 698
persons are on-roll.
There are 9 posts of officers in the shed. The shed is headed by a Sr.
DME who is assisted by 2 Sr. Scale and 6 Jr. Scale officers.
9

 The laboratory is looked by an ACMT and the attached stores depot by

an AMM. The training school and simulator centre have been entrusted
to a separate assistant officer. These officers also report to the Sr.
DME.

Sections under Shakur Basti Shed:1. Running Mechanical & Goods/Mail Section: This section attends the locos of trip, monthly, four monthly and twelve
monthly schedules. Following items are repaired /checked during each
schedule:1) T1 , T2 Schedule :- TRD, Cylinder Heads, Manifolds & joints, Any loose
or defective part, Any unusual sound, Lube oil pressure, Brake system,
Water sample, Water or oil leakage, Lube oil system, Expresser, After
Cooler, Traction Motor Blower, Gear Case, Cyclonic Filters etc.
2) M2 Schedule:- Cooling Water System, Expresser Crankcase, Air
system, Lube oil system, Fuel oil system, Cylinder valve, Engine crank
case, Expresser, radiator, Exhaust manifold, Air brake system, Traction
motor blower, Suspension bearing, Bogie etc.
3) M4 Schedule:- Repetition of trip and monthly schedule,

Fuel oil

system, Cylinder heads, Engine crankcase cover, Strainers and filters, Air
& vacuum brake system, Expresser Governor, Expansion tank water level
gauge, Air intake system, Roller bearing axle boxes, Traction motor
blower, suspension bearing, Speed indicator etc.
4) M12 schedule:- Repetition of above mentioned schedules, Expresser,
Engine, Filters, Lube oil cooler, Air brake cylinders, Cattle guards,
Buffers, Suspension bearing brackets, Firing pressure, Overhauling of
TSC, Air intake filter, After cooler, Compressor Governor, OST, Cleaning
of Wick Pads, Air system, Brake Connections, Air Dryer, MSU etc.

10

2. Fuel Section:-

It keeps the record of the amount of fuel oil and different types of lube oils
issued to a loco. This section stores high speed diesel, RR 813 M lube oil
for engine sump; T 78 lube oil for governor, wick pads and loading pads;
SP 150 lube oil for expresser and Cardiam Compound for gear box.

3. FIP Section: Fuel injection pump (FIP) supplies fuel at high pressure to the cylinder in
which the fuel is burnt. In FIP, fuel nozzle contains 9 holes through which
fuel is sprayed. In this section assembly and testing of FIP is done and
problems i.e. chattering, dribbling are removed. Here calibration of FIP is
also done because it has to release a particular quantity of fuel at correct
time called Phasing.

FIP is present in the side of engine block over the cross head.
It is operated by the cam shaft. FIP sends the fuel through
The high pressure pipe and then into the injector. This section
Has 2 types of FIP, modified and unmodified. Unmodified
Type has 15 mm. dia. Plungers and modified type has17 mm.
dia. Plungers. The section Checks the fuel pressure in
FIP, spray pattern of the injector, pressure drop in injector
Etc.

4. Cylinder Head Section:-

The cylinder head contains the inlet and exhaust valves, push rods for
operating these valves & fuel injector. The section replaces the damaged
valve seat inserts, valve guides & injector sleeve. The main body of
cylinder head is checked by Hydraulic testing. Valve seats are ground
before inserting the valves. After this blow bye test is done to check the
compression leakage from the valves and from the liner cylinder head
joint.
11

5. Power Pack Section:-

In this section dismantling of whole engine block takes place. Cylinder

heads, liners, pistons, FIP, Cross heads, Water and lube oil pump, all
these components are disassembled and sent to their respective
sections. There they are checked for defects and cracks by various
methods. Condemned parts like piston rings, VSI, pistons, connecting
rods etc. are replaced. After proper inspection

The engine is reassembled. Extreme care is taken in setting the piston

rings, lube oil and Water pump, joining the connecting rod with crank
shaft.

It is the most important part in the diesel locomotive which generates

power. Here the conversion of chemical energy released by burning of
diesel is converted to mechanical power at the main crank shaft and this
is done with the help of various components like Crank shaft, camshaft,
cylinder head and valves, cylinder lining, piston and piston ring and
connecting rod. All these Components are assembled in main engine
block and this assembly is called Power Pack.

6. Bogie Section:-

The section has two types of bogies, 2 axle bogies and 3 axle bogies. A
bogie has axles, axle boxes, wheels, traction motors, main bogie,
suspension bearing and suspension system. In the section the bogie is
dismantled, traction motors, axles and wheels are removed off. After this
all the respective clearances are checked. Main frame is checked for
cracks by RDP test and axles are checked by Ultrasonic test. The 2 types
of axle boxes i.e. conventional and high speed are cleaned and lubricated
again by grease. Suspension system of the bogie consisting of
compression springs and hydraulic shockers is also inspected on the test
bench.

12

 The framework on which the power pack, generator etc. rest on. There
are many parts combined to form bogie:(a) Axle:- It is a shaft connecting both wheels & has a bull gear.
(b) Axle box: - The part of axle on which the under frame rests.
It is having compression spring acting as shock absorbers.
(c) Traction motor:- DC series motor which take electricity
From generator & gives motion to wheels.
(d) Wheels:- There is two per axle. The surfaces of wheels are
Flange & treads which prevent derailment & part which comes
in contact with rail respectively.
(e) Suspension bearings:- It rests on the axle which is used for
For provide the it rests on the axle which is used for
Provide the lubrication to axle to prevent seizure.
(f) Suspension - It prevents jerks due to irregularities on track
& protects the power pack as jerks can cause serious
damage to power pack.

7. Yearly Mech. Section:-

Yearly schedule takes place in 24 months. In this schedule whole loco is

dismantled and all parts are sent to their respective sections for repair and
replacement. Removing the generator deflection, main bearing fitment,
crankshaft and camshaft thrust deflection setting, OST calibration, block
alignment are some activities which require extreme care.

It is also known as M24 section. This time taken for this schedule to
complete is 15 days.

8. Speedometer Section:-

Speedometer is a device installed in the loco to measure and store the

speed of the train. An indicator is also placed in the driver cabin for speed
matching. In the section they rectify the speedometer defects like cable
13

fault, junction fault, memory card fault etc. Also they set the speedometer
at a definite speed of 110Km/Hr.

9. Pump Section:-

The section deals with water & lube oil pumps and cross heads. The
condition of bearings, oil and water seals of the pump is checked here. The
section also replaces the damaged rollers of the cross head.

10. Metallurgical Lab:-

This section has the following different parts: N.D.T. lab:- Here different components are checked before reusing for
any type of crack or breakage. The components are tested without
destroying them. Zyglo test, red dye penetration test, ultrasonic test and
magna flux test are employed for testing the cracks.
Shift lab:- This lab checks the presence of water in lube oil, viscosity of
lube oil, water contamination etc.
Spectrographic lab:- This lab checks the presence of different elements
in the lube oil like copper, lead, tin, iron, chromium, sodium, aluminum,
silicon & boron.
Diesel lab:- This lab checks the viscosity, Density, Sulphur content,
Pour point, Flash point of the diesel when it is delivered to the shed by
the company.

11. Turbo supercharger Section: A TSC is used to increase the horse power of the diesel engine. For higher
HP we need to inject more fuel and for burning more fuel we have to
supply higher amount of air. This condition is achieved by a TSC. A TSC
increases the HP up to 30 to 50% . TSC is attached to the exhaust
manifold of the engine; the exhaust drives the turbine which in turn drives
an impeller. The impeller sucks the fresh air from outside and this air
passes through the diffuser ring which compresses it and this compressed
14

air is passed into different cylinders. Currently TKD shed is using 5 type of
TSC. They are ALCO, ABB, NAPIER, HISPANO SUIZA and GE.
In the section overhauling of the TSC is done. The defective parts are
repaired or replaced.
(a) ALCO:- for 2600Hp Conventional WDM-2 Locos

(b) ABB:- for 2300Hp, 2600hp, 3100hp Locos

15

(c) Napier:- for 3100Hp Locos

(d) Hi-Spano Suiza:- for 3100Hp Locos (high life duration & Air cooled)

16

(e) GE:- for 3100Hp Loc

12. Expresser Section: Expresser is a component in diesel engine which is used to create 65 to
70 cm. of Hg vacuum and compressed air up to a pressure of 10.2
Kg/cm Sq. The vacuum produced is used in breaking system and
compressed air fills the MR tanks. The air in MR2 is used in breaking
system and air in MR1 is used in other supplementary operations like
horn, feed valve, loading/unloading, for operating sanders etc.
The expresser section overhauls the expresser, its different parts like
safety valve, pump, loader unloading assembly, governor, vacuum
maintaining valve, pressure needle etc. are checked on the test bench.

13. CTA Cell:-

CHIEF TECHNICAL ADVISOR CELL (CTA) : The main works in this section are following:(a) Loco failure analysis by complete investigation of cause
Of failure.
(b) To record of performance & suggested new innovation or
Modify design.
17

(c) It keeps loco holding record & technical report of

each schedule perform on particular loco.
(d) To give daily report of each loco to headquarter.

14. Control Room:-

It works as an operating unit and notes the following parameters: Arrival time of the loco in the shed.
Leaving time of the loco from the shed.
For how much time the loco remained in the shed.
How much distance the loco has traveled.
How much lube oil the loco has consumed per
100 kilometers.

15. DEMU:-

A DEMU or a Diesel- electric multiple unit is a self powered train set

which can move in either direction. It is powered by an on-board diesel
engine on one of the cars and consists of two or more cars with a
provision for the driver on either end of the train set. They are usually
air- braked and enjoy a fast acceleration and reacceleration. The
transmission of the power from the diesel engine to the wheels is done
by converting the mechanical energy into electrical energy and feeding
the electrical energy to the traction motors on the wheels. The
conversion of energy may be into DC/AC and hence the transmission
may be DC-DC, AC-DC or AC-AC. DEMUs are very popular and
widespread being energy- efficient on almost all railways of the world.

The DEMU is controlled on either end of the train set. The four 19-pin
control cables run through the length cf the train and are interconnected
from one car to the other using couplers. The diesel engine is governed
by an electronic load and speed control card supplied by Governors
America Corp(GAC). This controls the fuel supply to the fuel actuator
18

and hence controls the supply of fuel into the diesel engine by sensing
the load of the train.

FEATURES OF DIESEL ELECTRIC LOCOS

Description

WDM2

WDM2C

WDP1

WDG4

Year of
introduction

1962

1994

1995

2000

Tractive
effort max (in
kg)

30450

45600

21000

53000

Tractive
effort cont.

24600 kg at

28050 kg at
22.8 KMPH

15050 kg at

42500 kg at

31.5 KMPH

20 KMPH

Adhesion

0.27%

0.27%

0.25%

0.42%

Weight in
working
order
(in tonnes)

112.8

112.80

80.0

126.0

Axle load
max.
in tonnes)

18.8

18.8

20.0

21.0

18 KMPH

19

Speed
potential
(in KMPH)

120

120

120

100

Length

15862

15862

14810

19964

10516

10516

8800

13868

Wheel
arrangement

Co-Co

Co-Co

Co-Co

Co-Co

Tri- Mount

Tri-Mount

Tri-Mount

High Adhesion

Lube Oil
sump
Capacity

910

1270

740(SS)

950

(in mm)

Distance
between
Bogie
(in mm)

760(LS)

(in Ltrs)

Fuel Oil sump

Capacity

5000

5000

3000

6000

1210

1210

1210

1144

(in Ltrs)
Water Oil
sump
Capacity
(in Ltrs)

20

Transmission

DC-DC

AC-DC

AC-DC

AC-DC

Driving

Right Hand

Left Hand

Left Hand

Left

Hauling
Capacity

3600T on level
gradient at
75KMPH, 900T on
level gradient at
120KMPH.17
coaches
(with2AC/SG)
at 100KMPH and
9AC
coaches(EOG) at
a speed of
120KMPH

4700T on
load1:500up
gradient at
balancing speed
of 69KMPH,
1100 Tonnes on
level gradient
at 100KMPH.
21 coaches
(with2AC/SG)
at 100KMPH

17Coaches

58 Box Load
i.e.4700Tonnes
in 1:150 up
gradient

Diesel Engine
make and
type

ALCO/DLW-251B

DLW

DLW

GM

251B

251B

710 G-3B

Cylinder
Formation

45 degree

45 degree

45 degree

45 degree

V-type

V-type

V-type

No. of Engine

16

16

12

16

Bore &
Stroke(mm)

228.6 X 266.7

228.6 X 266.7

228.6 X 266.7

230.19 X 279.4

Comp. Ratio

12.5:1

12.5:1

13:1

16:1

Hand

V-type

Cylinder
/loco

21

Engine RPM
rated/idle

1000/400

1050/400

1000/350

904/269
(200low speed)

B.E.M.P. (kg
/cm^2)

13.6

15.041

15.75

11.23

Mean Piston
Speed(m/sec)

8.89

9.33

8.89

8.38

HP at Std.
UIC condition

2600

3100

2300

4000

HP at Site

2400

3007

2231

4012

(55C-600mm)

(47C-600mm)

(47C-600mm)

(47C-600mm)

HP input to
TM

2250

2750

2000

3780CV

Type of
Injection
System

Jerk, direct

Jerk, direct

Jerk, direct

Direct injector

Type of
Pump
Injector

Mico-APFICO AKK

Mico-APFICO
AKK

Mico-APFICO
AKK

Mico-APFICO
AKK

(at rated
output)

4132CV(AAR
condition)

22

Make & type

of Turbo

ABB

ABB

EMD

VTC-304-VG15,

VTC-304-VG15,

model

NapierNA295IR,

NapierNA295IR,GE

GE 7S1716

GE 7S1716

1.4-1.6

1.97

1.67

Engine
Governor

EDC Wood Ward

EDC Wood
Ward

EDC Wood Ward

EDC Wood
Ward

Engine Water
Pump

Centrifugal

Centrifugal

Centrifugal

Centrifugal

OSTA
Tripping
Range(RPM)

1120-1160

1120-1160

1180-1220

SFC

153-155

155-157

157-159

(gm/bhp/hr.)

161-165

IRAB-1

28LAV-1

BAP

ALCO-720

(kg/cm2)

(ALCO TSC)
Loco Brake
System

28LAV-1

23

KNORR/NYAB
CCB

Type of Brake

Expresser/
Compressor

A-9,SA-9,

A-9,SA-9,

A-9,SA-9,

Hand, Dynamic

Hand, Dynamic

Parking&

&Emergency
Brake

&Emergency

Emergency

Brake

Brake

KPC-6CD4UC

KCW-523/623
ELGI-LG3CDE

KPC KE-6
ELGI-6CD3UC

Air, Hand,
Dynamic(Pure
Air Brake
System)

KNORR
CCB-W L N A
9B,2
Stage,3Cylinder

Fan drive

Eddy Current
Clutch

Eddy Current
Clutch

Eddy Current
Clutch

AC Motor

Make& Type

BHEL-TG

BHEL-TA

Tr. Alt-

Of Tr. Gen./

10931-AZ/M

BHEL-TA10102CW/DW

10106 AZ

GM TA-17

Alternator

Rating

680V,2480A,

1100V,1760A,

760V,1850A,

(continuous)

1000rpm,1690kW

1000rpm/HV.

1000rpm/HV.

Cyli.Head
Insulation

525V,3700A,

413V,3400A,

1050rpm/LV.

1000rpm/LV.

BHEL-TM 165 M/
4906AZ

BHEL-4906AZ

BHEL-4906AZ

Make& Type
Of Tr. Motor

SIEMENSITB-2622

24

OTA02
Rating

285V,980A,

2850V,960A,

285V,980A,

(continuous)

360rpm,248kW

360rpm,248kW,

3600rpm,248kW,

Cyli.Head
Insulation

Cyli.Head
Insulation

Cyli.Head
Insulation.

Gear Ratio

18:65

18:65

18:65/22:61

90:17

Make& Type
of Aux.
Gen/Exictor

BHEL-

BHELAG3101AY/

BHEL-AG2702AZ

GM-5A-814/

Rating

75V,160A,

75V,160A,

75V,160A,

(continuous)

850-2380rpm,

950-2380rpm

950-2620rpm

12kW

as AG

as AG

CLF Insulation

95V,220A,

95V,220A,

950-2380rpm

950-2620rpm

as Exictor

as Exictor

AG51/M

500kW

GM-CA6B

AY1

74V DC at
904rpm

Front

Centrifugal

Centrifugal

Centrifugal

Movable

Tm Blower

multi vane

multi vane

multi vane

inlet guide
vane.

275-285A

230-240A

Gear Driven
GFOLR
Setting

230-240A

25

Transition

3 Transition

1 Transition

1 Transition

31.5,49&

49KMPH

60KMPH

2(CK1,2)

3(CK1,2,3)

3(CK1,2,3)

Power
Contactor

(3S+6P)

(3S+6P)

(P1,P2,P3,P4)

FS Contactor

NIL

Battery

64V Lead Acid

64V/450AH

74V/450AH

64V/500AH

Battery

(10hr.)

(10hr.)

(10hr.)

Exide-MGD-19

Exide4HMFG31KP

Exide4HMFG31KP

Surrette

78KMPH
Cranking
Contactor

26

Exide-16H-25

INTRODUCTION

Diesel-electric transmission
Diesel electric transmission or diesel-electric power train is used by a no. of
vehicles and ship types for providing locomotion. It includes a diesel engine
connected to an electric generator creating electricity that powers electric
traction motors. No clutch is required.
Diesel electric power plants became popular because they greatly simplified
the way motive power was transmitted to the wheels and because they were
both more efficient and had greatly reduced maintenance requirements.

WDS6 AD
The six motors WDS6 AD locomotive are designed for shunting service.
Controls are applied for multiple unit operation with all units controlled from
one cab.
Each locomotive is powered by a 6 cylinder inline, 228 mm x 267 mm, turbosupercharged, diesel engine of four stroke cycle having an open combustion
chamber with solid fuel Injection. The engine speed is governed by an electrohydraulic governor (W.W.Governor).

27

Type

WDS6
Diesel
Electric
Shunting Loco
5 ft 6"
Co-Co
Vacuum Braked
1400 HP
DLW design of the 80's to
meet
heavy
shunting
needs. Incorporates a
YDM4 Alco power pack.
All IR
6***,36***
No.36197, Ratlam shed,
WR

Gauge
Wheel Argmt
Brakes
Power
History & Devpt

Railways
No.Series
Unit shown

28

The loco uses a 6 cylinder inline Alco engine.

The entire electrical transmission from the MG YDM 4 to make a fine 1200 HP
shunter and trip locomotive. Lack of Dynamic Brakes has allowed the short
hood to be cut down. Note the 'Alco' inspired cab roofline WDS 6 (Heavy-haul
shunters made in large numbers for industrial concerns as well as for Indian
Railways Rated at 1200/1350 hp)

The diesel engine has an all welded steel frame. Full pressure lubrication on
all parts is provided. A closed cooling system is used the cooling water flows
successively through the engine the radiators and the lubricating oil cooler
and is circulated by an engine driven centrifugal pump. Lubricating oil is
cooled by the water in the lubricating oil cooler, and the water by fan cooled
radiators.

29

EQUIPMENT LAYOUT
1. ENGINE
2. TRACTION
3. ALTERNATOR BHEL
4. COMPRESSOR
5. RADIATOR FAN
6. CONTROL DESK (NID)
7. BRAKE VALVES
8. CONTROL COMPARTMENT
9. TURBOSUPERCHARGER
10.FILTERS-CYCLONIC
11. T.M. BLOWER FRONT
12. LUBE OIL COOLER
13. LUBE OIL FILTER
14. RECTIFIER
15. AIR & VACUUM BRAKE
PANEL
16. T.M. BLOWER REAR
17. EDDY CURRENT CLUTCH
18. BATTERY BOX ARRGT.
19. FUEL TANK
20. WATER EXPANTION
TANK
21. AIR RESERVOIR
22. RADIATOR
23. GEAR COUPLING
24. FLEXIBLE COUPLING
25. HEAD LIGHT
26. MOTOR TRUCK

30

GENERAL DATA
MODEL NUMBER...................................................... WDS6AD
CLASS - AAR............................................................. Co-Co
ENGINE HORSE POWER .......................................... 1350 / 1150
GEAR RATIO........................................................ 74 / 18
LOCOMOTIVE SPEED MAX................................... 65 KMPH
TRACK GAUGE.......................................................... 1676 mm
BRAKE EQUIPMENT.............................................. 28LAV - 1
FUEL OIL TANK CAPACITY ........................................ 3000 litre
SUPPLIES - TOTAL CAPACITY :
FUEL OIL TANK.......................................................... 5000 litres
LUBRICATING OIL ...................................................... 530 litre
COOLING WATER ................................................. 645 litre
SAND ......................................................................... 0.40 M3
WHEEL DIAMETER (NEW) ........................................ 1097 mm
JOURNAL SIZE .......................................................... 150 mm
PRINCIPAL DIMENSIONS :
HEIGHT (MAX) ............................................................ 4027 mm
WIDTH (MAX) ............................................................. 3022 mm
LENGTH OVERALL .................................................... 17430 mm
TRACK CURVATURE (MAX)................................ .... 170-10
Rad. 73.2 m
WEIGHT :
TOTAL LOCOMOTIVE................................................. 114000 Kg
31

LOCOMOTIVE SECTIONS
1. RADIATOR
All locomotives are provided with a radiator assembly designed to reduced the
temperature of the engine cooling water system On some locomotive the
engine lubricating oil is cooled in a section of the radiator.Radiator assemblies
are made up of one or more panels which, in turn, are made up of one or
more cores. The radiator core is the basic unit of the assembly and is bolted to
cast iron or fabricated steel tanks using a gasket seal. Ceres are constructed
of thin walled tubes which are passed through cooling fins and attached to
tube sheets or headers at each end.Two specific types of construction are
used by radiator manufacturers, the soldered core construction and the
brazed core construction.

Maintenance of each core construction differs from that of the other and care
should be used to determine the construction of the core being repaired.
Brazed construction core have .018 inch wall seamless copper tubes fitted
through copper cooling fins and brazed to a copper alloy header. Soldered
construction cores are made up of .012 inch wall lock seam soldered copper
tubing fitted through copper cooling fins and soldered to a copper alloy
header. Identification of the construction may be determined by scraping the
braze or solder at the joint between the tube and header with the blade of a
pocket knife. If the metal uncovered is soft and white, the construction is
soldered; while if the metal is harder and has a yellowish hue, it indicates
brazed construction.

32

RADIATORS WITH VERTICAL TANKS

Two radiators, one vertically mounted on each side of the radiator

compartment, cool the water from the engine. Each radiator consists of a
single core made up of lock seam copper tubing fitted through and soldered to
copper fins and end header plates. A tank is flange bolted to each of these
header plates, one tank having an inlet connection, the other an outlet
connection.

Each radiator is hinge-mounted to two angle irons, the top angle being
secured to the compartment by flat head machine screws and the bottom
angle to the floor by welding. Bolts, into a bolting strip, at the rear of the
radiator secure the radiator to the compartment bulkhead.

2. DIESEL ENGINE
Each locomotive is powered by a 6 cylinder inline, 228 mm x 267 mm, turbo
supercharged, diesel engine of four stroke cycle having an open combustion
chamber with solid fuel Injection. The engine speed is governed by an electrohydraulic governor (W.W.Governor).
Each cylinder requires two engine revolutions for four strokes of the
piston to complete one working cycle.
One complete piston working cycle is as follows :
Air is blown into the cylinder on the down or intake stroke
Compression stroke: This air is compressed by the rising piston with
a large increase in air temperature.
Just before the end of the compression stroke, fuel is injected into
the cylinder where it is ignited by the heat of the compressed air.
The resulting combustion increases the cylinder pressure and on the
third or power stroke, this gas pressure forces the piston down.

33

 On the fourth or exhaust stroke, the burnt gases are expelled by the
piston travelling upwards, and by scavenging action of the inlet made
possible by a large intake and exhaust valve overlap.

3. TRACTION ALTERNATOR AND EXCITER-AUXILIARY

GENERATORS
The traction alternator is directly connected to the diesel engine crankshaft
while the exciter-auxiliary generator is gear driven from the traction alternator
shaft. The traction alternator produces alternating current and rectified to
direct current with alternator mounted rectifier for the operation of the traction
motors. The auxiliary generator furnishes power for battery charging, lighting
and control circuits. The exciter furnishes excitation for the traction alternator.

4. TRACTION MOTORS
Each traction motor is supported by axle suspension bearings and a resilient
support spring nest mounted on the truck transoms. Shrunk on to the motor
armature shaft is a pinion which meshes with a drive gear pressed onto the
wheel axle.

5. TRACTION MOTOR BLOWERS

The traction motor blowers supply ventilating air for the traction motors on
both front and rear trucks. The blower next to the radiator compartment is belt
driven from the fan drive shaft and supplies air to the motors in the truck
directly below the radiator compartment. A second blower is gear driven from
the main alternator shaft and supplies air to the motors in the truck below the
cab.

34

6. AUXILIARY EQUIPMENT
An extension shaft from the diesel engine drives the compressor exhauster
through a flexible coupling. A shaft from the compressor exhauster then drives
the radiator fan through an eddy current clutch and right angle gear box.

7. COMPRESSOR
Locomotives equipped with vacuum brake systems have a compressorexhauster unit, which furnishes compressed air for purposes of locomotive
control and vacuum for the train brakes. Power to drive the compressorexhauster unit comes from the diesel engine through a flexible coupling major
components are crankcase. crankshaft pistons, connecting rods, low pressure
and high pressure compressor cylinders, intercooler, exhauster cylinders
connected in parallel and fan for cooling.

The air intake strainers used at inlet of the low-pressure cylinders are of the
cartridge type which permits removal of the strainer element without the
necessity of dismounting or disconnecting from the air compressor. Air
passing through the strainer unit enters the compressor intake.
Since these compressors are of the compound type, each is fitted with an
intercooler through, which the discharge air from each low pressure cylinder
passes to the intake of the high pressure cylinder. The use of an intercooler
reduces the temperature of the discharge air and improves the volumetric and
overall efficiency of the compressor; The intercooler is of the radiator type,
employing finned copper tubing mounted between cast iron headers except
on the 6 CD-3UC machine.

35

8. TRUCK, 6 WHEELS, 3 MOTOR

This is a 3-axle type bolsterless with two stage suspension, -floating and uni
directional arrangement of axle hung nose suspended traction motors. Bogie
frame is of straight and fabricated box type construction with three transoms to
carry nose suspension. The general arrangement of bogie is shown in fig. 1.

1. Bogie Frame Assly

2. Nose Suspension Arrangement
3. Wheel, Axle & Axlebox Arrangement
4. Suspension Arrangement
5. Gear Case Assembly
6. T.M. No. 4907
7. Gear
8. Brake Gear Arrangement
9. Sanding Arrangement
10. lifting Arrangement

Fig 1:
BOGIE GENERAL ARRANGEMENT

The locomotive body weight is supported on bogie frame through four rubber
side bearers directly mounted on bogie side beams. Center pivot does not
take any vertical load and is used only for transfer of traction and braking
forces. The bogie frame in turn is supported on axles through helical coil
spring mounted on equalizer beams. The equalizing mechanism consists of

36

equalizers hung directly on end axle boxes and supported on middle axle box
through a link and compensating beam arrangement.

9. BRAKING SYSTEM
Bogies are provided with conventional brake gear arrangement as shown in
Fig. 2.
Compressed air tapped from the compressor is stored in the MI tank. From
here, compressed air is extracted and pushed into the pistons as shown in fig
2.

Fig 2

BRAKE GEAR ARRANGEMENT

The system is mechanically linked such that when the piston moves out due to
the incoming compressed air, the brake shoe comes in contact with the
wheels and the brakes are actuated. The amount of braking force applied
depends upon the amount of displacement of the piston which in turn depends
upon the amount of compressed air supplied.
37

Along with the air brakes, vacuum brakes may also be used for which the
brake compressor-exhauster unit is used as explained above.

10.FILTERS

AIR FILTERS

It is a device composed of fibrous materials which removes solid particulated

such as dust, pollen, mold, and bacteria from the air. It is locatedat the starting
of air inlet manifold.

FUEL OIL FILTERS

Fuel oil filters consist of two types of filters

Primary
Secondary
These filters are basically of same construction except in size and filtering
element. The primary filter is located between fuel oil tank and suction side of
booster pump. The secondary filter is located between engine and discharges
side of booster-pump. When there is gradual drop in fuel oil pressure, check
both primary and secondary filters.

LUBRICATING OIL FILTERS

The engine lubricating oil system contains single-unit cartridge type oil filters,
fig 1 attached to the left side of the engine There are two different types of
filter cartridges in use. One is a cotton waste type sock which requires the use
of a cage assembly. If a sock is not used and is hand packed, it require 7-1/2
pounds of long strand cotton waste packing. The other is a full flow pleated

38

cotton paper filter cartridge which does not require the use of a cage
assembly.

PANEL FILTERS

Panel filters of the dry impingement type should be cleaned periodically.

However, the elapsed time between such necessary servicing will depend on
and vary with the severity of dust conditions encountered in operation. This
type of filter is painted red for identification and is marked DO NOT OIL.

39

LUBRICATION SYSTEM
Lubrication is the process or technique employed to reduce wear of one or
both surfaces in close proximity and moving relative to each other ,by
interposing a substance called lubricant between the surfaces to carry or to
help carry the load between the opposing two surfaces .Adequate lubrication
allows smooth continuous operation of equipment with only mild wear.

Brand names of various industrial lubricants (other than engine oil and
greases) listed herein are in lieu with International Organization for
Standardization (ISO) classification. The ISO viscosity grade number
designates the mid point of kinematics viscosity range in Cs at 40C.

ISO Viscosity
Grade
ISOVG
2
3
5
7
10
15
22
32
46
68
100
150
220
320
460
680
100
1500

Kinematics Viscosity
(Centistokes @ 40)
Min.
Max.
1.98
2.42
2.88
3.52
4.14
5.06
6.12
7.48
9.0
11.0
13.5
16.5
19.8
24.2
28.8
35.2
41.4
50.6
61.2
74.8
90
110
135
165
198
242
288
352
414 .
506
612
748
900
1100
1 350
1 650

40

HANDLING OF LUBRICANTS
Handling of lubricants must be done carefully. It should be ensured that no
two lubricants are handled in the same service container, even though these
Lubricants may appear to be similar. Lubricants container should also be kept
under covered condition Use of dirty hands in handling lubricants should be
avoided.

IMPORTANT
Following points should also be kept in mind:

1. Although different brands of lubricants marketed by different oil companies

may have been recommended for the same applications, these are not
necessarily compatible with each other.
2. At the time of change over from one brand of lubricant to another, the
lubricated parts should be thoroughly cleaned and the system flushed before
charging the new brand.
3. Before using any branded lubricant. It must be ensured that the specific
brand meets the specification requirement. For this purpose,tests for
physicochemical properties must se carried out for identification of the
product.
4. In case recommended lubricants are not available, matter should be
referred to RDSO (Motive Power Directorate) for suitable advice Lubricating
oils used in an engines should be changed semi-annually or more often if
indicated by Laboratory analysis.

41

AN EXAMPLE OF LUB. OIL

SERVOCOAT170T
Kinematic Viscosity, cst 100 deg.
Flash Point(COC) deg. Mill
Timken OK Load kg .Min.
Color
Copper Strip Corrosion @ 1000C, 3
Mrs., Max.

710-760
280
15
Black
1

LUBRICATING OIL COOLER

The lubricating oil cooler is a heat exchanger of the horizontal shell and tube
type. It consists of a shell with inlet and outlet oil connections, two removable
end covers which contain the inlet and outlet water connections, and a tube
bundle held by two tube sheets welded to the cooler casing.

Cooling water from the water circulating pump flows into the cooler at the end
cover connection, through the tubes and out of the other end of the cooler.
The hot lubricating oil enters the shell at a flange connection on the top at one
end, circulates back and forth across the tubes, and leaves the cooler at the
bottom flange connection at the other end of the cooler. During this process
Heat is removed from the oil due to its contact with the tubes, through which
the cooling water is flowing. Baffles are provided inside the shell to channel
the oil flow in the most efficient manner.

LUBRICATING OIL STRAINER

The lube oil strainer is of the basket type with oil entering the strainer at the
bottom shell connection. the oil flows up through a hollow tube and flows over
the top into the space between the tube and strainer screen. The oil then
passes through the fine mesh screen and out of the strainer shell. The strainer
screen is star shaped to provide maximum straining area.
42

CONCLUSIONS

The locomotive WDS-6 is a yester-year engine which is not being used

nowadays.

In its years of full functioning , it was used as Heavy-haul shunters

made in large numbers for industrial concerns as well as for Indian
Railways.

The locomotive rated at 1000-1200 hp was majorly used in the sheds

such as Ratlam , Delhi(Shakur Basti and Tughlakabad),
Krishnarajapuram(KJM), Pune, others being,(in abbreviations),
ERS,KGP,VTA etc.

Further improvements and additions to this Engine has led to WDS-6

with electric car as well as Biodiesel being used to run the loco.

With the advent of DEMU and battery operated locomotives(in some

areas) , The use of WDS series is reduced to WDS-4,4A,4B,4C,4D
which still exist as broad gauge locos with diesel-hydraulic transmission.

WDS-6 belongs to the category of Diesel-electric transmission and still

used for shunting purposes at railway stations where their use is still
remains not that significant.

43

44