Introduction To DLW

Diesel locomotive works (DLW) is production unit under the ministry of railways.
This was set up in collaboration with American Locomotive Company (ALCO)
USA in 1961 and the first locomotive was rolled out in 1964. This unit produces
diesel electronic locomotives and DG sets for Indian railways and other customers in
India and abroad.

Subsequently a contract for transfer of technology of 4000 HP microprocessor

controlled AC /AC Freight (GT 46 MAC)/Passenger (GT 46 PAC) locomotives and
family of 710 engines has been signed with electromotive division of general motors
of USA for manufacture in DLW. The production of these locomotives has now
started and DLW is the only manufacturer of Diesel Electric Locomotives with both
ALCO and General motors technologies in the world.

Fig1.1 Diesel Locomotive Works, Varanasi

About the Company

a) Set up in 1961 as green field project in technical collaboration with ALCO
/USA to manufacture Diesel electric locomotives.
b) First locomotive rolled out and dedicated to nation in January, 1964.
 c) Transfer of Technology agreement signed with General motors /USA in
October, 1995 to manufacture state of the art high traction AC-AC diesel
locomotives.
d) A flagship company of Indian Railways offering complete range of flanking
products in its area of operation.
e) State of the art Design and Manufacturing facility to manufacture more than
150 locomotives per annum with wide range of related products viz.
components and sub assemblies.
f) Unbeatable trail blazing track record in providing cost effective, eco-friendly
and reliable solutions to ever increasing transportation needs for over three
decades.
g) Fully geared to meet specific transportation needs by putting Price-Value-
Technology equation perfectly right.

h) A large base of delighted customers among many countries viz. Sri Lanka,

Malaysia, Vietnam, Bangladesh, Tanzania to name a few, bearing testimony

to product leadership in its categories.

About The Plant

Production unit are divided in three Divisions:-

1. Block division

2. Engine division

3. Loco division

a) Block division

1. Heavy Weld shop

2. Heavy Machine Shop

b) Engine division

1. Engine Erection Shop

2. Engine Testing Shop

3. Light Machine Shop

 4. Sub Assembly Shop

5. Rotor Shop

6. Heat Treatment Shop

c) Loco division

1. Loco Frame Shop

2. Pipe Shop

3. Truck Machine Shop

4. Traction Assembly Shop

5. Sheet Metal Shop

6. Loco Assembly Shop

7. Loco Paint Shop

8. Loco Test Shop

d) Service shop

1. Maintenance Area @ 1, 2, 3

2. Tool Room

3. Central Transport Shop

e) Personal department

Prepare payment of Staff, Leave Record, Personal Record of every

Employee, Housing allotment, Welfare of Staff Etc.

f) Health department

Having facility of Indoor & Outdoor patients.

g) Civil department

Maintenance of colony quarters, up gradation of facilities in quarters,

sanitation.
h) Electrical department

Maintenance of Lighting in quarters and in workshop, electrical work

in locomotive Etc.

i) Technical training centre

Provide training to all employees at time to time to refresh update their

knowledge.

j) Research & development

1. A Customer centric Activity Committed to innovation and Continuous

Improvement.

2. Highly skilled manpower capable of handling complete R&D activities.

3. A sophisticated design centre with modern CAD/CAE workstations

equipped with unigraphics and Ansys.

4. Back-up support from RDSO, a centralized R&D organization at corporate

level.

5. Several milestones in the past – an enviable pedigree viz.

a) Original ALCO design made 7% more fuel efficient.

b) Many design improvements leading to better performance,

incorporated in the original ALCO design.

c) Many new design for locomotives such as WdP1, WDG2, WDP2,

WDP4, WDP5 to name a few.

k) Recent milestones
a) Agreement with General Motor of USA for technology transfer to manufacture
high horse-power GT46MAC 4000HP & WDG-5 5000HP AC/AC locomotive
in India.
b) Only country outside North-America to have this bleeding edge technology
many export/repeat orders complied successfully in recent past and many more
in the pipeline, Supplied more than 400 locomotives to various non-
 railway customers. Emerging as a leading manufacturer of ALCO/GM
locomotives for developing countries.

l) Future plans
a) Assimilation of GM technology to manufacturing their latest 710 series of
diesel electric locomotives.
b) To emerge as a globally competitive locomotive manufacturer.
c) To develop as an export hub for ALCO/GM locos for Asian market.
d) To follow an export led growth strategy through continuous improvement.
e) Cost effective and technology/product up-gradation as a key to retain global
competitiveness by pitting price-value-technology equation right.

Wheel Arrangement
Co-Co is a code for a locomotive wheel arrangement with two six-wheeled bogies with all ax les powered, with a separate motor per axle. Co-Co is the code for a similar wheel arrangement but with an articu lated connection between the

The equivalent UIC classification for this arrangement is Co-Co. These arrangements
are most suited to freight work as the extra wheels give them
good traction. They are also popular because the greater number of axles results in a
lower axle load to the track. Used where it is necessary to reduce axle load. Each "Co"
bogie has an additional non-powered axle in an integral pony truck to spread the load.

Bo-Bo is British classifications of wheel arrangement for railway locomotives with

four axles in two individual bogies. The arrangement of two, two-axled, bogies is a
common wheel arrangement for modern electric and diesel locomotives. Bo-Bo is
the UIC indication of a wheel arrangement for railway vehicles with four axles in two
individual bogies, all driven by their own traction motors. It is a common wheel
arrangement for modern electric and diesel-electric locomotives, as well as power cars
in electric multiple units. The Bo-Bo configuration allowed for higher cornering
speeds due to the smaller Rigid wheelbase. Furthermore, it allowed
better adhesion because all the wheels were now powered. Due to the absence of
frame mounted wheels no leading or trailing axles were necessary to aid cornering,
reducing weight and maintenance requirement.
 Classification Of Locomotive

What do the designation such as ‘WDM-2’ mean?

Locos, except for older steam ones, have classification codes that identify them. This
code is of the form

[Gauge][Power][Load][Series][Subtype][Suffix]’

In this the first term, ‘[gauge]’, is a single letter identifying the gauge the locos run on:

a) W = Broad gauge
b) Y = Meter gauge
c) Z = Narrow gauge (2’ 6”)
d) N = Narrow gauge (2’)

The second item, ‘[power]’, is one or two letters identifying the power source:

D = Diesel
C = DC traction
A = AC traction
a) CA = Dual-power AC/DC traction
b) B = Battery electric (rare)

The third item, ‘[load]’, is a single letter identifying the kind of load the loco is
normally used for:

a) M = Mixed Traffic
b) P = Passenger
c) G = Goods
d) S = Shunting
e) L = Light duty (light passenger) (no longer in use)
f) U = Multiple Unit (EMU/DEMU)
g) R = Railcar
The fourth term, ‘[series]’, is a digit identifying the model of the loco. Until recently,
this series number was assigned chronologically as new models of locos were
introduced.

However, starting in 2002, for diesel passenger, goods, and mixed locos, i.e., WDP,
WDG, and WDM sequences, (and only for them, apparently, not for electrics, nor for
diesel shunters), the series digit identifies the horsepower range of the loco, with ‘3’
for locos with over 3000 hp but less than 4000 hp, ‘5’ for locos over 5000hp but less
than 6000hp, etc. This new scheme will be applied to all passenger/goods/mixed-haul
diesel locos starting in June 2002, except for the WDM-2 and WDP-1 classes of locos.

The fifth item, ‘[subtype]’, is an optional letter or number (or two of them) that
indicates some smaller variation in the basic model o series, perhaps different
manufacturer. With the new scheme for classifying diesel locos (see above), the fifth
item is a letter that further refines the horsepower indication in 100hp incremental: A
for 100hp, B for 200hp, C for 300hp, etc. So in this scheme, a WDM-3A refers to a
3100hp loco, while a WDM-3F would be a 3600hp loco.

The last item, ‘[suffix]’, is an optional indication that indicates something special
about the loco, such as a different gearing ratio or brake system than usual.

So, a WCM-2 is a broad-gauge (W) DC electric (C) mixed traffic (M) engine, model2.
Likewise, a WDS/5 is a broad-gauge diesel shunting, model 5, and a ZDM-5 is a
narrow gauge diesel mixed traffic model 5 loco. YAU-1 is the old series of MG
EMUs run on the Madras-Tambaram line.

The subtype indication of minor variations is not very systematic. Often successive
variants of a model are given subtypes ‘A’, ‘B’, etc. in alphabetic order, e.g. ZDM-5A,
WAM-4A, WAM-4B, etc., but not always. For many loco classes (WDM-2A, WDP-
2A, notably), the ‘A’ also indicates dual braking systems (capable of hauling air-
braked stock). But in some, such as the WDM-2CA, the ‘A’ indicates a loco with only
air-brakes. A WAM-4R is a faster version (‘R’ for rapid) of the WAM-4, and WAM-
4P is a version of the WAM-4 designed specifically for passenger use (‘P’). But a
WAM4 6P is a version regarded and allowing all parallel operation of the traction
motors. A WDM-2P is a prototype version of a WDM-2 class.
Salient Features

Annual production capacity 125

Locomotives Annual turn-over(Rs) 5000 million

Total number of staff 7223

Workshop land 89

Hectares Township area 211

Hectares Covered area in shops 86300 m2

Covered area of other service buildings 73700 m2

Electrical power requirement 3468 KVA

Electrical energy consumption (units/year) 19.8 million

Standby power generation capacity 3000 KW

PRODUCTS OF DLW

DLW is an integrated plant and its manufacturing facilities are flexible in nature.
These can be utilized for manufacture of different design of locomotives of various
gauges suiting customer requirements and other products. The product range available
is as under:

a) WDG4 4000 HP AC/AC Freight traffic Locomotive

b) WDP4 4000 HP AC/AC Broad gauge high speed Locomotive
c) WDG3D 3400HP AC/AC Broad Gauge Mixed Traffic Micro-
Processor Controlled Locomotive.
d) WDM3C 3300 HP AC/DC Broad Gauge Mixed Traffic
Locomotive.
e) WDM3A 3100 HP AC/DC Broad Gauge Mixed Traffic Locomotive
f) WDP3A 3100 HP AC/DC Broad Gauge High Speed Passenger
g) WDG3A 3100 HP AC/DC Broad Gauge Freight Locomotive
h) WDM2 2600 HP AC/DC Broad Gauge Mixed Traffic Locomotive
i) WDP1 2300 HP AC/DC Broad Gauge Intercity Express Locomotive
 j) WDM7 2150 HP DC/DC Broad Gauge Mixed Traffic Locomotive
k) WDM6 1350 HP DC/DC Broad Gauge Mixed Traffic Locomotive
l) WDS6 1350 HP AC/DC & DC/DC Broad Gauge Shunting
Locomotive
m) YDM4 1350 HP AC/DC &DC/DC Broad Gauge Mixed Traffic
Locomotive
n) EXPORT LOCO 2300 HP AC/DC Meter Gauge/Cape Gauge Mixed Traffic
Locomotive.
o) DIESEL GENERATING SETS 800 KW to 2500 KW
p) Spare parts for engines, locomotive & generating sets.

WDG2 Locomotive

WDG2 class 3100 HP diesel electric locomotive with AC-DC transmission ,powered
with DLW built 16 cylinder .ALCO251C diesel engine is exclusively designed for
heavy freight service .High adhesion two stage suspension designed trucks minimize
weight transfer effort and excellent riding quality.

Fig2.1 WDG2 Locomotive

Ergonomically designed cab is located between long and short hoods for either
direction operation .The load starting capability of locomotive is 4700 tonnes on
steeper (1 in 300) gradient track .The Locomotive is suitable for multiple unit
operation up to three units . WDG2 is popular for the low & easy maintenance at
extended periods, low rolling resistances, reduced noise & exhaust emission fuel
saving safe operation with anti-climber arrangement and high hauling capability.

Table2.1 Technical Information

Installed power 3100 HP

Power input to traction under site condition - 2750 HP 55’C temp. & 600 M
Altitude

Gauge 1676 MM

Wheel arrangements Co-CoPrincipal dimensions

Height (max) 4162 MM

Width (max) 3016 MM

Length (overall) 19132MM

Locomotive weight Basic 123000Kg

Nominal axle load 20500 kg

Wheel diameter basic 1092 MM

Max starting tractive Effort 37884 Kg

Max service speed 100 Kmph

Fuel tank capacity 6000 Litres

Broad Gauge Main Line Freight Locomotive WDG3A

Diesel Electric main line, heavy duty goods service locomotive, with 16 cylinder
ALCO engine and AC/DC traction with micro processor controls.
 Fig2.2 WDG3A Locomotive

Table2.2 Technical Information

Wheel Arrangement Co-Co

Track Gauge 1676 mm

Weight 123 t

Length over Buffers 19132 mm

Wheel Diameter 1092 mm

Gear Ratio 18 : 74

Min radius of Curvature 117 m

Maximum Speed 105 Kmph

Diesel Engine Type : 251 B,16 Cyl.- V

HP 3100

Brake IRAB-1

Broad Gauge Main Line Mixed Service Locomotive WDM3D

Diesel Electric Locomotive with micro processor control suitable for main line
mixed Service train operations
 Fig2.3:WDM3D Locomotive

Table2.3 Technical Information

Wheel Arrangement Co-Co

Track Gauge 1676 mm

Weight 117 t

Max. Axle Load 19.5 t

Length over Buffer 18650 mm

Wheel Diameter 1092 mm

Gear Ratio 18 : 65

Maximum Speed 120Kmph

Diesel Engine Type: 251 B-16Cyl. ‘V’ type (up

rated)

HP 3300 HP (standard UIC condition)

Transmission Electric AC / DC

Brake IRAB-1 system

Loco Air, Dynamic, Hand

Broad Gauge Shunting Locomotive WDS6AD

A heavy duty shunting Diesel Electric Locomotive for main line and branch line train
operation. This locomotive is very popular with Steel Plants and Port Trusts

Fig2.4WDS6AD Locomotive

Table2.4 Technical Information

Wheel Arrangement Co-Co

Track Gauge 1676 mm

Weight 113 t

Length over Buffer 17370 mm

Wheel Diameter 1092 mm

Gear Ratio 74 : 18

Maximum Speed 50 Kmph

Diesel Engine Type: 251 D-6 Cyl. in-line

HP 1350 / 1120 HP (std.)

 Transmission Electric AC / DC

Brake IRAB-1

Loco Air

Train Air

2.3.5. WDG4 - 4000 HP Goods Locomotive

Broad Gauge freight traffic Co-Co diesel electric locomotive with 16 Cylinder 4000
HP engine, AC-AC transmission, microprocessor controlled propulsion and braking
with high traction high speed cast trucks.

Fig2.5 WDG4 Locomotive

First turned out in 1999 with transfer of technology from General Motor (USA), this
locomotive has exceptional fuel efficiency and very low maintenance requirements.
It is specifically designed for heavy haul freight traffic requirements of Indian
Railways.
 Table 2.5 Diesel Engine And Transmission

Diesel Engine Transmission

16 Cylinder 710 G3B, 2 stroke, Electrical AC-AC
turbocharged – after cooled 6 Traction motor ( 3 in parallel
Fuel Efficient Engine per bogie)

Injection System – Direct Unit Suspension – Axle hung / taper

Injector roller bearing

Governor – Woodward Gear Ratio – 90:17

Table2.6 General Characteristic

General Characteristic

Installed Power 4000

Axle Load HP 21 T

Gauge 1676 mm

Wheel arrangement Co-Co

Wheel diameter 1092 mm

Height 4201 mm

Width 3127 mm

Overall Length (Over 19964

Buffer Beam) mm 126 T
Weight 54 T
Max tractive effort 100Kmph
Maximum speed 6000lts
Fuel tank capacity EM 2000 with SIBAS
Locomotive Control 16 Traction Control
 Table2.7Trucks And Brakes

Truck Brakes

High adhesion HTSC (High Tensile Electronic Air Brake System

Steel Cast) truck of bogie (KNORR-NYAB-Computer
Adhesion – 0.42 Controlled Braking)

Air , hand , dynamic brake

Pure air brake

2.3.6. 1350 HP Meter Gauge Locomotive YDM4

1350 HP Locomotive having cast/fabricated meter Gauge Co-Co bogie.Such

locomotives have been supplied to Vietnam and Myanmar.

Fig2.6 YDM4 Locomotive

Table2.7 Technical Information

Wheel Arrangement Co–Co

Track Gauge 1000 mm

16
 Weight 72 t

Overall Length 15600 mm

Wheel Diameter 965 mm

Gear Ratio 18: 93

Maximum Speed 96 Kmph

Diesel Engine ALCO 251 D 6 Cyl. in line.

HP 1350

Transmission Electrical AC/DC

Brake IRAB – 1 system / 28LAV-1

Loco Air, dynamic, parking

Train Air / Dual (Air and Vacuum)

What is a Diesel Locomotive?

Actually, it is more properly called a diesel-electric locomotive. The concept is

relatively simple. An oil-burning engine turns an alternator or generator which in turn
produces electricity that powers traction motors that connect to the axels of the
locomotive. This process is much more efficient than the external-combustion steam
locomotive.

The gasoline engine, like in an automobile, has a thermal efficiency (the conversion
of fuel into work) of 8 or 9%. The diesel engine, however, has a thermal efficiency of
about 30%. Unlike in a gasoline engine in which the fuel is ignited by spark plugs, the
fuel in a diesel engine ignites because of air pressure inside the cylinders. The air in
the cylinders is raised to about 500-600 psi which raises the temperature inside to
about 1000 F. Oil injected into the hot air ignites and expands. The expanding gases
force the piston to move down and this turns the crankshaft that is connected to the
generator (DC) or the alternator (AC) where electricity is produced. When the piston
rises again from momentum, the gases are expelled from the cylinder and the cycle
begins again. The generator or alternator then provides power to the traction motors.
Then you’re on the way!
Why Was Diesel Engine Developed?

Diesel engines came about to replace the steam engines. Even though the British
Modernisation plan of 1954 specified that electric trains (which already existed on the
former Southern Railway in the form of third rail D.C. electrification) should replace
steam directly, because of the amount of bureaucracy involved-BR was a large
organisation, and still bureaucratic to this day- meant that diesel was needed as a stop-
gap measure before the money could be found to electrify all the tracks. The decision
to phase out steam had been a political one, to give an illusion of development. In
actual fact steam locomotives were fine examples of industrial machines. They were
reliable even with the minimum maintenance, and when kept in pristine condition they
performed well. The relative sophistication of a diesel locomotive in fact posed an
operational handicap: better maintenance facility was needed in order to ensure
reliable operation, and as a result of the additional equipments needed, the early diesel
engines were relatively low in power output, with the class 40 at 2000hp almost at the
top of the range whilst large, powerful express passenger steam locomotives routinely
produced 2500hp or more. Indeed in the early years diesels were often called in pairs
to haul trains which previously just one steam locomotive would have had no problem
handling.

What Makes A Diesel Locomotive Work?

The ignition of diesel fuel pushes pistons connected to an electric generator .the
resulting electricity powers motors connected to the wheels of the locomotive. A
“diesel” internal combustion engine uses the heat generated from the compression of
air during the upward cycles of stroke to ignite the fuel .The inverter Dr. Rudolph
Diesel designed this type of engine. It was patented in 1892.

1) Diesel fuel is stored in a fuel tank and delivered to the engine by an electric fuel
pump .Diesel fuel has become the preferred fuel for railroad locomotive use due to its
lower volatility , lower cost ,and common availability .

2) The diesel engine (A) is the main component of the diesel electric locomotive .it is
an internal combustion engine comprised of several cylinders connected to a common
crankshaft. Fuel is ignited by the intense compression, pushing the piston down .The
piston’s movement turns a crankshaft.
3) The diesel engine is connected to the main generator (B) , which converts the
engine’s mechanical power to electrical power .The electricity is then distributed to
traction motors (C) through circuits established by various switch gear components .

4) Because it is always turning , whether the locomotive is moving or not ,the main
generator’s output is controlled by the excitation field currents to its windings.

5) The engineer controls the power output of the locomotive by using an electrically-
controlled throttle. As it is opened, more fuel is injected into the engine’s cylinders,
increasing its mechanical power output. Main generator excitation increases, increasing
its electrical output.

6) Each traction motor (C) is directly geared to a pair of driving wheels. The use of
electricity as the “transmission” for the locomotives is far more reliable than using a
mechanical transmission and clutch. Starting a heavy train from stop would burn out a
clutch in a brief time.

The ‘Diesel advantage’

One of the many advantages they offered over steam, even in their early years, is that
they were very much more fuel efficient, and less polluting, since they do not churn out a
large amount of smog-causing soot. They also offered better working conditions for the
engine crew. No more was the tunnel a loco man’s nightmare, instead of driving
practically blind through the dark with smoke filling the driving cab, the motormen now
enjoyed clean, closed cabs without all the smoke and the dust, and had small lights to
illuminate the line ahead. The ‘upgrade’ was now welcome by all engine crew. To run a
passenger steam express at 80mph and keep it at that speed require real skill both from
the driver and the fireman, but the same is easy to do in a diesel. It also meant that the
fireman’s job become redundant and they became ‘second man’ on diesel-hauled trains,
to simply assist the driver since the driver’s absolute attention to the signal ahead is
becoming more vital as train speeds are pushed higher and higher. Interestingly, in the
States they were never re-named as second man, as a result the dubious practice of
carrying a ‘fireman’ on diesel trains persists until today, even though the job description
has changed somewhat, the ‘fireman’ is more like a diesel mechanic.