WDM2 The locomotive

SUBMITTED BY:

VIBHOR GUPTA (1311483608)

PRANAY GUPTA (1261483608)

MANISH RAJ (1341483608)

RANJEESH KUMAR (1251483608)

NATWAR KUMAR JHA (1291483608)

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The WDM2

LOCOMOTIVE - 2600 hp Alco models (RSD29 / DL560C). Co-Co, 16-cylinder 4-stroke turbo-supercharged engine.Introduced in 1962. The first units were imported fully built from Alco. After DLW was set up, 12 of these were produced from kits imported from Alco (order no. D3389). After 1964, DLW produced this loco in vast numbers in lots of different configurations. This loco model was IR's workhorse for the

COMMONLY USED CHAMBER COLOUR OF THE LOCOMOTIVE WDM2

second half of the 20th century, and perhaps the one loco that has an iconic association with IR for many people. These locos are found all over India hauling goods and passenger trains — the standard workhorse of IR. Many crack trains of IR used to be double-headed by WDM-2 locos; this has decreased now owing to the electrification of most important sections and the use of more powerful locos. A single WDM-2 can generally haul around 9 passenger coaches; twin WDM-2's were therefore used for 18-coach trains.

Jumbos – A few locos of the WDM-2 class produced in 1978-79 have a full-width short hood; these are unofficially termed 'Jumbos' by the crew. These range from serial numbers around 17796 or so to about 17895 or so (17899 and above are known to be 'normal' WDM-2s). These were apparently produced with the idea of improving the visibility for the drivers, but it was learned later that it did not make much of a difference under the typical operating conditions of these locos. Some of these were later modified to have narrower short hoods to look more like the other WDM-2's. Two locos, #17881 and #17882, were trial locos produced by DLW when they were considering shutting down Jumbo production; these look like ordinary WDM-2 locos, even though there are other Jumbos with higher road numbers than them. Some Jumbos have undergone further modifications: Loco #17854 was a Jumbo based at Jhansi in 1981; now [6/04] it has been rebuilt as a WDM-3A locomotive (based at Pune) by DCW, Patiala.

The classification WDM-2A is applied to those that were re-fitted with air brakes (most of these therefore have dual braking capability), while WDM-2B is applied to more recent locos built with air brakes as the original equipment (these very rarely have vacuum braking capability in addition, especially if they have been rebuilt by Golden Rock). (However, in the past, before the widespread use of air-brakes, a few modified versions with a low short hood at one end like the WDS-6 were also classified WDM-2A.) A few WDM-2 locos of the Erode shed have been modified and sport a full-forward cab at one end, with the dynamic

brake grid,

blower, etc. moved between the cab and the traction alternator.

The original Alco designs had a 10-day, 3000km maintenance schedule, which was later extended by some modifications to a 14-day schedule. Now [1/02], the schedule is being extended to 30 days by increasing the capacities for various fluids (lubrication oil, etc.), and improving some bearings (mainly, using roller bearings for the suspension). The original WDM-2 bearings were very susceptible to failure. However, given the age of this model, unsurprisingly even locos that have been modified for a 14-day schedule do often require more frequent maintenance or minor repair so they end up being put on a 7-day schedule anyway.

WORKING OF A TYPICAL LOCO DIESEL ENGINE (Alco 251)

WDM-2 locos are excepted from the new mainline diesel classification scheme and will remain classified as WDM-2 and not 'WDM-2F' as they might be in the new scheme based on their horsepower.

The first one supplied by Alco was #18040. This one is no longer in use and is now preserved at the National Railway Museum at New Delhi. The second one from Alco, #18041, is currently [7/05] homed at Kalyan shed and is often seen hauling the Diva - Vasai DMU service. The first WDM-2 built by DLW, #18233, is now at Andal shed (not much in use). The last WDM-2's were in the 16000 series. The very last one is #16887.

The WDM-2 locos have a max. speed of 120km/h. There are generally speaking no restrictions for running with the long hood leading, although it's been reported that in some cases the practice was to limit it to 100km/h. The gear ratio is 65:18.

Some WDM-2 units are being converted [2/02] to have AC-DC transmission (alternator driving DC traction motors) by DCW, Patiala. Golden Rock workshops have also been renovating some WDM-2 locos with new features such as twin-beam headlamps.

Only one WDM-2 loco (#16859, Ernakulam shed) is known to have had cab air-conditioning fitted. This was the first loco to have air-conditioning in India; this was done by the ERS shed in 1997 right after receiving the loco from DLW, but it was disabled later as the auxiliary alternator proved too weak to run the air-conditioner well.

A few WDM-2 locos downgraded for shunting duties have been seen marked with a WDM-2S class name; e.g., some at Itwari shed [2003] and some at Kurla. A few have also been spotted bearing the class name WDS-2, e.g., those at the Kalyan shed where they are used for shunting. These appear to be quirks of the local shed staff and not officially recognized classifications.

DCW Patiala has rebuilt some WDM-2 units to class WDM-3A/WDM-2C specifications. These are a little different from the normal WDM-2C from DLW. They look very similar to WDM-2's, except for a bulge on one of the doors of the hood; this is due to the presence of a centrifugal fuel filter which moved there because the model required larger aftercoolers. There are some other slight differences in appearance. These units have a GE turbocharger and a different expressor with integral air drying facility. They have a Woodwards governor which leads to even running and idling, and (to the great disappintment of Alco

smoke fans) reduces the amount of black smoke during intense acceleration. These also have roller bearings for the suspension, improving on the longstanding problem of bearing failures on the regular WDM2 model.

Following the new mainline diesel classification scheme, new WDM-2C's converted or overhauled by DCW, Patiala, are being

labelledWDM-3A (new).

Shakurbasti Diesel WDS-4A/4B/ Also a BG/MG trip shed for WDM-2, WDG-

(for Delhi) 4D (92), some DEMUs, WDM-2

3A & YDM-4 locos. WDS-4A/4B/4C/4D shunting locos are sent here for annual / semi-annual maintenance. Homes DMUs for Delhi region including the country's first CNG run DMU which was converted in-house from diesel. The first WDS-4A ('Indraprastha', #19057) is homed here [10/05]. This shed had some (16) WDM-2 locos for a brief period, about 6 months or so, before they were sent on to Tughlakabad, Ludhiana, and Bhagat-ki-Kothi sheds. Currently has only 1 or 2 WDM-2 used for local duties.

BRIEF NOTES

Builders: Alco, DLW

Engine: Alco 251-B, 16 cylinder, 2600hp (2430hp site rating) with Alco 710/720/?? turbocharger. 1000rpm max, 400rpm idle; 228mm x 266mm bore/stroke; compression ratio 12.5:1. Direct fuel injection, centrifugal pump cooling system (2457l/min @ 1000rpm), fan driven by eddy current clutch (86hp @ engine rpm 1000).

Governor: GE 17MG8 / Woodwards 8574-650.

Transmission: Electric, with BHEL TG 10931 AZ generator (1000rpm, 770V, 4520A).

Traction motors: GE752 (original Alco models) (405hp), BHEL 4906 BZ (AZ?) (435hp) and (newer) 4907 AZ (with roller bearings)

Axle Load: 18.8 tonnes, total weight 112.8t.

Bogies: Alco design asymmetric cast frame trimount (Co-Co) bogies (shared with WDS-6, WDM-7, WAM-4, WCAM-1, WCG-2).

Starting TE: 30.4t, at adhesion 27%.

Length over buffer beams: 15862mm.

Distance between bogies: 10516mm.

WDM-2

A WDM-2 locomotive from Ludhiana, at Kalka

Power type Diesel

Builder Alco, DLW

Build date 1962 onwards

Total production 2700+

UIC classification Co-Co

Gauge 1,676 mm (5 ft 6 in)

Wheel diameter 1092 mm

Wheelbase 12834 mm

ength 17120 mm

Width 2864 mm

Height 4185 mm

Axle load 18800 kg

Locomotive weight 112800 kg

Fuel capacity 5000 litres

Prime mover ALCO 251-B

List of Electrical switches (some are circuit breakers) in the WDM2 18379 cab (of Pune shed).

Located on the Long hood bulkhead

CABL: Cab light breaker ENGRL: Engine Room Light DIL: Dome light switch (pronounced by a large number of drivers

as 'Doom' light) ERF: Emergency Radiator Fan switch (forces the radiator fan to

run at the fastest speed in the event of engine overheating) DSC: Not very clear - something required by the maintenance crew

- the drivers do not touch it B/A : Battery Ammeter (Center Zero with 200 Amps graduations

in the + & - (charge & discharge directions, Ammeter for the 72 V engine battery.

B/A bypass: switch used to disconnect the field of the Battery charging generator: This causes the ammeter needle to deflect slightly in the negative direction (discharge). Normally the ammeter is at the zero position, i.e. the charge and discharge is evenly matched. The negative deflection is the proof that the battery is being positively charged in the normal position and that is why the needle is normally seen in the zero position.

ESD: Engine Start Lamp: Comes on when all the conditions are right for the engine to start

FPM: Fuel Pump Motor Breaker: Low pressure pump used to lift the diesel from the tanks to the injectors, always running when the loco is live

CCM: Crankcase Exhauster motor: Used to scavenge the potentially explosive and combustible vapour from the crank case. The discharge of the exhauster is at a bent pipe near the fuel tank. If the CCM is switched off, the oil leakage from the cylinder heads

show up faster as bubbles, the drivers use this 'short cut' to check a loco before accepting charge.

MB1: Master Breaker 1: Selects the control stand 1 Aux: Auxiliary breaker: I wonder what this switches on ? MB2: Master Breaker 2: Selects the other control stand H/L: Breaker for the headlight 72 V, 250 Watt dual filament. M/T: Manual Transition switch: Allows the loco to come from

series parallel to full parallel combination when used manually, More on this subject later

Start: Push Button used to start the mother of all engines Stop: Time for shut down: The switch is held for almost 15 - 20

seconds until all the pistons stop pumping and there is sudden silence !

ECS: Selector switch with a handle with Idle and Run positions - why is it required ?

MCO: Selector switch with seven position, from left to right : CO3, CO2, CO1, ALL IN, CO 4, CO5 and CO6. This is the motor selector switch to isolate a defective traction motor. The normal position is in the center - the ALL IN position.

GR: Ground Relay: Operates when a 'Power Ground' occurs i.e. the main generator short circuits !

Some photos of the important parts of the wdm2 locomotive

Turbo charger of a WDM2c is the red colored item seen here just below the exhaust stack. Turbo charger is basically a turbine powered by the residual energy of the exhaust gases from the engine. The turbine in turn runs a compressor which compresses the intake air, thus providing more oxygen for combustion. As a result more power can be extracted from the same engine block.

This is the main dynamo mated to the prime mover which produces the DC current to power the traction motors.

An open Dynamo with the commutators visible.

This is the expressor(Combined compressor and exhauster) unit which produces the vacuum for the train brakes as well as compressed air.

A bunch of WDM2 driving wheel sets. The pinion gear on the traction motor shaft will mesh with the gear visible on the axle here.

Conventional type of control stand of WDM2 with the driver sitting on the right hand side. The lever with white handle is the main throttle with 8 notches.

The newer desk type of control stand introduced on newer WDM2c's with the driver sitting on the left hand side. Throttle here is the wheel in the middle like that of an electric locomotive controls.

The other half of the desk type of control stand. The large white dial is the speedometer. It is said that this desk type of control stand is very much disliked by many drivers because of limited leg room, as you can see in this and the previous photos.

Q. What do the designations 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 item, '[gauge]', is a single letter identifying the gauge the loco runs on:

W = Broad Gauge Y = Meter Gauge Z = Narrow Gauge (2' 6") 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 CA = Dual-power AC/DC traction B = Battery electric(rare)

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

M = Mixed Traffic P = Passenger G = Goods S = Shunting L = Light Duty (Light Passenger) (no longer in use) U = Multiple Unit (EMU / DEMU) R = Railcar

The fourth item, '[series]', is a digit identifying the model of the loco. Until recently, this series number was simply assigned chronologically as new models of locos were introduced.

BIO-DIESEL

CHEAP

CLEAN

EFFICIENT

THE CHANGING FACE OF THE LOCOMOTIVE FUEL

DIFFERENT TYPES OF LOCOMOTIVES USED BY THE INDIAN RAILWAYS

1.EMU

2.DEMU

3.CNG

4.WDS4

5.WDM2

Out of all the different types of locomotives, WDM2 is the most used one .

It has the most robust construction,it is classified under the broad aguge category.

It has a maximum speed of 140km/hr.

It has a mixed type of use i.e. it can be used for shunting purposes as well as long distance travels that includes passenger trains and goods trains.

WDM2 makes use of the latest technology among the locomotives which includes the use of vaccum as well as air breaks.

The wheels are supplied the power from the traction motor which is driven by the crank shaft rotated by the motion of the pistons.

WDM2 has a set of three axles both in front and the rear of the locomotive which have gears meshed with that of the traction motors.

WDM2 has a V- type of construction of the engine.

It has a total of 16 cylinders ,8 on one side and 8 on the other .

4 cylinders work at an instant,the opposite cylinders drive the crank shaft simultaneously.

REASONS FOR INCORPORATING THE CNG SYSTEM IN RAILWAYS

Rising fuel bill of Indian Railways

Environmental concern

Search for clean alternate fuel

Worldwide trends

Experience in Indian context

Dual Fuel system for existing Diesel engines

WHAT IS CNG ?

• Compressed Natural Gas

• Hydrocarbon extracted from under ground

• Methane gas - 95% approx.

• Balance 5% - Butane, Propane, Ethane etc.

PHYSICAL PROPERTIES OF CNG

* Non – toxic

* Lighter than air

* Colourless

* Odourless

ADVANTAGES OF USING CNG AS A FUEL

Economical and Abundant Fuel

Environmentally Friendly Fuel

CO reduction by 90 - 97%

CO2 reduction by 25%

NOx reduction by 35 – 60%

HC emission reduction by 50 – 75%

No particulate matter

Safe Fuel

Less Lub oil consumption

OTHER BENEFITS AF USING CNG

Environmental improvement

Considerable reduction in harmful gases

Considerable reduction in particulate matter

Less green house effect

Improvement in air quality

No residual hydrocarbon in emission

Reduced engine wear & tear hence longer life

Reduced lub oil consumption

Increased engine efficiency due to reduced knocking

DUAL FUEL SYSTEM Schematic diagram

CNG AS FUEL

THE NEW BOON TO THE SYSTEM OF RAILWAYS

AND ENVIRONMENT