Diesel Locomotive Classes –
Broad Gauge
Note: Information on meter gauge and narrow gauge diesels can be found here.
Broad Gauge Diesel Locomotives
Note: Class names for mainline diesels are according to the new classification scheme, with references to the class names in the old system for those classes that were renamed, or for older classes that are out of use. See the general loco page for an explanation of the new and old schemes.
100 of these were supplied in all. Initially (1957-1958) 20 were supplied and used for ore/coal freight on SER, but later also used for the first dieselized expresses on ER and SER, e.g., the Howrah-Madras Mail (double-headed by WDM-1's before WDM-2's and WDM-4's were introduced). Most of the WDM-1 locos had Co-Co wheelsets (thus differing from FA units in other countries), although some are thought to have had A1A-A1A bogies.
(Class name unchanged after reclassification.) 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 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.
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 WDM-2 model.
WDM–3
(Old class name.) Rarities. Diesel locos with hydraulic transmission -- only 8 were produced, by Henschel (model DHG2500BB). Mercedes Benz MD108DZ20 engines, B-B axles. Built around 1970, IR numbers 18515-18522, works numbers 31300-7. No longer in use, decommissioned at Gooty shed, 1995. The first two had Maybach Mekydro transmissions and the rest had the indigenous Suri transmission.
(Old class name.) Rarities. Diesel locos with hydraulic transmission -- only 8 were produced, by Henschel (model DHG2500BB). Mercedes Benz MD108DZ20 engines, B-B axles. Built around 1970, IR numbers 18515-18522, works numbers 31300-7. No longer in use, decommissioned at Gooty shed, 1995. The first two had Maybach Mekydro transmissions and the rest had the indigenous Suri transmission.
Note:The WDM-3A has nothing to do with the original WDM-3 Henschel locos, and is the new class code for the WDM-2C loco based on the power rating of 3100hp (see below).
WDM-3A / WDM–2C
(Old class name WDM-2C, new class name WDM-3A.) These 3100hp locos are more powerful versions of the WDM-2. The first one was delivered on August 22, 1994. A single WDM-2C could haul a 21-coach passenger train, something that required two of the older WDM-2's. The WDM-2C / WDM-3A also has a rated top speed of 120km/h, and has the same power-pack as the WDG-2 and WDP-2 locos. Early units were air-braked but lately many have been provided dual-braking capability. Dynamic brakes are also provided. The loco has a single cab. Gear ratio 65:18 as with the WDM-2. All recent units have a square profile, but a few early versions have a rounded appearance. Starting in [11/02], even higher powered units (3300hp) have been turned out by DLW, Varanasi, and DCW (DMW), Patiala -- all recent WDM-3A are of 3300hp power rating.
(Old class name WDM-2C, new class name WDM-3A.) These 3100hp locos are more powerful versions of the WDM-2. The first one was delivered on August 22, 1994. A single WDM-2C could haul a 21-coach passenger train, something that required two of the older WDM-2's. The WDM-2C / WDM-3A also has a rated top speed of 120km/h, and has the same power-pack as the WDG-2 and WDP-2 locos. Early units were air-braked but lately many have been provided dual-braking capability. Dynamic brakes are also provided. The loco has a single cab. Gear ratio 65:18 as with the WDM-2. All recent units have a square profile, but a few early versions have a rounded appearance. Starting in [11/02], even higher powered units (3300hp) have been turned out by DLW, Varanasi, and DCW (DMW), Patiala -- all recent WDM-3A are of 3300hp power rating.
DLW has also experimented with improvements to the Alco 251 powerpack to extract 3900hp out of it, and this is being [4/02] tested in a few locomotives.The new class name for these is WDM-3A.
WDM-2CA is a variant of the WDM-2C (numbers beyond #14080). Dual brakes? (not confirmed) These units all had right-hand seating for the driver. Later these were all reclassified WDM-3A along with the WDM-2C locos, but a few remain at Erode shed with the old class name on them [7/05].
Brief Notes
- Builders: DLW
- Engine: Upgraded (by DLW) Alco 251-C (16 cylinder), 3100hp (2900hp site rating) early models, 3300hp from 2003, 1050rpm max / 400rpm idle; direct fuel injection. Cooling and fans as with WDM-2. ABB VTC304-15 or Napier NA 295 IR turbocharger.
- Governor: GE 17MG8 / Woodwards 8574-650.
- Transmission: Electric with BHEL TA 10102 CW alternator, 1050rpm, 1130V, 4400A. (Earlier used BHEL TG 10931 AZ alternator.)
- Axle Load: 18.8 tonnes. Wheelset: Co-Co trimount bogie.
- Starting TE: 30.4t, at adhesion 27%.
- Length over buffer beams: 15862m
- Distance between bogies: 10516mm.
A higher-powered version of the basic WDM-2C (WDM-3A) class, these locos have a 3300hp powerpack, with available traction power of 2925hp. The engine is an enhanced version of the 16-cylinder Alco 251C model. Max. speed 160km/h. Fabricated (welded) Alco High-Adhesion Co-Co bogies. Starting TE is 36036kgf (353kN). Dual braking systems.
e dynamic brake resistor grid being moved to behind the cab.) The control desk will also be changed to be similar to that of the WDP-4. [11/08] Only one locomotive (#11121) so far has had cab this modification. Rest of the fleet retain the classic Alco hood design but have had the dynamic brake resistor moved to the roof on the short hood (#11200 onwards?).
They were considered a potential alternative to the WDM-2 design from Alco and were superior in many ways, but eventually the Alco loco won as GM did not agree to a technology transfer agreement.
(Class name carried over from old system.) Rarities! DLW built just two of these locos, which have a short centre-cab with a long hood and a short hood. Nos. 18901, 18902, assigned to ER, built in July 1981 and in 1982, and currently [4/00] based at Burdwan and handling departmental duties and occasional shunting. Known as 'Maruti' or 'chutka gari' by the staff. They are 1350hp Bo-Bo locos with the same 6-cylinder inline engine (Alco 251D-6 variant) and traction motors (4), and hood superstructure, as the YDM-4 locos, with a WDM-2 underframe. The power rating of the YDM-4 powerpack is too low to haul anything more than very small rakes, so it's not clear exactly what IR had in mind when these locos were designed and built. Perhaps they were to take on short-haul commuter and suburban services, a task which the DMUs and MEMUs have proved good at. The Bo-Bo bogies of these locos are of a fabricated design, similar to those seen on the WDP-1, apparently not related to any other diesel loco bogies found on IR although perhaps loosely based on the Flexicoil models.
(Class name carried over from old system.) Fifteen of these locos were built from June 1987 through 1989. A few were at Erode earlier but later all were transferred to Ernakulam. More recently [8/02-11/02] several (#11003/06/07/08/09/13) have been seen being used as shunters at Chennai Central or for light passenger haulage. Some are now in Golden Rock livery while others are still in Ernakulam livery. A few may [11/02] still be at Ernakulam, but it appears that all are destined to be moved to Chennai or Golden Rock to work odd jobs.
(Class name carried over from old system.) A poor adaptation of the WDM-2 intended for hauling commuter trains with small numbers of coaches, this model never performed well and has always had a lot of ride quality and maintenance problems. With a 12-cylinder engine and low overall weight, the decision was made to use a Bo-Bo wheelset for it, unsual for IR diesels. These locos have a left-hand driving position in the cab and thus are often manned by a single driver when working long hood forward (the left-hand position enables easy token collection by the driver). Homed at Tughlakabad and Vijaywada. Used mostly for ordinary passenger trains.
(Class name carried over from old system, new name WDP-3A.) New 3100hp dedicated passenger diesel loco. Twin full-forward cabs, streamlined design, Alco 251-C V-16 power unit, with an ABB/GE turbo supercharger and provided with an electronic governor to control the engine's power output.
These are GM EMD GT46PAC locos. Starting in June 2001, 10 of them (#20000 to #20009) were provided by GM, operating out of Hubli (but frequently seen at Guntakal, Gooty, Bangalore and Secunderabad). In April 2002 DLW started producing these locomotives with 20011, 20013 and 20014 being assembled from completely knocked down kits. 20012 was the first indigenously manufactured WDP-4 and features a modified fibre glass shell over the standard cab. DLW had plans only for these 5 in its first production batch, but started to produce them in large numbers starting in late 2003.
WDP–4B These locos are modified versions of the WDG-4 class locos, used for passenger operations. They have a reduced axle load of 20.2t (compared to the WDG-4's 21t axle load), achieved mainly by trimming the weight of the underframe. The gear ratio is 17:77, horsepower rating of 4500hp (brake horsepower 4150hp), and the maximum tractive effort is 384.4kN. It has an operational design speed of 130km/h and a maximum speed of 150km/h. The cab is slightly wider to provide better visibility when running long hood forward. All other features are essentially the same as with the WDG-4. Please see the WDG-4 class information for more details on this loco. Other points to note are below.
Initially two prototypes of the WDP-4B class were built using components for the WDP-4 class loco (#20047, #20075 - in the number series for the WDP-4 class). Serial production of these locos began in March 2010.
Note that although the class designation makes it seem like a minor variant of the WDP-4 class, it has significant differences from it, being much closer to the WDG-4 class. In particular, the WDP-4 has 4 PAC traction motors (Bo-Bo) whereas the WDP-4B has 6 traction motors (Co-Co). In addition, the traction motors have individual inverters, so that in the case of one inverter failing, 5 traction motors are still available, allowing the loco to reach its destination under reduced power. Traction control uses IGBTs instead of GTOs. The control software has also been changed so as to squeeze out power at the top end of each traction motor under most conditions, unlike with the WDP-4 where the software was more constraining in terms of when it would allow maximum power to be drawn. The WDP-4B also has a provision for an inverter-driven head-end power unit, allowing running trains without a generating car (EOG) for hotel power.
WDP–4C Non-existent?? It is unclear if this class actually exists. No confirmed sightings have been reported, nor any official documents referring to this class been seen. The class name may have been used internally by DLW or by one of the diesel sheds for experimental variants of the WDP-4 model.
WDG-3A / WDG–2
(Old class name was WDG-2, new class name is WDG-3A.) This 3100hp model was developed in response to problem areas noted with the WDM-2, such as ride quality, lateral oscillations, and poor traction with heavy loads. Power-pack is the same as that of the WDP-2.
(Old class name was WDG-2, new class name is WDG-3A.) This 3100hp model was developed in response to problem areas noted with the WDM-2, such as ride quality, lateral oscillations, and poor traction with heavy loads. Power-pack is the same as that of the WDP-2.
First loco delivered on July 18, 1995. A WDG-3A / WDG-2 can haul about 3000 tonnes on ordinary gradients. Shares bogie design with WCAG-1, WCAM-3, WAG-7 (high-adhesion trucks). They are the most common goods locos seen on KR. The gear ratio is 74:18. Most of these are air-braked, but some (e.g., at Pune) are being retrofitted with vacuum brakes to make them dual-braked to handle the vacuum-braked freight stock (TP, TK petroleum tankers between Loni petrol depot and Miraj; some BCX rakes, etc.).
Balancing speed of 69km/h with a 58 BOXN wagon load. Max. speed 100km/h. The WDG-2A variants are dual-braked. Some older WDG-3A units were made with left-hand-side driving position in the cab. [7/02] Newer units of the class are being fitted with microprocessor governors. The first of these variants, Garuda (#14951) is at Gooty. One WDG-3A, #14944 at Erode, has an air-conditioned cabin.- Builders: DLW
- Engine: Alco 251C-16 upgraded by DLW, 3100hp. 1050rpm max / 400rpm idle. Fuel injection, cooling, fan, bore/stroke as with WDM-2C. Compression ratio 12.5:1. NAP NA2951R or ABB VTC304-15 turbo-supercharger.
- Transmission: Electric, with BHEL TA 10102 CW alternator (1050rpm, 1130V, 4400A).
- Axle Load: 20.5t; total weight 123t.
- Bogies: Alco High-Adhesion Co-Co fabricated bogies
- Starting TE:37.9t at 30.8% adhesion.
- Length over buffer beams: 17850mm
- Distance between bogies: 11500mm
New dedicated goods diesel locos. These are GM's GT46MAC models. First units were imported in 1999 (13 fully built, 8 in kit form). Now [4/02] DLW has begun local production; 3 have been built and a further 25 or so were built in 2002. As of [1/06] 60+ units have been built.
The loco shed at Hubli has been modified to handle these; initially all will be based at Hubli and will be used to haul mineral ore freight from Bellary or Hospet to Vasco da Gama.
The locos are rated at 4000hp and use 3-phase AC traction motors. They can start a load of 58 BOXN wagons on a 1 in 150 grade and have a balancing speed of 85km/h for such a load on level track. Max. speed is 100km/h. They can be MU'd with up to 4 units operating in tandem. Gear ratio 85:16. Axle load 21 tonnes. They have an evaporation-bath-cooled converter system, and the Siemens SIBAS 16 traction control system. The locos also have slip-control mechanisms.
They are expected to have lower maintenance costs, as they need to return to the home shed only once in 90 days instead of every 7-10 days as with the earlier diesels. Fuel costs are also about 20% lower than with the WDM-2. [1/05] Earlier plans to home more of these at Golden Rock seem to have been dropped; instead more are expected to go to the northeast (Siliguri? New Alipurduar?).
The first units from GM were #12001-12013 manufactured between 7/97 and 9/98; followed by a second order (#12014-12021) manufactured around 12/98. The first unit, #12001, has been seen often [1/05] in a green-black livery with no IR markings and instead '9001 / General Motors' painted on it.
Recent WDG-4 units have added GTO control of the traction motors.
- Builders: GM, DLW
- Engine: GM-EMD 16-710 G3B, 4000hp, with EMD 'G' turbocharger. WW PGR governor. Unit fuel injection, centrifugal pump as with WDP-2, cooling and fan as in WDP-2.
- Transmission: Electric with TA-17-CA6A alternator, 900rpm, 2200V AC / 3000V DC, 1600A AC, 2100A DC.
- Wheelsets: Co-Co bogies
- Starting TE:55t at 41% adhesion.
- Length over buffer beams: 19964mm
- Distance between bogies: 13888mm (? or 13666mm?)
- Weight: 128t
- Fuel tank capacity: 6000l
A modified version of this loco with reduced weight is designated WDP-4B and is used for hauling passenger trains.
WDS–1These are significant as the first widely deployed and successful diesel locos in India. The original locos of this class were a batch of 15 built by GE and supplied by USATC in 1944-45. They had centre cabs and short and narrow hoods on either side, with two powerpacks (one under each hood). Most of these were with WR, although three units went to ER in 1945. They were very quiet in operation (in contrast to the WDS-2 locos, see below.) Some were working up till 1990 or so, when most were withdrawn or scrapped. Bo-Bo, twin 8-cylinder 4-stroke engines, 2 x 190hp.
WDS–4, WDS–4A, WDS–4BCLW produced some of these diesel-hydraulic locos beginning in 1967-1968, but bulk production began only in 1969. (Some of the later units were probably built at the Diesel Loco Works, Varanasi.) 
Wheel arrangement: 'C'. 6-cylinder 4-stroke turbo-supercharged engines. WDS-4 models are rated at 600hp, WDS-4A at 660hp, and WDS-4B at 700hp. (The same power-pack is used on all the models, upgraded for each.)
Wheel arrangement: 'C'. 6-cylinder 4-stroke turbo-supercharged engines. WDS-4 models are rated at 600hp, WDS-4A at 660hp, and WDS-4B at 700hp. (The same power-pack is used on all the models, upgraded for each.)
Many of these were used by public-sector units and some private companies for industrial uses. (These are the only IR locos in use today with hydraulic transmission.) WDS-4B numbers are shared in a range with WDS-4D locos. The first WDS-4A, #19057, named 'Indraprastha', was homed at Shakurbasti for a long time (still is [10/05]) but is due to be decommissioned and sent to the NRM shortly. Some WDS-4A locos (e.g., #19063) have over the course of time 'lost' their sub-class marking and are marked simply as WDS-4 -- it's not clear whether this is just a sloppy job by the painters or indicates some real variation in the locos.
Brief Notes
- Builders: CLW
- Engine: Mak/CLW 6M 282 A(K), slight variations and power differences for WDS-4A, WDS-4B, etc.
- Transmission: Mak-Suri 2-speed hydromechanical transmission (WDS-4), Voith hydraulic transmission (WDS-4A), Suri hydromechanical transmission (WDS-4B)
A model based on an Alco design (DL531B), and erected by DLW. The loco has a flat-ended cab at one end. Appearance: On the whole it is somewhat bigger than the WDS-6, and with a round fuel tank instead of the integrated body fuel tank that the WDS-6 has. Co-Co, 6-cylinder 4-stroke turbo-supercharged engine (Alco 251B-6, 1065hp), electric transmission. Some of these were used for industrial shunting. A few are [6/03] at Mughalsarai and Bondamunda sheds.
Heavy-haul shunters made in large numbers for industrial concerns as well as for IR, starting in 1975. These locos consist of the YDM-4 powerpack (6-cylinder 4-stroke inline Alco engine, turbo-supercharged) placed on WDM-2 frames. Same bogies as the WDM-2, WAM-4, WCAM-1 locos (Alco cast asymmetric trimount bogies). 1200/1350hp net (1400hp gross). Max. speed 62.5km/h. Several of them have a so-called 'creep control' system which allows them to be operated at a sustained speed of between 1 to 7 km/h for hauling special or heavy loads.
More diesels (MG and NG) on the next page.
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