INPLANT TRAINNING REPORT

IN

RATLAM DIESEL SHED

BHARATH UNIVERSITY,

CHENNAI [600073]

DIESEL LOCOMOTIVE OF BROAD GAUGE CLASS

BACHELOR OF ENGINEERING

IN

MECHANICAL ENGINEERING

SUBMITTED BY

ADITYA UPADHYAY
 BONAFIDE CERTIFICATE

Certificated that this inplant training report on “RATLAM DIESEL SHED” is the bonafide
work of “Mr ADITYA UPADHYAY” who carried out this training from 25th june 2013 to
15th july 2013, under the supervision.

Dr. X. Chales ME, PhD Dr.R.Raja ME, PhD

Asst. Professor HOD

Department of Mechanical Engineering. Department of Mechanical Engineering.

Bharath University, Bharath University

Chennai-600073 Chennai-600073
 ACKNOWLEDGEMENT

A WORK IS INCOMPLETED WITHOUT PROPER GUIDANCE OF MENTOR. I HAVE

BEENLUCKILY TO BE BLESSED WITH THE HELP OF SUCH A PERSON AND
DEPARTMENT.

FIRST AND MOST I WOULD LIKE TO THANKS INDIAN RAILWAY THAT THEY
PROVIDED USTHE OPPORTUNITY TO UNDERGO INDUSTRIAL TRAINING FROM
THEIR RATLAM TRACTIONTRAINING CENTRE .IT IS ONE OF THE
MAINTENANCE CENTRE OF BROAD GUAGE CLASSLOCOMOTIVES.

I WOULD ALSO LIKE TO THANKS THE PRINCIPAL Mr. R. UPADHYAY OF DIESEL

TRACTIONTRAINING CENTRE RATLAM DIESEL SHED (WESTERN RAILWAY). HE
GUIDED US THROUGHOUT TRAINING PROGRAM SO THAT WE CAN GET FULL
ADVANTAGE OF IT.
 CONTENT

S.NO. TOPIC NAME PAGE NO.

1. INTRODUCTION .
 INTRODUCTION

The Diesel Locomotive

The modern diesel locomotive is a self contained version of the electric locomotive. Like the
electric locomotive, it has electric drive, in the form of traction motors driving the axles and
controlled with electronic controls. It also has many of the same auxiliary systems for
cooling, lighting, heating, braking and hotel power (if required) for the train. It can operate
over the same routes (usually) and can be operated by the same drivers. It differs principally
in that it carries its own generating station around with it, instead of being connected to are
mote generating station through overhead wires or a third rail. The generating station
consists of a large diesel engine coupled to an alternator producing the necessary electricity
.A fuel tank is also essential. It is interesting to note that the modern diesel locomotive
produces about 35% of the power of a electric locomotive of similar weight.

The Diesel Engine

The diesel engine was first patented by Dr Rudolf Diesel (1858-1913) in Germany in
1892and he 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 spark ignition engine uses an
electrical spark from a "spark plug" to ignite the fuel in the engine's cylinders, whereas the
fuel in the diesel engine's cylinders is ignited by the heat caused by air being 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 25 to 1. A compression
ratio of 16 to 1 will give an air pressure of 500 lbs/in² (35.5 bar) and will increase the air
temperature to over800°F (427°C)

.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
Parts of a Diesel-Electric Locomotive
The following diagram shows the main parts of a US-built diesel-electric locomotive.
Click on the part name for a description.

Diesel Engine.
This is the main power source for the locomotive. It comprises a large cylinder block, with
the cylinders arranged in a straight line or in a V. The engine rotates the drive shaft at up
to1,000 rpm and this drives the various items needed to power the locomotive. As the
transmission is electric, the engine is used as the power source for the electricity generator or
alternator, as it is called nowadays.

Main Alternator
The diesel engine drives the main alternator which provides the power to move the train. The
alternator generates AC electricity which is used to provide power for the traction motor
mounted on the trucks (bogies). In older locomotives, the alternator was a DC machine ,
called a generator. It produced direct current which was used to provide power for DC
traction motors. Many of these machines are still in regular use. The next development was
the replacement of the generator by the alternator but still using DC traction motors. The AC
output is rectified to give the DC required for the motors. For more details on AC and DC
traction.

Auxiliary Alternator
Locomotives used to operate passenger trains are equipped with an auxiliary alternator. This
provides AC power for lighting, heating, air conditioning, dining facilities etc. on the train.
The output is transmitted along the train through an auxiliary power line. In the US, it is
known as "head end power" or "hotel power". In the UK, air conditioned passenger coaches
get what is called electric train supply (ETS) from the auxiliary alternator.

Motor Blower
The diesel engine also drives a motor blower. As its name suggests, the motor blower
provides air which is blown over the traction motors to keep them cool during periods
of heavy work. The blower is mounted inside the locomotive body but the motors are on the
trucks, so the blower output is connected to each of the motors through flexible ducting. The
blower output also cools the alternators. Some designs have separate blowers for the group
of motors on each truck and others for the alternators. Whatever the arrangement, a modern
locomotive has a complex air management system which monitors the temperature of the
various rotating machines in the locomotive and adjusts the flow of air accordingly.

Air Intakes
The air for cooling the locomotive's motors is drawn in from outside the locomotive. It has
tobe filtered to remove dust and other impurities and its flow regulated by temperature,
bothinside and outside the locomotive. The air management system has to take account of
thewide range of temperatures from the possible +40°C of summer to the possible -40°C
of winter.

Rectifiers/Inverters
The output from the main alternator is AC but it can be used in a locomotive with either DC
or AC traction motors. DC motors were the traditional type used for many years but, in the
last 10 years, AC motors have become standard for new locomotives. They are cheaper to
build and cost less to maintain and, with electronic management can be very finely
controlled.

To convert the AC output from the main alternator to DC, rectifiers are required. If the
motors are DC, the output from the rectifiers is used directly. If the motors are AC, the DC
output from the rectifiers is converted to 3-phase AC for the traction motors.

In the US, there are some variations in how the inverters are configured. GM EMD relies on
one inverter per truck, while GE uses one inverter per axle - both systems have their merits.
EMD's system links the axles within each truck in parallel, ensuring wheel slip control is
maximised among the axles equally. Parallel control also means even wheel wear even
between axles. However, if one inverter (i.e. one truck) fails then the unit is only able to
produce 50 per cent of its tractive effort. One inverter per axle is more complicated, but the
GE view is that individual axle control can provide the best tractive effort. If an inverter fails,
the tractive effort for that axle is lost, but full tractive effort is still available through the other
five inverters. By controlling each axle individually, keeping wheel diameters closely
matched for optimum performance is no longer necessary.
Electronic Controls
Almost every part of the modern locomotive's equipment has some form of electronic
control. These are usually collected in a control cubicle near the cab for easy access. The
controls will usually include a maintenance management system of some sort which can be
used to download data to a portable or hand-held computer.

Control Stand
This is the principal man-machine interface, known as a control desk in the UK or control
stand in the US. The common US type of stand is positioned at an angle on the left side of the
driving position and, it is said, is much preferred by drivers to the modern desk type
of control layout usual in Europe and now being offered on some locomotives in the US.

Cab
The standard configuration of US-designed locomotives is to have a cab at one end of the
locomotive only. Since most the US structure gauge is large enough to allow the locomotive
to have a walkway on either side, there is enough visibility for the locomotive to be work e
din reverse. However, it is normal for the locomotive to operate with the cab forwards. In the
UK and many European countries, locomotives are full width to the structure gauge and cab
sare therefore provided at both ends.

Batteries
Just like an automobile, the diesel engine needs a battery to start it and to provide electrical
power for lights and controls when the engine is switched off and the alternator is not
running.

Traction Motor
Since the diesel-electric locomotive uses electric transmission, traction motors are provided
on the axles to give the final drive. These motors were traditionally DC but the development
of modern power and control electronics has led to the introduction of 3-phase AC motors.
There are between four and six motors on most diesel-electric locomotives. A modern AC
motor with air blowing can provide up to 1,000 hp.

Pinion/Gear
The traction motor drives the axle through a reduction gear of a range between 3 to 1 (freight)
and 4 to 1 (passenger).
Fuel Tank
A diesel locomotive has to carry its own fuel around with it and there has to be enough for
areas on able length of trip. The fuel tank is normally under the loco frame and will have a
capacity of say 1,000 imperial gallons (UK Class 59, 3,000 hp) or 5,000 US gallons in a
General Electric AC4400CW 4,400 hp locomotive. The new AC6000s have 5,500 gallon
tanks. In addition to fuel, the locomotive will carry around, typically about 300 US gallons
of cooling water and 250 gallons of lubricating oil for the diesel engine.

Air Reservoirs
Air reservoirs containing compressed air at high pressure are required for the train braking
and some other systems on the locomotive. These are often mounted next to the fuel
tank under the floor of the locomotive.

Air Compressor
The air compressor is required to provide a constant supply of compressed air for the
locomotive and train brakes. In the US, it is standard practice to drive the compressor off the
diesel engine drive shaft. In the UK, the compressor is usually electrically driven and can
therefore be mounted anywhere. The Class 60 compressor is under the frame, whereas the
Class 37 has the compressors in the nose.

Drive Shaft
The main output from the diesel engine is transmitted by the drive shaft to the alternators
atone end and the radiator fans and compressor at the other end.

Gear Box
The radiator and its cooling fan is often located in the roof of the locomotive. Drive to the
fanis therefore through a gearbox to change the direction of the drive upwards.

Radiator and Radiator Fan

The radiator works the same way as in an automobile. Water is distributed around the engine
block to keep the temperature within the most efficient range for the engine. The water is
cooled by passing it through a radiator blown by a fan driven by the diesel engine.

Turbo Charging
The amount of power obtained from a cylinder in a diesel engine depends on how much fuel
can be burnt in it. The amount of fuel which can be burnt depends on the amount of air
available in the cylinder. So, if you can get more air into the cylinder, more fuel will be burnt
and you will get more power out of your ignition. Turbo charging is used to increase the
amount of air pushed into each cylinder. The turbocharger is driven by exhaust gas from the
engine. This gas drives a fan which, in turn, drives a small compressor which pushes the
additional air into the cylinder. Turbo charging gives a 50% increase in engine power.

The main advantage of the turbocharger is that it gives more power with no increase in fuel
costs because it uses exhaust gas as drive power. It does need additional maintenance,
however, so there are some type of lower power locomotives which are built without it.

Sand Box
Locomotives always carry sand to assist adhesion in bad rail conditions. Sand is not often
provided on multiple unit trains because the adhesion requirements are lower and there are
normally more driven axles.

Mechanical Transmission
A diesel-mechanical locomotive is the simplest type of diesel locomotive. As the name
suggests, a mechanical transmission on a diesel locomotive consists a direct mechanical
link between the diesel engine and the wheels. In the example below, the diesel engine is in
the350-500 hp range and the transmission is similar to that of an automobile with a four
speed gearbox. Most of the parts are similar to the diesel-electric locomotive but there are
some variations in design mentioned below.
Fluid Coupling
In a diesel-mechanical transmission, the main drive shaft is coupled to the engine by a fluid
coupling. This is a hydraulic clutch, consisting of a case filled with oil, a rotating disc with
curved blades driven by the engine and another connected to the road wheels. As the engine
turns the fan, the oil is driven by one disc towards the other. This turns under the force of the
oil and thus turns the drive shaft. Of course, the start up is gradual until the fan speed is
almost matched by the blades. The whole system acts like an automatic clutch to allow a
graduated start for the locomotive.

Gearbox
This does the same job as that on an automobile. It varies the gear ratio between the engine
and the road wheels so that the appropriate level of power can be applied to the wheels. Gear
change is manual. There is no need for a separate clutch because the functions of a clutch are
already provided in the fluid coupling.

Final Drive

The diesel-mechanical locomotive uses a final drive similar to that of a steam engine. The
wheels are coupled to each other to provide more adhesion. The output from the 4-
speedgearbox is coupled to a final drive and reversing gearbox which is provided with a
transverse drive shaft and balance weights. This is connected to the driving wheels by
connecting rods.

Hydraulic Transmission
Hydraulic transmission works on the same principal as the fluid coupling but it allows a
wider range of "slip" between the engine and wheels. It is known as a "torque converter".
When the train speed has increased sufficiently to match the engine speed, the fluid is drained
out of the torque converter so that the engine is virtually coupled directly to the locomotive
wheels. It is virtually direct because the coupling is usually a fluid coupling, to give some
"slip". Higher speed locomotives use two or three torque converters in a sequence similar to
gear changing in a mechanical transmission and some have used a combination of torque
converters and gears.

Some designs of diesel-hydraulic locomotives had two diesel engines and two transmission
systems, one for each bogie. The design was poplar in Germany (the V200 series
of locomotives, for example) in the 1950s and was imported into parts of the UK in the
1960s.However, it did not work well in heavy or express locomotive designs and has largely
been replaced by diesel-electric transmission.
Governor

Once a diesel engine is running, the engine speed is monitored and controlled through a
governor. The governor ensures that the engine speed stays high enough to idle at the right
speed and that the engine speed will not rise too high when full power is demanded. The
governor is a simple mechanical device which first appeared on steam engines. It operates on
a diesel engine as shown in the diagram below.

The governor consists of a rotating shaft, which is driven by the diesel engine. A pair
of flyweights are linked to the shaft and they rotate as it rotates. The centrifugal force caused
by the rotation causes the weights to be thrown outwards as the speed of the shaft rises. If the
speed falls the weights move in wards.

The flyweights are linked to a collar fitted around the shaft by a pair of arms. As the weights
move out, so the collar rises on the shaft. If the weights move inwards, the collar moves down
the shaft. The movement of the collar is used to operate the fuel rack lever controlling the
amount of fuel supplied to the engine by the injectors.
Fuel Injection
Ignition is a diesel engine is achieved by compressing air inside a cylinder until it gets very
hot (say 400°C, almost 800°F) and then injecting a fine spray of fuel oil to cause a miniature
explosion. The explosion forces down the piston in the cylinder and this turns the crank shaft.
To get the fine spray needed for successful ignition the fuel has to be pumped into the
cylinder at high pressure. The fuel pump is operated by a cam driven off the engine. The fuel
is pumped into an injector, which gives the fine spray of fuel required in the cylinder for
combustion.

Fuel Control

In an automobile engine, the power is controlled by the amount of fuel/air mixture applied to
the cylinder. The mixture is mixed outside the cylinder and then applied by a throttle valve.
In a diesel engine the amount of air applied to the cylinder is constant so power is regulated
by varying the fuel input. The fine spray of fuel injected into each cylinder has to be
regulated to achieve the amount of power required. Regulation is achieved by varying the
fuel sent by the fuel pumps to the injectors. The control arrangement is shown in the diagram
left.
The amount of fuel being applied to the cylinders is varied by altering the effective delivery
rate of the piston in the injector pumps. Each injector has its own pump, operated by an
engine-driven cam, and the pumps are aligned in a row so that they can all be adjusted
together.

The adjustment is done by a toothed rack (called the "fuel rack") acting on a toothed section
of the pump mechanism. As the fuel rack moves, so the toothed section of the pump rotates
and provides a drive to move the pump piston round inside the pump. Moving the piston
round, alters the size of the channel available inside the pump for fuel to pass through to the
injector delivery pipe.

The fuel rack can be moved either by the driver operating the power controller in the cab or
by the governor. If the driver asks for more power, the control rod moves the fuel rack to set
the pump pistons to allow more fuel to the injectors. The engine will increase power and the
governor will monitor engine speed to ensure it does not go above the predetermined limit.
The limits are fixed by springs (not shown) limiting the weight movement.

Starting
A diesel engine is started (like an automobile) by turning over the crankshaft until the
cylinders "fire" or begin combustion. The starting can be done electrically or pneumatically.
Pneumatic starting was used for some engines. Compressed air was pumped into the
cylinders of the engine until it gained sufficient speed to allow ignition, then fuel was applied
to fire the engine. The compressed air was supplied by a small auxiliary engine or by high
pressure air cylinders carried by the locomotive.

Electric starting is now standard. It works the same way as for an automobile, with batteries
providing the power to turn a starter motor which turns over the main engine. In older
locomotives fitted with DC generators instead of AC alternators, the generator was used as a
starter motor by applying battery power to it.

To V or not to V
Diesel engines can be designed with the cylinders "in-line", "double banked" or in a "V". The
double banked engine has two rows of cylinders in line. Most diesel locomotives now have V
form engines. This means that the cylinders are split into two sets, with half forming one side
of the V. A V8 engine has 4 cylinders set at an angle forming one side of the V with the other
set of four forming the other side. The crankshaft, providing the drive, is at the base of the V.

The V12 was a popular design used in the UK. In the US, V16 is usual for freight
locomotives and there are some designs with V20 engines.

Engines used for DMU (diesel multiple unit) trains in the UK are often mounted under the
floor of the passenger cars. This restricts the design to in-line engines, which have to be
mounted on their side to fit in the restricted space.
Classification of Locomotives
In India, locomotives are classified according to their track gauge, motive power, the work they
are suited for and their power or model number. The class name includes this information
about the locomotive. It comprises 4 or 5 letters. The first letter denotes the track gauge. The
second letter denotes their motive power (Diesel or Electric) and the third letter denotes the
kind of traffic for which they are suited (goods, passenger, mixed or shunting).One of the
earliest pictures of railways in India.
The fourth letter used to denote locomotives' chronological model number. However,
from2002 a new classification scheme has been adopted. Under this system, for
newer diesel
locomotives, the fourth letter will denote their horsepower range. Electric locomotives don't
come under this scheme and even all diesel locos are not covered. For them this letter denotes
their model number as usual.
A locomotive may sometimes have a fifth letter in its name which generally denotes a
technical variant or subclass or subtype. This fifth letter indicates some smaller variation in
the basic model or series, perhaps different motors, or a different manufacturer. With the new
scheme for classifying diesel locomotives (as mentioned above) the fifth item is a letter that
further refines the horsepower indication in 100 hp increments: 'A' for 100 hp, 'B' for 200 hp,
'C' for 300 hp, etc. So in this scheme, a WDM-3A refers to a 3100 hp loco, while a WDM-
3Fwould be a 3600 hp loco.

The classification syntaxes

Model of a (decommissioned) WP Steam Locomotive (1:3 size) at Guntur Division.

The first letter (gauge)

W-Indian broad gauge (The "W" Stands for Wide Gauge - 5 Feet)

Y-metre gauge (The "Y" stands for Yard Gauge - 3 Feet)

Z-narrow gauge(2 ft 6 in)

N-narrow gauge (2 ft)

The second letter (motive power)

D-Diesel

C-DC electric (can run under DC traction only)

A-AC electric (can run under AC traction only)

CA-Both DC and AC (can run under both AC and DC tractions), 'CA' is considered asingle
letter

B-Battery electric locomotive (rare)

The third letter (job type)

G-goods

P-passenger

M-mixed; both goods and passenger

S-Used for shunting (Also known as switching engines or switchers in United

states andsome other countries)

U-Electric multiple units (used as commuters in city suburbs)

R-RailcarsFor example, in "WDM 3A"

"W" means broad gauge

"D" means diesel motive power

"M" means suitable for mixed(for both goods and passenger)service

"3A" means the locomotive's power is 3,100 hp ('3' stands for 3000 hp, 'A' denotes 100hp
more)

Broad Gauge Diesel Locomotives

WDM – 1
(Class name carried over from old system.) 1957 Alco models ("World Series"DL500 or 'FA'
loco), Co-Co 12-cylinder 4-stroke turbo-supercharged engine; 1800/1950 hp.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'swere introduced).
Most of the WDM-1 locos had Co-Co wheel sets (thus differing from FA units in other
countries), although some are thought to have hadA1A-A1A bogies. The remaining units of
this class arrived in 1959. In the late 1990s, the remaining units were all in SER, based at
Bondamunda and perhaps some at Walt air and relegated to shunting or piloting duties as
they were withdrawn / condemned. There used to be some at Gonda and Gorakhpur, a few
used for carrying sugarcane traffic. Today all have been withdrawn. One loco (not working)
is at Gonda shed. The very first WDM-1 (#17000) has been ear-marked for preservation at
the National Rail Museum ([2/01] not yet refurbished).Comparative Specifications

WDM – 2
(Class name unchanged after reclassification.) 2600 hp Alco models(RSD29 / DL560C). Co-Co,
16-cylinder4-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 there fore used for 18-coach trains.

Jumbos

A few locos of the WDM-2 class produced in1978-79 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 atone 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.),
an dim proving some bearings (mainly, using roller bearings for the suspension). The
originalWDM-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
scheduleanyway.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 horse power. 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 recognizedclassifications.DCW Patiala has rebuilt some
WDM-2 units to class WDM-3A/WDM-2Cspecifications.These are a little different from the
normal WDM-2Cfrom 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 after coolers. 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 Wood wards 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 long standing problem of bearing failures on the regular WDM-2 model.

Following the new mainline diesel classification

scheme, new WDM-2C's converted or overhauled by
DCW, Patiala, are being labellel WDM3A(new).

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 / Wood wards 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 tri mount (Co-Co) bogies (shared
withWDS-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.

Comparative Specifications
WDM-2D There are a few WDM-2D units in ER used for push-pull operations (Sealdah-
Hasnabad, Ranaghat-Krishnagar, Lalgola-Murshidaba, Bardhaman-Rampurhat). It is not
known how they differ from the WDM-2 / WDM-2C classes.

WDM – 3 (Old class name.) Rarities. Diesel locos with hydraulic transmission -- only 8 were
produced, by Henschel (model DHG2500BB). Mercedes BenzMD108DZ20 engines, B-B
axles. Built around 1970, IR numbers 18515-18522, works numbers 31300-7. No longer in
use, decommissioned at Goo ty shed, 1995.The first two had Maybach Mekydro
transmissions and the rest had the indigenous Suri transmission.
Note: TheWDM-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).

Comparative Specifications
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-3Aalso 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-3Aare of 3300hp power rating.DLW has also
experimented with improvements to the Alco 251 power pack to extract3900hp 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 / Wood wards 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. Wheel set: Co-Co tri mount bogie.

Starting TE: 30.4t, at adhesion 27%.

 Length over buffer beams: 15862m

Distance between bogies: 10516mm.

Comparative Specifications
WDM – 3C Upgraded, higher-power versions of the WDM-2C (WDM-3A) loco. These are
rated at 3300hp and built by DMW (DCW), Patiala. Since this class appeared only a few have
been seen. Two were thought to be undergoing trials [11/03]. The total number is not known.
These locos are all thought to be rebuild or upgrade jobs and numbered in the 18xxx range
with an R suffix as they are rebuilds (e.g., one probably 18833R at Lucknow [11/03],
another18893R at Gooty [9/04], now [2/05] at Guntakal). It is believed that this class was the
trial platform for leading up to the WDM-3D design, and so with the introduction of that
class(see below), this line is no longer in production. (Note: Some locos of the WDM-3D
class(see below) were initially classified as 'WDM-3C+'.)More recently [7/05] a loco marked
WDM-3C, #14147, has been spotted. Its road number puts it in the WDM-3A series, but in its
construction it appears to share the body shell, bogies, fuel tank, cowcatcher, and so on with
the WDM-3D. It is thought that DLW may be trying out a new variant design as a
compromise between the 3100hp WDM-3A which is no longer being produced, and the
3400hp WDM-3D model which has suffered many problems with its electronic systems. For
instance, it is possible (this is speculative) that this loco#14147 had a 3300hp power pack
with WDM-3D style (WDG-3A style) high-adhesion bogies, a bigger fuel tank (from the
WDG-4) and without the electronic complexity of theWDM-3D.

Comparative Specifications

WDM – 3D A higher-powered version of the basic WDM-2C (WDM-3A) class, these locos
have a 3300hppowerpack, with available traction power of 2925hp. The engine is an
enhanced version of the 16-cylinder Alco 251Cmodel. Max. Speed 160km/h. Fabricated
(welded) Alco High-Adhesion Co-Co bogies. Starting TE is 36036kgf (353kN). Dual braking
systems. Left hand drive, WDG-3A style High Adhesion bogies, air cylinder under footboard,
WDP-4 style fuel tanks, engine doors like WDP-4, marker lights outside cabin doors,
electronic horn. Improved bogies with stem type vertical and lateral dampers in place of
'eye' type for easier maintenance. High capacity buffers. Components and auxiliaries
improved with the aim of making the duty schedule longer between maintenance visits to
the shed. Fuel tank capacity 6000l, engine oil sump capacity 1210l.
The WDM-3D is the result of a concerted effort by DLW to incorporate some of the best
features of the GM/EMD locomotives (WDP-4/WDG-4) into the proven Alco base
technology with which DLW has enormous experience. The WDM-3D uses General
Electric's 'Bright Star' microprocessor control system to monitor and control various engine
parameters, to detect wheel slip, and to supply power in a phased manner to the traction
motors under slipping conditions. (Some later units may have switched to a control unit from
Medha.) An oil cooler is provided in this loco, a first for the Alco-based models produced in
India. The cab in the first units of this class is a normal metal one, but later units are expected
to feature a fibre-glass cab as seen in the WDP-4 (e.g.,#20012). (This will result in the
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?).The first
one was built in July, 2003, numbered #11101.Launch livery deep blue with cream stripes,
but has possibly been repainted very soon after. Spotted with damaged sandboxes in
December 2003 at Bangalore. Maker's plate read 'DM-3D-001, July 2003'. The first few units
(five, [11/04]) were all homed at Krishnarajapuram but later transferred to Erode. Serial
production started in late 2005 with locos being allotted to almost all major BG diesel sheds.

Nomenclature:
The class name 'WDM-3D' would normally imply 3400hp, however this loco is rated at
3300hp, just like the WDM-3C. Originally when this was developed, it was namedWDM-3C
but apparently IR decided that this was too confusing, and re-classified it as'WDM-3D' to
avoid confusion with the WDM-3C class. In addition, the 3500hp WDM-3Eclass (see below)
is referred to as 'WDM-3D without equalizer' in IR documents, so the class name 'WDM-3D'
is somewhat ambiguous as it may refer to either the 3300hp or the 3500hploco..Brief Notes

Builders: DLW

Weight: 117t

Axle Load: 19.5t

Bogies: Alco High-Adhesion Co-Co fabricated bogies.

Length: 18626mm

Width: 2950mm

Height: 4077mm

Starting TE: 353kN (36036kgf)

Gear ratio: 18:65

Traction Alternator: BHEL TA 10102FV

Traction Motor: BHEL 5002AZ CGL 7362A

Compressor: 6CD4UC
 RPM: 390rpm-400rpm idling, 1050rpm at 8th notch

Main brake reservoir pressure: 10.4kg/cm2.

Comparative Specifications
WDM – 3E this is a 3500hp loco developed by DLW in 2008, based on the WDM-3D
design. (RDSO circulars suggest that some prototypes or early versions may have been rated
at 3300hp.) It has a high-adhesion bogie ('HAHS') which has a design modified from
similar high-adhesion bogies by the removal of equalizing and compensating mechanisms in
order to reduce the un sprung under frame weight of the locomotive (and also to circumvent
problems seen with the equalizing and compensating mechanisms in the bogie). It has a
permitted speed of 105km/h and a maximum design speed of 120km/h. GM-style dynamic
brakes spotted on some. Air- braked. This loco was later redesignated as WDM-3D without
equalizer in IR documents, which creates confusion with the 3300hp WDM-3D class noted
above.

Brief Notes

Builders: DLW

Weight: 118.2t

Axle Load: 19.7t

Bogies: HAHS bogie without equalizers and compensating mechanisms

Starting TE: 373kN (38060kgf)

Traction Motor: BHEL 4097

Comparative Specifications
WDM – 3F This is a 3600hp loco developed by DLW, based on the WDM-3D design
(continuing the development that resulted in the WDM-3E loco). It has a high-adhesion bogie
without equalizers ('HAHS' bogie) just like the WDM-3E. It has a permitted speed
of 105km/h and a maximum design speed of 120km/h. Locos of this class are air-braked.
Some of these loco shave been spotted with a GM-style short hood and roof-mounted
dynamic brake equipment, while others have a rounded, quasi-streamlined hood reminiscent
of the WDM-2C units (the ones nicknamed 'baldies' on IRFCA).

Brief Notes

Builders: DLW

Weight: 120.0t

Axle Load: 20.0t

 Bogies: HAHS bogie without equalizers and compensating mechanisms

Starting TE: 29

Traction Motor: GE 752NR.

Comparative Specifications
WDM – 4 (Class name carried over from old system.) There were 72 of these export
modelSD-24 GM-EMD locos, supplied in 1962. Rated at 2600hp (some earlier units were
2400hp)and 140km/h. Co-Co, 16-cylinder 2-stroke turbo-supercharged engines. 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. They are 2-stroke engines fitted with Wood wards governors. All units of IR were
equipped only for vacuum brakes. Top speed generally limited to 120km/h, although they
were run at 130km/h regularly for the Howrah Rajdhani , and even run in some speed trials at
145km/h. Haulage capacity 2400t. The Co-Co bogies used for this loco were Flexi coil 'Mark
1' cast steel types. All were eventually based at NR's diesel shed at Mughalsarai. The Doon
Exp. was one of the first to get these locos (it was also one of the first major trains to switch
from steam). Most prominently, the Howrah Rajdhani was hauled by a WDM-4 at one time,
as were many other prestigious trains (AC Exp. (now Poorva), Himgiri, and Kashi-
Vishwanath Exps.). Later they used to haul local area passenger trains on the Dehradun -
Moradabad - Lucknow - Varanasi -Mughalsarai - Buxar - Patna - Howrah sections. The
Bareilly-Mughalsarai Passenger was probably the last train to get these locos. These locos
could haul around 9 passenger coaches; for the 18-coach Rajdhani and other trains they were
invariably used with two locos coupled together.

Comparative Specifications
WDM – 6 (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 1981and 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 are1350hp 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 under frame. The power rating of the YDM-4 power pack 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- Boogies’ 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 Flexi coil models.
Comparative Specifications
WDM – 7 (Class name carried over from old system.) Fifteen of these locos were built from
June1987 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. These Co-Co diesel-electrics were designed for branch-line duties (top speed
105km/h). They have bodies with two 3-axle bogies and are similar to the WDM-2
in appearance. The power-pack is a 12-cylinder Alco 251B unit. They are now used mostly
for shunting, and occcasional branch-line duties on the Trivandrum - Kottayam, Cochin -
Alleppey, and Cochin- Trivandrum sections. The first 10 have generators and a top speed of
105km/h. The last 5 in this series have dynamic brakes, alternators, and a top speed of
100km/h. Both batches have a94:17 gear ratio.

Brief Notes

Builders: DLW

Engine: Alco 251B-12 variant, 2000hp

Transmission: Electric, with BHEL TG 10931 AZ generator — DC shunt wound(first

10), or BHEL TA 10105 AZ alternators — 3 phase star (the last 5)

Gear ratio: 94:17

Fuel capacity: 5000l

Comparison of air brakes and vacuum brakes

Parameter Air Brakes Vacuum Brake

Principle of working The compressed air is used for
obtaining brake application. The
brake pipe and feed pipe run
throughout the length of the coach. Brake
pipe and feed pipe on consecutive
coaches in the train are coupled to
one another by means of respective
hose couplings to form a continuous
air passage from the locomotive to the
rear end of the train. The compressed
air is supplied to the brake pipe and
feed pipe from the locomotive. The
magnitude of braking force increases
in steps with the corresponding
reduction in brake pipe pressure and
vice-versa.
The vacuum brake system
derives its brake force
from the atmospheric
pressure acting on the
lower side of the piston in
the vacuum brake
cylinder while a vacuum
is maintained above the
piston. The train pipe
runs throughout
the length of the coach
and connected with
consecutive coaches by hose
coupling. The vacuum is
created in the train pipe
and the vacuum cylinder
by the ejector
or exhauster mounted on
the locomotive.

Pressure Effective cylinder pressure =3.8kg/cm2 Effective pressure on

Feed pipe - 6kg/cm2 piston -0.kg/cm2
 Brake pipe -5kg/cm2 Nominal vacuum on train
pipe -510mm.

Pipe diameter Feed pipe - & 25 Bore Train pipe - & 50 Bore.
Brake pipe - & 25 Bore

Components of air brake and vacuum brake systems

Air Brakes Vacuum Brakes

Brake pipe and feed pipe (twin pipe system Train pipe -- single pipe
for coaching stock, single pipe system for
goods stock).

Air brake cylinder - 355mm dia Vacuum brake cylinder- 24" type 'F’

Distributor Valve
Passenger Emergency Alarm Signal Device Alarm chain apparatus

Passenger Emergency Valve Clappet Valve

Guard's Emergency Valve Guard's Van Valve
Slack Adjuster Slack Adjuster
Direct Admission Valve
Hose coupling for brake pipe and feed pipe Hose coupling for train pipe
Auxiliary reservoir 100 l capacity Vacuum reservoir 320 l capacity
Cut off Angle cock
Check valve with choke
Dirt collector
Advantages of air brakes over vacuum brakes
Parameters Air Brakes Vacuum Brakes
Emergency braking distance 632m 1097m
(4500 t level track, 65 kmph)
Brake power fading No fading At least by 20%
Weight of equipment per 275 kg 700 kg
wagon (approx.)
Pressure Gradient No appreciable difference in air Steep reduction in vacuum
pressure between locomotive in trains longer than 600m.
and brake van up to 2000m
Preparation time in departure Less than 40 minutes. Up to 4 hours.
yards (45 BOX or 58
BOXN)
Safety on down gradients Very safe Needs additional
precautions
Overall reliability Very good Satisfactory

Comparison of conventional and bogie-mounted

air brakes
Parameters Conventional Air Brakes Bogie-mounted Air Brakes
Bogie cylinder mounting Under frame Bogie frame
location
No. of air brake cylinders 2 4
/ coach
Size of cylinder 14” 8”
Slack adjuster External Integral with the air brake
cylinder
Brake block Conventional High friction 'K' type composite
block
Comparison of single-pipe and twin-pipe systems
Parameters
Principle of operation
Charging auxiliary reservoir
B.C. and A.R. pressure
equalisation
Release of brakes(reduction in
brake cylinder pressure)
Single Pipe
The operation is same as that
of the twin pipe system
except that the auxiliary
reservoir is charged through
the D.V. instead of feed pipe,
since there is no feed pipe in
single pipe system.
Discontinued during brake
application
Occurs during prolonged
brake application
Proportionate to build up
of A.R pressure
Twin Pipe
The Brake pipe is charged
to 5kg/cm2
By the driver's brake valve.
The auxiliary reservoir is
charged by the feed pipe
at6kg/cm2
through a check valve and choke.
The brake cylinder is
connected to the atmosphere
through a hole in the D.V.
when brakes are under fully
released condition. To apply
brakes, the driver moves
automatic brake valve handle
either in steps for a graduated
application or in one stroke
to the extreme position for
emergency application. By
this movement the brake pipe
pressure is reduced and the
pressure differenced is
sensed by the D.V. against
the reference pressure locked
in the control reservoir. Air
from the auxiliary reservoir
enter the brake cylinder and
the brakes are applied. At the
time of release the air in the
brake cylinder is vented
progressively depending
upon the increase in the
brake pipe pressure. When
the brake pipe pressure reaches
4.8kg/cm2
the brake cylinder is
completely exhausted and
brakes are fully released.
Uninterrupted
Does not occur
Auxiliary reservoir is
continuously charged
through feed pipe
Colour Brake pipe – Green Feed
pipe - White
Pressure Brake pipe - 5kg/cm2 Brake pipe - 5kg/cm2
Feed pipe- 6kg/cm2

Maintenance of broad gauge class diesel locomotive

1. Preventive maintenance :- The care and servicing by personnel for the purpose
of maintaining equipment and facilities in satisfactory operating condition by providing
for systematic inspection, detection, and correction of incipient failures either before they
occur or before they develop into major defects.
2. Maintenance: - including tests, measurements, adjustments, and parts replacement,
performed specifically to prevent faults from occurring.

Preventive maintenance can be described as maintenance of equipment or systems before

fault occurs. It can be divided into two subgroups:

1.Planned maintenance
2.condition-based maintenance.

The main difference of subgroups is determination of maintenance time, or determination

of moment when maintenance should be performed. While preventive maintenance is
generally considered to be worthwhile, there are risks such as equipment failure or human
error involved when performing preventive maintenance, just as in any maintenance
operation. Preventive maintenance as scheduled overhaul or scheduled replacement provides
two of the three proactive failure management policies available to the maintenance engineer.
Common methods of determining what Preventive (or other) failure management
policies should be applied are; OEM recommendations, requirements of codes and
legislation within a jurisdiction, what an "expert" thinks ought to be done, or the maintenance
that's already done to similar equipment, and most important measured values and
performance indications. To make it simple:

Preventive maintenance is conducted to keep equipment working and/or extend the

life of the equipment.

Corrective maintenance, sometimes called "repair," is conducted to get equipment working

again. The primary goal of maintenance is to avoid or mitigate the consequences of failure
of equipment. This may be by preventing the failure before it actually occurs which Planned
Maintenance and Condition Based Maintenance help to achieve. It is designed to preserve
and restore equipment reliability by replacing worn components before they actually fail.
Preventive maintenance activities include partial or complete overhauls at specified periods,
oil changes, lubrication and so on. In addition, workers can record equipment deterioration so
they know to replace or repair worn parts before they cause system failure.

Cooling
Like an automobile engine, the diesel engine needs to work at an optimum temperature for
best efficiency. When it starts, it is too cold and, when working, it must not be allowed to get
too hot. To keep the temperature stable, a cooling system is provided. This consists of a
Water-based coolant circulating around the engine block, the coolant being kept
cool bypassing it through a radiator. The coolant is pumped round the cylinder block and the
radiator by an electrically or belt driven pump. The temperature is monitored by a thermostat
and this regulates the speed of the (electric or hydraulic) radiator fan motor to adjust the
cooling rate. When starting the coolant isn't circulated at all. After all, you want the
temperature to rise as fast as possible when starting on a cold morning and this will not
happen if you a blowing cold air into your radiator. Some radiators are provided with shutters
to help regulate the temperature in cold conditions. If the fan is driven by a belt or mechanical
link, it is driven through a fluid coupling to ensure that no damage is caused by sudden
changes in engine speed. The fan works the same way as in an automobile, the air blown by
the fan being used to cool the water in the radiator. Some engines have fans with an
electrically or hydrostatically driven motor. An hydraulic motor uses oil under pressure
which has to be contained in a special reservoir and pumped to the motor. It has the
advantage of providing an in-built fluid coupling. A problem with engine cooling is cold
weather. Water freezes at 0°C or 32°F and frozen cooling water will quickly split a pipe
or engine block due to the expansion of the water as it freezes. Some systems are "self
draining" when the engine is stopped and most in Europe are designed to use a mixture of
anti-freeze, with Gycol and some form of rust inhibitor. In the US, engines do not normally
contain anti-freeze, although the new GM EMD "H" engines are designed to use it. Problems
with leaks and seals and the expense of putting a 100 gallons(378.5 litres) of coolant into a
3,000 hp engine, means that engines in the US have traditionally operated without it. In cold
weather, the engine is left running or the locomotive is kept warm by putting it into a heated
building or by plugging in a shore supply. An other reason for keeping diesel engines running
is that the constant heating and cooling caused by shutdowns and restarts, causes stresses in
the block and pipes and tends to produce leaks.

Lubrication
Like an automobile engine, a diesel engine needs lubrication. In an arrangement similar to the
engine cooling system, lubricating oil is distributed around the engine to the cylinders,
crankshaft and other moving parts. There is a reservoir of oil, usually carried in the sump,
which has to be kept topped up, and a pump to keep the oil circulating evenly around the
engine. The oil gets heated by its passage around the engine and has to be kept cool, so it is
passed through a radiator during its journey. The radiator is sometimes designed as a heat
exchanger, where the oil passes through pipes encased in a water tank which is connected to
the engine cooling system. The oil has to be filtered to remove impurities and it has to be
monitored for low pressure. If oil pressure falls to a level which could cause the engine to
seize up, a "low oil pressure switch" will shut down the engine. There is also a high pressure
relief valve, to drain off excess oil back to the sump.