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99-547: The Indian locomotive class WDM-3D is a class of diesel–electric locomotive that was developed in 2003 by Banaras Locomotive Works (BLW), Varanasi for Indian Railways . The model name stands for broad gauge (W) , Diesel (D), Mixed traffic (M) engine with 3300 horsepower (3D). The engine is classified WDM-3D though it outputs only 3300 hp and not 3400 hp as the name should suggest. They entered service in 2003. A total of 590+ WDM-3D were built at Banaras Locomotive Works (BLW), Varanasi between 2003 and 2016. The WDM-3D

198-458: A CTC control panel at the Maradana railway station . In 2011, a project to add electronic signalling to the northern lines began. Track between Anuradhapura , Kankesanturai , and Talaimannar would have electronic signalling with centralised traffic control: an interlocking colour-light system with electrically operated points and a track-detection system. Level crossings would be connected to

297-471: A consist respond in the same way to throttle position. Binary encoding also helps to minimize the number of trainlines (electrical connections) that are required to pass signals from unit to unit. For example, only four trainlines are required to encode all possible throttle positions if there are up to 14 stages of throttling. North American locomotives, such as those built by EMD or General Electric , have eight throttle positions or "notches" as well as

396-429: A "reverser" to allow them to operate bi-directionally. Many UK-built locomotives have a ten-position throttle. The power positions are often referred to by locomotive crews depending upon the throttle setting, such as "run 3" or "notch 3". In older locomotives, the throttle mechanism was ratcheted so that it was not possible to advance more than one power position at a time. The engine driver could not, for example, pull

495-660: A 3300 hp power pack, with maximum available traction power of 2925 hp. The engine is an enhanced version of the 16-cylinder Alco 251C model with a max. speed of 160 km/h. The bogies are Improved Fabricated (welded) Alco High-Adhesion Co-Co bogies with stem type vertical and lateral dampers in place of 'eye' type which helps reduce wheel slip and maintenance. The loco features left hand drive, WDG-3A style High Adhesion bogies, air cylinder under foot-board, WDP-4 style fuel tanks, engine doors like WDP-4 , marker lights outside cabin doors, electronic horn, High capacity buffers. Components and auxiliaries have been improved with

594-609: A Rational Heat Motor ). However, the large size and poor power-to-weight ratio of early diesel engines made them unsuitable for propelling land-based vehicles. Therefore, the engine's potential as a railroad prime mover was not initially recognized. This changed as research and development reduced the size and weight of the engine. In 1906, Rudolf Diesel, Adolf Klose and the steam and diesel engine manufacturer Gebrüder Sulzer founded Diesel-Sulzer-Klose GmbH to manufacture diesel-powered locomotives. Sulzer had been manufacturing diesel engines since 1898. The Prussian State Railways ordered

693-583: A diesel locomotive from the company in 1909, and after test runs between Winterthur and Romanshorn , Switzerland, the diesel–mechanical locomotive was delivered in Berlin in September 1912. The world's first diesel-powered locomotive was operated in the summer of 1912 on the same line from Winterthur but was not a commercial success. During test runs in 1913 several problems were found. The outbreak of World War I in 1914 prevented all further trials. The locomotive weight

792-499: A diesel-driven charging circuit. ALCO acquired the McIntosh & Seymour Engine Company in 1929 and entered series production of 300 hp (220 kW) and 600 hp (450 kW) single-cab switcher units in 1931. ALCO would be the pre-eminent builder of switch engines through the mid-1930s and would adapt the basic switcher design to produce versatile and highly successful, albeit relatively low powered, road locomotives. GM, seeing

891-465: A flashover (also known as an arc fault ), which could result in immediate generator failure and, in some cases, start an engine room fire. Current North American practice is for four axles for high-speed passenger or "time" freight, or for six axles for lower-speed or "manifest" freight. The most modern units on "time" freight service tend to have six axles underneath the frame. Unlike those in "manifest" service, "time" freight units will have only four of

990-560: A major manufacturer of diesel engines for marine and stationary applications, in 1930. Supported by the General Motors Research Division, GM's Winton Engine Corporation sought to develop diesel engines suitable for high-speed mobile use. The first milestone in that effort was delivery in early 1934 of the Winton 201A, a two-stroke , mechanically aspirated , uniflow-scavenged , unit-injected diesel engine that could deliver

1089-450: A nearly imperceptible start. The positioning of the reverser and movement of the throttle together is conceptually like shifting an automobile's automatic transmission into gear while the engine is idling. Sri Lanka Railways The Sri Lanka Railway Department (more commonly known as Sri Lanka Railways (SLR)) ( Sinhala : ශ්‍රී ලංකා දුම්රිය සේවය Śrī Laṃkā Dumriya Sēvaya ; Tamil : இலங்கை புகையிரத சேவை Ilankai Pugaiyiradha Sēvai )

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1188-421: A prototype diesel–electric locomotive for "special uses" (such as for runs where water for steam locomotives was scarce) using electrical equipment from Westinghouse Electric Company . Its twin-engine design was not successful, and the unit was scrapped after a short testing and demonstration period. Industry sources were beginning to suggest "the outstanding advantages of this new form of motive power". In 1929,

1287-477: A real prospect with existing diesel technology. Before diesel power could make inroads into mainline service, the limitations of diesel engines circa 1930 – low power-to-weight ratios and narrow output range – had to be overcome. A major effort to overcome those limitations was launched by General Motors after they moved into the diesel field with their acquisition of the Winton Engine Company ,

1386-644: Is Sri Lanka 's railway owner and primary operator. As part of the Sri Lankan government, it is overseen by the Ministry of Transport . Founded in 1858 as the Ceylon Government Railway, it operates the nation's railways and links Colombo (the capital) with other population centres and tourist destinations. The Sri Lankan rail network is 1,508 km (937 mi) of 5 ft 6 in ( 1,676 mm ) broad gauge . Some of its routes are scenic, with

1485-477: Is because clutches would need to be very large at these power levels and would not fit in a standard 2.5 m (8 ft 2 in)-wide locomotive frame, or would wear too quickly to be useful. The first successful diesel engines used diesel–electric transmissions , and by 1925 a small number of diesel locomotives of 600 hp (450 kW) were in service in the United States. In 1930, Armstrong Whitworth of

1584-498: Is being extended from Matara to Kataragama to serve the developing city of Hambantota . In 2015, track construction to Beliaththa was delayed. In 1936, the Ceylon Government Railways owned 261 locomotives, 30 steam railcars , 1591 coaches and 3259 goods wagons. Sri Lanka Railways' locomotives are primarily diesel . Steam locomotives , in regular service until the late 1970s, are used on heritage trains such as

1683-533: Is better able to cope with overload conditions that often destroyed the older types of motors. A diesel–electric locomotive's power output is independent of road speed, as long as the unit's generator current and voltage limits are not exceeded. Therefore, the unit's ability to develop tractive effort (also referred to as drawbar pull or tractive force , which is what actually propels the train) will tend to inversely vary with speed within these limits. (See power curve below). Maintaining acceptable operating parameters

1782-571: Is divided into three operating regions based in Colombo, Anuradhapura and Nawalapitiya . The railway is modernising and extending the Coastal Line for faster trains and improved efficiency. Although electrification was first proposed in 1928, the cabinet did not approve the electrification of suburban railways until 2015. Electrification of the Panadura - Veyangoda line is proposed in phase one of

1881-502: Is generally limited to low-powered, low-speed shunting (switching) locomotives, lightweight multiple units and self-propelled railcars . The mechanical transmissions used for railroad propulsion are generally more complex and much more robust than standard-road versions. There is usually a fluid coupling interposed between the engine and gearbox, and the gearbox is often of the epicyclic (planetary) type to permit shifting while under load. Various systems have been devised to minimise

1980-479: Is one of the most successful locomotives of Indian Railways serving both passenger and freight trains. A few WDM-3D units were exported or gifted to neighboring countries like Sri Lanka and Bangladesh . A significant number of these locomotives are still in use, both on mainline and departmental duties. As of October 2021, most of the locomotives still retain "operational status" on the mainline as WDM-3D, with further examples having been converted from WDM-3B. WDM-3D

2079-461: Is planning to electrify the 120-kilometre (75 mi) Colombo commuter-rail system from Veyangoda to Maradana , Maradana to Kaluthara and Ragama to Negombo, their voltage systems are unknown. Fifteen electric multiple units will be imported for commuter service. Much of the network uses a lock-and-block signaling system. During the mid-twentieth century, the busiest sectors (around Colombo) were upgraded to electronic signalling connected to

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2178-414: Is the same as placing an automobile's transmission into neutral while the engine is running. To set the locomotive in motion, the reverser control handle is placed into the correct position (forward or reverse), the brake is released and the throttle is moved to the run 1 position (the first power notch). An experienced engine driver can accomplish these steps in a coordinated fashion that will result in

2277-637: The Burlington Route and Union Pacific used custom-built diesel " streamliners " to haul passengers, starting in late 1934. Burlington's Zephyr trainsets evolved from articulated three-car sets with 600 hp power cars in 1934 and early 1935, to the Denver Zephyr semi-articulated ten car trainsets pulled by cab-booster power sets introduced in late 1936. Union Pacific started diesel streamliner service between Chicago and Portland Oregon in June 1935, and in

2376-717: The Busch-Sulzer company in 1911. Only limited success was achieved in the early twentieth century with internal combustion engined railcars, due, in part, to difficulties with mechanical drive systems. General Electric (GE) entered the railcar market in the early twentieth century, as Thomas Edison possessed a patent on the electric locomotive, his design actually being a type of electrically propelled railcar. GE built its first electric locomotive prototype in 1895. However, high electrification costs caused GE to turn its attention to internal combustion power to provide electricity for electric railcars. Problems related to co-ordinating

2475-600: The Canadian National Railways became the first North American railway to use diesels in mainline service with two units, 9000 and 9001, from Westinghouse. However, these early diesels proved expensive and unreliable, with their high cost of acquisition relative to steam unable to be realized in operating cost savings as they were frequently out of service. It would be another five years before diesel–electric propulsion would be successfully used in mainline service, and nearly ten years before fully replacing steam became

2574-490: The DFH1 , began in 1964 following the construction of a prototype in 1959. In Japan, starting in the 1920s, some petrol–electric railcars were produced. The first diesel–electric traction and the first air-streamed vehicles on Japanese rails were the two DMU3s of class Kiha 43000 (キハ43000系). Japan's first series of diesel locomotives was class DD50 (国鉄DD50形), twin locomotives, developed since 1950 and in service since 1953. In 1914,

2673-484: The Fort and Maradana stations. The route is multi-tracked to provide rush-hour service. Electrification of the commuter-rail network has been proposed to improve energy efficiency and sustainability. A 1,435 mm ( 4 ft  8 + 1 ⁄ 2  in ) standard-gauge metro system was proposed during the 2010s to give Colombo commuters a clean, environmentally-friendly transit option. The metro would reduce

2772-552: The Institution of Engineers, Sri Lanka (IESL) submitted recommendations for railway electrification. Although they were approved by the cabinet, they were not implemented. The IESL made new proposals for electrification in 2008 and 2010, but no work was done because the voltage systems were undefined. System electrification is favoured by the IESL to reduce pollution and travel time and increase passenger comfort. Although Sri Lanka Railways

2871-560: The Kelani Valley line in Colombo. A tram system operated in Colombo from 1899 to 1960, operated by Colombo Electric Tramways and Lighting Company before being transferred to the Colombo Municipal Council on 31 August 1944. The state-owned Sri Lanka Railways operates nearly all of the country's rail services, but few private railways have existed at various times. The Viceroy Special heritage train and steam locomotive

2970-484: The Società per le Strade Ferrate del Mediterrano in southern Italy in 1926, following trials in 1924–25. The six-cylinder two-stroke motor produced 440 horsepower (330 kW) at 500   rpm, driving four DC motors, one for each axle. These 44 tonnes (43 long tons; 49 short tons) locomotives with 45 km/h (28 mph) top speed proved quite successful. In 1924, two diesel–electric locomotives were taken in service by

3069-981: The Soviet railways , almost at the same time: In 1935, Krauss-Maffei , MAN and Voith built the first diesel–hydraulic locomotive, called V 140 , in Germany. Diesel–hydraulics became the mainstream in diesel locomotives in Germany since the German railways (DRG) were pleased with the performance of that engine. Serial production of diesel locomotives in Germany began after World War II. In many railway stations and industrial compounds, steam shunters had to be kept hot during many breaks between scattered short tasks. Therefore, diesel traction became economical for shunting before it became economical for hauling trains. The construction of diesel shunters began in 1920 in France, in 1925 in Denmark, in 1926 in

Indian locomotive class WDM-3D - Misplaced Pages Continue

3168-525: The Viceroy Special . The first locomotives pulled trains during the 1860s on the original 54-kilometre (34 mi) main line connecting Colombo and Ambepussa . Sri Lanka Railways converted to diesel locomotives in 1953, and several types were added to its fleet. Although Sri Lanka did not have commercially-operating electric locomotives or trainsets in 2011, electrification has been proposed to improve energy efficiency and sustainability. Most of

3267-592: The Western Region Megapolis plan with a soft loan from the Asian Development Bank . A contract was signed by Malaysia 's Airport Express Air and Rail Company and the government of Sri Lanka for a new electric rail line between Negombo and Colombo, and the project was expected to be completed by 2018. Electrification of the busiest sections of the network was proposed several times to improve energy efficiency and sustainability. Around 1998,

3366-406: The electrification of the line in 1944. Afterwards, the company kept them in service as boosters until 1965. Fiat claims to have built the first Italian diesel–electric locomotive in 1922, but little detail is available. Several Fiat- TIBB Bo'Bo' diesel–locomotives were built for service on the 950 mm ( 3 ft  1 + 3 ⁄ 8  in ) narrow gauge Ferrovie Calabro Lucane and

3465-432: The 1,500 kW (2,000 hp) British Rail 10100 locomotive), though only few have proven successful (such as the 1,342 kW (1,800 hp) DSB Class MF ). In a diesel–electric locomotive , the diesel engine drives either an electrical DC generator (generally, less than 3,000 hp (2,200 kW) net for traction), or an electrical AC alternator-rectifier (generally 3,000   hp net or more for traction),

3564-478: The 1950s. High Speed Railway Corporation (HSRC) plans to introduce a maglev system to the island with a line connecting Negombo and Colombo 3 . Sri Lanka Railways is planning to restore the Kelaniya Valley Line up to Opanayake through Kuruvita, Ratnapura and Kahawatta and to augment the line with a broad gauge via Embilipitiya and Suriyawewa to the port of Hambantota by 2030. A proposal to link

3663-456: The 1960s, the DC generator was replaced by an alternator using a diode bridge to convert its output to DC. This advance greatly improved locomotive reliability and decreased generator maintenance costs by elimination of the commutator and brushes in the generator. Elimination of the brushes and commutator, in turn, eliminated the possibility of a particularly destructive type of event referred to as

3762-513: The 1990s, starting with the Electro-Motive SD70MAC in 1993 and followed by General Electric's AC4400CW in 1994 and AC6000CW in 1995. The Trans-Australian Railway built 1912 to 1917 by Commonwealth Railways (CR) passes through 2,000 km of waterless (or salt watered) desert terrain unsuitable for steam locomotives. The original engineer Henry Deane envisaged diesel operation to overcome such problems. Some have suggested that

3861-582: The CR worked with the South Australian Railways to trial diesel traction. However, the technology was not developed enough to be reliable. As in Europe, the usage of internal combustion engines advanced more readily in self-propelled railcars than in locomotives: A diesel–mechanical locomotive uses a mechanical transmission in a fashion similar to that employed in most road vehicles. This type of transmission

3960-597: The Ceylonese rail network. Rail infrastructure was improved from 1955 to 1970 under the management of B. D. Rampala , chief mechanical engineer and general manager of the Ceylon Government Railway. Emphasising punctuality and comfort, Rampala led upgrades to major stations outside Colombo and the rebuilding of track in the Eastern Province to facilitate heavier, faster trains. He introduced express trains (many of which had iconic names), and ensured that Ceylon's rail system

4059-877: The Netherlands, and in 1927 in Germany. After a few years of testing, hundreds of units were produced within a decade. Diesel-powered or "oil-engined" railcars, generally diesel–mechanical, were developed by various European manufacturers in the 1930s, e.g. by William Beardmore and Company for the Canadian National Railways (the Beardmore Tornado engine was subsequently used in the R101 airship). Some of those series for regional traffic were begun with gasoline motors and then continued with diesel motors, such as Hungarian BC (The class code doesn't tell anything but "railmotor with 2nd and 3rd class seats".), 128 cars built 1926–1937, or German Wismar railbuses (57 cars 1932–1941). In France,

Indian locomotive class WDM-3D - Misplaced Pages Continue

4158-582: The Sri Lankan mainland, and the Indian rail network was extended to Dhanushkodi ; however, the bridge linking them was not built. Ferry service connecting the railheads at Talaimannar and Dhanushkodi lasted until the 1960s, when a cyclone destroyed the pier and rail line in Dhanushkodi. Ferry service resumed from the Indian terminus at Rameshwaram until the Sri Lankan Civil War . A rail bridge (or tunnel)

4257-552: The United Kingdom delivered two 1,200 hp (890 kW) locomotives using Sulzer -designed engines to Buenos Aires Great Southern Railway of Argentina. In 1933, diesel–electric technology developed by Maybach was used to propel the DRG Class SVT 877 , a high-speed intercity two-car set, and went into series production with other streamlined car sets in Germany starting in 1935. In the United States, diesel–electric propulsion

4356-493: The WDM3D and share all its features. The very extremely rare WDM3F was the result of the last and final experiment in IR's drive for more powerful ALCOs. This one is rated 3600 hp and only four were produced (#11287, #11321, #11325, #11342). #11287 has a unique aerodynamic design where the ends taper upwards (picture above). All WDM3Fs are based at Gooty (GY) and share all the features of

4455-641: The WDM3D including roof mounted DBRs except the #11287. Though high powered, this class apparently didn't work out well because after the WDM3F, IR realized that it is futile to try and crank more power of the ALCOs as they were too old and outdated and shifted attention to the EMD. This also marked the beginning of the end of the ALCO domination on Indian Railways. Ten WDM-3D locomotives were purchased by Sri Lanka Railways in 2012. They were

4554-490: The War Production Board put a halt to building new passenger equipment and gave naval uses priority for diesel engine production. During the petroleum crisis of 1942–43 , coal-fired steam had the advantage of not using fuel that was in critically short supply. EMD was later allowed to increase the production of its FT locomotives and ALCO-GE was allowed to produce a limited number of DL-109 road locomotives, but most in

4653-481: The adoption of Route No.3 via the Parnepettia Pass, with a total length of 127 km (79 mi), a ruling gradient of one in 60, with a short Tunnel at an estimated cost of £856,557. The initial sod turning was on 3 August 1858 (near the present Maradana railway station ) by Governor Sir Henry Ward . The Ceylon Railway Company's contractor, William Thomas Doyne, soon realised that it was impossible to complete

4752-533: The aim of making the duty schedule longer between maintenance visits to the shed. The WDM3B diesel locomotive class was developed in 2005 after the WDM3C and WDM3D. It actually is a variant of the WDM3D, though it shares its power rating with the WDM3A. Only 23 numbers were built (road numbers #14144 to #14167), making them very rare. It has the same engine as the WDM3D, despite having a power deficit of 200 hp. It also looks

4851-433: The axles connected to traction motors, with the other two as idler axles for weight distribution. In the late 1980s, the development of high-power variable-voltage/variable-frequency (VVVF) drives, or "traction inverters", allowed the use of polyphase AC traction motors, thereby also eliminating the motor commutator and brushes. The result is a more efficient and reliable drive that requires relatively little maintenance and

4950-706: The benefits of an electric locomotive without the railroad having to bear the sizeable expense of electrification. The unit successfully demonstrated, in switching and local freight and passenger service, on ten railroads and three industrial lines. Westinghouse Electric and Baldwin collaborated to build switching locomotives starting in 1929. However, the Great Depression curtailed demand for Westinghouse's electrical equipment, and they stopped building locomotives internally, opting to supply electrical parts instead. In June 1925, Baldwin Locomotive Works outshopped

5049-420: The break in transmission during gear changing, such as the S.S.S. (synchro-self-shifting) gearbox used by Hudswell Clarke . Diesel–mechanical propulsion is limited by the difficulty of building a reasonably sized transmission capable of coping with the power and torque required to move a heavy train. A number of attempts to use diesel–mechanical propulsion in high power applications have been made (for example,

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5148-541: The busiest portions of Colombo and its suburbs. Most commuter trains are diesel multiple units and lack the three-class configuration of intercity service. Commuter trains, which alleviate rush-hour congestion on city roads, can be crowded. Electrification of the commuter-rail network has been proposed to improve energy efficiency and sustainability. SLR divides its network into three operating regions, based in Maradana , Nawalapitya and Anuradhapura . The network consists of nine lines, and several services were named during

5247-713: The chair of Philip Anstruther , Colonial Secretary of Ceylon , to build the colony's first railway. In 1846 the company's engineer, Thomas Drane, undertook preliminary surveys for the new rail line. In December 1856 Captain William Scarth Moorsom , Chief Engineer of the Corps of Royal Engineers, was sent from England to assess the project for the Secretary of State for the Colonies , Henry Labouchere . His report, issued May 1857, considered six alternative routes to Kandy and recommended

5346-546: The construction of 117 km (73 mi) of railway between Colombo and Kandy. The service began with a 54-kilometre (34 mi) main line connecting Colombo and Ambepussa . Guilford Lindsey Molesworth , the first chief engineer, became director general of the government railway. Many Ceylonese people referred to the trains as ( Sinhala :අගුරු කකා වතුර බිබී කොළඹ දුවන යකඩ යකා) Anguru Kaka Wathura Bibi Colaba Duwana Yakada Yaka ("coal-eating, water-drinking, metal devils which are sprinting to Colombo"). Extensions were made to

5445-509: The construction of the Main Line from Colombo to Ambepussa , 54 kilometres (34 mi) east, and the first train ran on 27 December 1864. The line was officially opened to traffic on 2 October 1865. The Main Line was extended in stages, with service to Kandy in 1867, to Nawalapitiya in 1874, to Nanu-Oya in 1885, to Bandarawela in 1894, and to Badulla in 1924. Other lines were completed to link

5544-1327: The country: the Matale Line in 1880, the Coastal Line in 1895, the Northern Line in 1905, the Mannar Line in 1914, the Kelani Valley Line in 1919, the Puttalam Line in 1926, and the Batticaloa and Trincomalee Lines in 1928. The coastal line runs south from Colombo, following the Indian Ocean , with views of tropical beaches and coconut palm trees. It links the regional centres of Moratuwa , Panadura and Kalutara , and beach resorts at Aluthgama , Ambalangoda and Hikkaduwa . The line continues past Galle (known for its historic, preserved Dutch fort), ending in Beliatta . Sri Lanka Railways has intercity service connecting major population centres, and commuter rail serving Colombo commuters. The railway also transports freight. Most intercity trains have several classes: Commuter trains serve

5643-422: The design of diesel engines reduced their physical size and improved their power-to-weight ratios to a point where one could be mounted in a locomotive. Internal combustion engines only operate efficiently within a limited power band , and while low-power gasoline engines could be coupled to mechanical transmissions , the more powerful diesel engines required the development of new forms of transmission. This

5742-514: The development of the WDM-3B in 2005, the same WDM-3D without microprocessor control. The class is considered successful with over 590 units being built. The production has now ceased as DLW has moved to manufacturing more Advanced locos. One unit #11121 has a modified short hood, similar to WDP-4 and is homed at Erode . It is the higher-powered version of the Indian locomotive class WDM-3A . These locos have

5841-443: The engine governor and electrical or electronic components, including switchgear , rectifiers and other components, which control or modify the electrical supply to the traction motors. In the most elementary case, the generator may be directly connected to the motors with only very simple switchgear. Originally, the traction motors and generator were DC machines. Following the development of high-capacity silicon rectifiers in

5940-419: The engine and traction motor with a single lever; subsequent improvements were also patented by Lemp. Lemp's design solved the problem of overloading and damaging the traction motors with excessive electrical power at low speeds, and was the prototype for all internal combustion–electric drive control systems. In 1917–1918, GE produced three experimental diesel–electric locomotives using Lemp's control design,

6039-423: The engine driver operates the controls. When the throttle is in the idle position, the prime mover receives minimal fuel, causing it to idle at low RPM. In addition, the traction motors are not connected to the main generator and the generator's field windings are not excited (energized) – the generator does not produce electricity without excitation. Therefore, the locomotive will be in "neutral". Conceptually, this

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6138-456: The first diesel railcar was Renault VH , 115 units produced 1933/34. In Italy, after six Gasoline cars since 1931, Fiat and Breda built a lot of diesel railmotors, more than 110 from 1933 to 1938 and 390 from 1940 to 1953, Class 772 known as Littorina , and Class ALn 900. In the 1930s, streamlined highspeed diesel railcars were developed in several countries: In 1945, a batch of 30 Baldwin diesel–electric locomotives, Baldwin 0-6-6-0 1000 ,

6237-480: The first known to be built in the United States. Following this development, the 1923 Kaufman Act banned steam locomotives from New York City, because of severe pollution problems. The response to this law was to electrify high-traffic rail lines. However, electrification was uneconomical to apply to lower-traffic areas. The first regular use of diesel–electric locomotives was in switching (shunter) applications, which were more forgiving than mainline applications of

6336-553: The following year would add Los Angeles, CA , Oakland, CA , and Denver, CO to the destinations of diesel streamliners out of Chicago. The Burlington and Union Pacific streamliners were built by the Budd Company and the Pullman-Standard Company , respectively, using the new Winton engines and power train systems designed by GM's Electro-Motive Corporation . EMC's experimental 1800 hp B-B locomotives of 1935 demonstrated

6435-406: The freight market including their own F series locomotives. GE subsequently dissolved its partnership with ALCO and would emerge as EMD's main competitor in the early 1960s, eventually taking the top position in the locomotive market from EMD. Early diesel–electric locomotives in the United States used direct current (DC) traction motors but alternating current (AC) motors came into widespread use in

6534-698: The hp-based naming convention as WDM3A already represented 3100 hp. IR just assigned the vacant WDM3B class to this type. This was an experimental class developed out of the WDM3D by IR on the ever-lookout for more power, all equipped with High Adhesion bogies and roof-mounted DBRs. However, they never entered serial production. Some suggest that the WDM3E is actually called "WDM3D without Equalizer" or WDM3Ds with 3500 hp power. The known road numbers in service for this class are #11306 to #11311 and #11263. All are marked WDM3D and all are used to haul only freights with speed restricted to 85 km/h. They look exactly like

6633-555: The limitations of contemporary diesel technology and where the idling economy of diesel relative to steam would be most beneficial. GE entered a collaboration with the American Locomotive Company (ALCO) and Ingersoll-Rand (the "AGEIR" consortium) in 1924 to produce a prototype 300 hp (220 kW) "boxcab" locomotive delivered in July 1925. This locomotive demonstrated that the diesel–electric power unit could provide many of

6732-447: The load on the commuter-rail system and alleviate congestion on major roads. A consortium of three companies is conducting feasibility studies on the project. Colombo Light Rail has received $ 1.25 billion in funding. In areas with little demand for commuter trains railbuses are used. Railbus services exist between Batticaloa and Trincomalee , via Gal Oya . Railbuses are used to connect Kandy with Peradeniya , and also on

6831-431: The locomotive business were restricted to making switch engines and steam locomotives. In the early postwar era, EMD dominated the market for mainline locomotives with their E and F series locomotives. ALCO-GE in the late 1940s produced switchers and road-switchers that were successful in the short-haul market. However, EMD launched their GP series road-switcher locomotives in 1949, which displaced all other locomotives in

6930-666: The locos to suit the maximum height restrictions in BR and the donated locomotives (6-8 year old) have 28 years of serviceable life left. India formally handed over the locomotives in a virtual ceremony on July 27. The vehicles cost an estimated ₹600m ($ US 8m) to manufacture. On 24 May 2023, 20 more WDM-3D locomotives were gifted under the same "grant assistance" plan. Diesel%E2%80%93electric locomotive Early internal combustion locomotives and railcars used kerosene and gasoline as their fuel. Rudolf Diesel patented his first compression-ignition engine in 1898, and steady improvements to

7029-703: The longest and most powerful locomotives owned by Sri Lanka Railways at that time. They were allocated the M10 class. However some specifications are somewhat different for SLR. This class was used for the construction work of Talaimannar and Kankasanthurei railway lines. After extending the northern line to Jaffna and beyond, M10s were used for passenger services including Yal Devi on the northern line. As of August 2020, all units of this class are still in service. On 27 July 2020, due to over-aging of existing Bangladesh Railways locomotives , IR gave 10 WDM-3D units for free under its "grant assistance" plan. The Railways has modified

7128-473: The main line in 1867, 1874, 1885, 1894 and 1924 to Kandy , Nawalapitiya , Nanu Oya , Bandarawela and Badulla . Other lines were added to the rail system during its first century, including an 1880 line to Matale ; the 1895 Coast Railway Line; the 1905 Northern Line; the 1914 Mannar Line; the 1919 Kelani Valley Line; the 1926 Puttalam Line, and the 1928 line to Batticaloa and Trincomalee . For more than 80 years after that, no major extensions were added to

7227-541: The main line passing (or crossing) waterfalls, mountains, tea estates , pine forests, bridges and peak stations. The construction of a railway in Ceylon was first raised in 1842 by European coffee planters seeking a line be constructed between Kandy and Colombo as a quicker more efficient means to transport their product for export. After protracted negotiations the Ceylon Railway Company was established in 1845, under

7326-572: The mid-1950s. Generally, diesel traction in Italy was of less importance than in other countries, as it was amongst the most advanced countries in the electrification of the main lines and as Italian geography makes freight transport by sea cheaper than rail transportation even on many domestic connections. Adolphus Busch purchased the American manufacturing rights for the diesel engine in 1898 but never applied this new form of power to transportation. He founded

7425-543: The multiple-unit control systems used for the cab/booster sets and the twin-engine format used with the later Zephyr power units. Both of those features would be used in EMC's later production model locomotives. The lightweight diesel streamliners of the mid-1930s demonstrated the advantages of diesel for passenger service with breakthrough schedule times, but diesel locomotive power would not fully come of age until regular series production of mainline diesel locomotives commenced and it

7524-402: The output of which provides power to the traction motors that drive the locomotive. There is no mechanical connection between the diesel engine and the wheels. The important components of diesel–electric propulsion are the diesel engine (also known as the prime mover ), the main generator/alternator-rectifier, traction motors (usually with four or six axles), and a control system consisting of

7623-485: The passenger coaches that are in service are either manufactured by the Romanian Astra Rail Industries or by ICF, Chennai . On most lines, service is being upgraded with long-haul diesel multiple units from CSR Corporation and India's RITES . The 1,508-kilometre (937 mi) Sri Lankan railway network is 5 ft 6 in (1,676 mm) broad gauge . All service is diesel-powered. The network

7722-580: The performance and reliability of the new 567 model engine in passenger locomotives, EMC was eager to demonstrate diesel's viability in freight service. Following the successful 1939 tour of EMC's FT demonstrator freight locomotive set, the stage was set for dieselization of American railroads. In 1941, ALCO-GE introduced the RS-1 road-switcher that occupied its own market niche while EMD's F series locomotives were sought for mainline freight service. The US entry into World War II slowed conversion to diesel;

7821-478: The prime mover and electric motor were immediately encountered, primarily due to limitations of the Ward Leonard current control system that had been chosen. GE Rail was formed in 1907 and 112 years later, in 2019, was purchased by and merged with Wabtec . A significant breakthrough occurred in 1914, when Hermann Lemp , a GE electrical engineer, developed and patented a reliable control system that controlled

7920-499: The railways of Sri Lanka and India did not materialise, but a combined train-ferry-train service (known as Boat Mail ) connected Colombo with Chennai for much of the twentieth century. A 35 km (22 miles) bridge linking the countries was proposed in 1894 by the consultant engineer for railways in Madras (Chennai); a blueprint and cost analysis were made. The Mannar line was built by 1914 to connect Talaimannar on Mannar Island to

8019-450: The required performance for a fast, lightweight passenger train. The second milestone, and the one that got American railroads moving towards diesel, was the 1938 delivery of GM's Model 567 engine that was designed specifically for locomotive use, bringing a fivefold increase in life of some mechanical parts and showing its potential for meeting the rigors of freight service. Diesel–electric railroad locomotion entered mainline service when

8118-729: The same, shares the same body shell, control cabin, undercarriage and the high-adhesion bolsterless bogies of the WDM3D. The difference is that unlike the WDM3D, the WDM3B is not microprocessor controlled but uses something called "E-Type Excitation" for locomotive control. The WDM3B seems to be the result of the Railways trying to cut the WDM3D down to size by eliminating its troublesome features like microprocessor control. But now 3Bs are being converted into 3Ds. WDM3Bs are housed at UP sheds like Lucknow, Gonda, Jhansi, Samastipur, Patratu etc. and many are (were) famously named "Gajraj". The WDM3B does not adhere to

8217-495: The signalling system, ensuring safety. After the 2011 Alawwa rail accident , SLR began installing a GPS -based train-protection system on its fleet. The system warns a train driver of a possible collision in time to manually stop the train. The fleet can also be monitored by a central control room with the system. A trial run with ten trains was conducted in early November 2011. Major population centres and tourist destinations are connected by rail. Service began in 1864 with

8316-405: The success of the custom streamliners, sought to expand the market for diesel power by producing standardized locomotives under their Electro-Motive Corporation . In 1936, EMC's new factory started production of switch engines. In 1937, the factory started producing their new E series streamlined passenger locomotives, which would be upgraded with more reliable purpose-built engines in 1938. Seeing

8415-432: The throttle from notch 2 to notch 4 without stopping at notch 3. This feature was intended to prevent rough train handling due to abrupt power increases caused by rapid throttle motion ("throttle stripping", an operating rules violation on many railroads). Modern locomotives no longer have this restriction, as their control systems are able to smoothly modulate power and avoid sudden changes in train loading regardless of how

8514-479: The throttle setting, as determined by the engine driver and the speed at which the prime mover is running (see Control theory ). Locomotive power output, and therefore speed, is typically controlled by the engine driver using a stepped or "notched" throttle that produces binary -like electrical signals corresponding to throttle position. This basic design lends itself well to multiple unit (MU) operation by producing discrete conditions that assure that all units in

8613-451: The use of an internal combustion engine in a railway locomotive is the prototype designed by William Dent Priestman , which was examined by William Thomson, 1st Baron Kelvin in 1888 who described it as a " Priestman oil engine mounted upon a truck which is worked on a temporary line of rails to show the adaptation of a petroleum engine for locomotive purposes." In 1894, a 20 hp (15 kW) two-axle machine built by Priestman Brothers

8712-512: The work on the estimate submitted. In 1861, the contract with the Ceylon Railway Company was terminated, the subscribed capital paid off, and the government took over the construction work, under the name Ceylon Government Railway (now Sri Lanka Railway). At the end of 1862 the Crown Agents for the Colonies accepted, on behalf of the Government of Ceylon, a tender from William Frederick Faviell for

8811-657: The world's first functional diesel–electric railcars were produced for the Königlich-Sächsische Staatseisenbahnen ( Royal Saxon State Railways ) by Waggonfabrik Rastatt with electric equipment from Brown, Boveri & Cie and diesel engines from Swiss Sulzer AG . They were classified as DET 1 and DET 2 ( de.wiki ). Because of a shortage of petrol products during World War I, they remained unused for regular service in Germany. In 1922, they were sold to Swiss Compagnie du Chemin de fer Régional du Val-de-Travers , where they were used in regular service up to

8910-467: Was 95 tonnes and the power was 883 kW (1,184 hp) with a maximum speed of 100 km/h (62 mph). Small numbers of prototype diesel locomotives were produced in a number of countries through the mid-1920s. One of the first domestically developed Diesel vehicles of China was the Dongfeng DMU (东风), produced in 1958 by CSR Sifang . Series production of China's first Diesel locomotive class,

9009-527: Was brought to high-speed mainline passenger service in late 1934, largely through the research and development efforts of General Motors dating back to the late 1920s and advances in lightweight car body design by the Budd Company . The economic recovery from World War II hastened the widespread adoption of diesel locomotives in many countries. They offered greater flexibility and performance than steam locomotives , as well as substantially lower operating and maintenance costs. The earliest recorded example of

9108-678: Was delivered from the United States to the railways of the Soviet Union. In 1947, the London, Midland and Scottish Railway (LMS) introduced the first of a pair of 1,600 hp (1,200 kW) Co-Co diesel–electric locomotives (later British Rail Class D16/1 ) for regular use in the United Kingdom, although British manufacturers such as Armstrong Whitworth had been exporting diesel locomotives since 1930. Fleet deliveries to British Railways, of other designs such as Class 20 and Class 31, began in 1957. Series production of diesel locomotives in Italy began in

9207-549: Was developed in by Banaras Locomotive Works and Research Design and Standards Organisation in 2003. It was the result of DLW integrating the best features of EMD GT46MAC and EMD GT46PAC with the ALCO platform. The first one was built in July, 2003, numbered #11101. The first few units (five) were all homed at krishnarajapuram but were later transferred to Erode. Serial production started in late 2005 with locos being allotted to almost all major BG diesel sheds. Earlier WDM-3Ds had issues with their electronics which probably led to

9306-400: Was one of the principal design considerations that had to be solved in early diesel–electric locomotive development and, ultimately, led to the complex control systems in place on modern units. The prime mover's power output is primarily determined by its rotational speed ( RPM ) and fuel rate, which are regulated by a governor or similar mechanism. The governor is designed to react to both

9405-419: Was proposed again during the 2000s, highlighting the benefits of connecting the ports of Colombo and Trincomalee with Chennai . Commuter rail service connects Colombo to its suburbs, helping alleviate rush-hour congestion on city roads. Local commuter trains and intercity lines use the same tracks. Colombo's commuter-rail network is 100 kilometres (62 mi) of track from Panadura to Polgahawela via

9504-490: Was shown suitable for full-size passenger and freight service. Following their 1925 prototype, the AGEIR consortium produced 25 more units of 300 hp (220 kW) "60 ton" AGEIR boxcab switching locomotives between 1925 and 1928 for several New York City railroads, making them the first series-produced diesel locomotives. The consortium also produced seven twin-engine "100 ton" boxcabs and one hybrid trolley/battery unit with

9603-415: Was up to date and offered comfort to its passengers. Until 1953, Ceylon's railways used steam locomotives . During 1960s and 70s, they changed to diesel locomotives under Rampala's leadership. The government began a 10-year railway-development strategy in the early 2010s, ordering replacement DMUs . The southern line, which was damaged in the 2004 tsunami , was upgraded from 2010 to 2012; its track

9702-439: Was upgraded to handle train speeds of 100 km/h (62 mph). Sri Lanka Railways began partnering with ExpoRail and Rajadhani Express in 2011 for premium service on major routes. Its northern line , affected by almost three decades of war, is being rebuilt; in 2015, it was restored to Jaffna and Kankesanthurai at pre-war levels The maximum speed on this line is currently 120 km/h(74 mph). The southern line

9801-719: Was used on the Hull Docks . In 1896, an oil-engined railway locomotive was built for the Royal Arsenal in Woolwich , England, using an engine designed by Herbert Akroyd Stuart . It was not a diesel, because it used a hot-bulb engine (also known as a semi-diesel), but it was the precursor of the diesel. Rudolf Diesel considered using his engine for powering locomotives in his 1893 book Theorie und Konstruktion eines rationellen Wärmemotors zum Ersatz der Dampfmaschine und der heute bekannten Verbrennungsmotoren ( Theory and Construction of

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