variants

1. The obvious and second most numerous variant of the WDM/2 was her meter gauge counterpart the YDM/4. Plenty of power under the hood saw the mg beasts equally at home in the jungles of Assam, mountains of Mangalore and Shencottah, as well as in the arid semi desert areas of Gujarat and Rajasthan. Several have been exported to Tanzania and Malaysia. Large scale regauging of track to bg has meant that several of these wonderful YDM/4s have been rendered reduntant and surplus, or have had to endure premature retirement. YDM/4 6308 is seen here awaiting the call of duty at Mysore in July 2000. (Photo by S. Shankar.)

2. A most unpopular WDM/2 variant was the dreadful low nose 'Jumbo' (as it was popularly known). Although the large windshield would have allowed for terrific visibility with the short hood forward, the engines were probably built to US dimensions. Given the short stature of Indian drivers, the windshield used to start at forehead level, even with raised seat. Add to that dirt and grime, the inaccessibility of the windshield due to the nose meant inability to clean it, and hence a miserable view. With long hood forward, both driver and assistant had to make do with small door mounted windshields. All is all, it was a misery to drive a Jumbo. Mercifully, the model was not repeated. Several of them still survive. (Photo Courtesy: Apurva Bahadur.)

3. YDM/4 engine and transmission on a WDM/2 frame generated this WDS/6 shunting locomotive. These are used for shunting heavy freights, and most railways have a handful of them. (Photo Courtesy: Apurva Bahadur.)

4. This bizzare variant of the WDM/2 was intended to be a passenger engine. The Bo-Bo WDP/1 featured several innovations: Bo-Bo wheel arrangement, of course, plus a bizzare looking 'bald man' profile at the short hood (attempted streamlining) and LEFT HAND seating for the driver. This meant that these beasts could be driven Long Hood Forward even with only the driver, as all signals are on the left. It was hoped that two of these WDP/1s working in multiple could provide more than adequate power for Rajdhani or Shatabdi type trains. Unfortunately, lousy riding qualities and dangerous swaying of the engine at high speeds relegated the WDP/1s to slow local passenger trains. (Photo scanned from a DLW brochure, Courtesy DLW veteran Mr. Venkat.)

5. Continuing on the notoriously ugly 'baldie' theme with left hand seating bore two more WDM/2 variants: the more powerful WDM/2C with a 3100 hp power pack, and a freight version the WDG/2. Both were identical in appearance externally. The pickup and haulage capability of the WDM/2c were very impressive indeed, and their ease in handling 22-24 car trains at 110 kmph was awesome. Some feature control desk type of driving controls, but with zero leg room: a designer disaster. The newer WDG/2 freight versions feature conventional hoods, though the WDG/2 short hood is slightly longer than that of a normal WDM/2. (Photo scanned from a DLW brochure, Courtesy DLW veteran Mr. Venkat.)

6. This one is radically different: the fully enclosed carbody WDP/2 is the latest variant. These are built with a maximum speed capability of 160 kmph, one was even tested for upto 180 kmph. Its not known as to whether these are hood engines with a fully enclosed carbody, or whether these are regular carbody engines, but their future is very promosing, despite teething troubles. The WDP/2s have large, sweeping cabs. (Photo by: S. Shankar.)