AN A319 ENG OIL AND IDG TEMP EXCEEDED LIMITS. THE ECAM DIRECTED AN ENG SHUTDOWN. AN EMER RETURN WAS COMPLETED. THE ENG OIL WAS OVER SERVICED.

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I WAS CAPT ON FLT. DURING CLBOUT; ABOVE 10000 FT MSL; L ENG OIL QUANTITY DROPPED TO 8 QUARTS; THEN TO XX. OIL QUANTITY IN L ENG SHOWED 17.5 QUARTS AT GATE PRIOR TO DEP. OIL TEMP BEGAN TO CLB; AS DID THE IDG OIL TEMP. AT THIS POINT I DECIDED TO RETURN TO ZZZ. I DECLARED AN EMER WITH CTR AND TOLD THE CTLR WE NEEDED TO RETURN TO ZZZ. OIL TEMP PEAKED AT 155 DEGS C AND IDG OIL TEMP PEAKED AT 160 DEGS C. AT THIS TIME ECAM DIRECTED AN ENG SHUTDOWN. ECAM WAS COMPLIED WITH AND ALL APPLICABLE CHKLISTS WERE COMPLIED WITH. LNDG DISTANCE REQUIREMENTS WERE CHKED AND WE PREPARED FOR A SINGLE ENG LNDG AT ZZZ. THE FLT ATTENDANTS WERE NOTIFIED THAT WE WERE SINGLE ENG AND TOLD TO PREPARE FOR A NORMAL LNDG AND TAXI TO THE GATE. I NOTIFIED THE PAX THAT WE WOULD BE RETURNING TO ZZZ DUE TO AN OIL PROB WITH THE L ENG. I ADVISED THE PAX ALSO; THAT EMER EQUIP WOULD BE STANDING BY AND FOLLOW US DOWN THE RWY AND TO THE GATE. WE WERE OFFERED A VISUAL APCH BUT I TOLD THEM WE WANTED THE ILS. AT THIS POINT I TOOK OVER AS THE PF. WE FLEW THE ILS TO RWY AND LANDED WITH CONF 3 AND MEDIUM AUTOBRAKES SELECTED. WE TAXIED TO THE GATE. THERE WERE NO SIGNS OF OIL LEAKS. MAINT DRAINED A COUPLE OF QUARTS OF OIL FROM THE L ENG. L OIL QUANTITY THEN SHOWED 22 QUARTS. MAINT THEN CONTINUED TO DRAIN SEVERAL QUARTS OF OIL FROM THE L ENG AS IT BECAME APPARENT THAT THE L ENG HAD BEEN OVER-SVCED. THE L ENG HAD BEEN OVER-SVCED WITH OIL AND THE L OIL GAUGE DID NOT INDICATE THIS TO THE CREW. FLT CREW SUGGESTIONS: MAKE SURE ENG OIL IS NOT OVER-SVCED. BE AWARE AS POSSIBLE OF ENG OIL QUANTITY.