Slip control, Main overload relay, Over voltage relay, No volt relay, Earth fault relay, Low pressure governor, Train parting alarms, Vigilance Control Device (VCD) and Brake cylinder cutoff valve
Performance figures
Maximum speed
105 km/h (65 mph) 100 km/h (62 mph)80 km/h (50 mph)
The Indian locomotive class WAG-5 is a class of 25 kVACelectric locomotives that was developed in 1978 by Chittaranjan Locomotive Works for Indian Railways. The model name stands for broad gauge (W), alternating current (A), goods traffic (G) engine, 5th generation (5). They entered service in 1980. A total of 1,196 WAG-5 were built at CLW and BHEL between 1978 and 1998, which made them the most numerous class of mainline electric locomotive until the introduction of its successor, the WAG-7.
The WAG-5 is one of the most successful locomotives of Indian Railways currently serving both freight and passenger trains for over 43 years. This class provided the basic design for a number of other locomotives, like WAG-7 and the WCM-6. However, with the advent of new 3-phase locomotives like WAG-9 and WAG-12, the WAG-5 locomotives were relegated to hauling smaller passenger trains and now the aging fleet of WAG-5 locomotives is rapidly being withdrawn from mainline duties and scrapped.
Subclasses and modifications
The WAG-5A and WAG-5H(x) variants are fitted with Alstom and Hitachi traction motors respectively,[1] whereas the WAG-5B are units converted from the WAM-4, and the WAG-5P(x) is a subclass specialised for passenger duties. The WAG-5(x)D and WAG-5(x)E are respectively fitted with dual and air brakes. WAG-5RH and WAG-5HR are fitted with rheostatic or friction braking. Another variant is WAG-5HG. The units with additional '6P' markings have parallel grouped traction motors. BHEL-built units are classified as WAG-5HB. Some units are fitted with Static Converter (STC), Microprocessor, Dynamic brake resistors (DBR) and SI unit.
Due to the advent of the WAG-7 and WAG-9 locomotives, the WAG-5s, except WAG-5HA/HB variants, occasionally hauled passenger trains despite being designed for freight haulage. WAG-5HB is homed at Jhansi shed near BHEL's installations for maintenance purposes. WAG-5 has a shell of the WAM-4. Units numbered until 23293 have side louvre and round glass windows like the WAM-4, and units after 23293 have louvres similar to those fitted to the WAG-7 for better ventilation. Recently, WAG-5 have been fitted with data loggers.
Due to the decline of tap changer control suppliers, unit 23026 was selected by RDSO for the adoption of thyristor controlled electricals in 1995. The project began in 1992, with the new prototype system, built in collaboration with the Bhabha Atomic Research Centre, was fitted in the locomotive between 1997 and 1998. Due to several problems such as interference with signalling equipment, the project was ceased in 1999, and the engine was rebuilt to original WAG-5 and designated as WAG-5P.
WAG-5 idling at the Ammuguda Bye pass line
Technical specification
Traction Motors
Alstom TAO 659 (575 kW, 750 V, 1070 rpm) or TAO 656; or Hitachi HS 15250A. Axle-hung, nose-suspended. Six motors.
Gear Ratio
62:16 or 62:15 with Alstom motors, some 64:18 (Hitachi motors), many now 58:21 for mixed use. There are also 17:77
Transformer
BHEL, type HETT-3900. 3900 kVA, 22.5 kV, 182 A. 32 taps, 11730 kg, Forced oil cooling, 'A' Insulation.
Rectifiers
Silicon rectifiers (two) using 64 S-18FN-350 diodes each from Hind Rectifier. 2700 A / 1050 V per cubicle. 64 cells per bridge. Starting current at 3300 A. Motor (380 V, 970-1460 RPM)
