Introduced in 1984. Power 3850hp (some documents say 3900hp, which may be a later modification), 6-axled (Co-Co). Starting TE 382kN (33500kgf); continuous TE 202kN (20600kgf). Adhesion 29%. A very successful class, and probably the one with the most numbers produced. There are many variants of these, starting with the plain WAG-5. WAG-5A locos have Alsthom motors. Later versions were WAG-5H and variants with Hitachi motors: WAG-5HA by CLW, with high-adhesion bogies, and WAG-5HB built by BHEL to RDSO’s specifications. (Note: Lallaguda shed uses the simple code ‘WAG-5’ for locos that would normally be denoted ‘WAG-5HA’.) [4/02] Newer versions have been spotted: WAG-5HG, WAG-5HR, WAG-5RH (here the ‘R’ is believed to denote rheostatic braking, but not all WAG-5 class locos that have rheostatic braking use this suffix), WAG-5D, WAG-5P for fast passenger traffic (mail and express trains) with gear ratio 21:85. etc,. WAG-5HE variants are believed to have Hitachi traction motors and only air brakes.
The detailed differences among these variants are not precisely known. Specifications for the base WAG-5 model are given below. Some of the variants are known to have different gearing and equipment, and different rated speeds. The original WAG-5 units had a top speed of 80km/h. Many variants have a gear ratio of 21:58, the same as that of the WAM-4 6P, which allows these WAG-5 locos to be used for mixed applications including hauling passenger trains at 100km/h.
Auxiliaries are from many sources: typically Elgi compressors, Northey exhausters, and other equipment from S F India, but many variations exist. Speed control by parallel combinations of motors and weak field operation. Air brakes for loco, dual train brakes are original equipment.
Although a great improvement over earlier locomotive classes, the WAG-5 models do have limitations, one of which is the inability to start and haul large loads (4700t — 58 BOXN wagons) on gradients steeper than 1:200 or so.WAG-5 locos can be used as multiple units in configurations of 2, 3, 4, or more locos.
With the large influx of WAG-7 and WAG-9 locos in recent years, many WAG-5 locos are now also being put to use hauling local passenger trains. Some such as the WAG-5E loco #23989 ‘Krishnaveni’ (of Vijayawada [1/04]) have also been modified for this purpose in their interior equipment as well as some of the exterior aspects. For some reason, the BHEL-built WAG-5HA / 5HB locos are never seen used with passenger trains. All of the WAG-5HB units are at Jhansi near BHEL’s own installations so that BHEL can handle their maintenance.
The WAG-5B locos are converted WAM-4 units. These have road numbers in the range – 21101 to 21138. This is believed to have stemmed from a decision to have a separate line of freight loco models based on the highly versatile and successful WAM-4 family of locos.
In the external appearance of WAG-5 locos, it can be seen that locomotives with road numbers up until 23293 have side louvres and round glass windows like the WAM-4 locos showing the legacy of the WAM-4 design. From number 23294 onwards the locos have the newer WAP-4/WAG-7 style of louvres, thought to be for better ventilation.
More recently WAG-5 locos of all types have been retrofitted with data loggers, flasher lights, train parting alarms, etc.
WAG-5 #23026, homed at Bhusawal, was selected for a trial project by the RDSO to develop designs for adoption of thyristor controlled electricals for the tap changer based locomotives in 1995. The project was began in 1992 because there was an increasing dearth of suppliers for the tap changer control, it was inefficient and so the new system, promising better performance, was to be retrofitted after trials into all the older locos. A prototype system, developed in collaboration with Bhabha Atomic Research Centre, was fitted in this locomotive and trials were carried out between 1997 and 1998. However, due to several problems, the biggest of which was intereference caused with signalling equipment, the project was dropped in 1999. The loco was then refitted with the standard equipment and brought into service as a WAG-5P which it is till this date [1/05].
- Traction Motors: Alstom TAO 659 (575kW, 750V, 1070 rpm) or TAO 656; or Hitachi HS 15250A (See description under WAP-4.) 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.
- Transformer: BHEL, type HETT-3900. 3900kVA, 22.5kV, 182A. 32 taps.
- Rectifiers: Silicon rectifiers (two) using 64 S-18FN-350 diodes each from Hind Rectifier. 2700A / 1050V per cubicle.
- Bogies: Co-Co cast bogies (Alco asymmetric trimount — shared with WDM-2, WAM-4).
- Axle load: 20t
- Max. Haulage: 2375t
- Pantographs: Two Faiveley AM-12
- Current Ratings: 1100A/10min, 750A continuous