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 Arakkonam based WAM-4 (now scrapped) with Chennai-Tirupati Express. | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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The Indian locomotive classWAM-4 is a class of 25 kV ACelectric locomotives that was developed in 1970 byChittaranjan Locomotive Works (CLW) forIndian Railways. The model name stands forbroad gauge (W),alternating current (A), mixed traffic (M) locomotive, 4th generation (4). They entered service in March 1971. A total of 500 WAM-4 were built at CLW between 1970 and 1983, which made them the most numerous class of mainline electric locomotive till its successor theWAG-5.
The WAM-4 is one of the most successful locomotives of Indian Railways[peacock prose] having served both passenger and freight trains for over 52 years. This class provided the basic design for a number of other locomotives likeWCAM-1,WAG-5A,WCG-2, and someWAP-1 models. However, with the advent of new 3-phase locomotives likeWAP-5 andWAP-7, the WAM-4 locomotives were relegated to hauling smaller passenger trains and most of the units have been scrapped. A few units are in service performing backup and non-essential duties.
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In the 1970s, the Indian Railways started a series of study projects for a high horsepower locomotive. Although theWAG-1/WAG-4 was being introduced, officials believed that a much larger and more capable locomotive was needed, especially to haul Freight trains that was heavy for any existing locomotives. These studies led to initial requirements for a locomotive with a tractive effort of 33,840 kgf (331.9 kN; 74,600 lbf) and a speed of 120 km/h (75 mph).The WAM-4 was conceived while goods traffic was increasing in the 1970s. The era ofCo-Co locomotives, led by the enormous popularity of theWDM-2, had revolutionized long-distance travel. With the aim of addressing the shortcomings of the previousWAM-1/2 andWAG-1,WAG-2,WAG-3,WAG-4 classes and removesteam locomotives from IR by a target date of 1990. The WAM-1s were not great successes as some of their advanced features were unsuitable for Indian conditions.
so the designers atRDSO and CLW decided to use the following
Production of these locomotives started in 1970 with #20400 and exactly 500 WAM-4s were built in 13 years with #21399 “Anant” being the last one. Production ended on August 3 1983. WAM-4 though an indigenously produced loco was heavily inspired by French box design and naturally favoured a French TM which was the Alstom made TAO TM. A single WAM-4 can generally haul up to a 24-coach passenger rake. This class proved so successful by virtue of its ruggedness suitable for Indian conditions and simplicity of maintenance. In January 2020, the last WAM-4 units (four from Tata ELS) were withdrawn from mainline service.[1][full citation needed][2][full citation needed] Currently[when?] 8 locomotives (including 1 WAS-4) are doing shunting and departmental works.[citation needed]
A number of locomotives were rebuilt as WAM-4B in the late 1970s to evaluate Alstom TAO 659 Traction Motors and for exclusive use on freight duties. These 'locos' were ballasted to improve traction and had excellent load-hauling capabilities, This experiment gave rise to the futureWAG-5 locos.[3]
The class was designed for both passenger and freight work. Many of the original locomotives were fitted with vacuum brakes only. With the withdrawal of many WAG-1 and WAM-1 locomotives in the 1990s, the WAM-4 units were given air brakes to prolong their life into the 1990s and beyond.
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This loco class has been seen in many variations, as a lot of workshops and sheds have carried out their own enhancements or modifications to the basic loco design. Although the code indicates a mixed-use loco, most WAM-4's ended up hauling passenger trains.
Variants include
The 'DB' or 'D' generally, but perhaps not always, indicates dual-brake capability. 'HS' may be for 'high speed'.'2S', '3P', '6P', etc. indicate traction motors connected in series or parallel. The WAM-4 has six traction motors, and originally they were wired to be available in different configurations at different power settings. At notches up to 14, all motors were in series (at notch 14 all resistors dropping out); up to notch 21 in series-parallel combinations (three pairs of motors in series, the pairs themselves being in parallel); and further notches with all motors in parallel (at notch 30 all motors are in parallel with resistors dropping out). This is the original configuration of the WCAM-1 series of locomotives too.
The WAM-4 locomotives were later reconfigured to have all motors always in parallel (6P variants) or with the three series-connected pairs in parallel (2S 3P variants). Some WAM-4 locomotives from CLW are thought to have had the 2S 3P configuration right from the start. The 2S 3P configuration was better for the mixed traffic loads especially as it allowed the locomotives to start hauling larger loads without stalling. With increasing use of the WAM-4 locomotives for passenger traffic the all-parallel configuration was deemed more desirable since it allowed higher speeds and higher acceleration.
This loco has a wide variety of liveries, with each loco shed having its own livery.
Most of the WAM-4 locomotives now have their MU capability disabled asRDSO disapproves of these locomotives running MU'd over 100 km/h.[4]
A few WAM-4 locomotives have been named by Indian Railways[5]
| Class | Loco Number | Name | Loco Shed | Current status | ref |
|---|---|---|---|---|---|
| WAM-4 | 20401 | Rajatabha | Bhillai [BIA] | Condemned [07/08/2007] | [6] |
| WAM-4 | 20420 | Sukh Sagar Naveen | Vijayawada [BZA] | Scrapped | [7] |
| WAM-4 | 20615 | Surubhi | Asansol [ASN] | Condemned in November 2011 | [8] |
| WAM-4 | 21320 | Garuda | Arakkonam [AJJ] | Plinthed at Rail Soudha, SWR HQ, Hubli [January 2020] | [9] |
| WAM-4 | 21380 | Navchetna | Asansol [ASN] | Scrapped | [10] |
| WAM-4 | 21399 | Anant | Bhusawal [BSL] | Scrapped | [11] |
As increasing numbers of WAM-4 have been retired, some have found their way into museums or other uses.A few WAM-4 locomotives have been preserved by Indian Railways at various location around India.[12][13]
| Class | Loco Number | Previous shed | Name | Livery | Location | ref |
|---|---|---|---|---|---|---|
| WAM-4 | 20400 | BIA | BIA cream/orange with blue stripe | Used at Electric Loco Training Center, Uslapur [October 2011]. Reumbered ELTC-120 | [14] | |
| WAM-4 | 20472 | Ghaziabad (GZB) | Restricted to shunting/departmental duties only. Earmarked for preservation: I.R. Heritage Website [November 2018] | [15] | ||
| WAM-4 | 20484 | Bhusawal (BSL) | BSL cream/orange with orange lining | Loco now preserved at CLW loco park | [16][17] | |
| WAM-4 | 20601 | Jhansi (JHS) | Maroon with cream band | Earmarked for preservation: I.R. Heritage Website [November 2018] | [18] | |
| WAM-4 | 21320 | Arakkonam (AJJ) | Garuda | Red/dark grey/light grey with white line | Plinthed at Rail Soudha, SWR HQ, Hubli [January 2020] | [19] |
| WAG-5/WAM-4B | 21101 | Tatanagar (TATA) | Indian Tricolour Livery | Plinthed outside TATA | [20] |
| Zone | Name | Shed Code | Quantity |
|---|---|---|---|
| South Eastern Railway | Tatanagar | TATE | 1 |
| South East Central Railway | Bhilai | BIAE | 1 |
| Eastern Railway | Sealdah | SDAD | 1 (WAS-4) |
| Total Locomotives Active as of March 2025[21][22][23] | 3 | ||
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Source:[4]
| Traction Motors | Alstom TAO 659 A1 (575 kW, 750 V). Six motors, axle-hung, nose-suspended, force-ventilated. |
| Gear Ratio | 15:62 originally (and still for WAM-4 2S3P), now many variations, 21:58 being common for WAM-4 6P locomotives. |
| Transformer | Heil BOT 3460 A, 22.5 kV / 3460 kVA. |
| Rectifiers | Two silicon rectifier cells, 1270 V / 1000 A each cubicle. |
| Pantographs | Two Faiveley AM-12. |
| Hauling capacity | 2,010 t (1,980 long tons; 2,220 short tons) |
| Current Ratings | (WAM-4 6P) 1100A/10min, 750A continuous |
_Mithila_Express_01.jpg)
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Numbers 21380, 21385 and 21387 of WAM-4 6P were relegated to shunting duty and designated WAS-4.[24]
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