Due to superior TE-speed characteristics and adhesive qualities, WAP5 and WAG9 exhibit superior performance compared to Indian Railways' existing locomotive fleet.
Real Comparative Table — Passenger Locomotives
| Parameter | WAP1 | WAP3 | WAP4 | WAP5 | WAP6 |
|---|---|---|---|---|---|
| Capacity on level | 22 coach @130km/h | 22 coach @130km/h | 26 coach @130km/h | 26 coach@135km/h / 18 coach@160km/h | 26 coach@130km/h / 9 coach@160km/h |
| Capacity on 1/200 grade | 9 coach @130km/h | 9 coach @130km/h | 12 coach @130km/h | 16 coach @130km/h | 12 coach @130km/h |
| HP output | 3800 | 3800 | 5000 | 5400 | 5000 |
| Max. service speed (km/h) | 130 | 160 | 140 | 160 | 160 |
| Continuous speed (km/h) | 72 | 72 | 73 | 50 | 73 |
| Axle load (t) | 18.05 | 18.25 | 19.0 | 19.5 | 18.86 |
| Unsprung mass per axle (t) | 3.71 | 3.71 | 4.22 | 2.69 | 4.3 |
| Max. starting TE (t) | 22.49 | 22.49 | 30.8 | 26.3 | 30.8 |
| Continuous TE | 13.8t @72km/h | 13.8t @72km/h | 19.0t @73km/h | 22.4t @50km/h | 19.0t @73km/h |
Real Comparative Table — Freight Locomotives
| Parameter | WAG5H | WAG7 | WAG7H | WAG6C | WAG9 |
|---|---|---|---|---|---|
| Continuous HP at rail | 4200 | 5000 | 5000 | 6050 | 6122 |
| Max. speed potential (km/h) | 80.0 | 100.0 | 100.0 | 100.0 | 100.0 |
| Continuous speed (km/h) | 52.0 | 50.0 | 44.0 | 51.1 | 50.0 |
| Axle load (t) | 21.0 | 20.5 | 22.0 | 20.5 | 20.5 |
| Unsprung mass per axle (t) | 4.3 | 4.3 | 4.3 | 4.7 | 3.99 |
| Max. TE (t) | 36.0 | 42.0 | 45.0 | 45.0 | 46.9 |
| Continuous TE (t) | 21.8 | 27.0 | 30.8 | 32.0 | 33.1 |
| Max. electrical braking effort (t) | 20.0 | 20.0 | 20.0 | 20.0 | 20.0/26.5 |
| Rheostatic braking speed band | 27-36km/h | 27-36km/h | 27-36km/h | 27-36km/h | 27-36km/h |
Exam Focus — WAG9's Real Adhesion Advantage
Real balancing speed with a 4700t BOXN load on level 2° curvature track (1 loco): WAG5H 72km/h, WAG7 87km/h, WAG7H 79km/h, WAG6 92km/h, WAG9 >100km/h. On steeper grades (1 in 200/150/100, 2 locos), WAG9 is often the ONLY class able to haul the same load at all, or does so at the highest speed — e.g. on 1-in-100 with 2 locos, WAG5H and WAG7/7H are marked 'unable to haul' while WAG6 manages 40km/h and WAG9 53km/h. This reflects WAG9's genuinely superior starting tractive effort from better adhesion.
Real comparative starting capability: the number of locomotives needed to start a freight train from rest on a given grade. For a 4700t BOXN load on 1-in-70 grade, WAG5H needs 3 locos while WAG7/7H/6 need 3 as well — but for a 5055t BOXN load on 1-in-60, WAG6 needs 3 locos and WAG9 needs 4; on 1-in-150 with 4700t, WAG9 needs only 2 locos where WAG7/7H/6 also need 2, while WAG5H can't be compared at that exact grade in the table. The consistent real pattern: WAG9 starts the same load with fewer or equal locomotives across most graded scenarios shown.
Real Highlights on Haulage Capabilities (WAP5)
Real Rajdhani/Shatabdi Impact Figures
- The existing HWH-NDLS Rajdhani Express's total running time reduces by about 30 minutes if run by a WAP5 loco at existing booked speed.
- If WAP5's full speed potential is used (booked speed 150km/h), the same Rajdhani's running time reduces by about 1 hour 15 minutes.
- If the existing total running time is kept as-is at existing booked speed, the HWH-NDLS Rajdhani could theoretically be enhanced to a 29-coach train if hauled by a WAP5 loco.
- The NDLS-JHS running time for the existing 9-coach Shatabdi Express reduces by about 12 minutes if hauled by a WAP5 loco with enhanced booked speed of 150km/h.
- Another 5 coaches can be added to the existing 9-coach NDLS-BPL Shatabdi Express without losing total running time between NDLS-JHS, if hauled by a WAP5 loco at the existing booked speed.
Real Operational Advantages
- WAP5 provides 850 kVA at 750V single-phase power for coach supply — once suitable coaches are developed, this reduces the need for separate power cars (End-on-Generation).
- 3-phase locomotives are known for higher reliability; the on-board fault diagnostics system on WAP5/WAG9 further reduces on-line troubleshooting time.
- Regenerative braking returns electrical power to the OHE supply; real energy savings of 20-30% have been experienced abroad on electrified railways using this technology.
- 3-phase locos operate at near unity power factor, minimising poor-power-factor penalty payments to power-supply authorities. Improved power factor also means a lower OHE conductor size is needed to run 3-phase locos vs conventional ones — or alternatively, more locomotives can be accommodated in the same feeding zone.
- The PWM converter technique gives much less harmonic interference than thyristor locos — increasing scope for introducing more sophisticated track-signalling equipment for enhanced train-operation safety.
Real Maintenance Aspects
- Much lower maintenance is needed since 3-phase locos have no commutator and no power contactors — lowering maintenance cost and giving higher line availability.
- Because induction motors are used, unsprung mass in 3-phase locos is quite low — real comparison: WAP5's unsprung mass is 2.69 tonnes vs WAP4's 4.2 tonnes. Beyond better riding qualities, this makes WAP5/WAG9 much kinder to the track, minimising track-geometry disturbance and reducing rail/wheel wear.