India: Pak Rail team arrives today to buy engines

[harpoon]

What is better, WAP5 OR WAP7?

Its electric trains and Pakistan doesn't have much tracks electrified. (For your info A in WAP..stands for AC)

 

[shfgfa]

What is better, WAP5 OR WAP7?

BOTH FALL IN DIFFERENT CATEGORIES

WAP 7 IS DESIGNED TO HAUL HEAVY TRAINS ( 26 COACHES) AT 130-160 KPH.

WAP 5 IS DESIGNED TO HAUL SHORT TRAINS ( 12-14 COACHES ) AT UPTO 200 KPH.

 

[RISING SUN]

Its electric trains and Pakistan doesn't have much tracks electrified. (For your info A in WAP..stands for AC)

If tracks are double line already. Pakistan can electrify them within few years. Doubling requires much more resources & timing than electrifying them. 500 KM of tracks can be electrified within 2 years if I am not wrong. I have seen it happening on Mugalsarai-Varanasi-Sultanpur-Lucknow track myself for whole duration. Major problem is doubling in this track route & bridges.
The target for 11th Five Year Plan (2007-12) is 3500 KMs. Out of this 3958 RKMs have been energized as on 31.03.2012.
If you take average of it,we have electrified 798.6KM(almost 800KM/year). So 500 km/2 year should not be problem for them.

 

[RISING SUN]

BOTH FALL IN DIFFERENT CATEGORIES

WAP 7 IS DESIGNED TO HAUL HEAVY TRAINS ( 26 COACHES) AT 130-160 KPH.

WAP 5 IS DESIGNED TO HAUL SHORT TRAINS ( 12-14 COACHES ) AT UPTO 200 KPH.

Mate you are spreading rumor. WAP 7 is designed for highest acceleration rate in passenger category. It can haul a 24 coaches at max speed 130 KM/h,not more than this. But it when train gets heavy,speed is reduced to 110+KM/h.
It can haul a premium AC train with LHB coaches well around 125-130KM/h. It has more horse power compared to WAP 5 but its design is favorable higher acceleration rate,not speed.
WAP 5 is designed to haul fastest & most important trains in India.It crosses 162 KM/h speed in Delhi Agra section on daily basis.
It's acceleration & braking system is not as much advanced as WAP 7 but when it comes to sustained higher speed. I wins hands down.
WAP 5 can touch the 225KM/h speed barrier with few upgrades.
Hope that clears much.

 

[shfgfa]

[/B]
Mate you are spreading rumor. WAP 7 is designed for highest acceleration rate in passenger category. It can haul a 24 coaches at max speed 130 KM/h,not more than this. But it when train gets heavy,speed is reduced to 110+KM/h.
It can haul a premium AC train with LHB coaches well around 125-130KM/h. It has more horse power compared to WAP 5 but its design is favorable higher acceleration rate,not speed.
WAP 5 is designed to haul fastest & most important trains in India.It crosses 162 KM/h speed in Delhi Agra section on daily basis.
It's acceleration & braking system is not as much advanced as WAP 7 but when it comes to sustained higher speed. I wins hands down.
WAP 5 can touch the 225KM/h speed barrier with few upgrades.
Hope that clears much.

with all due respect, let me tell you that i work for the railways in russia and have often visited clw and dlw facilities in india.
now to clear your point, i am very well aware of the acceleration and power figures and they were posted earlier,so i didnt feel like repeating the same thing again and again. As far as speeds are concerned, wap 7 has a top speed of 180 kph ( without coaches) . The speed of 110 km/hr you are referring to is for very steep gradients , in the range of 1:40 inclination. On inclination of 1:150, it reaches balancing speeds of about 135 kph, and at gradients of 1:200, it reaches 160 easily with 24-26 coaches, though indian railways limits it to 140 kph for safety as tracks in india are not that good.
To add to that, the figure of 6350 hp for wap 7 is now outdated, as newer wap 7's renamed as WAP -7D , now have 7000 hp under their hood. So reaching higher speeds for wap 7 is only going to become easier.
Now as for the wap 5 , it has been tested at 200 kph with 12 coaches which u can confirm on their website also. 225 kph is its service potential with some bogie upgrades, but it hasnt been upgraded till now. So i am not spreading rumuors, these are mere facts.

 

[RISING SUN]

with all due respect, let me tell you that i work for the railways in russia and have often visited clw and dlw facilities in india.
now to clear your point, i am very well aware of the acceleration and power figures and they were posted earlier,so i didnt feel like repeating the same thing again and again. As far as speeds are concerned, wap 7 has a top speed of 180 kph ( without coaches) . The speed of 110 km/hr you are referring to is for very steep gradients , in the range of 1:40 inclination. On inclination of 1:150, it reaches balancing speeds of about 135 kph, and at gradients of 1:200, it reaches 160 easily with 24-26 coaches, though indian railways limits it to 140 kph for safety as tracks in india are not that good.
To add to that, the figure of 6350 hp for wap 7 is now outdated, as newer wap 7's renamed as WAP -7D , now have 7000 hp under their hood. So reaching higher speeds for wap 7 is only going to become easier.
Now as for the wap 5 , it has been tested at 200 kph with 12 coaches which u can confirm on their website also. 225 kph is its service potential with some bogie upgrades, but it hasnt been upgraded till now. So i am not spreading rumuors, these are mere facts.

With all respect sir my intention was not to heart your emotions. What I am trying to say that data given by you is some what wrong & I am just trying to correct it. And 1 more thing my father is working as AC mechanic in Central railway(Mumbai CST) since past 30 years. My two uncles have retired 5 years earlier(2nd uncle as engineer in DLW which you are referring to.) My oldest uncle just died in December last year(he retired as station Master). 1 uncle is working in Byculla,Mumbai station(central railway).1 cousin is working in signal department in northern railway. & last but not least My brother's father in law is Senior electrical engineer in Mugalsarai. so I think I have some deep knowledge of Railway because of family environment.
Now back to topic.
Let's first start with WAP7.

WAP–7 is Identical to WAG-9 with modified gear ratio (72:20) and application software. 140km/h (130km/h?) permitted top speed. 6125hp max. power; 6000hp continuous at wheel rim. At 123t, it is much heavier than the 78t WAP-5. Intended to haul heavier, 26-coach passenger trains and passenger/parcel mixed trains. The first one, Navkiran, 30201, which was commissioned in 2000, is homed at Gomoh although it has been seen at Ghaziabad as well.
Initial models were rated at 6125hp total power and 33000 kgf (323kN) tractive effort. Modifications during continuing trials resulted in improved performance with the loco now yielding 6350hp total power and 36000 kgf (352.8kN) tractive effort. In the trial runs the upgraded WAP-7 30203 was shown able to take a 24-coach train to 110km/h in just 235 to 245 seconds (compare: 324 seconds for a WAP-5). Braking systems as in the WAP-5, with regenerative braking rated at 183kN in the first units and 260kN in the later ones.
Earlier trials with WAP-7 locos had yielded times around 390 seconds for the same test, which had cast doubts on the future of this loco class which was designed to perform better than the WAP-5. After some trials with the Prayagraj Exp. in early 2002, now the WAP-7 is being used to haul the 24-coach rake of ER's Poorva Exp. and will presumably soon be used for other trains as well. Max. tested speed is 160km/h, rated for 140km/h.
Better performing variants of the WAP-7 have been under development ; changes are said to include higher capacity components (including the main transformer) to allow stall-free running on 1:100 gradients, and a higher tractive effort of 42000 kgf (411kN). Some of the units starting around 30212 are also thought to have some enhancements in comparison to the very first ones. Other plans by CLW for this loco class are said to include the provision of IGBT control, greater automation of some control tasks, and in-cab signalling. MU operation possible with a maximum of two locos.
The WAP-7 appears to have returned to the older (WAM, earlier WAP) style of pantograph with a single collector bar instead of the double collector bar used for the WAG-9.
Manufacturers: CLW
Traction Motors: 6FRA 6068 3-phase squirrel-cage induction motors (850kW, 2180V, 1283/2484 rpm, 270/310A. Weight 2100kg, forced-air ventilation, axle-hung, nose-suspended. Torque 6330/7140Nm. 95% efficiency.)
Gear Ratio: 72:20
Axle load: 20.5t
Wheel diameter: 1092mm new, 1016mm worn
Wheel base: 15700mm
Bogies: Co-Co, ABB bogies; bogie wheel base 1850mm + 1850mm
Unsprung mass per axle: 3.984t
Length over buffers: 20562mm
Length over headstocks: 19280mm
Body width: 3152mmn
Cab length: 2434mm
Pantograph locked down height: 4525mm
Tractive Effort: 36.0t
A 24-coach (1430t) passenger rake can be accelerated to 110km/h in 240 seconds (over 4.7km) by a WAP-7; to 120km/h in 304 sec. (6.7km); and to 130km/h in 394 sec. (9.9km).
WAP–7D As of early 2011, this is a proposed loco design by RDSO - based on the WAP-7, but with IGBT drives, and some changes to components resulting in a somewhat lower total weight.

WAP-7 locomotive is the most powerful loco of India capable of hauling 26 coaches at speed of 130 Kmph and its specialty is that in comparison to wap-5 n 4 loco it gathers speed within few min of departure. It's mainly used for Rajdhani and few sf trains.

 

[RISING SUN]

Now turn for WAP 5.
WAP–5 This class started with a batch of 10 locos (30000-30010, skipping 30008) imported from ABB / AdTranz in 1995 (Actually 11 were imported but one (30008) was damaged by fire in transit and deemed unusable on arrival. It was then used as a bank of spare parts for the others.) These are among the few currently with IR to have an advanced design with GTO thyristor converters and 3-phase asynchronous motors. CLW has been manufacturing the motors since Feb. 24, 2000. Rated top speed is 160km/h, although in trials a WAP-5 loco is said to have been run at 184km/h. Continuous power at wheel rim is 4000kW (5450hp). A WAP-5 can take a 24-coach passenger train to 110km/h in 324 seconds. Wheel arrangement is Bo-Bo. Auxiliaries from ABB, Howden Safanco, BEHR, etc. Although these are officially rated at 160km/h, one of these has been tested by CLW at up to 184km/h. These locos are intended for use with high-speed medium load trains such as the Rajdhani and Shatabdi trains, in contrast to the WAP-7 which is more powerful but which is intended for lower-speed haulage of heavier trains.
Other notable features of this loco are the provision of taps from the main loco transformers for hotel load, pantry loads, flexible gear coupling, wheel-mounted disc brakes, and a potential for speed enhancement to 200km/h. 78t weight. Braking systems include regenerative braking (160kN), loco disc brakes, automatic train air brakes, and a charged spring parking brake. MU operation possible with a maximum of two locos.
Currently, four indigenous WAP-5's from CLW (first one built May 17, 2000) with somewhat different contours, and electricals from BHEL, are homed at Ghaziabad shed. (30011 'Navodit', 30012, 'Navajagaran', 30013 'Navakriti', and 30014).
Being homed at sheds in the north, they are understandably in use for northern routes, but recently some have been spotted regularly as far south as Chennai. In 2000, plans were announced for variants with 6000hp power and 200km/h capability to be manufactured, but nothing has been heard since on that front. After the first four were built by CLW, there seems to have been a pause in the manufacture of this class at CLW, and as of , more were expected to be produced but it was not known when production would resume. A problem with the Hurth coupling and its indigenous replacement seem to have been part of the delay, but the locally manufactured components have now passed trials.
Air-conditioning: The original design called for these locos to have air-conditioned cabs. This, however, has been dogged by controversy over costs and fitment, and the first units made by CLW do not have air-conditioned cabs. One of the ABB units, 30000, does have air-conditioning, fitted by the Ghaziabad shed as an experiment. The Ghaziabad shed may be planning to retrofit some of its other WAP-5 locos with air-conditioning.
Manufacturers: ABB / CLW
Traction Motors: ABB's 6FXA 7059 3-phase squirrel cage induction motors (1150kW, 2180V, 370/450A, 1583/3147 rpm) Weight 2050kg. Forced-air ventilation, fully suspended. Torque 6930/10000Nm. 96% efficiency.
Gear Ratio: 67:35:17. (3-stage gears)
Transformer: ABB's LOT-7500. 7475kVA primary, 4x1450kVA secondary.
Power Drive: Power convertor from ABB, type UW-2423-2810 with SG 3000G X H24 GTO thyristors (D 921S45 T diodes), 14 thyristors per unit (two units). Line convertor rated at 2 x 1269V @ 50Hz, with DC link voltage of 2180V. Drive convertor rated at 2180V phase to phase, 953A output current per phase, motor frequency from 0 to 160Hz.
Axle load: 19.5t
Bogies: Bo-Bo Henschel Flexifloat; bogie centre distance 10200mm; bogie wheel base 2800mm
Unsprung mass per axle: 2.69t
Pantographs: Two Stone India (Calcutta) AN-12.
Wheel diameter: 1092mm new, 1016mm worn
Wheel base: 13000mm
Length over buffers: 18162mm
Length over headstocks: 19280mm
Body width: 3142mmn
Cab length: 2434mm
Pantograph locked down height: 4537mm
Tractive Effort: 26.3t
A 24-coach (1430t) passenger rake can be accelerated to 110km/h in 312 seconds (over 6km) by a WAP-5; to 120km/h in 402 sec. (6.9km); and to 130km/h in 556 sec. (14.2km).
WAP-5 locomotive is the second powerful loco of India but the most fastest Loco of India, capable of touching speed of 180 Kmph. It is mainly used for Shatabdi trains and sometimes for Rajdhani.
So perhaps you should think now.

Now turn for WAP 5.
WAP–5 This class started with a batch of 10 locos (30000-30010, skipping 30008) imported from ABB / AdTranz in 1995 (Actually 11 were imported but one (30008) was damaged by fire in transit and deemed unusable on arrival. It was then used as a bank of spare parts for the others.) These are among the few currently with IR to have an advanced design with GTO thyristor converters and 3-phase asynchronous motors. CLW has been manufacturing the motors since Feb. 24, 2000. Rated top speed is 160km/h, although in trials a WAP-5 loco is said to have been run at 184km/h. Continuous power at wheel rim is 4000kW (5450hp). A WAP-5 can take a 24-coach passenger train to 110km/h in 324 seconds. Wheel arrangement is Bo-Bo. Auxiliaries from ABB, Howden Safanco, BEHR, etc. Although these are officially rated at 160km/h, one of these has been tested by CLW at up to 184km/h. These locos are intended for use with high-speed medium load trains such as the Rajdhani and Shatabdi trains, in contrast to the WAP-7 which is more powerful but which is intended for lower-speed haulage of heavier trains.
Other notable features of this loco are the provision of taps from the main loco transformers for hotel load, pantry loads, flexible gear coupling, wheel-mounted disc brakes, and a potential for speed enhancement to 200km/h. 78t weight. Braking systems include regenerative braking (160kN), loco disc brakes, automatic train air brakes, and a charged spring parking brake. MU operation possible with a maximum of two locos.
Currently, four indigenous WAP-5's from CLW (first one built May 17, 2000) with somewhat different contours, and electricals from BHEL, are homed at Ghaziabad shed. (30011 'Navodit', 30012, 'Navajagaran', 30013 'Navakriti', and 30014).
Being homed at sheds in the north, they are understandably in use for northern routes, but recently some have been spotted regularly as far south as Chennai. In 2000, plans were announced for variants with 6000hp power and 200km/h capability to be manufactured, but nothing has been heard since on that front. After the first four were built by CLW, there seems to have been a pause in the manufacture of this class at CLW, and as of , more were expected to be produced but it was not known when production would resume. A problem with the Hurth coupling and its indigenous replacement seem to have been part of the delay, but the locally manufactured components have now passed trials.
Air-conditioning: The original design called for these locos to have air-conditioned cabs. This, however, has been dogged by controversy over costs and fitment, and the first units made by CLW do not have air-conditioned cabs. One of the ABB units, 30000, does have air-conditioning, fitted by the Ghaziabad shed as an experiment. The Ghaziabad shed may be planning to retrofit some of its other WAP-5 locos with air-conditioning.
Manufacturers: ABB / CLW
Traction Motors: ABB's 6FXA 7059 3-phase squirrel cage induction motors (1150kW, 2180V, 370/450A, 1583/3147 rpm) Weight 2050kg. Forced-air ventilation, fully suspended. Torque 6930/10000Nm. 96% efficiency.
Gear Ratio: 67:35:17. (3-stage gears)
Transformer: ABB's LOT-7500. 7475kVA primary, 4x1450kVA secondary.
Power Drive: Power convertor from ABB, type UW-2423-2810 with SG 3000G X H24 GTO thyristors (D 921S45 T diodes), 14 thyristors per unit (two units). Line convertor rated at 2 x 1269V @ 50Hz, with DC link voltage of 2180V. Drive convertor rated at 2180V phase to phase, 953A output current per phase, motor frequency from 0 to 160Hz.
Axle load: 19.5t
Bogies: Bo-Bo Henschel Flexifloat; bogie centre distance 10200mm; bogie wheel base 2800mm
Unsprung mass per axle: 2.69t
Pantographs: Two Stone India (Calcutta) AN-12.
Wheel diameter: 1092mm new, 1016mm worn
Wheel base: 13000mm
Length over buffers: 18162mm
Length over headstocks: 19280mm
Body width: 3142mmn
Cab length: 2434mm
Pantograph locked down height: 4537mm
Tractive Effort: 26.3t
A 24-coach (1430t) passenger rake can be accelerated to 110km/h in 312 seconds (over 6km) by a WAP-5; to 120km/h in 402 sec. (6.9km); and to 130km/h in 556 sec. (14.2km).
WAP-5 locomotive is the second powerful loco of India but the most fastest Loco of India, capable of touching speed of 180 Kmph. It is mainly used for Shatabdi trains and sometimes for Rajdhani.
So perhaps you should think now.

Now turn for WAP 5.
WAP–5 This class started with a batch of 10 locos (30000-30010, skipping 30008) imported from ABB / AdTranz in 1995 (Actually 11 were imported but one (30008) was damaged by fire in transit and deemed unusable on arrival. It was then used as a bank of spare parts for the others.) These are among the few currently with IR to have an advanced design with GTO thyristor converters and 3-phase asynchronous motors. CLW has been manufacturing the motors since Feb. 24, 2000. Rated top speed is 160km/h, although in trials a WAP-5 loco is said to have been run at 184km/h. Continuous power at wheel rim is 4000kW (5450hp). A WAP-5 can take a 24-coach passenger train to 110km/h in 324 seconds. Wheel arrangement is Bo-Bo. Auxiliaries from ABB, Howden Safanco, BEHR, etc. Although these are officially rated at 160km/h, one of these has been tested by CLW at up to 184km/h. These locos are intended for use with high-speed medium load trains such as the Rajdhani and Shatabdi trains, in contrast to the WAP-7 which is more powerful but which is intended for lower-speed haulage of heavier trains.
Other notable features of this loco are the provision of taps from the main loco transformers for hotel load, pantry loads, flexible gear coupling, wheel-mounted disc brakes, and a potential for speed enhancement to 200km/h. 78t weight. Braking systems include regenerative braking (160kN), loco disc brakes, automatic train air brakes, and a charged spring parking brake. MU operation possible with a maximum of two locos.
Currently, four indigenous WAP-5's from CLW (first one built May 17, 2000) with somewhat different contours, and electricals from BHEL, are homed at Ghaziabad shed. (30011 'Navodit', 30012, 'Navajagaran', 30013 'Navakriti', and 30014).
Being homed at sheds in the north, they are understandably in use for northern routes, but recently some have been spotted regularly as far south as Chennai. In 2000, plans were announced for variants with 6000hp power and 200km/h capability to be manufactured, but nothing has been heard since on that front. After the first four were built by CLW, there seems to have been a pause in the manufacture of this class at CLW, and as of , more were expected to be produced but it was not known when production would resume. A problem with the Hurth coupling and its indigenous replacement seem to have been part of the delay, but the locally manufactured components have now passed trials.
Air-conditioning: The original design called for these locos to have air-conditioned cabs. This, however, has been dogged by controversy over costs and fitment, and the first units made by CLW do not have air-conditioned cabs. One of the ABB units, 30000, does have air-conditioning, fitted by the Ghaziabad shed as an experiment. The Ghaziabad shed may be planning to retrofit some of its other WAP-5 locos with air-conditioning.
Manufacturers: ABB / CLW
Traction Motors: ABB's 6FXA 7059 3-phase squirrel cage induction motors (1150kW, 2180V, 370/450A, 1583/3147 rpm) Weight 2050kg. Forced-air ventilation, fully suspended. Torque 6930/10000Nm. 96% efficiency.
Gear Ratio: 67:35:17. (3-stage gears)
Transformer: ABB's LOT-7500. 7475kVA primary, 4x1450kVA secondary.
Power Drive: Power convertor from ABB, type UW-2423-2810 with SG 3000G X H24 GTO thyristors (D 921S45 T diodes), 14 thyristors per unit (two units). Line convertor rated at 2 x 1269V @ 50Hz, with DC link voltage of 2180V. Drive convertor rated at 2180V phase to phase, 953A output current per phase, motor frequency from 0 to 160Hz.
Axle load: 19.5t
Bogies: Bo-Bo Henschel Flexifloat; bogie centre distance 10200mm; bogie wheel base 2800mm
Unsprung mass per axle: 2.69t
Pantographs: Two Stone India (Calcutta) AN-12.
Wheel diameter: 1092mm new, 1016mm worn
Wheel base: 13000mm
Length over buffers: 18162mm
Length over headstocks: 19280mm
Body width: 3142mmn
Cab length: 2434mm
Pantograph locked down height: 4537mm
Tractive Effort: 26.3t
A 24-coach (1430t) passenger rake can be accelerated to 110km/h in 312 seconds (over 6km) by a WAP-5; to 120km/h in 402 sec. (6.9km); and to 130km/h in 556 sec. (14.2km).
WAP-5 locomotive is the second powerful loco of India but the most fastest Loco of India, capable of touching speed of 180 Kmph. It is mainly used for Shatabdi trains and sometimes for Rajdhani.
So perhaps you should think now.

Now turn for WAP 5.
WAP–5 This class started with a batch of 10 locos (30000-30010, skipping 30008) imported from ABB / AdTranz in 1995 (Actually 11 were imported but one (30008) was damaged by fire in transit and deemed unusable on arrival. It was then used as a bank of spare parts for the others.) These are among the few currently with IR to have an advanced design with GTO thyristor converters and 3-phase asynchronous motors. CLW has been manufacturing the motors since Feb. 24, 2000. Rated top speed is 160km/h, although in trials a WAP-5 loco is said to have been run at 184km/h. Continuous power at wheel rim is 4000kW (5450hp). A WAP-5 can take a 24-coach passenger train to 110km/h in 324 seconds. Wheel arrangement is Bo-Bo. Auxiliaries from ABB, Howden Safanco, BEHR, etc. Although these are officially rated at 160km/h, one of these has been tested by CLW at up to 184km/h. These locos are intended for use with high-speed medium load trains such as the Rajdhani and Shatabdi trains, in contrast to the WAP-7 which is more powerful but which is intended for lower-speed haulage of heavier trains.
Other notable features of this loco are the provision of taps from the main loco transformers for hotel load, pantry loads, flexible gear coupling, wheel-mounted disc brakes, and a potential for speed enhancement to 200km/h. 78t weight. Braking systems include regenerative braking (160kN), loco disc brakes, automatic train air brakes, and a charged spring parking brake. MU operation possible with a maximum of two locos.
Currently, four indigenous WAP-5's from CLW (first one built May 17, 2000) with somewhat different contours, and electricals from BHEL, are homed at Ghaziabad shed. (30011 'Navodit', 30012, 'Navajagaran', 30013 'Navakriti', and 30014).
Being homed at sheds in the north, they are understandably in use for northern routes, but recently some have been spotted regularly as far south as Chennai. In 2000, plans were announced for variants with 6000hp power and 200km/h capability to be manufactured, but nothing has been heard since on that front. After the first four were built by CLW, there seems to have been a pause in the manufacture of this class at CLW, and as of , more were expected to be produced but it was not known when production would resume. A problem with the Hurth coupling and its indigenous replacement seem to have been part of the delay, but the locally manufactured components have now passed trials.
Air-conditioning: The original design called for these locos to have air-conditioned cabs. This, however, has been dogged by controversy over costs and fitment, and the first units made by CLW do not have air-conditioned cabs. One of the ABB units, 30000, does have air-conditioning, fitted by the Ghaziabad shed as an experiment. The Ghaziabad shed may be planning to retrofit some of its other WAP-5 locos with air-conditioning.
Manufacturers: ABB / CLW
Traction Motors: ABB's 6FXA 7059 3-phase squirrel cage induction motors (1150kW, 2180V, 370/450A, 1583/3147 rpm) Weight 2050kg. Forced-air ventilation, fully suspended. Torque 6930/10000Nm. 96% efficiency.
Gear Ratio: 67:35:17. (3-stage gears)
Transformer: ABB's LOT-7500. 7475kVA primary, 4x1450kVA secondary.
Power Drive: Power convertor from ABB, type UW-2423-2810 with SG 3000G X H24 GTO thyristors (D 921S45 T diodes), 14 thyristors per unit (two units). Line convertor rated at 2 x 1269V @ 50Hz, with DC link voltage of 2180V. Drive convertor rated at 2180V phase to phase, 953A output current per phase, motor frequency from 0 to 160Hz.
Axle load: 19.5t
Bogies: Bo-Bo Henschel Flexifloat; bogie centre distance 10200mm; bogie wheel base 2800mm
Unsprung mass per axle: 2.69t
Pantographs: Two Stone India (Calcutta) AN-12.
Wheel diameter: 1092mm new, 1016mm worn
Wheel base: 13000mm
Length over buffers: 18162mm
Length over headstocks: 19280mm
Body width: 3142mmn
Cab length: 2434mm
Pantograph locked down height: 4537mm
Tractive Effort: 26.3t
A 24-coach (1430t) passenger rake can be accelerated to 110km/h in 312 seconds (over 6km) by a WAP-5; to 120km/h in 402 sec. (6.9km); and to 130km/h in 556 sec. (14.2km).
WAP-5 locomotive is the second powerful loco of India but the most fastest Loco of India, capable of touching speed of 180 Kmph. It is mainly used for Shatabdi trains and sometimes for Rajdhani.
So perhaps you should think now.

potential for speed enhancement to 225 km/h (140 mph).

Now turn for WAP 5.
WAP–5 This class started with a batch of 10 locos (30000-30010, skipping 30008) imported from ABB / AdTranz in 1995 (Actually 11 were imported but one (30008) was damaged by fire in transit and deemed unusable on arrival. It was then used as a bank of spare parts for the others.) These are among the few currently with IR to have an advanced design with GTO thyristor converters and 3-phase asynchronous motors. CLW has been manufacturing the motors since Feb. 24, 2000. Rated top speed is 160km/h, although in trials a WAP-5 loco is said to have been run at 184km/h. Continuous power at wheel rim is 4000kW (5450hp). A WAP-5 can take a 24-coach passenger train to 110km/h in 324 seconds. Wheel arrangement is Bo-Bo. Auxiliaries from ABB, Howden Safanco, BEHR, etc. Although these are officially rated at 160km/h, one of these has been tested by CLW at up to 184km/h. These locos are intended for use with high-speed medium load trains such as the Rajdhani and Shatabdi trains, in contrast to the WAP-7 which is more powerful but which is intended for lower-speed haulage of heavier trains.
Other notable features of this loco are the provision of taps from the main loco transformers for hotel load, pantry loads, flexible gear coupling, wheel-mounted disc brakes, and a potential for speed enhancement to 200km/h. 78t weight. Braking systems include regenerative braking (160kN), loco disc brakes, automatic train air brakes, and a charged spring parking brake. MU operation possible with a maximum of two locos.
Currently, four indigenous WAP-5's from CLW (first one built May 17, 2000) with somewhat different contours, and electricals from BHEL, are homed at Ghaziabad shed. (30011 'Navodit', 30012, 'Navajagaran', 30013 'Navakriti', and 30014).
Being homed at sheds in the north, they are understandably in use for northern routes, but recently some have been spotted regularly as far south as Chennai. In 2000, plans were announced for variants with 6000hp power and 200km/h capability to be manufactured, but nothing has been heard since on that front. After the first four were built by CLW, there seems to have been a pause in the manufacture of this class at CLW, and as of , more were expected to be produced but it was not known when production would resume. A problem with the Hurth coupling and its indigenous replacement seem to have been part of the delay, but the locally manufactured components have now passed trials.
Air-conditioning: The original design called for these locos to have air-conditioned cabs. This, however, has been dogged by controversy over costs and fitment, and the first units made by CLW do not have air-conditioned cabs. One of the ABB units, 30000, does have air-conditioning, fitted by the Ghaziabad shed as an experiment. The Ghaziabad shed may be planning to retrofit some of its other WAP-5 locos with air-conditioning.
Manufacturers: ABB / CLW
Traction Motors: ABB's 6FXA 7059 3-phase squirrel cage induction motors (1150kW, 2180V, 370/450A, 1583/3147 rpm) Weight 2050kg. Forced-air ventilation, fully suspended. Torque 6930/10000Nm. 96% efficiency.
Gear Ratio: 67:35:17. (3-stage gears)
Transformer: ABB's LOT-7500. 7475kVA primary, 4x1450kVA secondary.
Power Drive: Power convertor from ABB, type UW-2423-2810 with SG 3000G X H24 GTO thyristors (D 921S45 T diodes), 14 thyristors per unit (two units). Line convertor rated at 2 x 1269V @ 50Hz, with DC link voltage of 2180V. Drive convertor rated at 2180V phase to phase, 953A output current per phase, motor frequency from 0 to 160Hz.
Axle load: 19.5t
Bogies: Bo-Bo Henschel Flexifloat; bogie centre distance 10200mm; bogie wheel base 2800mm
Unsprung mass per axle: 2.69t
Pantographs: Two Stone India (Calcutta) AN-12.
Wheel diameter: 1092mm new, 1016mm worn
Wheel base: 13000mm
Length over buffers: 18162mm
Length over headstocks: 19280mm
Body width: 3142mmn
Cab length: 2434mm
Pantograph locked down height: 4537mm
Tractive Effort: 26.3t
A 24-coach (1430t) passenger rake can be accelerated to 110km/h in 312 seconds (over 6km) by a WAP-5; to 120km/h in 402 sec. (6.9km); and to 130km/h in 556 sec. (14.2km).
WAP-5 locomotive is the second powerful loco of India but the most fastest Loco of India, capable of touching speed of 180 Kmph. It is mainly used for Shatabdi trains and sometimes for Rajdhani.
So perhaps you should think now.

Now turn for WAP 5.
WAP–5 This class started with a batch of 10 locos (30000-30010, skipping 30008) imported from ABB / AdTranz in 1995 (Actually 11 were imported but one (30008) was damaged by fire in transit and deemed unusable on arrival. It was then used as a bank of spare parts for the others.) These are among the few currently with IR to have an advanced design with GTO thyristor converters and 3-phase asynchronous motors. CLW has been manufacturing the motors since Feb. 24, 2000. Rated top speed is 160km/h, although in trials a WAP-5 loco is said to have been run at 184km/h. Continuous power at wheel rim is 4000kW (5450hp). A WAP-5 can take a 24-coach passenger train to 110km/h in 324 seconds. Wheel arrangement is Bo-Bo. Auxiliaries from ABB, Howden Safanco, BEHR, etc. Although these are officially rated at 160km/h, one of these has been tested by CLW at up to 184km/h. These locos are intended for use with high-speed medium load trains such as the Rajdhani and Shatabdi trains, in contrast to the WAP-7 which is more powerful but which is intended for lower-speed haulage of heavier trains.
Other notable features of this loco are the provision of taps from the main loco transformers for hotel load, pantry loads, flexible gear coupling, wheel-mounted disc brakes, and a potential for speed enhancement to 200km/h. 78t weight. Braking systems include regenerative braking (160kN), loco disc brakes, automatic train air brakes, and a charged spring parking brake. MU operation possible with a maximum of two locos.
Currently, four indigenous WAP-5's from CLW (first one built May 17, 2000) with somewhat different contours, and electricals from BHEL, are homed at Ghaziabad shed. (30011 'Navodit', 30012, 'Navajagaran', 30013 'Navakriti', and 30014).
Being homed at sheds in the north, they are understandably in use for northern routes, but recently some have been spotted regularly as far south as Chennai. In 2000, plans were announced for variants with 6000hp power and 200km/h capability to be manufactured, but nothing has been heard since on that front. After the first four were built by CLW, there seems to have been a pause in the manufacture of this class at CLW, and as of , more were expected to be produced but it was not known when production would resume. A problem with the Hurth coupling and its indigenous replacement seem to have been part of the delay, but the locally manufactured components have now passed trials.
Air-conditioning: The original design called for these locos to have air-conditioned cabs. This, however, has been dogged by controversy over costs and fitment, and the first units made by CLW do not have air-conditioned cabs. One of the ABB units, 30000, does have air-conditioning, fitted by the Ghaziabad shed as an experiment. The Ghaziabad shed may be planning to retrofit some of its other WAP-5 locos with air-conditioning.
Manufacturers: ABB / CLW
Traction Motors: ABB's 6FXA 7059 3-phase squirrel cage induction motors (1150kW, 2180V, 370/450A, 1583/3147 rpm) Weight 2050kg. Forced-air ventilation, fully suspended. Torque 6930/10000Nm. 96% efficiency.
Gear Ratio: 67:35:17. (3-stage gears)
Transformer: ABB's LOT-7500. 7475kVA primary, 4x1450kVA secondary.
Power Drive: Power convertor from ABB, type UW-2423-2810 with SG 3000G X H24 GTO thyristors (D 921S45 T diodes), 14 thyristors per unit (two units). Line convertor rated at 2 x 1269V @ 50Hz, with DC link voltage of 2180V. Drive convertor rated at 2180V phase to phase, 953A output current per phase, motor frequency from 0 to 160Hz.
Axle load: 19.5t
Bogies: Bo-Bo Henschel Flexifloat; bogie centre distance 10200mm; bogie wheel base 2800mm
Unsprung mass per axle: 2.69t
Pantographs: Two Stone India (Calcutta) AN-12.
Wheel diameter: 1092mm new, 1016mm worn
Wheel base: 13000mm
Length over buffers: 18162mm
Length over headstocks: 19280mm
Body width: 3142mmn
Cab length: 2434mm
Pantograph locked down height: 4537mm
Tractive Effort: 26.3t
A 24-coach (1430t) passenger rake can be accelerated to 110km/h in 312 seconds (over 6km) by a WAP-5; to 120km/h in 402 sec. (6.9km); and to 130km/h in 556 sec. (14.2km).
WAP-5 locomotive is the second powerful loco of India but the most fastest Loco of India, capable of touching speed of 180 Kmph. It is mainly used for Shatabdi trains and sometimes for Rajdhani.
So perhaps you should think now.

potential for speed enhancement to 225 km/h (140 mph).

The WAP-5 series of locomotives haul the premium trains on Indian Railways like the Mumbai Rajdhani Express, Bhopal Shatabdi Express, Lucknow Shatabdi Express, Prayagraj Express, etc. The Bhopal Shatabdi hauled by a WAP-5 travels at 161 km/h (100 mph) in the New Delhi - Agra Cantt and Gwalior - Morena section.Around 35 of these locomotives have been put to service as of early 2011.
Even WAP7 doesn't run that much fast.

with all due respect, let me tell you that i work for the railways in russia and have often visited clw and dlw facilities in india.
now to clear your point, i am very well aware of the acceleration and power figures and they were posted earlier,so i didnt feel like repeating the same thing again and again. As far as speeds are concerned, wap 7 has a top speed of 180 kph ( without coaches) . The speed of 110 km/hr you are referring to is for very steep gradients , in the range of 1:40 inclination. On inclination of 1:150, it reaches balancing speeds of about 135 kph, and at gradients of 1:200, it reaches 160 easily with 24-26 coaches, though indian railways limits it to 140 kph for safety as tracks in india are not that good.
To add to that, the figure of 6350 hp for wap 7 is now outdated, as newer wap 7's renamed as WAP -7D , now have 7000 hp under their hood. So reaching higher speeds for wap 7 is only going to become easier.
Now as for the wap 5 , it has been tested at 200 kph with 12 coaches which u can confirm on their website also. 225 kph is its service potential with some bogie upgrades, but it hasnt been upgraded till now. So i am not spreading rumuors, these are mere facts.

It is also known to haul 16 heavyweight Air Conditioned coaches (1120t) in 1:40 inclines single-handedly.
From where did you got that data buddy. Can you provide any links which says 110 KM/h limitation for 1:40 inclination?

with all due respect, let me tell you that i work for the railways in russia and have often visited clw and dlw facilities in india.
now to clear your point, i am very well aware of the acceleration and power figures and they were posted earlier,so i didnt feel like repeating the same thing again and again. As far as speeds are concerned, wap 7 has a top speed of 180 kph ( without coaches) . The speed of 110 km/hr you are referring to is for very steep gradients , in the range of 1:40 inclination. On inclination of 1:150, it reaches balancing speeds of about 135 kph, and at gradients of 1:200, it reaches 160 easily with 24-26 coaches, though indian railways limits it to 140 kph for safety as tracks in india are not that good.
To add to that, the figure of 6350 hp for wap 7 is now outdated, as newer wap 7's renamed as WAP -7D , now have 7000 hp under their hood. So reaching higher speeds for wap 7 is only going to become easier.
Now as for the wap 5 , it has been tested at 200 kph with 12 coaches which u can confirm on their website also. 225 kph is its service potential with some bogie upgrades, but it hasnt been upgraded till now. So i am not spreading rumuors, these are mere facts.

It is also known to haul 16 heavyweight Air Conditioned coaches (1120t) in 1:40 inclines single-handedly.
From where did you got that data buddy. Can you provide any links which says 110 KM/h limitation for 1:40 inclination?

with all due respect, let me tell you that i work for the railways in russia and have often visited clw and dlw facilities in india.
now to clear your point, i am very well aware of the acceleration and power figures and they were posted earlier,so i didnt feel like repeating the same thing again and again. As far as speeds are concerned, wap 7 has a top speed of 180 kph ( without coaches) . The speed of 110 km/hr you are referring to is for very steep gradients , in the range of 1:40 inclination. On inclination of 1:150, it reaches balancing speeds of about 135 kph, and at gradients of 1:200, it reaches 160 easily with 24-26 coaches, though indian railways limits it to 140 kph for safety as tracks in india are not that good.
To add to that, the figure of 6350 hp for wap 7 is now outdated, as newer wap 7's renamed as WAP -7D , now have 7000 hp under their hood. So reaching higher speeds for wap 7 is only going to become easier.
Now as for the wap 5 , it has been tested at 200 kph with 12 coaches which u can confirm on their website also. 225 kph is its service potential with some bogie upgrades, but it hasnt been upgraded till now. So i am not spreading rumuors, these are mere facts.

Currently a 7000 hp version with IGBT traction is under development by Chittaranjan Locomotive Works.
The most unique feature of this locomotive is that it eliminates the need to have separate DG sets for air-conditioning in long distance trains hence providing huge savings on maintenance and running costs.This technology is called HOG or "Head On Generation" where the loco transfers electric power from its pantograph to the coaches.
From where did you got that it will increase the speed. More power will be distributed to loco machines & coaches. It's not going to increase the speed thus reducing the excess expenditure.

Around 100 of these locomotives have been put to service as of early 2011.

Around 100 of these locomotives have been put to service as of early 2011.

Now let me tell you that WAP 7 is authorized to attain speed only till 130 KM/h while WAP 5 is authorize to cruise at 162KM/h on Indian tracks.

 

[RISING SUN]

with all due respect, let me tell you that i work for the railways in russia and have often visited clw and dlw facilities in india.
now to clear your point, i am very well aware of the acceleration and power figures and they were posted earlier,so i didnt feel like repeating the same thing again and again. As far as speeds are concerned, wap 7 has a top speed of 180 kph ( without coaches) . The speed of 110 km/hr you are referring to is for very steep gradients , in the range of 1:40 inclination. On inclination of 1:150, it reaches balancing speeds of about 135 kph, and at gradients of 1:200, it reaches 160 easily with 24-26 coaches, though indian railways limits it to 140 kph for safety as tracks in india are not that good.
To add to that, the figure of 6350 hp for wap 7 is now outdated, as newer wap 7's renamed as WAP -7D , now have 7000 hp under their hood. So reaching higher speeds for wap 7 is only going to become easier.
Now as for the wap 5 , it has been tested at 200 kph with 12 coaches which u can confirm on their website also. 225 kph is its service potential with some bogie upgrades, but it hasnt been upgraded till now. So i am not spreading rumuors, these are mere facts.

Now I am going to highlight where you are making mistake. Perhaps you can think about it.
1st mistake- Wap 7 can't reach 160KM/h with 26 full bogies.
2nd-newer WAP7 is being developed right now,it's not in Railway armory right now but you said it had.
3rd- It will only reduce the external energy demand of coaches by providing power directly from OHE wires.
4th- Wap 5 is only tested at runs : 184 km/h (114 mph) not 200 KM/h.
5th- LHB coaches are more than enough for high speed action. Track up-gradation is major problem, not the coaches.
I think my mind need some rest buddy. Will return in evening.

 

[shfgfa]

Now I am going to highlight where you are making mistake. Perhaps you can think about it.
1st mistake- Wap 7 can't reach 160KM/h with 26 full bogies.
2nd-newer WAP7 is being developed right now,it's not in Railway armory right now but you said it had.
3rd- It will only reduce the external energy demand of coaches by providing power directly from OHE wires.
4th- Wap 5 is only tested at runs : 184 km/h (114 mph) not 200 KM/h.
5th- LHB coaches are more than enough for high speed action. Track up-gradation is major problem, not the coaches.
I think my mind need some rest buddy. Will return in evening.

YOUR FIGURES ARE CORRECT , BUT THEY ARE OLD. ASK YOUR UNCLE FOR INDIAN RAILWAY YEARBOOK FOR THIS YEAR. THE FIGURES I MENTIONED ARE FROM THEM, SO NO QUESTION ABOUT THEIR AUTHENTICITY.
1. WAP 7 CAN REACH 160KPH BALANCING SPEED WITH FULL LOAD, REMEMBER I AM SAYING BALANCING SPEED, IT TAKES QUITE A TIME TO REACH THERE. I AM ALTHOUGH NOT SURE THAT BOGIES WERE EMPTY OR FULL, AS NOTHING WAS MENTIONED IN THE REPORT.( TEST DONE BY PROTOTYPE IN DEC 2011).INDIAN RAILWAYS LIMITS SPEED TO 140 BECAUSE OF TRACKS. ALSO THE SPEED OF 160 I MENTIONED IS THE TEST SPEED, IT IS NOT THE SERVICE SPEED, WHICH IS AROUND 130- 140.
2. SECONDLY , NEWER WAP 7 HAVE BEEN INTO MASS PRODUCTION SINCE 3 MONTHS, THEY HAVENT BEEN ALLOTED TO SHEDS YET.
3. WAP 5 TEST OF 184 KPH WAS DONE MANY YEARS AGO, THE TEST OF 200 KPH I AM REFERRING WAS DONE IN GERMANY (WAP 5 #30001 WITH 12 MODIFIED LHB COACHES WERE SHIPPED THERE) IN JULY 2011. ONLY GEAR RATIOS OF LOCO WAS CHANGED AND GAUGE CONVERSION WAS DONE ON LOCO AS WELL AS COACHES. LATER THE CHANGES WERE ROLLEDBACK.

 

[AZADPAKISTAN2009]

Enough with specification - ship them out already

 

[Agent X]

We baniyas should take advantage of the situation and make as much profit we can..
Take 2.8 instead of 2.4 million. And force them to buy those engine, giving on lease will be full of risk..

We should send Indians to maintain these locos and ask pak government to pay em.

 

[Yogi]

If tracks are double line already. Pakistan can electrify them within few years. Doubling requires much more resources & timing than electrifying them. 500 KM of tracks can be electrified within 2 years if I am not wrong. I have seen it happening on Mugalsarai-Varanasi-Sultanpur-Lucknow track myself for whole duration. Major problem is doubling in this track route & bridges.
The target for 11th Five Year Plan (2007-12) is 3500 KMs. Out of this 3958 RKMs have been energized as on 31.03.2012.
If you take average of it,we have electrified 798.6KM(almost 800KM/year). So 500 km/2 year should not be problem for them.

They don't have electricity bro
Remember load sheding is equivalent to pakistan these days n the situation doesn't seems to improve even in couple of years

N u talking about electrifying traces here...

 

[RISING SUN]

Enough with specification - ship them out already

There are few of locomotives in Indian railway which suit all type of terrain & weather. I am listing them below.
Mixed type locomotives:
WDM 2
WDM 3A
WDM 3A R
WDM 3C, WDM 3D
Passenger locomotives:
WDP 2
WDP 4
WDP 4B
WDP 4D
Goods locomotives:
WDG 3A
WDG 4
WDG 5
Shunting locomotives (Also known as switching engines):
WDS 6 (Heavy-haul shunters made in large numbers for industrial concerns as well as for Indian Railways Rated at 1200/1350 hp)
Highlighted ones are extensively used on Indian network.

WDM 2,WDM 3A,WDM 3C, WDM 3D,WDP 2,WDG 2,WDG 3A,3B, WDG 3C, WDG 3D,WDS 6.These locos are rugged & cheap. Return on these locos are very high.
But if Pakistan wants to look for future because after some time(maybe 1 0r 2 decade) they will come under absolute category.Then they can look for locos given below.
Passenger locomotives:
WDP 4B,WDP 4D,
Goods locomotives:
WDG 4,WDG 5.
Most of these locos are able to cross 120 KM/h speed barrier which is max speed for Pakistan railway. But Indian railway restricts few older ones to 100 KM/h category but still cross it when they are running late.
While newer locos have advanced microprocessor controlled technique which reduces excess maintenance. They can cruise at 120-125KM/h easily.

 

[RISING SUN]

There is 1 more thing which Pakistan can do. They can purchase DMU train sets. This will free up the locomotives for dedicated fright train. India has many DMU sets like Kashmiri one,Class S11 used by Sri Lanka railway.
Maximum speed of these DMU sets is 100 km/h(62 mph).Engine is KTA 50L turbocharged,1360hp V type 16 Cylinder 4stroke.
Transmission is provided by on-board Diesel Electric AC/DC.

 

[amardeep mishra]

I think its a sound investment for Pakistan

Purchase 50 Engines + Lease 50 more Engines

And just give out contract for 200+ Engines if the first experience goes well with first 100 locomotives, or get into agreement to assemble Indian engines in Pakistan

Due to Proximity of Indian Factories if anything goes wrong repairs are easy and also engineers can come over from India to Pakistan

Solid Move

Railways need to make money $$$ in order to also repair other 500 Engines that can be repaired for 25-100 Million USD

This would be welcomed site then having no rail service

sir,the WDG-5 is the most powerfull diesel loco..as it churns out 5500hp...
but you can get even more powerful latest electric locos with 6500hp capacity like the WAG-7,9 etc...