Indian locomotive class WAM-4

In the 1970s, the Indian Railways started a series of study projects for a high horsepower locomotive. Although the WAG 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 an 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 of Co-Co locomotives, led by the enormous popularity of the WDM-2, had revolutionized long-distance travel. With the aim of addressing the shortcomings of the previous WAM-1/2 and WAG 1, WAG-2, WAG-3, WAG-4 classes and remove steam 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 at RDSO and CLW decided to use the following

• Instead of the Bo-Bo bogies of WAM-1/2, ALCO asymmetric Trimount bogies of the WDM-2 were provided for better traction and power.
• Silicon rectifiers with speed control by three series-parallel motor combinations and weak field operation.
• Auxiliaries from Westinghouse and Kirloskar (compressors), S F India (blowers) and Northey (exhauster)
• Air brakes for loco and vacuum train brakes fitted as original equipment with Rheostatic braking also provided
• MU operation made possible up to 4 units possible.

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 In January 2020, the last WAM-4 units (four from Tata ELS) were withdrawn from mainline service.[1][2] Currently 8 locomotive are currently doing shunting and departmental works.

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 future WAG-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.

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

• WAM4B or G: Freight only (re geared version)
• WAM4D or DB: Dual Braked (Air and Vacuum)
• WAM4E: Air Brake only (for both loco and train)
• WAM4H: Hitachi Traction Motors instead of Alstom
• WAM4P: Passenger only (re geared version)
• WAM4/2S3P: 2 Traction Motors in Series, 3 in Parallel
• WAM4/6P: 6 traction motors permanently in parallel
• WAM4/6PE: Air braked, 6 Traction Motors perm. in parallel
• WAM4/6PDBHS: 6 Traction Motors permanently in parallel, Dual Brakes, High Speed
• WAM-4P D: Passenger only (dual brakes)
• WAM-4P DB 6P and WAM-4 6P D: These are for superfast trains
• WAM-4P DB 3P and WAM-4 2S-3P: some superfasts, passengers

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.