National Rail "NR" Class locomotives

Presented by :

Max Shuard National Rail Corporation

M. Shuard

NR Class Locomotives

IRSE AGM Adelaide 13 March 1998

National Rail "NR" Class Locomotives

Max Shuard
CPEng, B.Bus (Transport) M.I.E.Aust, M.C.I.T.

National Rail Corporation Ltd

1.

SUMMARY

The delivery of the 120 NR class locomotives to National Rail has been the largest and most ambitious locomotive contract in Australia's history. The rate of delivery, essential to National Rail's business plans, has set a new milestone in design and manufacturing in this country. While using US components in the power train the locomotive itself is designed and built to specifically accommodate National Rail's operations around the standard gauge network of Australia. To date the locomotive has been awarded engineering excellence awards from the National and NSW divisions of the Institution of Engineers.

both directions, be of maximum power, size and weight for the standard gauge system and be able to operate between Brisbane and Perth. Ultimately, the locomotive was specified as 3000kW !3000hp), 132t, 115 km/hr,22m long and 18.3 structure gauge and with a design range from Melbourne to Brisbane with a 1200t trailing load and 10% spare fuel capacity. The tender also called for the construction of a maintenance facility in Melbourne, National Rails operational hub. An option for a 15-year maintenance agreement was also included. Tenders were called in November 1994 and three tenderers displayed interest. Morrison Knudsen subsequently withdrew leaving Clyde Engineering and A. Goninan & CO to submit tenders. In parallel with the locomotive tender, a specification was drawn up for the on board communications system based on the same operating requirements as the locomotive. Negotiations were entered into with Philips Mobile Communications Systems to contract directly with National Rail in March 1995. The intention was to novate this contract directly to the locomotive manufacturer with this organisation being responsible for the integration and installation of the system. As with the locomotives, an option for the maintenance of the communication system was to be included. The preferred locomotive tenderer was announced in May 1995 and a contract signed with Goninan in August 1995. The initial order was for 80 locomotives extended to 120 in December 1995. The maintenance option for the locomotives was included but novation of the communications was not and this aspect has remained a separate contract. Because of the rate of delivery (two per week) Goninan set up manufacturing plants at Broadmeadow in Newcastle and Bassendean in

2.

INTRODUCTION

The background of the National Rail locomotive project is interesting as the locomotives were developed against an Operations Plan, not as an addition to an existing fleet. This was done by providing potential tenderers with the Plan and asking them to design a locomotive to suit. While most papers are dealing with the AWARE communications system, I will deal mainly with the locomotive, its requirements, development and functionality, from which the requirements and ~ o ~ g u r a t i ofnthe communications system were o developed.

3.

NR CLASS LOCOMOTIVE PROJECT

In 1994 National Rail identified the need for new

locomotives to meet its current and projected business plans. At the time all locomotives were on hire from other rail systems. This gave rise to a heterogeneous fleet with different operational restrictions and maintenance arrangements. The new locomotive was to be able to be driven in

M. Shuard

NR Class Imomotives

IRSE AGM Adelaide 13 March 1998

Perth. Each plant produced 60 locomotives, NR numbers 1 to 60 from Broadmeadow and numbers 61 to 120 from Bassendean. With NR1 and NR61 required for testing. NR62 was the first locomotive in traffic and NR60 was the last. The first locomotive was delivered in October 1996, with deliveries being completed in December 1997. The Maintenance Facility at Spotswood in Melbourne was completed in July 1997.

system in that none of the controls are direct coupled to the engine or brakes, but rather driver inputs are through the computers which then relay control commands to the locomotive systems. This has the benefit of optimising fuel consumption, tractive effort and exhaust emissions. The Integrated Function Control (IFC) and Auxiliary Information System (AIS) provide data on the locomotives operating status including faults and performance. This information is available remotely over the AWARE system to the maintenance facility and staff at Spotswood. The rest of the locomotive including the drivers cab, underframe and bogies are of Australian design and manufacture. National Rail locomotive drivers had significant input in designing the layout of the drivers cab. A feature is that there are no gauges in the cab, but rather two screens at each of the driver positions, one for locomotive functions and the other for communications. There is also an "office computer" as well at the second persons position. The cab also incorporates collision and rollover protection as well as the more obvious amenities.
A unique feature of the underframe is that it has an integrated platform and fuel tank to give maximum strength at minimum weight. The fuel tank has the capacity of 13500 litres, however, only 12500 litres can be used with the current weight restrictions in place from the rail track authorities. Goninan designed the HC 22 SA bogies specifically for this locomotive. They feature a low profile to enable compliance with the locomotive structure gauge and are fabricated to maximize strength while minimising weight.
5.

4.

THE NR CLASS LOCOMOTIVE

The locomotive is defined as Cv40-9i which means: C v -9 CO-COwheel arrangement of six driving axles variable horsepower General Electric Dash 9 locomotive system features Lnternational Configuration.

The power train including engine, alternator and traction motors are manufactured by General Electric. The heart of the locomotive is the 16 cylinder four stroke turbo charged GE7FDL16 engine rated at 3000kW. This engine is electronic fuel injected and has a revolution range from 440 rpm to 1050 rpm. The engine has a remote power limiting feature that enables trailing locomotives to be limited to 2660kW or 2 130kW. Coupled to the engine is the GMG196 main traction alternator and auxiliary alternator. The traction motors are model GE793 and were designed especially for this locomotive to reduce the unsprung mass of the bogies, while still providing sufficient capacity to handle the alternator output. GE also designed the control system and there is the equivalent of three 486 PCs used to regulate the locomotive operation. These PCs. coupled with the PC in the EPIC brake system and the PC controlling the con~municatiorls make a total of five. The locomotive has a "fly by wire" control

THE NR CLASS PERFORMANCE

Performance of the NIX class locomotive was originally specified as operational outputs with a broad technical overview, and converted to technical requirements as the negotiations with tenderers progressed. The most essential criterion was to be able to

M. Shuard

NR Class Locomotives

IRSE AGM Adelaide 13 March 1998

work throughout Australia on the standard gauge network. This immediately defined the outline gauge, axle load and all up weight and of course the communications. Operating and business criteria defined the power, tractive effort and speed. The one design had to cope with long distance high speed haulage which requires high power as well as steep grades at low speed and sharp curves which require high weight and tractive effort. These criteria of speed and tractive effort defined the gearing ratio. Requiring the locomotive to operate in both directions but with only one cab determined that it should have a narrow body with a full width drivers cab. The end result has been a purpose built locomotive designed for Australian conditions. Operating in hot conditions has been a much greater consideration than in cold conditions. This has meant a different radiator configuration from the US designed locomotives, but none of the equipment designed to cope with extreme cold has been necessary. The lack of the AWARE system in the first twelve months of operation necessitated the design, manufacture and installation of an interim communications system. This was done by taking what were essentially the individual rail authority's communications systems and installing them into the locomotive. In the case of the Alternate Safe Working (ASW) system operated by the PTC, this is precisely what was done. While this has enabled the locomotives to operate, it has meant that there have been many confined to individual corridors, which has led to some operational inefficiency. Any changes introduced by the rail authorities cannot be as easily incorporated into the interim system as the AWARE system.

kilometres run are below the predicted figure. The model was based on experience using a combination of 2000 and 3000hp locomotives with allowance factored in for the more powerful locomotives. The use of 4000hp locomotives and (probably more to the point) a homogeneous fleet, has enabled longer trains and tonnages to be allocated more accurately to the power available. This has been coupled with a push for longer trains, particularly along the eastern seaboard. Introducing an entire fleet of new locomotives in such a short period of time presented logistic problems with crew training and deployment as well as provisioning and maintenance. Similarly, not having a prototype has left a very short time to overcome any teething problems. Most problems that have occurred have been tuning of software which is relatively easy to install once the corrections have been made. Capturing all 120 locomotives in traffic has been a major headache. 7.

CONCLUSIONS

The NR Class locomotive is a purpose built general locomotive, developed against a background of changing business requirements. It has had to be designed to suit the infrastructure of all state rail systems. Time will judge its effectiveness in operating in both the Australian geographic and economic environments.

8.

ACKNOWLEDGEMENTS

I would like to acknowledge the help of National Rail, A. Goninan & Co and General Electric Transport Services in providing source material for this paper.

9.

APPENDIX

Technical Details of the Cv40-9i Diesel Electric Locomotive.

6.

EXPERIENCE TO DATE

With the whole fleet of 120 locomotives now in service, considerable experience has been gained in both their operation and the achievement of the business plan model. The first significant difference from the plan is rhat locomotive

M.Shuard

NR Class Locomotives

IRSE AGM Adelaide 13 March 1998

APPENDIX 1

Technical Description of Locomotive

The traction equipment is GE Dash 9 technology based on the extensively used, well proven GE7FDL16 turbo-charged diesel engine with electronic fuel injection coupled to the GMG 196 alternator. The FDL16 engine is capable of producing 3354kW (4500 hp) gross power. In this application, the engine produces 3096 kW (4154 hp) gross power, providing 3000 kW (4024 hp) for traction. The locomotive is equipped with a variable horsepower control which enables the locomotive to be set up as a 4000 hp, 3560 hp or 2850 hp depending on the horsepower per tonne required at despatch. This means the horsepower of the consist can be set to that required for the trailing load, whilst maintaining commonality in the fleet. The resulting fuel savings per run accumulate to dramatic cost savings over the fleet per year. The traction alternator's 3 phase output voltage is rectified and the traction power distributed to six permanently parallel connected traction motors. The traction motors are axle hung with a low maintenance removable motor support bearing assembly ("U-tube), where the axle turns in two tapered roller bearing assemblies. These are self contained, pre-lubricated and pre-adjusted before the wheel and axle assembly is bolted to the motors. Extended range dynamic braking is provided using two air-cooled resistor grid packages which are also used to give the locomotive full load self-test capabilities. The locomotive tractive power is controlled by the GE Micro-CHEC system. Wheel Slip and adhesion control are provided by the GE MicroSENTRY system. Both systems are integral to the loconiotive computer control system. Auxiliary power is generated by an auxiliary alternator mounted on the same shaft and in the same frame as the main traction alternator. This powers the alternator excitation, battery charging and auxiliary equipment through three sets of windings. Auxiliaries are driven by separate AC motors. This minimises parasitic loads and thereby improves fuel efficiency. It also eliminates shaft alignment problems associated with mechanically driven auxiliaries. Use of AC motors minimises maintenance of auxiliary equipment drives. Variable speed control of the radiator fan is achieved using a power electronic skip-cycle controller. An AC motor driven blower provides air intake for the traction motors, and a second provides alternator and electrical equipment cooling. The locomotive air systems utilise GE spin-clean primary air filters which are high density, moulded, polyprc~pylene blocks containing tubes with stationary air spinners. Dirt and water are removed by the resulting centrifugal effect, and the units are self cleaning. Secondary filters are used for engine air intake and electrical equipment cooling and are of the paper cartridge type. The lcxomotive systems are controlled by three computers, which also service the diagnostic display panel (DID), to provide crew and maintainers with locomotive operating status information. performance data, fault indication and log, systems monitoring and self testing. An advanced computer information system including event recorder will log operational features including driver control, fuel levels, power output, speed etc. enabling down load and analysis at a later date. Incorporated into this system are the time indication, odometer, trip counter, fuel monitoring (inter consist) and vigilance system. This information is displayed on VGA screens.

M. Shuard

MZ Class Locomotives

IRSE AGM Adelaide 13 March 1998

This comprehensive system also contains the flexibility to incorporate the office information system proposed by NRC. Additionally, the system provides full radio down load of information and enables a remotdradio access to reset/review/download locomotive systems ie. (Remote DID panel) from the maintenance facility. The locomotive superstructure is mounted on an all-welded underframe, consisting of two main fabricated box beam cells with end plates, deck plates, bolsters, load pads, needle beams and coupler pockets. Space between the main beams forms an air duct that distributes clean air through the locomotive to the traction motors. Electrical cabling and ar piping are separated and run down i alternative sides of the locomotive. The fuel tank is an integral unit with the underframe. This provides for the large fuel capacity required for long range operations. The batteries rest in a tray on the side of the locomotive with hatch covers hinged for easy access. The operator's cab is fully insulated. The design includes appropriate cab structural members, collision-protection, substantial anticlimb fingers, and sand boxes either side of the nose. The operator's cab is air conditioned, with the air conditioning unit roof mounted in the vestibule of the cab. The cab fit out includes island mounted operating controls, vigilance system and a full width, low maintenance console. Additionally the operator's cab is filled with a secondary driving position, diagonally opposite the primary driving position. This is a rationalised control station utilising minimal equipment to enable operation of the locomotive long end lead. The locomotive is capable of single driver operation from the primary driving position for short end lead operation only. The computer interface (Called the Diagnostic Display of D D ) is mounted on the vestibule back wall and some features are available on the driver's screen. The ~nicroprocessorequipment is housed in a cubicle behind the driver's cab, adjacent to a utility

compartment. The self-load switch panel is also located in this compartment. The a r brake equipment is mounted on the side of i the locomotive for easy removal and installation. Brake equipment is the Wabco EPIC brake system. This is a nlicroprocessor based electropneumatic brake system providing control of the airbrakes for locomotives and wagons. Being microprocessor controlled, the pipework is isolated from the drivers cab and fault diagnosis is greatly enhanced. The auxiliary cab contained the majority of the electrical control equipment, contractors, braking and reverser-switches, relays, etc. The cab is pressurised with doubly filtered air. By arranging the electrical equipment in one place, reliability, maintenance and trouble shooting are improved over a distributed arrangement. The dynamic brake module is readily removable and is located above the auxiliary cab, consisting of two blower and resistor grid units, accessible from the roof. In the alternatorlblower cab the air management system for cooling the alternator and electrical control equipment consist of a single blower unit. Intake air is cleaned by GE spin-clean primary air filters, and the dirt is sucked away by a small eductor fan mounted on the blower. Clean air is ducted to the alternator, and also through secondary (paper) filters to the rectifiers and other control electrical and power electronics modules. The engine cab is completely removable with outward opening doors and hinged roof hatches for fast cooling of the engine. In the radiator cab the engine cooling system consists of' a horizontal mechanically bonded radiator mounted above two fans, expansion tank and oil cooler. The radiator, and fan unit are removed through the roof. The radiator cab also houses the engine air intake filter unit, which utilises the GE spin-clean primary filters and paper secondary filters. The dirty air is extracted by an eductor fan shared with

M. Shuard

NR Class Locomotives

IRSE AGM Adelaik 13 March 1998

the traction motor blower. The oil filter and cooler, traction motor blower (supplying cooling air to the traction motors via the air ducting which is integral to the underframe structure) and the compressor (which is removable through the side of the cab) are also in the radiator cab. The air compressor is a WABCO 3 CMDCBL type, driven by a frame-mounted General Electric AC motor. Maximum free air displacement is 1 17 litres per second.

The bogies are a Goninan fabricated 3 axle (COCO)design which provide excellent ride qualities with efficient weight transfer to each wheel for the range of tractive effort available. The bogie consists of 1016mm (40 inch) diameter wheels with a self aligning centre axle.

GE7FDL16, 14 cylinder, 4 stroke turbo charged EFI rated at 3000kW Engine Speed (Idle:) 440rpm (Max:) 1050rpm Gear Ratio: 89:18 Max Speed: l ljkm/h Tractive Effort (Starting): 52 1kN Tractive Effort (Continuous): 388kiY @ 23.3 krnh Alternator: GMG196, combined with traction and auxiliary alternator Air Brake System: Electronic Air Brake Wheel Arrangement: C-C Bogies: Goninan fabricated Gauge: 143jmm Fuel Capacity: 12500 litres Axle Load: 22 tonnes

Engine:

A. Goninan & Co. Limited '4.C.Y. 000 00j l j6 Broadmeadow Road, Broad~neadow, Xe~vcastle, YSW 2292 Australia (PO Box 3300) Hamilton. NSW 2303,4ustralia Telephone: (049)235000 International: 6 1 49 2 3 5000 Facsimile: (049)23S001 Internationd: 61 49 23 5001

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