| Eurotunnel Class 9 | |
|---|---|
| Eurotunnel 9015 (2009) | |
| Power type | Electric |
| Builder | ASEA Brown Boveri[1] Brush Traction (assembly) Qualter Hall (locomotive and bogie superstructure)[2] |
| Build date | 1993–2002 |
| Total produced | 58 |
| Rebuilder | Brush Traction / Bombardier Transportation |
| UIC classification | Bo'Bo'Bo' |
| Gauge | 1,435 mm (4 ft 8 1⁄2 in) |
| Wheel diameter | 1250mm[3] |
| Length | 22 m (72 ft 2 in) |
| Width | 2.96 m (9 ft 9 in) |
| Height | 4.2 m (13 ft 9 in) |
| Locomotive weight | 132 tonnes (130 long tons; 146 short tons) |
| Electric system | 25 kV AC |
| Current collection method |
Pantograph |
| Top speed | 160 km/h (99 mph)[4] |
| Power output | 5.6MW or 7 MW[5] |
| Tractive effort | 400 kN (90,000 lbf) |
| Locomotive brakes | electro-pneumatic air, regenerative brake[4] |
| Train brakes | air[4] |
| Career | Eurotunnel |
The Eurotunnel Class 9 or Class 9000 are a series of 6 axle high power Bo'Bo'Bo' single ended electric locomotives built by the Euroshuttle Locomotive Consortium (ESCL) of Brush Traction and ASEA Brown Boveri. The class were designed for, and are used exclusively to haul the Le Shuttle road vehicle services through the Channel Tunnel.
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Tendering for the locomotive procurement began in 1989, the specifications for the locomotive design included; a top speed of 160km/h with a terminal to terminal travel time of 33 minutes (pulling a 2100 tonne train), an axle load limit of 22.5 tonnes, and an operating temperature range of -10 and 45C.[1] The locomotives were to have a loading gauge within the UIC 505-1 standard, with a minimum curve radius of 100m.[6] Additionally the locomotives were to be able to start a shuttle train on a 1 in 160 gradient with one of a locomotive bogies inoperative (at 0.13ms-2) and a single locomotive should also be able to start the train on a 1:160 gradient if the other locomotive failed.[6][1] The operating concession agreement between Transmanche Link/Eurotunnel and the British and French governments also required that there be a locomotive on either end of the train, allowing splitting and reversing of the train.[1]
The design specifications infered a minimum power of 5.6MW, and also meant that a 4 axle design would not be guaranteed to be able to supply sufficient tractive effort. The french railway lobby was suggesting using three 4 axle Bo'Bo' locomotives (such as the SNCF BB 26000), ESCL proposed a 6 axle Bo'Bo'Bo' locomotive derived from narrow gauge locomotive supplied by Brush Traction to the New Zealand Railways (NZR EF class), and won the contract with an initial order of 40 in July 1989.[1][7][3]
The main traction electrical system of each locomotive consists of;[note 1] a pantograph (2 per locomotive, duplicated for redundancy) collects a 25kV AC supply which feeds the main transformer, separate output windings are rectified to a DC link (one per bogie) using four quadrant converters, the direct current then is used to drive a three phase inverter which powers two asynchronous three phase induction motors.[4][8] There are two additional output windings on the transformer for the locomotive's auxilliarys and to supply power to the train vehicles.[4]
The bogies were a fabricated steel design, with coil spring primary suspension. The traction motors and gearboxes (one per axle) were mounted to the bogie frame and connected to the wheels by a flexibly coupled quill drive. Traction links were connected to the bogie frame at a height of 200mm above rail. The locomotive superstructure is supported on coil springs on a central swing bolster, the centre bogie allows 200mm of lateral movement to negotiate tightly curving track.[3] Yaw dampers are also fitted.[3]
The locomotive superstructure is a stressed skin monocoque design.[3]
The driver's cab and exterior design of the locomotives was undertaken by DCA Design, Warwick, UK.[9] Side windows in the locomotive cab are omitted to prevent 'segment flicker' caused by fast running a the tunnel, which is a potential distraction or cause of driver drowsiness.[10] The diving position was air conditioned and pressurised,[1] and incorporated in-cab TVM 430 signalling.[11] The locomotive's driving cab also incorporated the train managers facilities, which included safety systems including CCTV, alarms and communication links. A second driving position for shunting at the rear of the locomotive was also provided.[1][note 2]
The initial order for 40 units was reduced to 38 machines,[3] these were numbered 9001 to 9038.[11] The first locomotive was completed in 1992, and two units were tested at the Velim test track in Czechoslovakia. The formal opening took place on 6 May 1994 with Queen Elizabeth II and François Mitterrand travelling on a shuttle through the tunnel.[11]
In 1996 a fire occurred in the tunnel (1996 Channel Tunnel fire) which damaged locomotives 9030 and 9006; No. 9030 was considered damaged beyond repair. In 1997 Eurotunnel ordered five more locomotives, and in 1998 nine more locomotives were ordered. One of the second batch was numbered 9040, the others were given the numbers 9101 to 9113.[11]
In 2000 seven more units were ordered; these had an increased power of 7MW; deliveries of these ended in 2003,[11] these locomotives were given the number range 97xx.[12] After 2000 twenty units were upgraded from 5.6MW to 7MW machines to match the increasing length of truck shuttles - the process involved replacing main transformer, traction converters and motors.[5]
As of 2011 Eurotunnel had a fleet of 57 locomotives, of which 34 are 7MW machines, the remainder 5.6MW.[13] The company plans to uprate 11 more machines to 7MW by 2013.[14]
The locomotives are maintained at the Eurotunnel depot at Coquelles near Calais, France.[11][note 3]
| Number range | Built | Power | Notes |
|---|---|---|---|
| 9001-9038 | 1992-1994 | 5.6MW | 9030 withdrawn due to fire damage |
| 9040 | 1998 | Built to replace fire-damaged locomotive 9030 | |
| 9101-9113 | 1998-2001 | Dedicated to freight shuttles | |
| 9701-9707 | 2001-2002 | 7MW | |
| 9801- | Rebuilt 2004-2012 | Rebuilt from 5.6MW machines |
After introduction the class of locomotives were named after opera singers. In 1997 four units were named after Swiss rail tunnels Jungfraujoch, Lötschberg, Gotthard and Furkatunnel.[15]
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