| New Zealand DL class | |
|---|---|
| DL 9020 on a freight train near Papakura, Auckland | |
| Power type | Diesel |
| Builder | Dalian Locomotive and Rolling Stock (CNR Group) |
| Order number | 40 |
| Model | CKD-9B |
| Build date | first 20 : 2009–2011 second 20 : 2011– † |
| UIC classification | Co-Co |
| Gauge | 3 ft 6 in (1,067 mm) |
| Length | 18.5 metres (61 ft) over drawgear 18.12 metres (59.4 ft) over body |
| Axle load | 18 tonnes (18 long tons; 20 short tons) |
| Locomotive weight | 108 tonnes (106 long tons; 119 short tons) |
| Prime mover | MTU 20V 4000R43‡ |
| Alternator | Yongji Electric Machine Factory JF205 Series |
| Traction motors | Yongji Electric Machine Factory ZD126C |
| Power output | engine 2,700 kilowatts (3,600 hp)‡ |
| Locomotive brakes | Wabtec 26L Pneumatic Air Brake |
| Class | DL |
| Delivered | November 2010 (1st batch – 6 units)[1] June 2011 (2nd batch – 14 units)[2] |
| Current owner | KiwiRail |
| Notes | |
| Sources: ‡[3] , †[4] , others[5] | |
The New Zealand DL class is a class of diesel-electric locomotives manufactured for KiwiRail by Dalian Locomotive and Rolling Stock Company with engines from MTU. They are the most powerful diesel-electric locomotives in service in New Zealand.[5]
20 locomotives were ordered in 2009 and delivered between 2010 and 2011, a further 20 units were ordered in 2011 for delivery in 2012.[6]
At introduction they were the first new diesel-electric locomotives to enter service on the New Zealand railway network in 30 years.[n 1] The purchase of the locomotives marks one of the first steps of considerable investment in KiwiRail,[7] as well as the first export order for a Chinese-built locomotive to a western country.[8]
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The acquisition of new locomotives for the rail network was first proposed by Toll NZ after they purchased Tranz Rail in 2003.[9] When Toll assumed responsibility for the operation of the rail network, a new crown business was created to own and maintain the track assets; ONTRACK. However, after several years of negotiations between Toll and ONTRACK, the two parties could not come to an agreement on the amount that Toll should pay for access to the rail network (track access fees). Accordingly, Toll did not purchase any new locomotives while the track access issue remained unsolved. In July 2008, the fifth Labour Government purchased Toll Rail from Toll, renamed it KiwiRail, and merged ONTRACK into it, creating one company that controls both operations and rail infrastructure. A couple of weeks after the new company was officially launched, then State Owned Enterprises Minister Trevor Mallard announced that the government was investigating the possibility of assembling new locomotives at United Group’s Hutt Workshops facility from imported parts.[10]
Following the election of the fifth National government in November 2008, the railways investment programme initiated by the previous administration was suspended pending a review. In March 2009, the government announced that it had authorised KiwiRail to invest $115m in new rolling stock. These funds were allocated to the purchase of 20 new locomotives ($75m) and carriages for the Tranz Scenic services ($40m).[7] The locomotives were to be built in China by Dalian Locomotive and Rolling Stock (CNR Group) and imported ready-assembled. It was explained that the decision to import the locomotives, rather than build them locally as had been investigated by the previous government, was made primarily for two reasons: cost and time-to-service.
A further 20 units were ordered in June 2011.[4]
The first 6 of the first batch of 20 locomotives arrived in New Zealand at Mount Maunganui on 20 November 2010,[1] and were moved to Te Rapa, Hamilton three days later for the commissioning and driver training process to take place.[11] A ceremony to mark the commissioning of the new locomotives was held at Te Rapa during the morning of Friday the 10 December. The service was attended by many KiwiRail staff, including CEO Jim Quinn. Guests included Prime Minister John Key and Minister of Transport Steven Joyce, whose government's investment in KiwiRail made the purchase of new locomotives possible. CNR officials were also present, with the chairman of CNR Cui Diangao explaining to media that the supply of locomotives to KiwiRail is the first time that Chinese locomotives have been exported to a developed country.[12]
The first six were used for driver training and rail system compliance testing,[4] the New Zealand Transport Agency gave the locomotives certification for New Zealand in May 2011.[2]
The remaining 14 of the first batch had been manufactured by April 2011,[13] and were shipped by the Tasman Trader, to arrive in Auckland in June 2011.[2]
The locomotives will be deployed into freight service, on services currently hauled by two locomotives and/or on services where having a double cab locomotive is particularly beneficial to operations.[14]
The idea of building the locomotives in New Zealand as advocated by the previous Fifth Labour Government was promoted as a way of creating jobs at a time when the economy was entering a recession and unemployment was rising. Critics of the idea pointed out that New Zealand did not possess the necessary skilled labour in sufficient quantity for such a construction programme to proceed in a timely manner, and had not done so for several decades since the New Zealand Government Railways ceased building its own locomotives. The alternative of importing locomotives was billed as the quickest way to obtain the necessary new motive power. A review also found that locally built locomotives would be some 70% more expensive than purchasing from CNR.[15]
Critics also questioned the potential reliability of the locomotives to be purchased,[5] citing a case of Dalian-built locomotives in Malaysia encountering a number of initial technical problems (see KTM Class 29).[16]
On delivery the railway workers union (RMTU) raised concerns over cab visibility, and the locomotive's weight; KiwiRail have confirmed that the locomotive weighs 105t, and that the cab meets US standards, and is the same as used in a number of other countries – they also pointed out that the design reflected the need for the cab to be as strong as possible.[17][18]
The DL locomotives use a 2.7MW German built MTU 20V 4000R43 engine, which is expected to have 5–10% increased fuel efficiency over the previous locomotive fleet,[4] Wabtec braking equipment, and ZD126C traction motors. The cab layout incorporates design elements from the British Rail Class 60 with a near central pedestal controller.[19]
| Key: | In service | Out of service | Auckland Transport service | Preserved | Overhaul | Scrapped |
|---|
| TMS No. | Introduced | Current Livery | Status | Allocated to | Notes |
|---|---|---|---|---|---|
| DL 9008 | November 2010 | KiwiRail | In service | North Island | |
| DL 9014 | November 2010 | KiwiRail | In service | North Island | |
| DL 9020 | November 2010 | KiwiRail | In service | North Island | |
| DL 9037 | November 2010 | KiwiRail | In service | North Island | |
| DL 9043 | November 2010 | KiwiRail | In service | North Island | |
| DL 9066 | November 2010 | KiwiRail | In service | North Island | |
| DL 9072 | June 2011 | KiwiRail | In service | North Island | |
| DL 9089 | June 2011 | KiwiRail | In service | North Island | |
| DL 9095 | June 2011 | KiwiRail | In service | North Island | |
| DL 9106 | June 2011 | KiwiRail | In service | North Island | |
| DL 9112 | June 2011 | KiwiRail | In service | North Island | |
| DL 9129 | June 2011 | KiwiRail | In service | North Island | |
| DL 9135 | June 2011 | KiwiRail | In service | North Island | |
| DL 9141 | June 2011 | KiwiRail | In service | North Island | |
| DL 9158 | June 2011 | KiwiRail | In service | North Island | |
| DL 9164 | June 2011 | KiwiRail | In service | North Island | |
| DL 9170 | June 2011 | KiwiRail | In service | North Island | |
| DL 9187 | June 2011 | KiwiRail | In service | North Island | |
| DL 9193 | June 2011 | KiwiRail | In service | North Island | |
| DL 9204 | June 2011 | KiwiRail | In service | North Island |