QR National electric locomotives are used by QR National which is the largest rail freight company in Australia with over 145 years of History and is the World's largest Rail Transporter of Coal from Mine to Port for Export Markets. Early in 1978, discussions were commenced on possible electrification of the Blackwater and Goonyella coal networks. This was due to an expected increase in coal traffic across the networks, ageing diesel-electric locomotive fleet and the increase in diesel fuel costs. By the early part of 1983, a decision was made to electrify the networks and by early 1984 contracts were already starting to be let for the new locomotives and other works for the project. The decision was made to electrify with the 25 kV AC railway electrification system as it was being used in the Brisbane suburban network. This would allow future connection of the Brisbane network with the coal networks via the main north coast line. Electrification would see an improvement in efficiency; lowering of transport cost and a decrease in the turnaround times for each train consist due to increased speed.
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The project was to be carried out in four stages:[1]
Electrification of the main line from Gladstone to Rockhampton, including parts of Rockhampton marshalling yard, then west to Blackwater and the coal mines in the area. This was a total of 720 kilometres of track.
Electrification of the coal lines south of Dalrymple Bay and Hay Point, then west through the Goonyella system, south-west to Blair Athol and south to Gregory - linking the Goonyella system to the Blackwater system. This was a total of 773 kilometres of track.
Electrification of the main western line from Burngrove to Emerald. This would allow electric freight from Rockhampton to Emerald.
Electrification of the line from Newlands mine to Collinsville and north-east to Abbott Point. This stage never went ahead. In 1986 it was decided to electrify the main line between Brisbane and Gladstone instead and this became known as Stage 4.[2][3]
It was estimated that Stage 1 would be completed by July 1987 and Stage 2 to be completed by December 1987. First coal was expected to be hauled by late 1986.[4]
Because of the size of the project it was decided to let out the locomotive contracts to different companies for Stages 1 and 2 of the project. Contracts for 146 locomotives were announced in July 1984. Due to the number of locomotives to be built it was decided the contract for the locomotives would be awarded to Clyde/ASEA-Walker’s joint venture for the manufacture of 70 locomotives at a cost of $90.9 million for use in Stage 1 and Commonwealth Engineering (QLD) Pty Ltd would build 76 locomotives for Stage 2 at a cost of $97.8 million.
Both Commonwealth Engineering and ASEA-Walkers had extensive knowledge of the building rollingstock for QR. ASEA-Walkers were at the time building suburban passenger rollingstock for QR. Commonwealth Engineering had built both locomotives and general rollingstock for QR.
Train configurations in both systems at the time of electrification, was known as RCE (Remote Control Equipment) trains. This configuration consisted of 2 or 3 lead diesel-electric locomotives up to 74 wagons in lead set 2 or 3 diesel-electric locomotives and an LRC (Locomotive Remote Control) wagon and up to 74 wagons in the remote locomotives. Communication between the lead and remote locomotives was via radio link. The LRC was the link between lead and remotes. It contained the radio equipment which received the radio signals from the lead locomotives and a jumper communication cable ran from the LRC to the locomotives in the remotes.
Commonwealth Engineering locomotives were built in two classes – 3100 class for command (lead) locomotives and 3200 class for remote locomotives. The basic difference between these two locomotives, 3100 class locomotives can be the lead locomotive on a train as they are fitted with the radio equipment to control the remote locomotives and, 3200 class are not fitted with the necessary equipment to communicate to the other locomotives via radio link.
Design of the electrical equipment was by GE and Hitachi Japan with the bodies being built and assembled at Commonwealth Engineering’s plant in Brisbane.[5][6]
Bodies of these locomotives differed from QR’s diesel-electric locomotives which have only one driving cab where as the electric had driver cab at each end. Each locomotive had an internal walkway connecting each cab. Bodies were the full width with no external walkway. The colour scheme was orange on either end, predominately white sides and green trim.
Bogies for the new locomotives were of Bo-Bo-Bo wheel arrangement. This differed from the diesel-electrics of the day which had Co-Co wheel arrangement. This three bogie, two axle, arrangement gives better weight distribution of the much heavier locomotives as well as better tractive effort and wheel flange wear.
Traction for the locomotives is from six DC traction motors. Each motor is axle mounted. Power for the traction motors comes from the 25Kv overhead line via the roof mounted pantograph through a step down transformer and through the power control equipment to the traction motors. After the stepping down of the voltage the AC power is converted to DC by a bridge rectifier for use by the traction motors. The power for each motor is rated at 500 Kw whereas those of QR’s most powerful diesel-electric locomotives were only rated at 275 Kw.
Control of the locomotives made extensive use of silicon chip technology. Although some relays were used in the locomotives, extensive use of microprocessor technology was made. One of the stipulations for both contractors was that all locomotives from each contractor must be able to be used in any configuration. This meant that 3100/3200 class locomotives could be on the same train as 3500/3600 class locomotives.
Brakes for the locomotives are functionally the same as the diesel-electric locomotives. This is the American AAR86 system but the new electric used the British Davies & Metcalfe P85 brake system. The locomotives are also fitted with Cutler-Hammer dynamic braking system.
First locomotive off the production line, 3101 was named “Sir Joh Bjelke-Peterson” after the then premier of Queensland. This first locomotive rolled off the production line 26th may 1986.[7]
This locomotive underwent extensive testing in the Brisbane area before heading north to the Gladstone area for further testing in conjunction with Clyde ASEA-Walkers 3500 class locomotives. This testing with the 3100 class and 3500 class locomotives ensured that there was full compatibility between the two manufacturers’ locomotives.
There were several improvements over the old diesel locomotives for driver comforts. These included on board toilets, equipment for traincrew preparing a hot meal whilst on board and air-conditioning for improved driver comfort.
Running numbers 3500 class are 3101-3168 (20 locos) and 3205-3286 (67 locos). As can be seen the first 4 locomotives off the production line were all command locomotives. This allowed for RCE trains to be tested with all command locomotives for a start until the first of the 3200 class were built.
The Clyde/Hitachi 3300/3400 Classes were introduced in 1994. They are Bo-Bo-Bo locomotives of 3000KW (4020HP). The 3300s are command locos while the 3400s are slave/remote locos.[8]
On the 29th May 1986, 3501 the first of the 3500 class locomotives rolled of the production line at the Walkers Engineering work in Maryborough Queensland.[9] This locomotive was a huge leap forward in the history of Walkers Engineering. With the joint venture partners Clyde Engineering and AESA they had built, for the first time, a high performance narrow gauge electric locomotive. With the completion of 3101 in Brisbane these two locomotives were more powerful than any other narrow gauge locomotives anywhere in the world.[10]
Bodies of the 3500 like the 3100 class have two drive cabs. The bodies of these locomotives differed from QR’s diesel-electric locomotives which have only one driving cab. Each locomotive had an internal walkway connecting each cab. Bodies were the full width with no external walkway. The external side walls were manufactured from high grade stainless steel unlike the 3100 class that were painted steel. The roof hatches on these locomotives were made from aluminium. The overall colour scheme for the 3500 class matched the 3100 class with orange fronts, green side trims and high polished stainless steel sides. Body length was slightly longer by 380mm giving an overall length of 19380 millimetres
3500 bogies were again a Bo-Bo-Bo wheel arrangement which achieved a higher tractive effort whilst ensuring better weight distribution and less wheel flange wear.
As with the 3100’s the traction for the locomotives is from six DC traction motors. Each motor is axle mounted. Power for the traction motors comes from the 25Kv overhead line via the roof mounted pantograph through a step down transformer and through the power control equipment to the traction motors. After the stepping down of the voltage the AC power is converted to DC by a rectifier bridge for use by the traction motors.
Control of the locomotives made extensive use of silicon chip technology. Although some relays were used in the locomotives, extensive use of microprocessor technology was made. One of the stipulations for both contractors was that all locomotives from each contractor must be able to be used in any configuration. This meant that 3100/3200 class locomotives could be on the same train as 3500/3600 class locomotives. These locomotives made use of a thyristor control system that had been developed by ASEA for use in their European locomotives.
Brakes for the locomotives are functionally the same as the diesel-electric locomotives. This is the American AAR86 system but the new electric used the British Davis & Metcalfe P85 and SAB brake system. The locomotives are also fitted with Cutler Hammer dynamic braking system.
3501 was named D. F. Lane after the then Queensland Transport minister.
There were several improvements over the old diesel locomotives for driver comforts. These included on board toilets, equipment for traincrew preparing a hot meal whilst on board and air-conditioning for improved driver comfort.
Running numbers 3500 class are 3501-3550 (19 locos) and 3605-3651 (32 locos). As can be seen the first 4 locomotives off the production line were all command locomotives. This allowed for RCE trains to be tested with all command locomotives for a start until the first of the 3600 class were built.
Fundamentality 3900 class locomotives are the same design as 3600 class locomotives. They were designed for freight operations between Brisbane, Rockhampton and west to Emerald. A total of 30 were built with running number 3901-3930.[11]
Because these locomotives were designed for freight and not coal traffic a different gear ratio was used. This enabled higher speeds for the freight traffic.
These locomotives were rebuilt at EDI Downer rail works at Maryborough, Queensland. This is the original builder of the 3500/3600 and 3900 class.
By the late 1990 and early 2000s discussions were underway to find possible solutions to issue of the ageing electric locomotive fleet. The original locomotives had cost about $1.3 Million each. By 2000 these locomotives were starting to age and the need to improve performance was paramount in the minds of the locomotive engineers and senior management. Many improvements had been made in the 16 years since the first electric locomotives had been manufactured in both electric locomotive technology and rail technology in general.
After considerable consultation with industry leaders and manufactures it was decided to rebuild the existing fleet as well as buy new locomotives. The 3100 class and 3200 class were to be completely rebuilt from the ground with only the original bodies being used in the new locomotives.[12]
By 2005 it was decided that the locomotives would be rebuilt by UGL Rail in Townsville as well as UGL Broadmeadow Hunter Valley site. The weight and dimensions of the 3100 class meant that they had to have components removed at the Jilalan rail depot south of Mackay in Central Queensland before they could be moved by rail to Townsville. These components were used both for spare parts for the rest of the 3100/3200 class and to allow a reduction in weight and to comply with mainline track gauge restrictions.
At UGL Townsville site the locomotives were stripped down to a naked body with all internal components removed. The bodies were then sandblasted and any minor defects were repaired. Unlike the original 3100 / 3200 class locomotives the new refurbished locomotives would only have a single cab, so the rear cab had the windows enclosed with steel plate along with the side widows in the rear cab.
Bodies were then transported by road to UGL Broadmeadow plant for rebuilding. There are several major changes to the locomotives. These include now using AC traction motors, distributed power locotrol system instead of Locotrol II, increased weight and increased traction effort.
With the increased tractive effort, the number of locomotives on each train has decreased from 5 to 3 locomotives on the Goonyella network. This gives a 60% increase in available locomotives to network operations without increasing the number of locomotives in the fleet.
After consultation with the coal industry it was decided that there was not enough locomotive power available for the expected upturn in the coal industry. As a result, it was decided to purchase more locomotives for use on the Goonyella network. After the tender process was completed, the tender was awarded to Siemens of Germany.
The new class of locomotives is the 3800 class. These locomotives were designed and built in Germany. They are of the same design as the rebuilt 3100/3200 class with a cab at only one end.
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