GE PowerHaul

For the UK version see British Rail Class 70 (diesel)

The GE PowerHaul is a class of mainline diesel-electric locomotives designed by General Electric. Thirty locomotives were ordered by Freightliner UK in 2007; the first locomotive was completed in July 2009 at GE's Erie, Pennsylvania plant.

The Turkish state owned rolling stock manufacturer TÜLOMSAŞ has a manufacturing agreement with GE to produce PowerHaul locomotives for European, African and Middle-Eastern markets. The TÜLOMSAŞ plant produced its first PowerHaul locomotive in February 2011. In November 2011 Australian engineering firm UGL Rail announced it was to develop a narrow gauge version of the class in association with GE.

Three main subclasses exist: PH37ACmi for UK railways, PH37ACi a version for mainland Europe and elsewhere built to UIC 505-1 vehicle gauge, and PH37ACmai a version for 3 ft 6 in (1,067 mm) gauge lines.

Versions of the locomotive include the Class 70 used by Freightliner (UK), the DE36000 of the Turkish State Railways, and the Korail Class 7600 (South Korea).

History and design

The PowerHaul Class are a 6 axle Co'Co design for heavy mainline freight operations - the design originated in a collaboration between Freightliner UK who required a more powerful freight locomotive, and General Electric who needed a launch customer for its entry into the European rolling stock market.^[4] The locomotives are the first GE locomotives manufactured for the European market since the 'Blue Tiger' locomotive built in collaboration with AdTranz.^[5]

To fit within European and UK mass and loading gauge restrictions GE used a relatively high revving engine (1500rpm),^{[note 1]} giving a 20% increase in power-weight ratio. The engine uses the same design of transmission system as used in GE's North American AC drive locomotives: an AC alternator, with AC output rectified to an intermediate DC line, with separate inverters and inverter control for each traction motor,^[6] auxiliary power is also supplied by the DC link, using electronic inverter based load control.^[4] The PM37ACmi design uses a General Electric GTA series alternator, and 5GEB30 axle hung traction motors.^[1]

The cab includes heating, air conditioning, and acoustic insulation; the driving controls are 'dial-less' - information is displayed using electronic panel displays. The cab design includes consideration for GSM-R and ERTMS.^[4] One innovative feature of the design was the use of electrical power generated when using dynamic braking to supply auxiliary power - resulting in increase in overall efficiency.^[1]

Freightliner placed an order for 30 units (originally designated JS37ACi) in November 2007.^[7] The first two locomotives manufactured were for Freightliner in the United Kingdom, construction began in May 2009 in Erie, with much of the UK compatibility testing taking place in the US before shipping to the UK. Two locomotives were delivered to the UK in October 2009, and received permission for service use by December 2009.^[4]

In December 2008 GE Transportation reached a manufacturing agreement with Tülomsas for the production of future PowerHaul locomotives for Eurasian, and African markets;^[8][9] the initial contract was reported to be for production of 50 units, 30 for GE and 20 for TCDD.^[10] In February 2011 Tülomsas completed the assembly of its first PowerHaul from a kit manufactured at GE's Erie plant;^[11][12] the locomotive, built to a UK loading gauge was shipped to the United Kingdom in October 2012.^[13]

In April 2012 GE announced that it was to use a PowerHaul locomotive to test its "Tempo" ERTMS system (Level 1 & 2). The locomotive is to be a Tülomsas built unit operated by an unnamed open access operator in Belgium, Netherlands, France, Germany and Switzerland, with operations starting 2013.^[14] In September 2012 GE announce that freight operator Heavy Haul Power International (HHPI)would be the recipient of two to six locomotives, which would be used to obtain homologation certification.^[15]

Engine

PowerHaul locomotives use a PowerHaul P616 diesel engine; based on the Jenbacher J616 gas engine.^{[note 2]} The 16 cylinder 4 stroke engine uses the Miller cycle, which GE claims increases fuel efficiency over conventional 4 stroke engines, as well as reducing emissions. Rated power is 3,700 hp (2,800 kW) with an engine speed of 1500rpm; the engine meets EU stage IIIa emission standards.^[5][16]

General Electric claims that the engine is more fuel efficient than contemporary competitors,^{[note 3]} consuming 192g per kilowatt hour at full power output. EU IIIb emission standards are said to be achievable using exhaust gas recirculation and exhaust gas after-treatment by diesel oxidation catalyst.^[17]

Sub-types

PH37ACmi

The subtype PH37ACmi was originally built for Freightliner UK with the TOPS designation given Class 70. The design is built to vehicle gauge defined by drawing 'UK L-A1-1806',^{[note 4][3]} with a mass of 129 tonnes, Route Availability of RA7, fuel tank capacity of 6,000 L (1,300 imp gal; 1,600 US gal) and starting tractive effort of 544 kN (122,000 lb_f).^[3] The locomotives have a hood unit design, with two cabs.

PH37ACi

A subtype PH37Aci has been designed to be built to fit within the UIC 505-1 vehicle gauge.^[19] Unlike the original version built for the UK loading gauge the design has a full width body.^[15] There are two versions of the design, one with a 20 t (20 long tons; 22 short tons) axle load and 450 kN (100,000 lb_f) starting tractive effort intended for European railways, and a 21 t (21 long tons; 23 short tons) axleload version with more powerful traction motors and starting tractive effort of 544 kN (122,000 lb_f). The versions have axleload class L6₂₀ and L6₂₁ as defined by European Standard EN 15528 (2008).^{[note 5][3][19]}

Unlike PH237ACmi the locomotives are expected to be built to a cowl unit external design, with dimensions of 21.7 m (71 ft 2.3 in) long, width 2.9 m (9 ft 6.17 in), and height 4.3 m (14 ft 1.29 in). The locomotives retain a twin cab design. Fuel tank capacity is 9,000 L (2,000 imp gal; 2,400 US gal), with 3,490 hp (2,600 kW) available for traction, and a braking force of 270 kN (61,000 lb_f) maximum.^[19] The European version is expected to be re-designed to meet 'European Driver Desk' recommendations, and UIC 612 standards, with a central driving position.^[20] The L6₂₀ version is expected to have a redesigned bogie.^[6] The track gauge for the PH37ACi can be from 1,435 mm (4 ft 8 ¹⁄₂ in) to 1,668 mm (5 ft 5 ²¹⁄₃₂ in).^[3]

Kits for the new design were expected to be shipped to TÜLOMSAŞ (Turkey) in early 2012.^[16] A Tulomsas assembled locomotive in Heavy Haul International branding was exhibited at Innotrans trade fair in September 2012.^[21]

European freight operator Heavy Haul Power International is expected to take delivery of pilot production 2-6 Powerhaul locomotives assembled at Tulomsas; the locomotives are expected to be used to get certification for operation in Germany and the Benelux states.^[15]

PH37ACmai

In November 2011 GE and UGL Rail announced that it would build two prototype UGL Rail PH37ACmai 1,067 mm (3 ft 6 in) gauge PowerHaul locomotives. It is intended for use on the narrow gauge networks in Queensland and Western Australia. GE is to supply the power and traction package, with UGL constructing the locomotive frame, some of the work is to be subcontracted to India.^[22][23] The first of three prototypes was nearing completion at its Broadmeadow factory in January 2014.^[24][25]

Production and operators

See also

• EMD Class 66
• Euro 4000
• Voith Maxima

Notes

References

Sources

• Gromacki, Brian (2010), "PowerHaul Presentation at InnoTrans 2010", YouTube, General Electric 
• "GE’s PowerHaul Series Locomotive", www.getransportation.com, GE Transportation, archived from the original on 8 August 2013, retrieved January 8, 2012 

External links

• "PowerHaul Series Locomotive", www.getransportation.com, GE Transportation 
• "The PowerHaul Locomotive (Some Assembly Required)", www.youtube.com, General Electric, 18 September 2012 , corporate video