New diesel technology speculation

[John Ashworth]

A thought-provoking piece from the sar-L Yahoo group, 18/08/12

New diesel technology

Until Transnet publically release a specification for the locomotives covered by
the current tender, we are in the land of speculation, so let's have a bit of
fun and stir the pot.

Most of the users in this [sar-L] Group seem to be more insular than internationalist,
and I do not use either word in a derogatory manner. You gents live in a Cape
gauge world where the Railway has been a benevolent monopoly for over a century,
not in a country where rail is totally deregulated, and open to anyone wishing
to operate their own trains. So let's explore what diesel locomotives are
currently on offer worldwide, or are being developed for CMT gauge, or are
adaptable to this gauge.

Motive Power Industries from Boise in Idaho, a division of Webtec are currently
building 22 locomotives for a farmer's grain marketing co-operative in West
Australia (CBH). 16 are on Cape gauge bogies, with 6 on SG, the design is multi
gauge and the different models can be exchanged between NG and SG bogies as the
market evolves. Chicago Freight Car Leasing has ordered a further 10 on SG
bogies for their Australian hire fleet. If there is NG demand, they can be
placed on NG bogies. Nice bit of film, amazing what you get when you can afford
a professional crew, plus a helicopter with a stabilised camera mount.
http://www.youtube.com/watch?v=lVBZ_s7f ... re=related

The units in the film are MP27CN, NG 98.5 tonne, with a Cummins QSK60 @ 2700HP,
this model shares the same radiator arrangement as the MP33CN, which weighs 120
tonnes, and has the 3300HP QSK78. The SG MP33C which is identical except for SG
bogies, has a bit of ballast to bring the weight up to the open access limit of
132 tonnes (134 tonnes is allowable with steering bogie). All of these units
have DC traction. Well laid out cab, entered through a vestibule, which also
gives access to the WC.
http://www.flickr.com/photos/pm1225/717 ... otostream/
http://www.flickr.com/photos/pm1225/736 ... otostream/

Tasrail in Tasmania has a similar requirement, but have placed their order with
Progress Rail, the EMD owner, for 17 PR22L (DC traction) to be delivered mid
2013. Progress Rail intend placing a Caterpillar 3512 @ 2200HP in what can best
be likened to a 34 Class frame/shell. It will have the largest fuel tank that
it is possible to cram within the loading gauge (GT26C body used for length),
fuel tank to have 2 refuelling receptors, one giving a fuel load for a 96 tonne
loco weight, the other for 108 tonnes, Diesel is a cheap form of ballast.
http://www.tasrail.com.au/attachments/a ... erview.pdf

New Zealand has bought Chinese takeaway. The DL class (CKD9B) is built in Dalian
in northern China by CNR. 20 were delivered in 2 batches in 2011/12, with a
second 20 still to be delivered
http://en.wikipedia.org/wiki/New_Zealan ... locomotive

The New Zealand experience with Chinese locomotives, and after sale service, has
not been happy. New Zealand has very transparent government, from the price paid
it would appear that the political class were not induced with "sign up"
largess... KiwiRail is screaming long
and loud, and have refused to take delivery of the second 20 units until CNR can
get their act and quality together, and supply a reliable product.
http://www.railjournal.com/index.php/au ... und-turnar\
ound-plan.html?channel=542#.UC8nO6AvkXg

To quote IRJ "Meanwhile KiwiRail has suspended the delivery of the final batch
of 20 DL class diesel-electric locomotives it has ordered from CNR Corporation,
China, due to problems with mechanical equipment on the locomotives already
delivered. The issues range from software glitches in the control system, to
faulty bearings causing traction problems as well as cracks in alternator fans
and water pipes, and faults with the alternator design." The alternator
arrangement in these locos is a dogs breakfast, with the 2 auxiliary alternators
powered via a Carden shaft, with a splitter gearbox.

Angola has a batch of 15 similar CKD8F on order
http://www.railwaygazette.com/news/sing ... ives-arriv\
e-in-angola.html

This modular concept is rising quite a bit of interest, particularly in Latin
America
http://www.globallocomotive.com/Global- ... ducts.html
Global's partner Sygnet Rail Technologies from Washington State has made its
first sale of new build locomotives into Brazil. These units are BG, however the
loading gauge means that this design is applicable for use with meter gauge
bogies. The frame will be built in Brazil, and then the US assembled power
module will be installed
http://www.railwaygazette.com/news/sing ... ygnet-dies\
el-locos.html

GE's Australian licensee UGL is currently building 2 Cape gauge PowerHaul
prototypes, single cab versions of the UK Freightliner PowerHaul PH37ACmi (70
Class) on Cape gauge bogies (PH37ACmai). These prototypes are due to be
demonstrated to QR National in 2013. This unit is significant in the South
African context, as it represents the next generation of locomotive to your 43
Class. GE has a 20 cylinder version of the Jenbacher P616 under development.
http://www.railway-technology.com/news/ ... ew-narrow-\
gauge-locomotive-in-australia/
http://en.wikipedia.org/wiki/GE_PowerHaul

This design can be built in weights from 120 tonnes upward. If Transnet goes
with GE and requires greater HP than a 43 Class, then this is the locomotive (or
a variation) that you will get.

Prior to the sale of EMD to Progress Rail/Caterpillar in August 2010, this
innovate GT38AC design was under development for coal haulage over light lines
in Indonesia. 50 were ordered, 6 delivered in November 2011, with a further 24
due late this year, a further 20 late 2013, but this schedule may slip if world
coal demand falls. With current technology this is the lowest weight that a
medium speed AC/AC locomotive can achieve.
http://www.progressrail.com/docs/gt-38-ac-web.pdf

The Europeans are focused on short high speed freight trains, to slot between
passenger schedules, so European builders do not have current locomotive models
capable of handling the heavy, slow, freight drags common to NG in South
Africa/Australia/Brazil. I think that it would be highly unlikely that European
builders will be competitive, or have current NG expertise for the diesel order.
India will not be in the race as locomotive manufacture is a state monopoly, and
although their wage structure is low, there is massive over-staffing for
political purpose, so their cost base is actually quite high. India does not
have any modern product that they hold export rights for, and rely on rehashes
of ALCo designs from 1950/60 era. To date RITES have not covered themselves with
glory in their dealings in Africa, having recently been run out of both Tanzania
and the Beira Corridor.

Not applicable to South Africa is the 8 axle GE Dash9-40BBW, as it will not fit
within your miniscule loading gauge (compared to meter gauge in Brazil and
Chile), Vale are expected to order 85 for Moatize-Blantyre-Nacala coal traffic,
delivery to start in September 2013.
http://www.youtube.com/watch?feature=en ... YVoY2KlCDg
http://www.youtube.com/watch?NR=1&featu ... Pd9jqvQtiM

Will the order for all 465 locomotives be of an identical type, or will risk
mitigation see the order split between a couple of vendors? This was certainly
the case with the 34/35/36 Classes. There is certainly manoeuvring occurring,
hence the recent announcement of the Barloworld/Progress Rail JV. RRL Grindrod
probably does not have the size, capital, or inertia to go head to head with the
multinationals, but is certainly well positioned with capacity to partner with
the likes of MTI/Webtec for a tilt at the order, should it be split.

Let's face it, the civil service types that populate the decision making
levels of Transnet will certainly be risk averse, so I guess that we will see a
development of an existing locomotive type, rather than an adventurous design. I
am unable to envisage the Transnet CEO playing at "Sir Humphrey" and saying
"a courageous decision Minister".