PH37ACmi : 21.710 m (71 ft 2.7 in)[1] PH 37ACi : 21.7 m (71 ft 2.3 in)[2] PH37ACmai :
Width
PH37ACmi : 2.642 m (8 ft 8.02 in)[1] PH 37ACi : 2.9 m (9 ft 6.17 in)[2] PH37ACmai :
Height
PH37ACmi : 3.917 m (12 ft 10.21 in)[1] PH 37ACi : 4.3 m (14 ft 1.29 in)[2] PH37ACmai :
Loco weight
PH37ACmi : 129 t (127 long tons; 142 short tons) PH 37ACi (L620 axle class): 120 to 126 t (118 to 124 long tons; 132 to 139 short tons) PH 37Aci (L621 axle class): 126–132 t (124–130 long tons; 139–146 short tons) PH37ACmai :
Fuel capacity
PH37ACmi : 6,000 L (1,300 imp gal; 1,600 US gal) PH 37ACi : 9,000 L (2,000 imp gal; 2,400 US gal) PH37ACmai :
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).
The PowerHaul Class are a 6 axle Co-Co design for heavy mainline freight operations - the design originated in a collaboration between Freightliner 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 European Rail Traffic Management System.[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" European Rail Traffic Management System 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 announced 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]
The subtype PH37ACmi was originally built for Freightliner 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 lbf).[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 lbf) 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 lbf). The versions have axleload class L620 and L621 as defined by European Standard EN 15528 (2008).[note 5][3][19]
Unlike PH37ACmi 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 lbf) 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 took a delivery of pilot production 9 Powerhaul locomotives assembled at Tulomsas.[15] They were stored in Cottbus, Germany for several years as their buyer had no use for them.
In 2020 stored PH37ACai locomotives were returned to Turkey for conversion from 1435 mm gauge to 1524 mm gauge for operations in Finland. They were also equipped with Finnish JKV train protection system and Russian standard SA3 couplers. Locomotives were delivered for Estonian operator Operail in 2020 for traffic in Finland.[22] Finnish locomotive registry designation for PH37ACai is Dr20 (D = diesel, r = raskas (heavy), type 20).[23] Units have been used for goods traffic from Russia to Finland.
In November 2011 GE and UGL Rail announced that it would build two prototype UGL Rail PH37ACmai1,067 mm (3 ft 6 in) gauge PowerHaul locomotives. They were intended for use on the narrow gauge networks in Queensland and Western Australia. GE supplied the power and traction package, with UGL constructing the locomotive frame, with some components sourced from India.[24][25] The first of three prototypes was nearing completion at its Broadmeadow factory in January 2014.[26] They were sold to Pacific National in 2016 for use in Queensland.[27][28]
30 units ordered via Lloyds TSB Leasing for Freightliner. Initial 20 of ordered delivered to Freightliner. One unit (70 012) damaged in unloading and returned to the United States.
Assembled in Turkey by Tülomsaş as demonstrator. Initially numbered as TCDD 37001. Shipped to UK in 2012, renumbered 70 099. Acquired by Colas in 2013, renumbered 70 801.
Colas Rail order for 10 units made in 2013.[30] Order made up from remainder of 2007 order of 30 for Lloyds leasing was taken up by Colas in 2013. First Colas unit 70 801 is former TCDD demonstrator.
Converted to 1524 mm gauge and ATP-VR/RHK installed. Launch customer Heavy Haul Power International GmbH (HHPI), for European mainland. Unveiled at Innotrans 2012. Initially used for European certification in Germany, and Benelux.[15]
20 units ordered for Turkish State Railways (TCDD) as part of an order of 50 to be assembled by Tulomsas.[10][31] Production of locomotives during 2014-.
PH37ACi
30
2013 (order)
Units to be assembled for unspecified "'regional export markets' in Europe, the Middle East and North Africa.[31]
^The contemporary GEVO V12 used in its North American GE Evolution Series operates at a maximum 1050rpm, the EMD 710 at a maximum 900rpm.[4]
^GE Energy acquired the Austrian Jenbacher company in 2003, initially the engine was designed for stationery power applications.[16]
^Compared to CAT C175, MTU 4000 and EMD 710 series engines
^"UK L-A1-1806" refers to a locomotive gauge drawing produced by the BR CM&EE Dept. (British Rail Chief Mechanical and Electrical Engineer's Department) in 1970 version L-A1-1806. Superseded within Railway Group Standard GE/RT8073.[18]
^EN 25528:2008 Railway applications - Line categories for managing the interface between load limits of vehicles and infrastructure, Appendix K
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