Eurotunnel Class 9

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Template:Short description Template:Use British English Template:Use dmy dates Script error: No such module "Unsubst". Script error: No such module "Infobox".Template:Template otherScript error: No such module "Check for unknown parameters". The Eurotunnel Class 9 or Class 9000 are six-axle high-power Bo′Bo′Bo′ single-ended electric locomotives built by the Euroshuttle Locomotive Consortium (ESCL) of Brush Traction and ABB. The class was designed for and is used exclusively to haul the LeShuttle road vehicle services through the Channel Tunnel.

Background and design

Tendering for the locomotive procurement began in 1989. The specification included; a top speed of Script error: No such module "convert".; a terminal-to-terminal travel time of 33 minutes pulling a Script error: No such module "convert". train; an axle load limit of Script error: No such module "convert".; an operating temperature range between Script error: No such module "convert". and Script error: No such module "convert".;Template:Sfn a loading gauge within the UIC 505-1 standard; a minimum curve radius of Script error: No such module "convert".;Template:Sfn be able to start a shuttle train on a 1 in 160 (0.625 %) gradient with one locomotive bogie inoperative (at Script error: No such module "convert".), and a single locomotive should be able to start the train on the same gradient if the other locomotive failed.Template:SfnTemplate:Sfn The operating concession agreement between the tunnel operator and the British and French governments required that there be a locomotive on either end of the train, allowing the reversing or splitting of the train in an emergency.Template:Sfn

The design specifications implied a minimum power of Script error: No such module "convert"., and also meant that a four-axle design would not be guaranteed to be able to supply sufficient tractive effort. ESCL proposed a six-axle Bo′Bo′Bo′ locomotive derived from the narrow-gauge EF class locomotives supplied by Brush Traction to the New Zealand Railways Corporation and won the contract with an initial order of 40 in July 1989.Template:SfnTemplate:SfnTemplate:Sfn

The main traction electrical system consists of:[note 1] two pantographs (duplicated for redundancy) collecting a 25 kV AC supply which feeds the main transformer, with separate output windings rectified to a DC link (one per bogie) using four quadrant converters. The direct current drives a three-phase inverter, which powers two asynchronous three-phase induction motors.[1]Template:Sfn There are two additional output windings on the transformer for the locomotive's auxiliaries and to supply power to the train vehicles.[1]

The bogies were a fabricated steel design, with coil spring primary suspension. The traction motors and gearboxes (one per axle) were mounted to the bogie frame and connected to the wheels by a flexibly coupled quill drive. Traction links were connected to the bogie frame at a height of Script error: No such module "convert". above rail. The locomotive superstructure is supported on coil springs on a central swing bolster, and the centre bogie allows Script error: No such module "convert". of lateral movement to negotiate small-radius curves.Template:Sfn Yaw dampers are also fitted.Template:Sfn

The locomotive superstructure is a stressed-skin monocoque design.Template:Sfn Both the bogies and superstructures were fabricated by Qualter, Hall and Company of Barnsley.[2]

The driver's cab and exterior design of the locomotives was undertaken by DCA Design.[3] Side windows in the locomotive cab are omitted to prevent 'segment flicker' caused by fast running in the tunnel, a potential distraction and cause of operator drowsiness.Template:Sfn The operator's cabin is air conditioned and pressurised for comfort.Template:Sfn The locomotive uses in-cab TVM 430 signalling.[4] The driving cab also incorporates train manager's facilities, including safety systems such as CCTV, alarms and communication links. There is a second driving position for shunting at the rear of the locomotive.Template:Sfn[note 2]

Testing and operations

The initial order for 40 units was reduced to 38,Template:Sfn numbered 9001 to 9038.[4] The first locomotive was completed in 1992, and two units (9003 and 9004) were tested at the Velim test track in the Czech Republic.[4] Locomotive 9004 started its required 50,000-kilometre endurance test at Velim on 17 August 1993 and finished it on 23 September 1993.[5]

The locomotives are maintained at the Eurotunnel depot located just beside Eurotunnel Calais Terminal at Coquelles near Calais, France.[4][note 3]

The formal opening took place on 6 May 1994 with Queen Elizabeth II and François Mitterrand travelling on a shuttle through the tunnel.[4]

The 1996 Channel Tunnel fire damaged locomotive 9030 beyond repair. It was scrapped in 1997 at the Coquelles depot.

Later subclasses

9100 subseries

In 1997, Eurotunnel ordered five more locomotives and in 1998 the order was increased to a total of 14. This second batch of locomotives also had small improvements compared to the originals, including IGBT-based traction inverters instead of GTO-based and one inverter per motor instead of one per bogie.[6]

This second batch of locomotives is numbered in the 9100 series (9101 to 9113) except for one locomotive, 9040 which was purchased as a replacement for 9030, the locomotive destroyed in the 1996 fire.[4]

9700 subseries

In 1999, Eurotunnel ordered seven locomotives with an increased power of Script error: No such module "convert".. This third batch of locomotives was delivered between 2001 and 2003, and is numbered in the 9700 series (9701 to 9707).Template:Sfn[4] The higher power output allowed an increase in the length and weight of cargo shuttle trains.[4]

9800 subseries

File:Chris Froome - The First Man to Cycle through the Eurotunnel (14592879882).jpg
Eurotunnel 9802 locomotive alongside a Jaguar XF Sportbrake from the 2014 Tour de France team of Team Sky.
File:EuroTunnel Class 09 Number 9825.jpg
Side view of Eurotunnel 9825 locomotive

Since 2000, Eurotunnel has been slowly rebuilding the older 9000 and 9100 series locomotives from Script error: No such module "convert"., replacing the main transformer, traction converters and motors.[7] These rebuilt locomotives are numbered in the 9800 series.

By late 2017 of the 57 locomotives, 45 of them had been upgraded to the Script error: No such module "convert". standard, while the remaining 12 had the original Script error: No such module "convert". power.[8]

Number range Built Power Notes
9001–9038 1992–1994 Script error: No such module "convert". 9030 withdrawn due to fire damage
9040 1998 Built to replace fire-damaged locomotive 9030
9101–9113 1998–2001 Dedicated to freight shuttles
9701–9707 2001–2002 Script error: No such module "convert".
9801– Rebuilt 2004–2012 Rebuilt from Script error: No such module "convert". machines

Names

After introduction the locomotives were named after opera singers. In 1997 four units were named Jungfraujoch, Lötschberg, Gotthard and Furkatunnel, after Swiss rail tunnels.Template:Sfn

Named locomotivesTemplate:Sfn
Number Name
9005 Jessye Norman
9007 Dame Joan Sutherland
9011 José van Dam
9013 Maria Callas
9015 Lötschberg 1913
9018 Wilhelmenia Fernandez
9022 Dame Janet Baker
9024 Gotthard 1882
9026 Furkatunnel 1982
9029 Thomas Allen
9033 Montserrat Caballé
9036 Alain Fondary
9037 Gabriel Bacquier
9801 Lesley Garrett
9802 Stuart Burrows
9803 Benjamin Luxon
9804 Victoria de los Ángeles
9806 Régine Crespin
9808 Elisabeth Söderström
9809 François Pollet
9810 Jean-Philippe Courtois
9812 Luciano Pavarotti
9814 Lucia Popp
9816 Willard White
9819 Maria Ewing
9820 Nicolai Ghiaurov
9821 Teresa Berganza
9823 Dame Elisabeth Schwarzkopf
9825 Jungfraujoch 1912
9827 Barbara Hendricks
9828 Kiri Te Kanawa
9831 Plácido Domingo
9832 Renata Tebaldi
9834 Mirella Freni
9835 Nicolai Gedda
9838 Hildegard Behrens

Notes

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  1. ↑ Details from Brush Traction in 2011, some figures assumed correct only for rebuilt locomotives.[1]
  2. ↑ The second driving position was omitted on later builds.[4]
  3. ↑ Script error: No such module "Coordinates". Coquelles Eurotunnel depot

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References

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Sources

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Literature

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Further reading

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External links

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