diesel-electric loco-reference list en

Diesel-Electric LocomotivesReference List

efficient rail solutions

2

Contents

Introduction Page 3

Diesel-Electric Locomotives

Class ME 05 Page 4

ME 07 for Turkish State Railways Page 5

DE 1000 for Turkish State Railways Page 6

ME 10 for MSC Iran Page 7

311.1 for Spanish National Railways Page 8

Di8 for Norwegian State Railways Page 9

Rh 2016 for Austrian Federal Railways Page 10

Class ME 26 Page 11

AC-DF 4 for Chinese Railways Page 12

SD 70 MAC for freight traffic in North America Page 13

SD 80 MAC for Conrail, USA Page 14

SD 90 MAC for freight traffic in North America Page 15

SD 90 MAC Phase 2 for freight traffic in North America Page 16

DE 30 AC and DM 30 AC for Long Island Rail Road, USA Page 17

GT 46 MAC and GT 46 PAC for Indian Railways Page 18

GT 42 CUAC for Queensland Rail Page 19

Dual-Mode Locomotives

TALGO BT 0

Class 38 for South African Railway Spoornet Page 21

ED 1600 for RAG Bahn- und Hafenbetriebe, Germany Page 22

Literature Page 23

3

Competence in diesel locomotives

For over 100 years, Siemens has been making substantial con-tributions to the development of efficient and modern long-distance transportation systems. This kind of experience andcompetence further enables Siemens Transportation Systemsto come up with innovative designs in the field of diesel-elec-tric locomotives that meet the worldwide railroading needs oftoday and tomorrow.

As a total systems supplier, Siemens Transportation Systems isin a position to offer a broad product spectrum – from standardunits to tailor-made locomotives, from small switchers to high-performance universal locomotives.

By working with competent partners, Siemens is able to offercustomer-oriented solutions on an international scale, too. Forexample, our productive cooperation with EMD in the USAmade us the first supplier to successfully introduce AC tractionin the North American locomotive market.

Introduction

4

The ME 05 standard locomotive with three-phase power transmis-sion is used by industrial railroad operators on an internationalscale. The ME 05 is part of a modular range with ratings fromabout 500 to 1700 kW. The range is characterized by the consist-ent use of standardized components and modules. The conceptconforms to the VDV class recommendation for standard locomo-tives.

Scope of applicationThe ME 05 is especially suited for medium to heavy switching dutyin works and transfer operations. Axle loads of 20 to 25 metrictons have been realized.

Technical featuresFor the first time, diesel locomotives were implemented with aconsistent modular design: The engine-alternator unit, cooler,cab, and converter are each designed as a fully exchangeablemodule. Customers can choose from a module kit to implementlocomotives with two end cabs or a central cab. The modules aresupported by the slab frame with its unsurpassed robustness.Built of sturdy solid sections, it provides increased robustnesseven in the most demanding switching operations.

Diesel-Electric LocomotiveClass ME 05

Type ME 05

Year 1982–1987

Wheel arrangement C

Weight [t] 60/67.5

Length over buffers [mm] 10 000

Diesel engine rating [kW] 560

Track gauge [mm] 1 435

Starting tractive effort [kN] 194/218

Maximum speed [kph] 65

Numbers built 23

ME 05

BenefitsThe excellent degree of efficiency of theAC technology with both full and partialloads over the entire speed range makesfor optimum utilization of engine powerand fuel. The result: higher tractive effortat the same diesel engine rating than withother power transmission systems. In ad-dition, the modular design of the entireME class provides substantial cost advan-tages through reduced repair downtimesand limited spare part stocking.

5

Diesel-Electric Locomotive ME 07for Turkish State Railways (TCDD)

ME 07

The standard ME 07 locomotive with three-phase power transmis-sion for Turkish State Railways (TCDD) is part of a modular range.Its mechanical section largely corresponds to its “sister” modelDE 1000. The operational advantages over the DE 1000 were crit-ical for the purchase of the three-phase series.

Scope of applicationAs a multi-purpose locomotive, the ME 07 is designed both forheavy switching duty and for light line service. With an axle loadof 17 to 18 metric tons, it is also permitted to run on lines withlight track superstructures.

Technical featuresThe ME 07 is a standard locomotive with a modular design andthree-phase power transmission. It has a bogie construction witha light welded underframe. The modular construction also per-mits the implementation of an AC/DC power transmission versionbased on the same mechanical section, the DE 1000.

Type ME 07

Year 1984–1989

Wheel arrangement Bo’Bo’

Weight [t] 68/88






Numbers built 40

BenefitsCompact bogies with an open H-frameand long spring travel provide optimumrunning characteristics even on poorlymaintained tracks. The modular designprovides advantages for operation andmaintenance. The modular design alsoproved to be an efficient way to enable atechnology transfer. Five units were fullybuilt in Germany. Another 35 locomotivesof this type were later built by Tülomsas inTurkey.

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Diesel-Electric Locomotive Class DE 1000for Turkish State Railways (TCDD)

DE 1000

The DE 1000 for Turkish State Railways (TCDD) is a standard loco-motive with AC/DC power transmission and a member of the mod-ular range. Its mechanical section is largely identical with its“sister” model ME 07 with three-phase power transmission. TCDDordered DC and three-phase versions for the purpose of compari-son.

Scope of applicationAs a multi-purpose locomotive, the DE 1000 is designed both forheavy switching duty and for light line service. With an axle loadof 17 to 18 metric tons, it is also permitted to run on lines withlight track superstructures.

Technical featuresThe DE 1000 is a standard locomotive with a modular design andconventional AC/DC technology. It has a bogie construction witha light welded underframe. The modular construction also per-mits the implementation of three-phase power transmission ver-sion based on the same mechanical section, the ME 07.

Type DE 1000

Year 1984–1985


Weight [t] 68




Starting tractive effort [kN] 220


Numbers built 45

BenefitsCompact bogies with an open H-frameand long spring travel provide optimumrunning characteristics even on poorlymaintained tracks. The modular designprovides advantages for operation andmaintenance. The modular design alsoproved to be an efficient way to enable astep-by-step technology transfer. Ten unitswere completely built in Germany. Fiveunits were built as PKD locomotives with apartial local content and 30 units werebuilt as CKD locomotives with a large localcontent by under license by Tülomsas inTurkey.

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Diesel-Electric Locomotive ME 10for MSC Iran

ME 10

Over the period of 1990–1994, Siemens supplied a total of 15 classME 10 locomotives from the modular range to the works railwayof MSC in Iran. This locomotive class is a further development ofthe ME 07 with proven three-phase AC propulsion system and anincreased power rating.

Scope of applicationThe locomotives are used in works traffic at the Mobarakeh SteelComplex and in traffic with the state railway’s transfer station.

Technical featuresThe ME 10 is a standard locomotive with a modular design andthree-phase power transmission. It has a bogie construction witha welded underframe. The modular construction also enables theunit to be adapted with minimum effort to the demanding climat-ic conditions with outside temperatures of 45 °C at 1,800 m abovesea level. The locomotives were equipped with automatic UICcenter couplers for heavy-duty ore transportation. Swiveling cou-pler heads with auxiliary coupling hook and fold-down side buff-ers also permit combined coupling operations with vehicles thatare equipped with screw couplers and side buffers.

Type ME 10

Year 1990–1994


Weight [t] 76–88






Numbers built 15

BenefitsThe commutatorless three-phase tractionmotors are characterized by a high degreeof robustness and reliability for the oper-ating conditions in steel works and oreloading stations where a high amount ofelectrically conducting dust is present.The mechanical and thermal stability ofcommutatorless three-phase motors is asignificant advantage, especially in viewof the high shock loads and heavy-dutyswitching runs with brakeless cars whichare typical for ore loading stations. In ad-dition to its known benefits, the modulardesign also permitted the successful pro-duction by WPCO in Iran.

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Diesel-Electric Locomotive 311.1for Spanish National Railways (RENFE)

311.1

In 1986, the Spanish National Railways (RENFE) purchased its firstlocomotive with AC propulsion technology. This 311.0 prototype(MABI) was a multi-purpose diesel-electric locomotive. An exten-sive program of trials verified the performance of this locomotiveand prompted RENFE to order 60 more locomotives with the classdesignation 311.1.

Scope of applicationAs a multi-purpose locomotive, the 311.1 is designed both forheavy switching duty and for light line service.

Technical featuresSiemens provided substantial technical support for the develop-ment of the three-phase drive and also supplied the completethree-phase traction equipment and microprocessor control forthe production locomotives.

Type 311.0 311.1

Year 1986 1989–1990

Wheel arrangement Bo’Bo’ Bo’Bo’

Weight [t] 80 80

Length [mm] 14 200 14 200

Diesel engine rating [kW] 785 785


Starting tractive effort [kN] 260 260

Maximum speed [kph] 90 90

Numbers built 1 60

BenefitsThe locomotives were the first Spanishdiesel-electric locomotives in AC technol-ogy. Based on the positive experiencewith this drive system, the Spanish Na-tional Railways continued to rely on thethree-phase technology during its furtheracquisition of high-performance electriclocomotives.

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Diesel-Electric Locomotive Di 8for Norwegian State Railways (NSB)

Di 8

The Di 8 is a further variant of the DE 1000 from the existing DElocomotive range.

Scope of applicationThe locomotives are designed for heavy-duty switching and as amainline locomotive for freight operations.

Technical featuresThis locomotive is equipped with state-of-the-art AC traction tech-nology. It incorporates water-cooled, GTO-based PWM inverters,AC traction motors with nose-suspended drive, and a SIBAS® 32control system. All auxiliary devices are powered via IGBT-basedauxiliary inverters. The locomotives are built to operate in the ex-treme climate of Norway.

Typ Di 8

Year 1995–1996



Weight [t] 82

Length [mm] 17 380



Numbers built 20

BenefitsThe Di 8 has been specifically designed forthe extreme climatic and geographic con-ditions encountered in Norway. Addition-al cost savings are achieved through theconsistent modular design. The moderncentral cab provides a high degree ofcomfort for long service runs.

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Diesel-Electric Locomotive Rh 2016for Austrian Federal Railways (ÖBB)

Rh 2016

In 1998, ÖBB ordered 70 diesel-electric locomotives with a ratingof 1600 kW at the wheel rim from Siemens AG Austria. There is anoption for another 80 locomotives.

Scope of applicationThe multi-purpose locomotives are designed for universal use inboth freight and passenger services. The AC power transmissionsupplies the onboard power supply system with minimum extraeffort and provides excellent efficiency over the entire range ofspeeds and tractive efforts; given the expected development ofenergy costs, this is a decisive factor in the selection of a powertransmission technology.

Technical featuresAs the launching customer, ÖBB planned the replacement of itsexisting diesel-electric mainline locomotives and presented a listof requirements that is representative for European diesel-electricmainline locomotives and exemplary in its environmental stand-ards. For this reason, Siemens developed the Rh 2016 as the basevehicle for the versatile EuroRunner® product platform. It corre-sponds to the class ER 20. Fuel-saving, low-emission diesel en-gines offer customers a perfect alternative in view of the expect-ed emission limits for rail-bound vehicles.

Type Rh 2016

Year 2000


Weight [t] 80





Numbers built 70

BenefitsEcofriendliness, high efficiency, low trackwear, and a high degree of passive safetyare significant advantages for the custom-ers. Adhering to the strict Austrian legisla-tion for noise emission, the Rh 2016 is theworld’s quietest diesel-electric locomotivein the 2 MW class.

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Diesel-Electric LocomotiveMulti-Purpose LocomotiveClass ME 26

ME 26

Siemens Transportation Systems has built 12 class ME 26 locomo-tives since 1996.

Scope of applicationThe ME 26 locomotive is designed both for fast passenger andheavy freight traffic. All locomotives are offered in the locomotivepool of Siemens Dispolok GmbH and are leased out to rail opera-tors with a full service package.

Technical featuresThe locomotives are equipped with a medium-speed diesel en-gine. The advanced three-phase power transmission system is im-plemented with GTO PWM inverters with evaporation bath cool-ing that power traction motors with resilient drive. Thelocomotives use SIBAS® 32 microcomputer traction control. Thethree-axle bogies have a two-stage suspension. Power is also pro-vided to the electrical train systems.

Type ME 26

Year 1996

Wheel arrangement Co’Co’

Weight [t] 122



Starting/continuous tractive effort [kN] 400/283


Numbers built 12

BenefitsThis locomotive provides very high start-ing and continuous tractive efforts. Thetwo-stage suspension and the very com-fortable cabs provide optimum workingconditions for the train personnel even onlong runs. Equipped with WC and a galley,these locomotives are currently the mostcomfortable six-axle diesel-electric loco-motives in the German market for leasedlocomotives. The train power supply alsopermits the traction of passenger trains,making this product a multi-purpose loco-motive and an especially cost-effective so-lution.

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Diesel-Electric Locomotive AC-DF 4for Chinese Railways (CR)

AC-DF 4

The AC-DF 4 locomotive is based on the Chinese DF4 that is builtin the locomotive works “Dalian Locomotive Rolling Works” inDalian, China with DC traction technology. In April 1999, aftermany years of preparatory work, an agreement was signed tobuild two prototypes with the latest AC propulsion technology.

Scope of applicationThe locomotive prototypes are used in the network of ChineseRailways and are universally suited for passenger and freight serv-ice.

Technical featuresThe AC-DF 4 is equipped with state-of-the-art AC traction. TheSiemens scope of supply includes an IGBT traction converter andthe three-phase traction motors.

Type AC-DF 4

Year 1999


Weight [t] 138





Numbers built 2

BenefitsSuccessful trial operations of the two pro-totype locomotives will provide the basisfor an expansion of the Siemens scope ofsupply as well as for the future use of ad-vanced diesel-electric locomotives withAC traction technology in China.

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Diesel-Electric Locomotive SD 70 MACfor freight traffic in North America

SD 70 MAC

Together with its American partner EMD (Electro Motive Divisionof General Motors), Siemens supplied the first production diesel-electric freight locomotives with AC propulsion technology. Theinitial order for a total of 350 locomotives for the U.S. railroadcompany Burlington Northern (BN) was the largest single order inU.S. railroad history.

Scope of applicationThe SD 70 MAC is a freight locomotive for heavy freight service.

Technical featuresThe locomotives are equipped with state-of-the-art three-phasetechnology, PWM traction converters with evaporation bath cool-ing, and SIBAS 16 microprocessor control.

Type SD 70 MAC

Year 1993–2000


Weight [t] 188


Diesel engine rating [kW] 2 835/4 000




Numbers built 962

BenefitsThe customer benefits in particular fromthe comparatively high starting and con-tinuous tractive efforts of these locomo-tives. As a result, it has been possible toreplace five conventional DC locomotiveswith three SD 70 MAC locomotives.

The advent of this locomotive establishedAC traction technology for diesel-electriclocomotives in the U.S. market.

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Diesel-Electric Locomotive SD 80 MACfor Conrail, USA

SD 80 MAC

In May 1994, the American rail freight company Conrail ordered28 class SD 80 MAC diesel-electric locomotives from EMD andSiemens. Although this order called for a completely new design,reliable elements of the SD 70 MAC were adopted and refined.

Scope of applicationThe SD 80 MAC is used for heavy freight duty in the NortheasternUnited States.

Technical featuresThe traction system can use 4,300, 5,000, and 6,000 metric HPdiesel engines. The SD 80 MAC for Conrail is powered by a 20-cyl-inder, 5,000 metric HP diesel engine. The proven AC traction fea-tures two PWM inverters with evaporation bath cooling, three-phase traction motors, and SIBAS 16 traction control units.

Type SD 80 MAC

Year 1996


Weight [t] 190

Length [mm] 24 400

Diesel engine rating [kW/PS] 3 730/5 000




Numbers built 30

BenefitsAt the time of their delivery, the SD 80MAC locomotives were the most powerfulsingle-engine diesel locomotives in theworld. They provide high starting andcontinuous tractive efforts plus highspeeds.

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Diesel-Electric Locomotive SD 90 MACfor freight traffic in North America

SD 90 MAC

In early 1994, Union Pacific, the USA’s largest railroad company,decided to buy diesel-electric locomotives from EMD and Siemens.The locomotives supplied to UP are similar to the design of theSD 80 MAC.

Scope of applicationThe SD 90 MAC is a multi-purpose locomotive.

Technical featuresThe SD 80 MAC supplied to UP was driven by a 4,300 metric HP,16-cylinder diesel engine. It is possible to refit them with a 6,000metric HP engine. The power electronics is already designed forthe higher power. The proven AC propulsion technology consistsof two GTO PWN converters with evaporation bath cooling, three-phase traction motors, and SIBAS 16 traction control units.

Type 4300 HP 6000 HP

Year 1996–2000 1997–1998

Wheel arrangement Co’Co’ Co’Co’

Weight [t] 190 190

Length [mm] 24 400 24 400

Diesel engine rating [kW/PS] 3 210/4 300 4 475/6 000

Track gauge [mm] 1 435 1 435

Starting tractive effort [kN] 820/654 890/734


Numbers built 410 21

BenefitsThe SD 90 MAC provides high starting andcontinuous tractive efforts plus highspeeds to cover all fields of application.

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Diesel-Electric Locomotive SD 90 MAC Phase 2for freight traffic in North America

SD 90 MACPhase 2

The SD 90 MAC Phase 2 was built by EMD and Siemens for the cus-tomers Canadian Pacific and Union Pacific. It is a further develop-ment of the 6,000 metric HP variant of the SD 90 MAC.

Scope of applicationThis locomotive is used in heavy freight service in North America.

Technical featuresThe SD 90 MAC Phase 2 locomotives are powered by a 20-cylinder,6,000 metric HP diesel engine. They also feature the proven ACpropulsion technology consisting of two GTO PWN converterswith evaporation bath cooling, three-phase traction motors, andSIBAS 16 traction control units.

Type SD 90 MAC Phase 2

Year 1993–2000


Weight [t] 190

Length [mm] 24 400

Diesel engine rating [kW] 4 475/6 000




Numbers built 46

BenefitsThe SD 90 MAC Phase 2 provides highstarting and continuous tractive effortsplus high speeds. One SD 90 MAC Phase 2can replace two existing SD 40-2s. Thisprovides substantial fuel savings in addi-tion to reduced emissions.

17

Diesel-Electric Locomotive DE 30 AC andDual-Mode Locomotive DM 30 ACfor Long Island Rail Road (LIRR), New York, USA

DE 30 ACDM 30 AC

Given the ever increasing energy costs and traffic problems, theNorth American commuter railways are gaining in importance.Rising passenger numbers call for attractive, high-performancetraction solutions. In cooperation with its American partner EMD,Siemens is supplying the American market with the DE and hybrid(dual mode) variant of an advanced passenger rail locomotive.The customer is Long Island Rail Road (LIRR), the largest commut-er rail company in the USA.

Scope of applicationThe locomotives are used in commuter service in the New Yorkmetropolitan area.

Technical featuresThe locomotives are equipped with PWM converters with provenevaporation bath technology and the SIBAS 32 microcomputercontrol system. The hybrid or dual mode locomotive DM 30 ACfeatures additional equipment that allows it to operate as an elec-tric locomotive on the third rail (650 V DC). Both locomotives fea-ture a head-end power supply.

Type DE 30 AC DM 30 AC

Year 1997–1998 1997–1998

Wheel arrangement Bo’Bo’ Bo’Bo’

Weight [t] 128 128

Length [mm] 22 900 22 900


Continuous ratingin 650 V DC operation [kW] – 2150


Starting tractive effort [kN] 360 360


Numbers built 23 23

BenefitsA marked decrease in noise and a sub-stantial improvement in fuel economycompared to the previously used locomo-tives set standards for ecofriendliness.The dual-mode DM 30 AC is capable of op-erating alternatively on the third rail(650 V) as an electric locomotive. This op-erating mode allows the unit to operate inthe tunnels leading into New York. Dual-mode locomotives from Siemens cantherefore offer the passengers a “one-seatride” – a direct connection into the heartof the city without the need to changetrains – and provide the rail operatorswith a perfect solution for gradual electri-fication.

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Diesel-Electric LocomotiveGT 46 MAC and GT 46 PACfor Indian Railways (IR)

GT 46 MACGT 46 PAC

In cooperation with EMD, Siemens developed the six-axle GT 46MAC and GT 46 PAC locomotives. With these modular locomo-tives, Indian Railways enters into a new dimension of power, cost-effectiveness, and reliability.

Scope of applicationThe GT 46 MAC is used in freight traffic while the GT 46 PAC is de-signed for passenger service.

Technical featuresThe locomotives are equipped with the GTO converter technologywith evaporation bath cooling, SIBAS 16 traction control, and ro-bust three-phase traction motors – a configuration that has prov-en its value a thousand times over in the USA.

Type GT 46 MAC GT 46 PAC

Year 1998 2000

Wheel arrangement Co’Co’ (Bo1)(1Bo)


Weight [t] 126 119.4

Length [mm] 21 300 21 300


Starting/continuous tractive effort [kN] 540/400 270/200


Numbers built 21 10

BenefitsAs compared to the previous fleet, theGT 46 MA provides 45 % higher startingand 33 % higher continuous tractiveeffort, considerable fuel savings, and theextension of service intervals from 7 to90 days.

The GT 46 PAC achieves a higher speedand is almost 7 metric tons lighter thanthe GT 46 MAC because is has two trac-tion motors less. The lower tractive effortmeets the requirements of passenger traf-fic. Using different bogie variants, this lo-comotive which is designed to be a stand-ard platform covers the requirements ofa large number of rail companies in thecompetitive export market.

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Diesel-Electric Locomotive GT 42 CUACfor Queensland Rail

GT 42 CUAC

Type GT 42 CUAC

Year 1999–2001


Diesel engine rating [kW/PS] 2 424/3 000

Weight [t] 120

Length [mm] 22 000




Numbers built 38

The Australian rail company Queensland Rail (QR) ordered 38 die-sel-electric locomotives with three-phase traction of type GT 42CUAC in order to handle their transport tasks more economically.

Scope of applicationThe locomotives are used to transport coal from the open-castmining areas in the Northeast of the country through the coastalregion to the Pacific seaports. The commonly used lines in narrowCape gauge (1067 mm) place specific requirements on the designof high-performance freight locomotives.

Technical featuresThe diesel engines supplied by EMD output 3,000 metric HP. TheAC traction technology supplied by Siemens is largely the same asin the SD 70 MAC.

BenefitsThe GT 42 CUAC is one of the most pow-erful narrow-gauge locomotives in theworld and the first with three-phase trac-tion in Australia. Only the use of com-mutatorless three-phase motors enablesthese narrow-gauge locomotives to pro-vide the necessary starting and continu-ous tractive efforts while ensuring maxi-mum utilization of adhesion coefficientsfor advanced heavy-haul operations.

AC traction systems from Siemens enablescompetitive heavy-haul freight operationsalso on narrow-gauge tracks!

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High-Speed Diesel Power Car TALGO BTfor TALGO

TALGO BT

The cooperation in the field of traction for lightweight perma-nently coupled trains dates back several decades. After three gen-erations of fast, high-performance diesel locomotives, an innova-tive diesel power car was developed as a technology platform anddemonstration vehicle and two units were built.

Scope of applicationTraction of TALGO tilting trains with automatic gauge changingcapability.

Technical featuresThe diesel power car is a lightweight construction and is designedas an integral part of the train. Depending on requirements, fixed-gauge or variable-gauge bogies can be used. The vehicles havebeen designed for free lateral acceleration up to 1.5 m/s2 usingthe tilting system. An especially innovative feature is the brakecontrol system that is integrated with the electronic train controlsystem.

Type TALGO BT

Year 1999

Wheel arrangement B’


Weight [t] 44

Length [mm] 15 000

Track gauge [mm] 1 435/1 668



Numbers built 2

BenefitsThe integrated design allows the forma-tion of very lightweight tilting trains for300 to 400 passengers with a total trainweight of only 230 to 290 metric tons.

The innovative variable-gauge bogie per-mits, for the first time, continuous opera-tion between the standard gauge of1435 mm and the broad gauge of1668 mm without changing the power car.

The TALGO BT power car represents theworld’s first implementation of a high-performance power car with automaticgauge-changing capability. Following asuccessful test program, both power carswere sold to the Spanish infrastructureauthority GIF for monitoring operationson standard and broad gauge tracks. With254 kph, they hold the speed record fordiesel locomotives.

21

Dual-Mode Locomotive Class 38for South African Railways Spoornet

In mid-1990, South African Railway (Spoornet) awarded aSiemens-led consortium the largest order ever placed by a railwaycompany for dual-mode locomotives.

Scope of applicationAs dual-mode or hybrid locomotives, the class 38 units are espe-cially suited for combined yard and freight service within thesame roundtrip.

Technical featuresThe locomotives are designed to operate on 3 kV DC systems aswell as in diesel mode. The three-phase power transmission usingcommutatorless traction motors permits the generation of highcontinuous tractive efforts while keeping the motor weight lowon the very narrow gauge of only 1067 mm, the so-called Capegauge, that is common in South Africa.

Type Class 38

Year 1992–1994


Weight [t] 74

Length [mm] 16 314


Continuous ratingin 3 kV V DC mode [kW] 1 500




Numbers built 50

Class 38

BenefitsThe design as dual-mode locomotive elim-inates the otherwise necessary switchingof locomotives when changing from elec-trified to non-electrified line sections. Thismakes railway operations faster, moreeconomical, and more efficient. The com-bination of electrified line sections andservice on mostly non-electrified connect-ing sections can eliminate the need forextra switching locomotives and saves in-vestment and operating costs, as well aspersonnel. The capability as a fall-backlevel in case of damaged catenary sys-tems has proved to be an especially ad-vantageous feature of the dual-modetraction.

Hybrid locomotives with Siemens three-phase technology – cost-effective freighttraffic on the rail!

22

Dual-Mode Locomotive ED 1600for RAG Bahn- und Hafenbetriebe, Germany

ED 1600

In cooperation with the Bahn- und Hafenbetriebe of Ruhrkohle AG(RAG) two older dual system locomotives built to operate on linevoltage and battery voltage were converted into dual-mode loco-motives (overhead line/diesel engine).

Scope of applicationThe locomotives are assigned to heavy-duty line and transferoperations.

Technical featuresThe purpose of this conversion was to increase the tractive powerin electric mode from 720 kW to 1600 kW within the same weightand volume restrictions, as well as to install an additional, power-ful diesel-alternator set.

The locomotives are worked primarily in two and even threeshifts, hauling loads that weigh as much as 2900 metric tons. Inaddition, performance studies have shown that these units arecapable of traveling at a speed of 60 kph with a trailing load of2,000 metric tons, as well as at 80 kph with a trailing load of1,000 metric tons.

Type ED 1600

Year 1992


Weight [t] 88

Length [mm] 15 000


Continuous ratingin 15 kV, 16.7 Hz mode [kW] 1 600

Continuous rating in diesel mode [kW] 425



Numbers built 2

BenefitsAs with the class 38, this locomotive dem-onstrates the advantages of hybrid trac-tion which can only be implemented inthree-phase technology in a cost-effectivemanner. Continuous operation withoutthe need to switch locomotives in line andswitching service provides economy interms of locomotives and personnel, ac-celerates operations, and improves theutilization of the traction unit.

23

Literature

Product brochures

Wildenrath Test Center – for ComprehensiveTesting of Rail-based Transportation SystemsOrder No.: A19100-V900-B532-V4-7600

Offprints

“Three-Phase AC Drives for DieselLocomotives in North America”,reprint from “ZEV + DET Glasers Annalen”Vol. 118 (1994) No. 2/3Order No.: A19100-V500-B483-X-7600

Technical information

Diesel-Electric LocomotiveRh 2016 for Austrian Federal Railways (ÖBB)Order No.: A19100-V600-B421-X-7600

Diesel-Electric LocomotiveGT 42 CUAC with Three-Phase DriveOrder No.: A19100-V600-B433-X-7600

Three-Phase AC Traction Technologyfor Diesel-Electric Locomotive WDG4of Indian RailwaysOrder No.: A19100-V600-B434-X-7600

Diesel-Electric LocomotiveSD 90 MAC with Three-Phase DriveOrder No.: A19100-V600-B632-X-7600



Diesel-Electric Di 8 Locomotivefor the Norwegian State RailwaysOrder No.: A19100-V600-B180-X-7600

If you would like to know more about ourdiesel-electric locomotives, please writeto the following address and request thecorresponding order number:

Siemens AGTransportation SystemsInfoservice VT 6/Z 042P.O. Box 234890713 FürthGermany

Siemens AGTransportation SystemsLocomotivesP.O. Box 32 4091050 ErlangenGermany

www.siemens.com/ts

Printed in GermanyDispostelle 21700TH 066-020364 176536 RL 9022.Order No. A19100 -V 600-B626-V4-7600

The information in this document contains general descriptionsof the technical options available, which do not always have to bepresent in individual cases. The required features should thereforebe specified in each individual case at the time of closing thecontract.

Reg. No. 2234

diesel-electric loco-reference list en

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