GE U26C
| GE U26C NZR class DX, SAR class 34, KR class 93 & 94 |
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 Two New Zealand U26C (class DX) in front of a coal train
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| Number: | 392 |
| Manufacturer: | General Electric |
| Year of construction (s): | 1971-1987 |
| Type : | Co'Co ' |
| Gauge : | 1,000 mm, 1,067 mm, 1,600 mm |
| Length over coupling: | 17.5-17.9 m |
| Trunnion Distance: | 10,516 mm |
| Bogie axle base: | 3,607 mm |
| Service mass: | 91-97.5 t |
| Friction mass: | 91-97.5 t |
| Wheel set mass : | 15.1-16.25 t |
| Top speed: | 100-120 km / h |
| Installed capacity: | 2050 kW |
| Motor type: | 7FDL-12 |
| Motor type: | 1 × 12-cylinder V-engine with exhaust gas turbocharger |
| Power transmission: | electric |
| Number of traction motors: | 6th |
The vehicles of the type U26C from the manufacturer GE Transportation Systems are diesel-electric locomotives with the wheel arrangement Co'Co '. The locomotives are used on Cape or meter gauge in Brazil, Kenya, New Zealand and South Africa; four of the Brazilian locomotives were later converted to 1,600 mm wide gauge . A more powerful version, known as the U30C , built under license by Krupp , will be used at TAZARA in Tanzania and Zambia.
Countries of operation
New Zealand
49 U26C were built for New Zealand as class DX , 15 in 1971 and 34 in 1975–76. The track numbers of the locomotives were 2600–2648.
One of these locomotives was modernized in 1993 and one in 2006, including new engines and a newly designed driver's cab. The converted locomotives have the class designation DXR (R as in rebuilt ). However, the renovation program was not continued.
In the course of time the locomotives were modified in various points; Among other things, they received modified cabs with one-piece front windows. Other changes affect the electronics and the couplings . Some DX were modified for operation through the 8.5 km long and sloping Otira tunnel . So that the machines do not suck in the exhaust gases that collect on the tunnel ceiling, the locomotives were fitted with suction nozzles outside the locomotive body that extend downwards. The locomotives in the picture belong to this variant.
One DX has already been taken out of service, the other 48 including the two DXR are still in operation.
South Africa
Most of the U26C were built with 255 pieces for the South African Railways (now Transnet Freight Rail ), where they are designated as Class 34 . The various delivery series of the locomotives were classified in the subclasses 34-000 (125 pieces, 1971-73), 34-400 (100 pieces, 1973) and 34-900 (30 pieces, 1979-80). There they are classified mixed with the model EMD GT26MC , which corresponds in power and weight and which occupies the subclasses 34-200, 34-600, 34-800 and 37-100. The locomotives are used in front of freight and passenger trains, including the Blue Train .
Another 44 U26Cs were delivered as industrial locomotives to the ISCOR works (today Mittal Steel South Africa ) in 1971–73 . 39 of these locomotives were taken over by Spoornet and numbered as 34-501 to 34-539 (class 34-500 or "34-400 ex ISCOR"). Two more U26C went to Douglas Colliery in 1977 . With the exception of the last two locomotives and the first three SAR machines, all South African U26Cs were built under license by Dorbyl Transport Products .
A special feature in the operation, the iron ore railway Sishen-Saldanha . On this since 1978 electrified with 50 kV route run diesel locomotives in Class 34, especially the former ISCOR machines in multiple traction of the much more powerful electric locomotives and heavier class 9E , are however in Will be replaced by new electric locomotives in the future. In individual cases, however, trains are pulled exclusively by diesel locomotives - as was the case before electrification.
Kenya
The U26C of Kenya Railways (KR) carry the vehicles with the class designation 93 (delivery from 1977, 26 units) and 94 (delivery from 1987, 10 units). Class 95 consists of leased South African U26Cs that have been converted to meter gauge.
Brazil
Six meter gauge U26Cs were delivered in 1981 to the Brazilian Estrada de Ferro Vitória a Minas (EFVM), where they were given the numbers 401-406 . They were built by GE do Brasil . Four of the locomotives (No. 401, 402, 404 and 406) were taken over by Ferronorte in 1998 and converted to broad gauge (1600 mm). These locomotives have been part of the América Latina Logística (ALL) since 2006 .
Tanzania
Krupp supplied 14 locomotives for the Cape-gauge TAZARA (1983 = DE 1001 to DE 1009; serial numbers 5532 to 5540 and 1984 = DE 1010 - DE 1014; serial numbers 5561 to 5565), which correspond to the U26C, but have increased their power to approx. 3000 hp and which are therefore designated as U30C - although this designation was originally assigned to a series of standard gauge locomotives built for the USA from 1966 to 1976 (see GE U30C ).
technology
The locomotives have the typical structure of North American diesel locomotives in road switcher design. The turbocharged V12 four-stroke diesel engine , the generator and the auxiliary units are easily accessible under a long hood that is just as high but narrower than the driver's cab at one end and therefore allows the driver to see in both directions (during road service however usually driven with the cab in front). The six electric traction motors are mounted in the two bogies and each drive one axle. The fuel tank is located between the bogies.
The locomotives are capable of multiple traction ; four or more locomotives are not uncommon in New Zealand and South Africa.
The technical data of the locomotives vary depending on the year of construction and design; however, the motor type used is always the GE 7FDL-12. The table above shows the range of values for New Zealand and South African locomotives.
Individual evidence
- ^ Railway Gazette: Orex upgrade targets more capacity , accessed June 2, 2018.
- ^ New Zealand Diesel and Electric Traction: Class DX , accessed June 2, 2018.
Web links
- GE export delivery list (Word document, English; 59 kB)
- Diesel Train Locomotive Class 34 Photos - Page 1