Good afternoon Harriet

 

We acknowledge receipt of the below Official Information Act 1982 request.

 

Under the Act, KiwiRail has up to 20 working days from the date of
receiving your request to respond.  Therefore, you can expect a response
on or before Thursday 27 July 2017.

 

We will be in touch with you if it is necessary to clarify any aspect of
your request.

 

Regards,

Official Correspondence Unit

 

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Good afternoon Harriet

 

We refer to your request for information dated 29 June 2017 in which you
ask for:

 

1.       KiwiRail has stated the reason dual mode locomotives are
unsuitable due to weight & length, could KiwiRail go into more detail
regarding this, for example, releasing a spec sheet comparing a single
mode to a dual mode, or releasing any relevant documents on the matter?

2.       If weight is the issue, is the upgrading of the track on the
ECMT/NIMT to higher axle loads to permit dual mode locomotives possible?

3.       Would this upgrading of the tracks axle load also be in the range
of what KiwiRail would like to have anyway for the NIMT/ECMT or would it
be even higher than that?

4.       Would this restriction also apply to passenger multiple units?

 

Your request has been considered under the Official Information Act 1982
(the Act).

 

KiwiRail has stated the reason dual mode locomotives are unsuitable due to
weight & length, could KiwiRail go into more detail regarding this, for
example, releasing a spec sheet comparing a single mode to a dual mode, or
releasing any relevant documents on the matter?

There are several types of dual locomotive - primarily one mode, which
effectively has one fully capable mode (i.e. has the maximum power output
to move trains long distances) and a second less capable mode for ‘last
mile’ movements – for example, a full-power electric mode while under an
overhead & a small diesel engine mode to move the train small distances at
low speed when not under an electric overhead - dual mode electric
locomotives that can operate using different supply voltages, and full
dual mode diesel and electric locomotives – ie locomotives that are
capable of full operation as either diesel or electric, which would be the
only type that would be able to operate across the current KiwiRail
network

 

There are very few of these full dual mode diesel-electric locomotives in
service worldwide as they require a large diesel engine, and a large
electric transformer, in the same locomotive body to meet the power output
requirements.

 

This is considered an impractical proposition because of imitations on the
space and weight able to be used on the New Zealand network.

 

One example of a full dual mode diesel and electric locomotive is the
Bombardier ALP-45DP. We have compared it to a DL locomotive.

 

 The DL has been used as the point of comparison because it has been
designed to the maximum dimensions and weight allowable for New Zealand’s
National Rail System.

 

Bombardier ALP-45DP 21.8 metres long vs. DL 18.5m

Bombardier ALP-45DP 2.95 metres wide vs. DL is 2.7m

Bombardier ALP-45DP 4.4 metres high vs. DL 3.8m

Bombardier ALP-45DP 130.6 tonnes weight vs. DL 108t

Bombardier ALP-45DP Axle load 32.65 tonnes – Bo-Bo configuration vs. DL
18t – Co‑Co configuration

 

If weight is the issue, is the upgrading of the track on the ECMT/NIMT to
higher axle loads to permit dual mode locomotives possible?

Upgrading the track to carry higher axle loads is possible, but is likely
to be a complex and lengthy exercise.

To increase the permitted axle weight, each asset on the line, such as
bridges, would have to be brought up to the new standard.

For the NIMT electrification, 18 tonnes was adopted as the maximum axle
load for buying locomotives, and this maximum now prevails over all
principal and secondary lines.

 

Would this upgrading of the tracks axle load also be in the range of what
KiwiRail would like to have anyway for the NIMT/ECMT or would it be even
higher than that?

Making provision for future increases in axle load is a balancing act, in
which we weigh the incremental cost of providing for a higher axle load
against the economic cost of locking the network into a lower level of
future capability by not increasing the axle-load weight.

KiwiRail is taking a strategic long-term view when it renews long-life
assets such as rail, sleepers and bridges. As an example of this, our
Structures Code requires that all new bridges be built to 25-tonne-axle
load capability (based on the low incremental cost of providing for that
capability).

 

Our infrastructure route strategy sets out that limits on most major
routes will be raised to a 20 tonne maximum axle load in the medium term,
and then increased to 22.5 tonnes in the long term.

 

Would this restriction also apply to passenger multiple units?

Weight restrictions apply no matter what the use of the locomotive or
multiple unit is. However we note that passenger multiple units don’t
require high axle loads as people are a relatively light cargo compared to
intermodal freight.

 

Under s28(3) of the Act, you have the right to seek an investigation and
review of this response by way of complaint to the Ombudsman. Refer to
[1]www.ombudsman.parliament.nz for more information.

 

Regards,

Official Correspondence Unit

 

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From: OCU
Sent: Monday, 3 July 2017 2:13 p.m.
To: '[FOI #6089 email]'
Subject: Official Information request - Dual Mode Locos/Units

 

Good afternoon Harriet

 

We acknowledge receipt of the below Official Information Act 1982 request.

 

Under the Act, KiwiRail has up to 20 working days from the date of
receiving your request to respond.  Therefore, you can expect a response
on or before Thursday 27 July 2017.

 

We will be in touch with you if it is necessary to clarify any aspect of
your request.

 

Regards,

Official Correspondence Unit

 

[3]Description: Description: Description: Description: KiwiRail Logo email

Backbone of integrated transport networks

Please consider the environment before printing

 

 

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