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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 Le Shuttle road vehicle services through the Channel Tunnel.

This article needs to be updated. (April 2014)

Eurotunnel Class 9
Eurotunnel 9804 (2019)
Type and origin Power type Electric Builder ABB Brush Traction (assembly) Qualter Hall (locomotive and bogie superstructure)[1] Build date 1993–2002 Total produced 58 Rebuilder Brush Traction / Bombardier Transportation
Specifications Configuration: ​  • UIC Bo′Bo′Bo′ Gauge 1,435 mm (4 ft 8+1⁄2 in) standard gauge Wheel diameter 1,250 mm (49.2 in)[2] Length 22 m (72 ft 2 in)[3][4] Width 9 ft 9 in (2.97 m)[4] Height: ​  • Pantograph 13 ft 9 in (4.19 m)[4] Loco weight 132 tonnes (130 long tons; 146 short tons) Electric system/s 25 kV AC catenary Current pickup(s) Brecknell Willis Pantograph[4] Loco brake Electro-pneumatic air, regenerative brake[5] Train brakes Air[5] Safety systems TVM 430
Performance figures Maximum speed 160 km/h (99 mph)[5] Power output 5.6 or 7 MW (7,500 or 9,400 hp)[6] Tractive effort Max. 400 kN (90,000 lbf)[3] Continuous 310 kN (70,000 lbf) @ 65 km/h (40 mph)[3]
Career Operators Getlink

Background and design

Tendering for the locomotive procurement began in 1989. The specification included; a top speed of 160 km/h (100 mph); a terminal-to-terminal travel time of 33 minutes pulling a 2,100-tonne (2,067-long-ton; 2,315-short-ton) train; an axle load limit of 22.5 tonnes (22.1 long tons; 24.8 short tons); an operating temperature range between −10 °C (14 °F) and 45 °C (113 °F);[7] a loading gauge within the UIC 505-1 standard; a minimum curve radius of 100 m (5 chains);[8] be able to start a shuttle train on a 1 in 160 (0.625 %) gradient with one locomotive bogie inoperative (at 0.13 m/s² (0.43 ft/s²)), and a single locomotive should be able to start the train on the same gradient if the other locomotive failed.[7][8] The operating concession agreement between Transmanche Link/Eurotunnel and the British and French governments required that there be a locomotive on either end of the train, allowing splitting and reversing of the train.[7]

The design specifications implied a minimum power of 5.6 MW (7,500 hp), and also meant that a four-axle design would not be guaranteed to be able to supply sufficient tractive effort. The French railway lobby was suggesting using three four-axle Bo′Bo′ locomotives (such as the SNCF BB 26000). 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.[7][2][9]

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.[5][10] There are two additional output windings on the transformer for the locomotive's auxiliaries and to supply power to the train vehicles.[5]

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 200 mm (7.87 in) above rail. The locomotive superstructure is supported on coil springs on a central swing bolster, and the centre bogie allows 200 mm (7.87 in) of lateral movement to negotiate small-radius curves.[2] Yaw dampers are also fitted.[2]

The locomotive superstructure is a stressed-skin monocoque design.[2]

The driver's cab and exterior design of the locomotives was undertaken by DCA Design, Warwick, UK.[11] 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 driver drowsiness.[12] The driving position was air conditioned and pressurised,[7] and incorporated in-cab TVM 430 signalling.[13] 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.[7][note 2]

Testing and operations

The initial order for 40 units was reduced to 38,[2] numbered 9001 to 9038.[13] The first locomotive was completed in 1992, and two units (9003 and 9004) were tested at the Velim test track in the Czech Republic.[13] Locomotive 9004 started its required 50,000-kilometre endurance test at Velim on 17 August 1993 and finished it on 23 September 1993.[14]

The locomotives are maintained at the Eurotunnel depot located just beside Eurotunnel Calais Terminal at Coquelles near Calais, France.[13][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.[13]

The 1996 Channel Tunnel fire damaged locomotive 9030 beyond repair.

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.[3]

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.[13]

9700 subseries

In 2000, Eurotunnel ordered seven locomotives with an increased power of 7 MW (9,400 hp).[13] This third batch of locomotives is numbered in the 9700 series (9701 to 9707) and deliveries ended in 2003.[15] These more powerful locomotives are used to pull the freight truck shuttles, which were able to be increased in length.

9800 subseries

Since 2000, Eurotunnel has been slowly rebuilding the older 9000 and 9100 series locomotives from 5.6 to 7 MW (7,500 to 9,400 hp), replacing main transformer, traction converters and motors.[6] These rebuilt locomotives are numbered in the 9800 series.

By 2018 of the 57 locomotives, 44 of them had been upgraded to the 7 MW (9,400 hp) version, while the remaining 13 still have the original 5.6 MW (7,500 hp) power.[16]

Number range	Built	Power	Notes
9001-9038	1992–1994	5.6 MW (7,500 hp)	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	7 MW (9,400 hp)
9801-	Rebuilt 2004-2012		Rebuilt from 5.6 MW (7,500 hp) 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.[17]

List of Named locomotives:[18]

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

References

Sources

• Semmens, P.W.B.; Machefest-Tassin, Y. (1994). Channel Tunnel Trains: Channel Tunnel rolling stock and the Eurotunnel system. Channel Tunnel Group. ISBN 978-1-872009-33-9.
• B. Driver (1995). "The Shuttle trains - design and development". In Institution of Civil Engineers (Great Britain) (ed.). The Channel Tunnel: Part4 : Transport systems. Thomas Telford. ISBN 9780727720245.
• Marsden, Colin J.; Fenn, Graham B. (2001). British Rail Main Line Electric Locomotives (2nd ed.). Oxford Publishing Co. ISBN 9780860935599. OCLC 48532553.
• B. Driver (1996). "Shuttles". In Charles Penny (ed.). Channel Tunnel transport system: proceedings of the conference organized by the Institution of Civil Engineers and held in London on 4–5 October 1994. Thomas Telford. pp. 57–75. ISBN 9780727725158.
• Roger Ford (1995). "12. Locomotives". In Colin J. Kirkland (ed.). Engineering the Channel Tunnel. Taylor & Francis. pp. 175–190. ISBN 9780419179207.

Literature

• L. Julien; Y. Machefert-Tassin (1994), "Les locomotives électriques des navettes", Revue Générale des Chemins de Fer (in French) (2): 41–69, ISSN 0035-3183, INIST:4182585
• R. Treacy (1994), ""Le Shuttle": la locomotive de l'Eurotunnel", Revue ABB (in French) (4): 4–15, ISSN 1013-3127, INIST:4258744
• May, C.C.; Phillips, C.R.G. (25–28 September 1989), "Channel Tunnel Shuttle locomotives, an overview of the design process", International Conference on Main Line Railway Electrification, Institution of Electrical Engineers, pp. 408–412

Further reading

• "Brush wins Shuttle order". Rail. No. 102. EMAP National Publications. 10–23 August 1989. p. 5. ISSN 0953-4563. OCLC 49953699.
• Hughes, Barrie (June 1996). "Eurotunnel orders new shuttles". Rail Express. No. 1. Foursight Publications Ltd. p. 9. ISSN 1362-234X. OCLC 498432844.
• "Shuttle locomotives under construction". Rail. No. 327. EMAP Apex Publications. 25 March – 7 April 1998. p. 59. ISSN 0953-4563. OCLC 49953699.
• "Eurotunnel accepts its first freight-only Le Shuttle locomotives". Rail. No. 331. EMAP Apex Publications. 20 May – 2 June 1998. p. 20. ISSN 0953-4563. OCLC 49953699.

External links

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