Background and Design
Tendering for the locomotive procurement began in 1989. The specification included; a top speed of 160 km/h; a terminal-to-terminal travel time of 33 minutes pulling a 2100 tonne train); an axle load limit of 22.5 tonnes; an operating temperature range between -10 and 45C; a loading gauge within the UIC 505-1 standard; a minimum curve radius of 100m; be able to start a shuttle train on a 1 in 160 gradient with one locomotive bogie inoperative (at 0.13ms−2), and a single locomotive should be able to start the train on the same gradient if the other locomotive failed. 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.
The design specifications implieed a minimum power of 5.6MW, 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 Class 30 EF locomotives supplied by Brush Traction to the New Zealand Railways Corporation and won the contract with an initial order of 40 in July 1989.
The main traction electrical system consists of; two pantographs (duplicated for redundancy) collecting a 25kV 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. There are two additional output windings on the transformer for the locomotive's auxiliaries and to supply power to the train vehicles.
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 200mm above rail. The locomotive superstructure is supported on coil springs on a central swing bolster, and the centre bogie allows 200mm of lateral movement to negotiate small-radius curves. Yaw dampers are also fitted.
The locomotive superstructure is a stressed-skin monocoque design.
The driver's cab and exterior design of the locomotives was undertaken by DCA Design, Warwick, UK. 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. The driving position was air conditioned and pressurised, and incorporated in-cab TVM 430 signalling. 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.
Read more about this topic: Eurotunnel Class 9
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