New Zealand DL class locomotive

Background

The acquisition of new locomotives was first proposed by Toll NZ after they purchased Tranz Rail in 2003. When Toll assumed responsibility for the rail operation, the New Zealand Railways Corporation again took over the maintenance of the railway network under the trading name ONTRACK. After several years of negotiations the two parties could not come to an agreement on the amount that Toll should pay for access to the rail network (track access fees), and Toll did not purchase any new locomotives while this issue remained unsolved. In July 2008, the fifth Labour Government purchased Toll Rail from Toll, renamed it KiwiRail, and merged it with ONTRACK, creating one company that controls both operations and rail infrastructure. Soon after the new company was officially launched, the State Owned Enterprises Minister Trevor Mallard announced that the government was investigating the possibility of assembling new locomotives at Hutt Workshops, then operated by United Group Rail, from imported parts.

Following the election of the fifth National government in November 2008, the investment programme initiated by the previous administration was suspended pending a review. In March 2009, the government announced that it had authorised KiwiRail to invest $115m in new rolling stock: $75m for 20 locomotives, and $40m for new carriages for Tranz Scenic, (now KiwiRail Scenic Journeys). The locomotives were to be built in China by Dalian Locomotive and Rolling Stock (CNR Group).

Criticism

The idea of building the locomotives in New Zealand as advocated by the Fifth Labour Government was promoted as a way of creating jobs at a time when the economy was entering a recession and unemployment was rising. Critics of the idea pointed out that New Zealand did not possess the necessary skilled labour in sufficient quantity for such a construction program to proceed in a timely manner, and had not done so for several decades since New Zealand Government Railways ceased building its own locomotives - all mainline locomotives since the introduction of diesel traction in the 1950s have been imported. The alternative of importing locomotives was billed as the quickest way to obtain the necessary new motive power. A review also found that locally built locomotives would be some 70% more expensive than purchasing from CNR.

Critics questioned the reliability of the locomotives, citing Dalian-built locomotives in Malaysia encountering a number of initial technical problems (see KTM Class 29).

On delivery, the Rail & Maritime Transport Union raised concerns over cab visibility and the locomotive's weight; KiwiRail subsequently confirmed that the locomotive weighed 105t, and that the cab meets US standards and is the same as used in a number of other countries. They also pointed out that the design reflected the need for the cab to be as strong as possible.

Design

The DL class are visually similar to the electric EF class locomotives used on the North Island Main Trunk line, being of similar dimensions and both twin-cab designs. The twin-cab design also provides operational flexibility as locomotives no longer need to be turned or operated in multiple when working terminating lines. They are the second class of twin-cab diesel locomotives to operate on the New Zealand network, the first being the 1950s-era DF class.

The locomotives use a 2.7MW German-built MTU 20V 4000R43 engine, expected to have 5–10% increased fuel efficiency over other locomotives, Wabtec braking equipment, and ZD126C traction motors. The cab layout incorporates design elements from British Rail Class 60 with a near-central pedestal controller. They also have the same Co-Co wheel arrangement as the DF and DX classes, as opposed to the Bo-Bo-Bo layout of the EF’s.

Introduction and tests

The first six arrived at Mount Maunganui on 20 November 2010, and were moved to Te Rapa, Hamilton three days later for commissioning and driver training. A ceremony to mark commissioning was held at Te Rapa on 10 December, attended by many KiwiRail staff, including CEO Jim Quinn. Guests included Prime Minister John Key and Minister of Transport Steven Joyce. CNR officials were also present, with the chairman of CNR Cui Diangao explaining to media that this was the first time that Chinese locomotives have been exported to a developed country.

The first six were used for driver training and rail system compliance testing, and the NZ Transport Agency gave the locomotives certification for New Zealand in May 2011.

The remaining 14 of the first batch had been manufactured by April 2011, and were shipped by the Tasman Trader, arriving in Auckland in June 2011. They were then towed to Te Rapa by two of the earlier arrivals.

Second batch

A further 20 units were ordered in June 2011. and first rolled off the production line on 13 March 2013, incorporating changes based on experience with the first batch. CNR Dalian says they are achieving significantly higher levels of reliability than specified in the contract. Ten locomotives of the second batch arrived on 19 June 2013, and a further 10 on 8 August 2013.

Third batch

A third batch of eight locomotives was ordered in September 2013. This batch arrived on 15 March 2015.

Fourth Batch

In July 2016, it was announced that KiwiRail has put an order for 15 more DL locomotives.

Operations

The locomotives were initially deployed into service on the upper NIMT, the ECMT and the Mission Bush, Kinleith, Murupara and Mt Maunganui branches, operating both KiwiRail general freight services and service operated by KiwiRail on behalf of the Port of Tauranga's MetroPort operation. In some cases these replaced services previously operated by two locomotives in multiple, also eliminating the need to turn the locomotives, though it has been noted that they are regularly turned anyway.

In 2012 KiwiRail undertook testing of a DL locomotive along the lower North Island main and branch lines. Following the introduction of the second batch DL locomotives were introduced to operations along the Marton - New Plymouth Line - including the milk trains to Fonterra's Whareroa complex near Hawera - and the Palmerston North - Gisborne Line, the latter as far as the current operating terminus in Napier.

The introduction of the DL class has allowed KiwiRail to transfer all but three of the DX class locomotives to the South Island.

Commissioning issues

The DL class initially had poor reliability with availability only 50% of that of the rest of the fleet. In one instance a weld on an alternator fan failed resulting in the blade breaking off. As a result, KiwiRail employees were told not to enter the alternator compartment and to keep doors to the area closed when the engine is running. The locomotives also experiencing technical problems with a wide variety of internal components. KiwiRail stated that the teething problems were normal on new locomotives and that reliability was improving. The Rail & Maritime Transport Union claimed that the problems were beyond those usually experienced with new locomotives.

As a consequence of the problems experienced production of the second batch of units was put on hold in mid-2012 pending resolution of the design issues. On 31 July 2012 KiwiRail announced that the fleet achieved its highest mean distance between failures (MDBF) rating, outperforming the DX class locomotives by 3000 km.

Asbestos

In February 2014, all 40 DLs were taken out of service for tests after samples from one locomotive tested positive for asbestos in a resin used for sound-proofing. In March 2014 KiwiRail reported that tests had shown small (5%) amounts of white asbestos in a soundproofing compound in five locomotives, with no asbestos in the remaining 34, and with no airborne asbestos or asbestos dust found. It was reported that the risk from asbestos was minimal that levels of asbestos were insignificant. An asbestos removal plan was instigated and the first locomotive was returned to service in April 2014. The second generation locomotives were to be returned to service during April 2014, and were expected to have all asbestos removed over the following 12 months; the first generation units to remain out of service until all asbestos containing materials were removed.