Electric brethren

[tobias b koehler]

A Bombardier IORE section get transported between two adaptor wagons
(because the standard UIC screw coupler is not compatible with SA-3 and
AAR couplers) behind a Bombardier TRAXX electric locomotive.
Both are products of Kassel, same transformer power (5.6 MW on the
rails), but these couldn't be much more different.
http://www.railcolor.net/index.php?nav=1000006&file=bomb_33667_58&action=image
http://www.railcolor.net/index.php?nav=1000006&file=bomb_35025_51&action=image

I assume they removed the ballast weight and perhaps some other heavy
components because the line where the IORE will be operating allows a
much higher axle load.

[Nick Fotis]

Post by tobias b koehler
I assume they removed the ballast weight and perhaps some other heavy
components because the line where the IORE will be operating allows a
much higher axle load.

That's my assumption as well.
I think that all ballast will be added in Kiruna (or wherever the main
works is).

It would be interesting to see a version of IORE for European continent,
at 20 and 22.5 tonnes/axle and maximum speed raised to 120 km/h, like
their Chinese brethren (HXD3B comes to mind).

N.F.

[Rob]

Post by tobias b koehler

A Bombardier IORE section get transported between two adaptor wagons
(because the standard UIC screw coupler is not compatible with SA-3 and
AAR couplers) behind a Bombardier TRAXX electric locomotive.
Both are products of Kassel, same transformer power (5.6 MW on the
rails), but these couldn't be much more different.
http://www.railcolor.net/index.php?nav=1000006&file=bomb_33667_58&action=image
http://www.railcolor.net/index.php?nav=1000006&file=bomb_35025_51&action=image

I assume they removed the ballast weight and perhaps some other heavy
components because the line where the IORE will be operating allows a
much higher axle load.

I know that the loco travels on temporary bogies when travelling through
Germany.

Regards,

[Nick Fotis]

Post by Rob
I know that the loco travels on temporary bogies when travelling through
Germany.

Are you sure? Visually, the bogies look like the operating ones.

N.F.

[Charles Ellson]

Post by Nick Fotis

Post by Rob
I know that the loco travels on temporary bogies when travelling through
Germany.

Are you sure? Visually, the bogies look like the operating ones.

Delivery of the second batch of IORE locomotives to the LKAB iron ore
mine was the subject of one of the videos on Bahn TV which showed the
process from factory to user, including the transfer to their own
bogies upon arrival.

In running condition the locomotives are only approved to run between
Kiruna and Narvik, the track being reinforced to allow their
operation:-
"On 20.10.2009, the first locomotive of the second batch (no.119) was
outshopped in Kassel and send on its way to Sweden. It arrived there
three days later. The convoy consists of the locomotive (on temporary,
lighter, bogies, so maximum axle weights during transport is not
exceeded) and two carriages with the two final bogies. Locomotive and
bogies will marry after their arrival in Sweden. " [...]
"Things that still need to be done after a units arrives in Sweden:
replacing the transport bogies by motor bogies, placing ballast weight
in the engine room, installing exterior details such as snowplough,
hand rails, mirrors."
[http://www.railcolor.net/index.php?nav=1405726]

[Nick Fotis]

Thanks for the heads-up, I hadn't noticed the description in this site.

(still wondering how Bombardier managed to transport the ALP-45DP to
Innotrans at Berlin with their huge axle load)

N.F.

[Jishnu Mukerji]

Post by Nick Fotis
Thanks for the heads-up, I hadn't noticed the description in this site.
(still wondering how Bombardier managed to transport the ALP-45DP to
Innotrans at Berlin with their huge axle load)
N.F.

ALP45s were transported from the factory to the port on trucks, not by
rail. So I'd guess that for Innotrans to trucks were involved.

[Nick Fotis]

And something to amuse the readers of the newsgroups, with ancient
electric locomotives (Re 4/4 running for Swiss railways, cargo division):

Just reminding that ancient electric locomotives can operate nicely in
front-line service, thank you very much.

Cheers,
N.F.

[tobias b koehler]

Post by Nick Fotis
And something to amuse the readers of the newsgroups, with ancient

Ancient? They were built 1981 to 1984, even though they go back to a
design of 1964. For Swiss conditions that's not old. You may speak of
ancient when a locomotive is well over 40 years old.

The Swiss Railways just decided to operate the Re 460 (built 1991 to
1996) which currently undergo a big midlife refurbishment until 2039.

Perhaps it's conservatism but Swiss railways tend to build the same
locomotive over a long period. (Ee 3/3 electric shunter built 1928 to
1966 .... though the subseries differ in shape and electric details, the
principle of a central motor with side rod drives, coming from the very
beginnings of electric traction, remained the same.) They did take four
prototypes Re 4/4 IV into service in 1981 but decided against a series
production because the world was moving towards 3-phase AC traction (the
prototypes went to the private Südostbahn and the SBB developed the Re 460).

The Re 4/4 II-III was built during 20 years, the Re 460 only in the
1990s - I guess the SBB would have wanted more but then SLM was already
out of business .... so SBB cargo settled for a standard model, the
Traxx, while the passenger division moved towards EMUs.

[Nick Fotis]

Post by tobias b koehler

Post by Nick Fotis
And something to amuse the readers of the newsgroups, with ancient

Ancient? They were built 1981 to 1984, even though they go back to a
design of 1964. For Swiss conditions that's not old. You may speak of
ancient when a locomotive is well over 40 years old.

Hey, Wikipedia mentioned in
http://en.wikipedia.org/wiki/SBB-CFF-FFS_Re_420
Build date: 1964, 1967–1985

Maybe that particular Re4/4 was in the latest batch, but that doesn't
mean the design wasn't rather old.

N.F.

[Arthur Figgis]

Post by tobias b koehler
Perhaps it's conservatism but Swiss railways tend to build the same
locomotive over a long period. (Ee 3/3 electric shunter built 1928 to
1966 ....

Only 38 years?

Kettles, but "A total of 113 J72s were built in nine batches from 1898
and 1951": http://www.lner.info/locos/J/j72.shtml

[Bazza]

Post by tobias b koehler

Post by Nick Fotis
And something to amuse the readers of the newsgroups, with ancient

Ancient? They were built 1981 to 1984, even though they go back to a
design of 1964. For Swiss conditions that's not old. You may speak of
ancient when a locomotive is well over 40 years old.

The electric locos of the Ferrocarril de Sóller in Majorca have been operating since 1929.

[Gerhard Urban]

Post by Bazza

Post by tobias b koehler
Ancient? They were built 1981 to 1984, even though they go back to a
design of 1964. For Swiss conditions that's not old. You may speak of
ancient when a locomotive is well over 40 years old.

The electric locos of the Ferrocarril de Sóller in Majorca have been operating since 1929.

... and former Lower Austrian regional railway (NÖLB) loco class E - later
ÖBB, last NÖVOG, class 1099 - ended regular service last Sunday 27th
October 2013 after continuous operation since 1911. Not bad, 102 years old.
Sure, they would have done for another decade or more, but a rather
ignorantly operating organisation decided to have them scrapped.

[Erwan David]

Post by Bazza

Post by tobias b koehler

Post by Nick Fotis
And something to amuse the readers of the newsgroups, with ancient

Ancient? They were built 1981 to 1984, even though they go back to a
design of 1964. For Swiss conditions that's not old. You may speak of
ancient when a locomotive is well over 40 years old.

The electric locos of the Ferrocarril de Sóller in Majorca have been operating since 1929.

And on the "train Jaune" in french Pyrénées since 1911...