6000 coal duties

 
  Junction box Chief Commissioner

Location: newy
How long have Aurizon been using triple 6000 on Hunter coal workings?
Are they the units going north of Muswellbrook?
Do 5000 go north too?

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  M636C Minister for Railways

How long have Aurizon been using triple 6000 on Hunter coal workings?
Are they the units going north of Muswellbrook?
Do 5000 go north too?
Junction box
Two 6000s are dedicated to the Port Kembla coal traffic.

At least one is used on the Gloucester shuttle trains, two if none of the 423s are still in service.

Most 6000s are used  by Aurizon intermodal.

In the past, 6000s were used as trailing units with 5000s on the usual trains in the Hunter valley

Aurizon are using three CFs as Ardglen bank engines. If these needed service they might be replaced by three 6000s.

I believe that twin 5000s/5020s work north of Muswellbrook after the ARTC did some track upgrading and ran some tests.
If 6000s are becoming available as Intermodal winds down, triple 6000s/6020s are a logical move.

But I haven't seen them myself....

Peter
  freightgate Minister for Railways

Location: Albury, New South Wales
What is the typical horsepower on Aurizon banking units per train ?
  Pressman Spirit of the Vine

Location: Wherever the Tin Chook or Qantas takes me
What is the typical horsepower on Aurizon banking units per train ?
freightgate
5000 class = 3,100kW (4,160hp)
6000 class = 3,370kW (4,520hp)
CF Class    = 3,370kW (4,520hp)
  MPP 4520 Beginner

5000 and 5020 class have been going "north" to the Gunnedah basin since startup 4 years ago (August 2103). They are restricted to 60km/hr in both directions north of Muswellbrook. There are now 6 consists running to the North West.

There is one rake running with three 6000s on it and has done so for the past 6 weeks, it does not go north due to 88 wagons Vs 82 for Gunnedah basin trains.

There are a total of 7 6000 class allocated to NSW coal operations.  423s are long gone, all except two (exported) reduced to razor blades. Durallie services is typically two 6000 class locos these days.

Wongawilli operations have ceased, and will not return.

there will be changes in the coming months in regards to locos, train consists and fleet size, watch this space !

ME
  M636C Minister for Railways

What is the typical horsepower on Aurizon banking units per train ?
5000 class = 3,100kW (4,160hp)
6000 class = 3,370kW (4,520hp)
CF Class    = 3,370kW (4,520hp)
Pressman
Those appear to be gross ratings of the engine.
It is more normal in Australia to quote the power input to the alternator.
UGL quote the power rating as input to the alternator on the builder's plate.

These are;

5000 class: 3000 kW = 4020 HP
6000 class: 3185 kW = 4270 HP
6020 class: 3246 kW = 4350 HP
5020 class: 3246 kW = 4350 HP


CF and 6040 class are the same as 6020 class.
The difference between 6000 and 6020 class locomotives is quite small but those are the numbers on the builder's plates.

Peter
  Pressman Spirit of the Vine

Location: Wherever the Tin Chook or Qantas takes me
What is the typical horsepower on Aurizon banking units per train ?
5000 class = 3,100kW (4,160hp)
6000 class = 3,370kW (4,520hp)
CF Class    = 3,370kW (4,520hp)
Those appear to be gross ratings of the engine.
It is more normal in Australia to quote the power input to the alternator.
UGL quote the power rating as input to the alternator on the builder's plate.

These are;

5000 class: 3000 kW = 4020 HP
6000 class: 3185 kW = 4270 HP
6020 class: 3246 kW = 4350 HP

CF and 6040 class are the same as 6020 class.
The difference between 6000 and 6020 class locomotives is quite small but those are the numbers on the builder's plates.

Peter
M636C
G'day Peter,
The figures I posted are off the VicSig site loco pages http://vicsig.net/index.php?page=locomotives
  Junction box Chief Commissioner

Location: newy
If the 5020 are sixty kay runners up north they should do a few bogie swaps to bring them back down, that's a slow trip up.
  x31 Chief Commissioner

Location: gallifrey
This also available on the search https://www.railpage.com.au/locos/6000-class however I believe the question was more about how many units are in the banking cluster for 1 train?  

Could we all assume 2 units coupled on the back of each train for banking?
  M636C Minister for Railways

What is the typical horsepower on Aurizon banking units per train ?
5000 class = 3,100kW (4,160hp)
6000 class = 3,370kW (4,520hp)
CF Class    = 3,370kW (4,520hp)
Those appear to be gross ratings of the engine.
It is more normal in Australia to quote the power input to the alternator.
UGL quote the power rating as input to the alternator on the builder's plate.

These are;

5000 class: 3000 kW = 4020 HP
6000 class: 3185 kW = 4270 HP
6020 class: 3246 kW = 4350 HP

CF and 6040 class are the same as 6020 class.
The difference between 6000 and 6020 class locomotives is quite small but those are the numbers on the builder's plates.

Peter
G'day Peter,
The figures I posted are off the VicSig site loco pages http://vicsig.net/index.php?page=locomotives
Pressman
For some reason the VR used to quote gross horsepower figures...

Except for the T class where both 875 HP and 1000 HP versions were described as "950 HP" "for simplicity".

I guess VicSig haven't got over it yet.

Peter
  firefox Station Master

What is the typical horsepower on Aurizon banking units per train ?
5000 class = 3,100kW (4,160hp)
6000 class = 3,370kW (4,520hp)
CF Class    = 3,370kW (4,520hp)
Those appear to be gross ratings of the engine.
It is more normal in Australia to quote the power input to the alternator.
UGL quote the power rating as input to the alternator on the builder's plate.

These are;

5000 class: 3000 kW = 4020 HP
6000 class: 3185 kW = 4270 HP
6020 class: 3246 kW = 4350 HP
5020 class: 3246 kW = 4350 HP


CF and 6040 class are the same as 6020 class.
The difference between 6000 and 6020 class locomotives is quite small but those are the numbers on the builder's plates.

Peter


A couple of years ago, the 5000 Class were uprated to 5020 Class figures by fitting the latest engine control software and increasing their weight (new bogies and steel plate welded to fuel tank). Operationally they are now interchangeable with the 5020 Class.

ME2
M636C
  M636C Minister for Railways

Peter


A couple of years ago, the 5000 Class were uprated to 5020 Class figures by fitting the latest engine control software and increasing their weight (new bogies and steel plate welded to fuel tank). Operationally they are now interchangeable with the 5020 Class.

ME2


I'm happy to believe that the electronics and inverters were brought up to 5020 class standard, but I don't believe the power of the engine was increased because they kept the smaller radiator. All the 3185 kW and 3246 kW locomotives use a larger radiator which is needed by the nearly 10% higher power and can be seen by the projecting radiator casing at the rear.

Peter.
  Junction box Chief Commissioner

Location: newy
Aurizon push/pull leaving Kooragang yesterday arvo, anyone know where to?
  Aiden Teszke Station Master

Location: Somewhere in the Hunter
Aurizon push/pull leaving Kooragang yesterday arvo, anyone know where to?
Junction box
I've seen that consist too, I would presume that it loads at Werris creek as they have no balloon loop there.

Cheers, Aiden.
  Big J Assistant Commissioner

Location: In Paradise
In addition to horsepower, isn't tractive effort the real difference?

What is the difference between a 5000, 5200 and 6000 in terms of TE?

Also weight in terms of track access is important too. as stated above due to the weight of the 5000 class, they only in the past 4 years had their route availability increased, due to track improvement.
  Sulla1 Chief Commissioner

Tractive effort is very important in heavy haul, more so than horsepower, particularly when starting a train. The starting tractive effort for the 5000/5020 is 759kN compared to the 6000's 535kN, which in theory means the 5000s and 5020s should be able to lift a train nearly 30-percent heavier than a 6000 from a standing start. Above a certain speed horsepower becomes more important than tractive effort, meaning a 6000 should be able to haul an identically weighted train faster than the lower horsepowered 5000 (if they had the same gearing ratios).
  BDA Chief Commissioner

Location: Sydney
From a quick look around the numbers look a bit like this , not sure of accuracy .

USDM C44-9W 190T Starting 631Kn , Continuous 470Kn .
USDM AC4400 193T Starting 800Kn , Continuous  640Kn .
C44ACi            139T Starting 600Kn , Continuous 525Kn .
C44ACHi          180T Starting 759Kn , Continuous 586Kn .

You would think that the Australian built C44ACi/ACHi have more modern computers and inverters than the USD AC4400s .
  Big J Assistant Commissioner

Location: In Paradise
thanks Sulla
  GT46C-ACe Assistant Commissioner

Location: Sydney, NSW
5020s might kick out 586kN but it isn't their max when starting....
  BDA Chief Commissioner

Location: Sydney
With a quick look at questionable sources I didn't see the 759Kn starting tractive effort figure .
That is getting close to USD performance of things like AC4400s and 70ACEs , with around 800 .
  Junction box Chief Commissioner

Location: newy
Saw another push pull today, seems the ecp cable is being used to remote control the trailing unit, is this a NSW precedent?
  M636C Minister for Railways

Saw another push pull today, seems the ecp cable is being used to remote control the trailing unit, is this a NSW precedent?
Junction box
PN tried distributed power in the Hunter some time ago, maybe two years ago and I got some photos at High Street. I think they had two locos leading and two trailing, TTs and 92/93 class.

I think the Aurizon coal trains to Port Kembla were run as distributed power with ECP wagons.

I think the SSR trains from Tahmoor to Port Kembla were distributed power. PN trains on that route are DP, but the trains are not ECP braked and require two crews.

The Southern stone trains are mainly distributed power with two NRs or TTs, although there is one train with non ECP wagons and 81 class.

Peter
  Junction box Chief Commissioner

Location: newy
Aurizon to save stress on couplings and brakes, the 5000 I saw trailing was working pretty hard, there will always be a trade off.
  M636C Minister for Railways

From a quick look around the numbers look a bit like this , not sure of accuracy .

USDM C44-9W 190T Starting 631Kn , Continuous 470Kn .
USDM AC4400 193T Starting 800Kn , Continuous  640Kn .
C44ACi            139T Starting 600Kn , Continuous 525Kn .
C44ACHi          180T Starting 759Kn , Continuous 586Kn .

You would think that the Australian built C44ACi/ACHi have more modern computers and inverters than the USD AC4400s .
BDA

I stumbled across a UGL leaflet that gave the Continuous TE of a C44ACi as 453 kN
I think this was as they were built, and my recollection was that they were able to raise this to around 500 kN after the embarrassing wet weather tests on Cowan Bank. I'd be surprised if they went as high as 525kN, however.

Remember that it isn't just the lower weight, the ACi has GEB 30 motors which I think are intended for narrow gauge, compared to the much larger GEB 13 motors on USA Domestic locomotives and the 5000 and 5020.

Peter

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