Well Konkos it might be a good idea to read my post again. I didn't suggest they do it jointly. Both companies are feeling competition from companies that use common rail technology eg MTU and Cummins to name but two. Both companies would have the resources to develop such an application for their present prime movers.
To follow up on your automotive company analogy, GM Holden did something very similar when they put fuel injection technology on an old design pushrod V6 in the VN commodore. That motor continued on in that form for nearly 20 years.
And no they didn't do it with Fords help.
Why cant EMD and GE put common rail technology onto their existing prime movers and going a step further retrofit this technology onto existing in service locos. Surely that would increase their fuel and enviro efficiency.
I sorta stick by my post as I feel that there is to much pride in each company's board. The best way for such a thing to happen is a merger or a takeover which has happened to EMD. Now if these two companys feel that China is biting into their market, then something will happen. At the end of the day, it's all about profit and the shareholders is the name of the game.
Likely wont fit under all those pesky wires they use in the CQ Coal network...EFVM would have done a huge amount of work and spent quite a large amount to fit those USDM locos on their tracks.EMD is already offering a 'Queensland' GT46CU-ACe model, so a version will fit. There's already 161 GT42CU-AC variants running under the wires with same length body (but admittedly minus the flaired radiators) as the standard gauge GT46...a narrow gauge 4300hp loco will almost be certainly running in Queensland before 2018.
So assuming a 4000 class has 3000hp and a GT46 has 4500hp (both AC traction), is the GT46 heavier or does it have more sophisticated traction control to mean a train currently with 3 x 4000's could run with only 2 x GT46's ??EMD has a 150-tonne narrow gauge model on offer...all of the Aurizon owned coal network can theoretically handle a 159-tonne loco with a 26.5-tonne axle load. Tractive effort and adhesive weight are the kings in heavy haul, so the heavier the better...but some of the narrow gauge GT46s being built for African operators only weigh around 120-tonnes.
... oh, can the GT46's be made with exhaust sound more like "the good old days" ???? ... please !
... oh, can the GT46's be made with exhaust sound more like "the good old days" ???? ... please !The SD70ACe has a distinctive exhaust note which is presumably what a GT46C without muffler would sound like.
So 2 GT46's to 1 "regular" Qld coal train is quite achievable ! Impressive stuff.The 3800s and 71s already weigh 132-tonnes so they're ahead of the curve compared to other existing QLD coal locos...but I would imagine a few more tonnes of ballast could be handy if there's room for it. I have the feeling the market for UGL's PowerHauls is quickly evaporating with EMD's new offerings, not to mention GE has found a way to shoehorn an EVO primemover into a new design for South Africa, which might change plans at UGL for its future narrow gauge sales.
That might drop the second hand value of those UGL demonstrators that are still in undercoat ? , , , Maybe they are actually intended to North Coast Line traffic and were only going to be coal haulers if no other manufacturers tried to make a significantly more powerful loco.
Could the Siemens electric locos be ballasted to increase tractive effort ??
Maybe the UGL's are intended for non heavy haul coal traffic such as Toowoomba range coal / grain (would they fit through the tunnels?). Then again displaced 4000's would take that role. I've seen 4000's on ballast trains just north of Gladstone, this reminded me how little time the 2100's must have left.At the moment a likely scenario for after 2018/2019 is 2800s/4000s/4100s working almost all Aurizon services on the Mt Isa and North Coast Lines, 4500hp locos, electrics and 4100s working for Aurizon in the Bowen Basin and 4000s or 4100s working coal trains on the Toowoomba line with 2300s and 2300Ds moving into the remaining secondary duties. 2470s will most likely be the go to yard shunters (they almost are now). The 4000 class is already quickly becoming a 'northern' class now, with most based at Pring and Stuart and around ten left at Callemondah with the migration likely to continue this year.
Wow, what an idea. That's like Ford and Holden coming together and having a common plan to build vehicles which in most part would be the same. it'll never happen.You dont quite understand the notion of "Common Rail " when it pertain to Diesel engines ,me thinks
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