New Zealand DJ class locomotive
DJ3107 on the Taieri Gorge Railway.
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| Type and origin | |
|---|---|
| Power type | Diesel-electric |
| Builder | Mitsubishi Heavy Industries, Japan |
| Build date | 1968 - 1969 |
| Specifications | |
|---|---|
| UIC class | Bo-Bo-Bo |
| Gauge | 3 ft 6 in (1,067 mm) |
| Length | 14.1 metres (46 ft 3 in) |
| Axle load | 10.66 tonnes (10.49 long tons; 11.75 short tons) |
| Adhesive weight | 64.0 tonnes (63.0 long tons; 70.5 short tons) |
| Loco weight | 64.0 tonnes (63.0 long tons; 70.5 short tons) |
| Prime mover | Caterpillar D398 |
| RPM range | 1300 rpm |
| Engine type | V12 Diesel engine |
| Traction motors | Six |
| Cylinders | 12 |
| Cylinder size | 159 mm × 203 mm (6.3 in × 8.0 in) |
| Performance figures | |
|---|---|
| Maximum speed | 97 km/h (60 mph) |
| Power output | 672 kW (901 hp) |
| Tractive effort | 128 kN (29,000 lbf) |
| Career | |
|---|---|
| Number in class | 64 |
| Numbers | 1200 - 1263 (original) 3009 - 3689 (TMS) |
| Locale | South Island |
| First run | 1968 - 1969 |
| Retired | 1986 - 1991 |
| Current owner |
Dunedin Railways (8) Mainline Steam Heritage Trust (2) |
| Disposition | 54 scrapped 9 preserved |
The New Zealand DJ class locomotive is a type of diesel-electric locomotive in service on the New Zealand rail network. The class were built by Mitsubishi Heavy Industries and introduced from 1968—1969 for the New Zealand Railways Department with a modernisation loan from the World Bank to replace steam locomotives in the South Island, where most of the class members worked most of their lives.
They are the second class of locomotive in New Zealand to utilise the Bo-Bo-Bo wheel arrangement, the other classes being the EW class and the EF class. In both cases, this wheel arrangement was used to provide a lower axle-load due to track conditions as well, particularly in the case of the DJs, a shorter wheelbase more suited to sharp curvature on secondary or tertiary routes.
With the ongoing dieselisation of the New Zealand rail network, NZR began looking at various options to replace the last remaining steam locomotives in the South Island, most notably the AB class, J class and JA class locomotives. The new locomotives would need to be capable of both mainline running and also be light enough to work on weight-restricted branch lines, particularly in Otago and Southland. Speed of 62 mph and max axle load of 1.7 tons were specified
A World Bank modernisation grant was obtained in 1967, after the Cabinet Works Committee approved in February 1966, calling tenders for 55 1000-1200 hp locomotives for the South Island, and 34 of 1400-1600 hp, to complete North Island dieselisation. The expectation was that either General Motors, Canada offering, either its NZ standard DA/DB G8ML model engine and carbody for both Island, or its new G18LC late 1960s model, which it recommended in both power ranges or English Electric DI design, were favored. 5 of the DI design were running on NZR and were the prototype for the Feb 1967 tender specifications for South Island steam replacement. But the order was placed with Mitsubishi Heavy Industries of Japan for 55 Bo-Bo-Bo diesel-electric locomotives, ( Mitsubushi offering tenders 25-35% lower in cost than its main rivals,a unit cost of pounds 44,000 sterling, cf with GM 72,000,EE 70,000 and AEI 58,000 UK construction and 63,000 for Hybrid construction UK(24 loco) & Thames/Price AG(31 )) with a complex and very advanced Bo-Bo-Ac design with silicon rectifiers. Both GM and English Electric were shocked to lose the South Island engine contract and the British accused Mitsubushi of dumping with ridiculous below costing of an advanced, complex and experimental design. Following further discussions, the order was extended to 64 locomotives,on 27 Nov 1967, delivered between 1968 and 1969 along with twelve DSA class and three DSB class shunting locomotives. On arrival, the new locomotives received the next available classification of DJ. They were the first locomotives in New Zealand to employ an AC/DC transmission, all previous diesel locomotive types had DC/DC transmissions. They were also turbocharged rather like an early 1980s F1 car, max, 1050 hp rating, only safe for 5 minutes an hour, with operation at 975 hp for an hour on, and 835 hp for the next hour, but it took expensive experience to appreciate, boost power levels of 800hp plus, were not reliably sustainable, for all trip operation, such as the first passenger DJ express use on the 11hr run, summer SI Limited in 1969-70, when 2DJ pulled up to 14 cars. . The order for the DJ was in two batches, 55 on 1 August 1966 and the second delayed order of 9 on 1 November 1967 while consideration was made how best to complete dieselisation on the West coast which had the best hard coal and on the heavy Passenger and express services on the SIMT for which the DJ lacked power. The initial tender for the SI diesels, had attracted offers which included diesel hydraulics from the Mitsubushi itself as an alternative offer, Hitachi and the German Export company, all three designs, variations essentially variations of BR Warship 42/43 design single engined, narrow gauged and single cab and without steam heat boiler to reduce from 82 tons to 64 tons and with similar Maybach engines and Mekhydro transmission or Man engines and Voith transmission. At the same weight power could easily have been doubled to the Warships 2200 hp to give 80 mph performance on the Southerner and much better hillclimbing than the French designed gas turbine train sets favoured for South Island expresses by the Minister of Railways Peter Gordon. Although the diesel hydraulic offers were 3 or the 4 lowest bid they rejected out of hand by the NZR staff who being dominated by electrical engines thought diesel hydraulics unsuitable for NZ. It had been intended to call full tenders for the last 9 engines in mid 1967, but Treasury suggested that the offer be restricted to Mitsubushi and the best 2 other DE offers to the first tender, but after unofficial discussion with World Bank staff, the last 9 were simply ordered direct from Mitsubushi because, the World Bank staff advised no other rail company would be able to deliver in the time and funding available for the remainder of the World Bank grant.
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