VLADIMIR PUTIN
ARCHIVE OF THE OFFICIAL SITE
OF THE 2008-2012 PRIME MINISTER
OF THE RUSSIAN FEDERATION
VLADIMIR PUTIN
ARCHIVE OF THE OFFICIAL SITE
OF THE 2008-2012 PRIME MINISTER
OF THE RUSSIAN FEDERATION
VLADIMIR PUTIN
Gas turbine locomotives were developed and tested from 1941 through 1973 in Switzerland, France, the United States and the Soviet Union. Working prototypes used petroleum-based fuels.
Russian Railways (RZD) has suggested a cryogenic fuel - liquefied natural gas - for high-powered main-line locomotives.
The purpose of the alternative fuel - in this case, liquefied gas - is to improve the locomotive's power and traction characteristics to enable it to haul heavy-tonnage freight trains. A main-line gas turbine locomotive with a 8,300 kW capacity delivering a sustained tractive effort of 620 kN can replace a three-unit main-line diesel locomotive set and handle trains at transfer points between electric and alternative power without reducing their weight.
LNG as a motor fuel has the advantages of greater density (three times more) and lower pressure compared with compressed gas, making it possible to reduce the dimensions and weight of on-board storage tanks while providing a range of no less than 1,000 kilometres. Environmental pollution is ten times lower than with diesel locomotives. The investment payback term is 7.5 years.
Development of main-line gas turbine locomotives that run on LNG began in March 2005.
To choose the engine, designers first analysed gas turbine units produced at Salyut and the Soyuz complex in Moscow, Aviadvigatel in Perm, and SNTK Kuznetsov in Samara. They also examined their research and production facilities.
SNTK Kuznetsov offered an NK-361 gas turbine prime mover rated at 8,300 kW with an efficiency of 30% and the most effective re-gasification system under which liquefied gas reverts to its original condition in a heat exchanger installed directly in the turbine's exhaust outlet, without using intermediate heat agents.
The system was first developed and applied by SNTK Kuznetsov in a gas turbine engine installed on an experimental Tu-155 aircraft. To develop the engine, the corporation set up an experimental facility to test cryogenic equipment and formed a team of cryogenic experts unique in the world, which pre-determined the choice of the engine maker for the locomotive.
To reduce lead time, it was decided to convert the underframe of the mass-produced VL15 electric locomotive.
All design work was entrusted to the parent firm - the Research and Design Institute of Rolling Stock (VNIKTI) at Kolomna. In 2005-2006, the Institute summarised design requirements and development specifications, prepared conceptual and engineering designs, drew up documentation for the traction and booster units, and manufactured and tested some of the equipment, including a micro-processor control unit, control consoles, and traction and auxiliary convertors. VNIKTI specialists supervised the manufacture and testing of the locomotive and its basic equipment at the Voronezh Diesel Locomotive Repair Plant, SNTK Kuznetsov, Uralkriomash, the Plant for the Repair of Rolling Stock and other co-manufacturers.
In December 2006, the power unit successfully passed rheostatic tests at the proving ground of SNTK Kuznetsov, where the engine delivered its maximum output. In April 2007, the locomotive was finally assembled at the Voronezh Diesel Locomotive Repair Plant.
Since May, 2007, the locomotive has been undergoing tests and adjustments on the Kuibyshev Railway and at its Plant for the Repair of Rolling Stock in Samara.
In a minimal amount of time (October-December 2007), VNIKTI and SNTK engineers developed and tested a new control system for the gas turbine engine (MPSU-GT).
On July 4, 2008, the world's first gas turbine locomotive powered by liquefied natural gas made a trial run with a freight train weighing 3,200 tonnes on the Kuibyshev Railway.
On November 25, 2008, the locomotive began regular service at the testing ground of the Moscow Railway, and on December 16, 2008, it pulled a freight train weighing 8,300 tonnes on the Vekovka-Bekasovo line.
On December 20, 2008, the locomotive made a run on the Rybnoe-Perovo section with a train weighing 10,000 tonnes - a record for an unassisted locomotive.
