STT has been selected to rebuild and upgrade three T46 diesel locomotives for LKAB, one of the worlds leading producers

of iron ore. The work will commence in 2007 and delivery is expected to be completed in 2009.

The vehicles date back to the 1970s, making them an ideal choice for a refurbishment exercise, incorporating an engine repower to maximise performance.

The locomotives are currently used to transport iron ore from the mine shaft to the electrified main line. On completion, the rebuilt vehicles will haul up to 68 loaded wagons a total weight of 8,000 tonnes.

During the project, STT will employ its Green Power Concept (GPC) to enable the repowered locomotives to comply with latest environmental legislation. Principally comprising modernisation of the powertrain diesel engine, alternator, cooling system,

exhaust system and air intake this concept allows older diesel locomotives to be modernised to meet stringent environmental standards both for emissions and noise.

Through the exercise, the old two-stroke diesel engines will be replaced by latest generation Stage IIIA/Tier 2 Cummins QSK50-L diesel engines rated at 1491 kW (2000 hp) at 1800 rev/min. As a result, the locos operators can anticipate an improvement of up to 15-20% in fuel economy, an enhanced working environment, lower emissions, reduced noise and significantly extended lifetime for the entire locomotive.

The upgrade project will also see STT modernise the locomotives in other areas. The driver cabs and hoods, for example, will be moved from the middle to the front and rear of the vehicles in order to improve driver visibility and thereby increase operational safety.

Commenting on the collaboration, STTs Chief Executive Officer Stellan Hagman said:

Cummins and STT are applying their latest diesel engine technology and innovative environmentally-friendly refurbishment expertise to breathe new life into these locomotives. The project brings major advantages to the rail operators, including significantly improved fuel economy, reduced emissions and vastly improved working environment due to newly designed cabs.

CUMMINS RAIL NEWS

CUMMINS AND STT PARTNERS IN POWERCummins and Swedish Train Technology (STT) a leading company in the repair and reconditioning of rail equipment are pooling their expertise on a major refurbishment project at the Kiruna iron ore mine in northern Sweden.

2700HP QSK60-L TO BE LAUNCHED AT IHHA

Latest News From Cummins Spring 2007

IN THIS ISSUE

Southern Africa Spotlight

A Stage IIIA/Tier 2 compliant 2014 kW (2700 hp) QSK60-L engine will be unveiled at the International Heavy Haul Association (IHHA) 2007 Conference, to be held within the Arctic Circle at Kiruna, Northern Sweden between 1113 June. One of the most important events in the industrys calendar, the IHHA Conference focuses on the latest technology in heavy haul rail transportation making it the ideal platform for the new engines launch.

The Cummins Stage IIIA/Tier 2 QSK60-L locomotive engine was previously available up to 1865 kW (2500 hp). To go above this power, a two-stage turbocharging configuration was required, increasing engine size and weight and providing packaging challenges for rail equipment designers. The latest version of the engine has now moved up to 2014 kW (2700 hp), with a single-stage turbocharger configuration, making it particularly beneficial for freight and passenger locomotive applications with weight and space constraints.

The QSK60-L engine now rated from 1389-2014 kW (1782-2700 hp) delivers up to 10,628 Nm (7839 lbf.ft) of torque

at 1500 rev/min, giving it the durability, reliability and power density to meet the

most demanding of high-hour and stressful duty cycle rail applications.

Compared with traditional medium-speed engines, it

provides benefits including substantially reduced

maintenance and significantly improved fuel economy. The more compact, lower weight installation copes with the most arduous rail applications, with no effect on performance or durability; equipment availability is also considerably improved. The engine is available with features to meet the 92 day service intervals typical of locomotive operations.

The QSK60-L engine can meet the higher power rating due to Cummins advanced in-cylinder combustion solution coupled with the

Cummins Modular Common Rail fuel system. This is a proven technology concept which reduces smoke and idle noise and improves idle stability and cold start capability. Fuel pressure does not depend on the engine speed and load conditions, allowing for flexibility in controlling the pre-injection, post injection, injection rates and their timings. This feature differentiates the common rail from conventional injection systems, where injection pressure increases with the engine speed.

High injection pressures and good spray preparation are possible even at low engine speeds and loads. Along with more efficient

turbo-charging, the QSK60-Lcan meet the required emissions level and achieve improved fuel consumption.

Steve Dodman, Cummins Locomotive Engine Business Leader said:

Based on the experience of thousands of K Series and QSK

rail installations around the world, Cummins understands the needs of

the industry. We apply this knowledge and focus on providing engine platforms, customer support and technology to the rail industry that are consistently better than anyone else in the business. The latest 2700hp QSK60-L is simply a further example of this.

Control System Integration

VISIT US AT IHHA

STAND 401

Artist's impression of new design for the LKAB locomotives

High Horsepower Diesel Engine Manufacturing Headquarters

The main problem that has to be overcome is the diesel engine itself. It could be more than 40 years old, built to a design with its origins just post the Second World War and have been overhauled several times already. The chances are that it may also be life-expired, of an obsolete design, smoky and fuel inefficient. The solution is to replace the engine with a modern, state of the art high-speed diesel engine, coupled to a new traction alternator, and then apply modern controls system integration technology to further enhance the operational advantages.

There are three main constraints that need to be dealt with if the refurbished locomotive is to be a success.

The first is the existing traction motors. The locomotives starting tractive effort, which may have to be maintained or increased, will require a predetermined amount of current to be produced by the power unit, albeit for a limited time. In a similar way, sustained tractive effort will require a lower current, which must be supplied continuously. Also, during acceleration, the power needs to be delivered with increasing volts and reducing amps.

The second issue is the drivability of the locomotive. It is very common for the driver to have an eight notch power controller. Each notch needs to limit tractive effort to a predetermined level and, as the locomotive accelerates, limit the power again to a predetermined level. Equally, it is also important to make the locomotive as responsive or as lively as possible.

The third constraint is the new diesel engine itself. Essentially, this has to be kept within its normal operating limits at all times. The engines control system will not allow overloads and any attempts by the locomotives control system to abuse the engine will result in the engine slowing down and possibly stalling.

The easiest way to explain what the locomotives control system has to do is imagine a locomotive setting off from rest with notch 8 selected. Initially, the engine will be accelerated up to 1,800 rev/min

and the alternator excited to give the starting tractive effort. With the locomotive stationery, no useful power is produced, so the minimal engine load is dissipated in losses within the alternator and traction motors. It can be seen that the engine is very under-loaded. But this is necessary, because the alternator needs to be run at full speed.

As the locomotive accelerates, the starting tractive effort is maintained, and the excitation must be increased as the engine power increases. At a relatively low track speed, the engine reaches full power. It is then maintained at full power by the control system continuing to vary the excitation as the locomotives speed continues to climb.

Other considerations include the re-application of power after coasting. Here, the engine must be allowed to speed up in advance of the load being applied and the rate at which this can happen is determined entirely by the engine.

Likewise, in order to minimise the time taken to return to full power after a wheelslip, or after a power circuit re-configuration for example, moving from two traction motors in series, with three parallel legs, to all six motors in parallel, for higher speed running the engine should be left at full speed as the load is taken off. Again, the rate at which the load is reapplied is completely dependent on the engine.

Finally, to optimise the responsiveness of the locomotive it is necessary to vary the excitation ramp rate on two counts. The amount of excitation required to load the engine varies significantly with locomotive speed, and it also varies significantly with alternator temperature.

In conclusion, the success of any locomotive rejuvenation programme lies in the detail and in the ability to get the job right first time. In terms of controls system integration, I believe it should be left to the experts because this will

determine the success or failure of the overall project.

So, is controls integration still a black art? Or simply a subject that is not treated with the seriousness it deserves!

Tim Bralesford Locomotive Controls EngineerBralesford Engineering

CONTROLS SYSTEM INTEGRATION

IS IT A BLACK ART?Old diesel-electric locomotives, expertly refurbished, can still turn in acceptable performance in terms of reliability, availability, performance and running costs. They are characterised by being simple, well designed and developed and robustly constructed, offering the key advantage that refurbishment can be achieved at a fraction of the cost of a new locomotive.

Systems control panel for the TMY1111

Typical modern state of the art control system panel.

Kashmir has long been separated from the rest of India due to lack of the much desired Rail Network. The 290 km extension of the Indian Railway (IR) network will allow a 900 km journey direct from Delhi in India to Srinagar, the winter capital of Jammu and Kashmir (J&K) traversing inhospitable terrain in major earthquake zones.

Many bridges and tunnels are being built as part of this demanding project. The lower section of the railway crosses 158 bridges and passes through 20 tunnels, the longest of which is 11 km in length. The greatest single engineering challenge is crossing the Chenab River which involves building a 1315 m long bridge 359 m above the river bed. It will be the highest railway structure of its kind in the world to put it into perspective 35 m taller than the Eiffel Tower in Paris.

The alignment for the Kashmir Railway is no mean feat in terms of railway engineering, on a par with the recently completed China-Tibet rail route across permafrost, which climbs to more than 5000 m above sea level. Cummins mighty QSK45-L engines are installed in power generation cars in service on that route.

Currently the IR network runs between Jammu and Baramulla via Udhampur, Katra,

Qazigund and Srinagar. Initially J&K Diesel Electric Multiple Units (DEMUs) will operate the 119 km Qazigund to Baramulla route via Srinagar island. Three rakes of eight coaches are in transit from Udhampur siding for delivery to Srinagar via road on a special trailer and are expected to be in Srinagar by end of April 2007.

While the first section of the route is due to open in 2007, it is expected to be another three years before a full service from central India to Kashmir is possible, due to the number of river crossings, tunnels and gorges that the railway must traverse.

The passenger railway is the first to connect China proper with the Tibet Autonomous Region which, due to its altitude and terrain, is the last province-level entity in the Peoples Republic of China to have a conventional railway. With more than half the length of the railway laid on permafrost, the line includes the Tanggula Pass. At 5072 m above sea level it is the worlds highest rail track while the 1338 m Fenghuoshan tunnel is the highest rail tunnel at 4905 m above sea level.

Commissioned on 1 July 2006, the first three trains operate the routes Beijing to Lhasa, Chengdu (Chongqing) to Lhasa and Xining to Lhasa, travelling at a top speed of 120 km/hr (100 km/hr on frozen ground). The power generation cars on the Xining to Lhasa route are positioned at the rear of

each passenger carriage, to provide power for services including lighting, oxygen generation and air conditioning.

There are 15 trains in service, each with 16-18 passenger cars. The specially built carriages are sealed in a similar way to an aircraft, to protect passengers from altitude sickness, while tinted windows shield them from strong UV rays.

The Cummins QSK45-G6 engines were selected for their ability to operate successfully at the very high altitudes. Other key features include full electronic control, low fuel consumption and emissions, longer service interval and easy maintenance all vital requirements for this high altitude railway traversing thousands of miles of mostly uninhabited terrain.

CUMMINS HELPS ANGOLAS RAILWAY GET BACK ON TRACK

FIRST STAGE OF INDIAN KASHMIR RAILWAY TO OPEN BY 2010As mentioned in the previous edition of Rail News, Cummins power is the driving force behind one of the most challenging railway projects in India a line currently being built to connect Kashmir with the Himalayan foothills. Five trains will run on the line, with two locomotives each in a push-pull configuration. The locos are powered by Cummins KTA50-L engines rated at 1071 kW (1436 hp) at 1800 rev/min. Each loco includes an underslung 320 KVA auxiliary power pack using NTA14RG2 engines rated at 254 kW (340 hp). These will be used to operate auto-closing doors and roof-mounted heating units in the passenger coaches, required due to the cold climate in the region.

Cummins is supplying QSK45-G6 engines rated at 1295 kW (1736 hp) at 1500 rev/min to CSR Sifang Locomotive and Rolling Stock Co, for 20 power generation cars (two per car) on the Qinghai-Tibet Railway in one of the most inhospitable environments on the planet. The worlds highest railway extends 1956 km from Xining to Lhasa with about 960 km of the line more than 4000 m above sea level.

Angolas Benguela Railway, which opened up Africas interior nearly a century ago, is now getting back on track after much of it was damaged or destroyed by mines during the civil war.

Eight Cummins-powered locomotives will drive both passenger and freight services in Angola, operating between the capital Luanda and the northern town of Malange, with a 55km branch line to Dondo.

A hand-over ceremony will take place in the next few months and the railway will be fully operational by end of the year.

Powered by Cummins QSK60-L engines rated at 1640 kW (2200 hp) at 1800 rev/min, the new locos are manufactured in Qingdao, China, by Sifang Locomotive and Rolling Stock Company, part of the CSR group of companies.

Faced with the challenge of rebuilding the war-damaged railway from

Luanda to Lucala, repairs on earthworks and bridges

on the line have been carried out, but only

short stretches of track have so far been completed.

On arrival in the port of Luanda, the locos were transported by low loader to a completed

stretch of the line. It is anticipated that they will be used to drive ballast and rail trains that will be deployed to extend the tracks from Zenza into Luanda.

The four narrow-bodied freight and four wide-bodied passenger locomotives, will be operated by Caminho de Ferro de Luanda. Two of the narrow-bodied locos are already in Angola and the others should arrive toward the end of July 2007.

As mentioned in the previous edition of Rail News, there is a follow-on order of 17 QSK60-L powered locomotives to support Namibias Northern Railway Extension Project to cater for growing traffic.

Also Sifang built locomotives, they are the first six vehicles due to arrive in Namibia by the end of May 2007. An identical design to the narrow-bodied SDD6 locomotives which are supplied to Angola, they will be supported by Cummins local dealer EPS in Windhoek, Namibia.

QSK 45 ENGINES IN POWER GENERATION CARS ON THE ROOF OF THE WORLD

More Cummins rail power is entering developing African states, driving locomotives that haul thousands of tons of mining and industrial equipment as well as freight. Also used for passenger services across Angola, these developments are seen as an important milestone for the Cummins Rail Group, creating new opportunities in other countries in the southern African region.

Freight locomotive in Angola

Locomotive for Namibia

SOUTHERN AFRICA In this edition of Rail News, we are focusing on the rail business activities of Cummins South Africa (Pty) Ltd. and its dealership network in Southern Africa.

Headquartered at Kelvin View in Gauteng, Cummins South Africa (Pty) (CSA) became a wholly owned subsidiary in July 2000, having been the company's official distributor for the region since 1946.

CSA employs more than 300 trained staff at Kelvin View and at seven further locations in Bloemfontein, Cape Town, Durban, Kimberley, Richard's Bay, Port Elizabeth and Wadeville. In addition, as Cummins 'lead distributor' for Southern Africa, the company heads up an extensive network of subsidiaries and dealers in neighbouring territories ensuring that customers are provided with fast and efficient local parts and service support.

Along with meeting the needs of OEMs and end users in the automotive, marine, defence, agriculture, mining and construction sectors, CSA is responsible for rail applications throughout Cummins Southern Africa region which includes Angola, Namibia, Botswana, Zimbabwe, Lesotho, Malawi, Mozambique, Swaziland and Tanzania.

The company offers 24 hours, 7 days a week availability of new Cummins and ReCon parts, as well as QuickServe service support and direct engine sales. In parallel, its world class Power Build Centre located in close proximity to CSA headquarters enables customers to dramatically extend the life of their Cummins engines by offering complete strip and rebuild facilities, as well as partial overhauls backed by full warranty support. CSA also runs a comprehensive series of training courses on all Cummins products at its modern training school facility at Kelvin View in Gauteng.

Latest developmentsThe signing of a collaboration agreement between CSA and Auto Sueco in Angola has led to the establishment of Auto Power Angola, a new dealership to service the requirements of customers in this rapidly emerging market.

The new company is located in the capital Luanda in custom-built premises that are due to be completed by the time this edition of Rail News is published. With an expected workforce of 20 employees by the end of 2007, Auto Power Angola is on track to provide complete Cummins dealer support to Angola's rail industry, as well as users in the marine, automotive, power generation, industrial and filtration sectors.

It is already servicing mid range heavy and high horsepower Cummins engines up to KTA50 and is currently tooling up to support the QSK60-L engines that will power eight new locos to be operated on passenger and freight services throughout the country.

SPOTLIGHT ON

AngloGold Ashanti locosA fleet of 60 ton freight and surface haul locos operated by AngloGold Ashanti one of the world's largest gold mining companies is being repowered using Cummins QSK19 engines. This is the second repower these locos have undergone, with their original Rolls-Royce engines being replaced by 559 kW (800 hp) Cummins VTA1710 units several years ago. To date, five locos have been fitted with the latest QSK19 litre units, with the remaining two due to be repowered as they become uneconomical to repair.

35 ton diesel hydraulic shuntersA number of Cummins powered shunters are in action at the Richard's Bay Coal Terminal the largest single export coal terminal in the world, processing more than 68 million tons of coal each year. These include a 35 ton loco powered by a Cummins N14 engine rated at 250 kW (335 hp) at 2100 rev/min, along with a series of 35 ton vehicles equipped with similarly rated NTA855 units.

Miles Paul, Regional Manager of the Industrial Business Unit, Cummins South Africa.

Lionel Smith, Regional Sales Manager, Industrial Business, Cummins South Africa

A selection of Cummins South Africa's rail projects are highlighted below.

55 ton diesel hydraulic shuntersA fleet of 19 shunting locos built by RSD (a division of DCD-Dorby (Pty) Ltd.) and equipped with 19 litre KTA19L600 engines developing 447 kW (600 hp) at 2100 rev/min, are currently in service in South Africa. Six further locos to the same design are also operating in the Democratic Republic of Congo.

Namibian railcarsA four car QSK45-L powered Diesel Multiple Unit (DMU) set, equipped with a further Cummins 6CTA8.3-G2 engine to meet auxiliary power requirements, continues to provide safe and reliable cross country transportation to the people of Namibia. The Sifang-built units incorporate air conditioning and on-board TV entertainment and are capable of speeds up to 120 km/hr (75 mph).

From left: Jack Wasserfall, Operations Manager, EPS; Matty Hauuanga, General Manager, Engineering, Transnamib; Jim Evan, HiHp, Chief Engineer, Cummins Daventry; John Shaetonhodi; Chief Executive Officer, Transnamib; David van Breda, Dealer Principle, EPS; Mr Asokan, Chief Mechanical Engineer, Transnamib and Willi Salpeter, Senior Section Engineer.

Avril Campher, Marketing Promotions Manager for Cummins South Africa (Pty) Ltd.

Willie Badenhorst, District Manager Angola (right), with Rui Serras, Manager of Auto Power Angola.

Xavier Borel, Managing Director of Cummins Diesel South Africa

Tanzania (Ziyang loco)Four locomotives equipped with Cummins KTTA38-L engines rated at 1007 kW (1350 hp) at 2100 rev/min, have been supplied by ZiYang of China for shunting and long haul duties with the Tanzania Zambia Railway Authority (TAZARA).

Cummins power was selected for these locos which are capable of up to 65 km/hr, (40 mph), on the strength of the company's proven reliability and compact designs, in addition to the low fuel consumption and extended service intervals of its engines.

24 ton diesel hydraulic shuntersCummins 6CT8.3-6 engines rated at 174 kW (233 hp) at 2200 rev/min power a series of six 24 ton diesel hydraulic locos employed on shunting duties; two are based in Botswana, with the remainder working in the Johannesburg area of South Africa.

Namibian locosThe order for 17 Cummins QSK60-L powered locos reported in the last edition of Rail News is approaching completion. The vehicles were built by the SiFang Locomotive and Rolling Stock Company in China. Selection of the QSK60-L for the follow-on order was based on the engine's 1640 kW (2200 hp) rating, as demonstrated on the four previous ZiYang locomotives.The QSK60-L provides impressive performance on the long and steep gradients found in many parts of Namibia, as well as its low fuel consumption and running costs.

Garth Bryson, Director of the Engine Business Unit, Cummins South Africa.

All employees can join the DWN men and women as long as they share the common vision of making Cummins Daventry a great place to work for women and helping to create a more representative gender balance across all departments. Women currently represent nearly 10% of the Daventry workforce, the majority of them in non-managerial office grades where they make up around 65% of employees.

Diversity is a core value of Cummins and the company actively encourages the formation of affinity groups made up of employees who share similar backgrounds or common interests. Although these groups are usually formed as resources for the employees they represent, they also provide professional growth for participants, education and awareness for employees, and promote the companys mission, values and corporate goals.

One of the DWNs first projects was to increase the number of female applicants for shop floor vacancies in particular, jobs that were typically regarded as mens work. This was first addressed by identifying barriers

that were preventing females from applying for these positions.

Because the Daventry plant builds the largest engines in the Cummins range from the 12-cylinder, 38-litre K38 diesel to the 18-cylinder 91-litre QSV91 natural gas engine it was traditionally perceived by the local community as heavy, dirty work. A female reporter from a local newspaper who had been invited to spend a day working on the shop floor, subsequently wrote an article highlighting the range of jobs available to both women and men, in a clean working environment where lifting equipment is available for handling large components, and full training is provided.

Typical recruitment advertisements were reviewed and revised to highlight features and benefits likely to attract female as well as male applicants. These included flexible shifts, childcare vouchers, enhanced maternity/paternity provisions and a clean environment.

It was also necessary to address a range

of other factors, including workstation ergonomics and the availability of womens locker rooms and showers, overalls and other personal protection equipment such as gloves and boots in smaller sizes.

Following these initiatives, by October 2006 the number of female employees in non-managerial shop floor positions had increased from two (in 2003) to 15. Female applicants to recruitment advertisements for shop floor vacancies increased from 0.5% to as much as 4%. Although the numbers are still low, this progress is encouraging and plant management and the DWN recognise that changing long-held perceptions and achieving a real gender balance will take time!

Meanwhile, DWNs 2007 work plan includes organising an after hours yoga or Pilates class and a series of lunchtime seminars on subjects ranging from health issues to retirement and pensions planning. The group also plans to reintroduce a suggestion scheme to take advantage of employees creativity to generate improvements both to processes and the working environment.

WOMENS NETWORK UNDERLINES DIVERSITY AS A CORE VALUEThe Cummins Daventry Womens Network (DWN) was formed around a year ago. Its mission: to promote and address issues which are important to female employees and, in doing so, create a better working environment, increase job satisfaction and contribute to Cummins business success by attracting and retaining the most talented people, regardless of gender.

The Daventry plant builds and develops engines ranging in capacity from 38 up to 91 litres. It is here that the QSK78 engine is built the largest diesel engine manufactured in any Cummins location. With 18 cylinders and 12 turbochargers, it generates up to 2611 kW (3500 hp) and powers some of the largest mining trucks in the world.

The plant is well equipped with two distinct blocklines. Operating 24/7, the main blockline has the capacity to produce up to

125 blocks per week, taking just 25 hours from casting to finished machined block. The V blockline machines the QSK78 and other QSV blocks. Encompassing 12 major engine variations, KV/QSKV assembly is completed in 28 stages, while the large V assembly takes just 12. The Cummins high horsepower plant is equipped with high tech computerised test cells that are capable of checking engines under real conditions before they are shipped to the customer.

With more than 1000 employees working at the plant, 4477 engines were shipped in 2006, which was 9% up on the 2005 record of 4057. In order to keep up with the high demand, Cummins is investing heavily in the expansion of both Daventry and Cummins India Ltd (CIL) manufacturing facilities. With the introduction of new

models, Daventrys product offering has diversified and the challenge for the plant now is to meet increasingly demanding market expectations. Investment over the next two years will enable Cummins Daventry to increase capacity through:

Expansion of the assembly line by creating four additional stages.

Expansion of the block line to bring its capacity of 60 up to 155 units per week by October 2007.

Upgrade of the test cell capability.

Close co-ordination with the supply base to support increased plant capacity.

The Daventry plant operates globally, serving customers in Europe, North America, the Far East and Africa. An impressive list of achievements includes the launch of the first optimised QSK60 engine in 2004. The plant also uses best practices such as Just In Time (JIT) and Kaizen a benchmark for a non-automotive operation enabling delivery within 20 days for most orders.

Part of the Cummins culture is utilising the Six Sigma improvement methodology as a primary approach to improve business performance and exceed customer expectations focusing on cost reduction, improved quality and delivery. Since 2000, Cummins Daventry has trained more than 150 employees and delivered substantial annual savings each year. For our customers and business partners, Six Sigma is enabling Cummins Daventry to develop the best products, processes and services in our market.

The Cummins engine plant at Daventry has also been recognised for outstanding export sales success, receiving a prestigious Queens Award for International Trade five times since its opening it is truly a centre of manufacturing excellence

for the UK engineering industry, says plant manager Peter Glover:

We are very proud to be one of a very few top companies in the UK to receive these highly valued awards. None of this export success could have been achieved without the efforts of our excellent workforce.

Cummins Daventry fully recognises the importance of employee diversity in achieving business success, employing a considerable number of people from around the world.

High quality training is fundamental to Cummins continued success. The company aims to provide comprehensive training on all aspects of Cummins engines using the latest educational methods and tooling. The Training and Education Centre at Daventry is equipped to provide the

most up to date training for students at all levels, from those unfamiliar with Cummins products to those who wish to build upon and enhance their knowledge of the latest diesel engine technology.

Training advisors with a wide range of expertise across all Cummins products, help employees to provide a better and more efficient service to the operators and end users of Cummins engines in a competitive world where the quality of service support is vital for future sales success.

Facilities include dedicated training classrooms and workshops, where both theoretical and practical training is undertaken out across the full range of Cummins products, but specifically from the four cylinder B3.3 to the largest QSV 91-litre 18-cylinder gas engine.

The Cummins Rail Group headquartered in Daventry, in the heart of England, supported by the high horsepower manufacturing plant in Daventry, provides leading edge diesel engine products in installations that can be found from the high altitudes of Tibet to the vast deserts of Namibia.

GLOBAL HIGH HORSEPOWER RAIL PRODUCTS BUILT IN

THE HEART OF ENGLAND

Cylinder block during machining process.

QSK60 engine undergoing tests in test cell.

An initial order for the first of five shunting locos has already been received, with the remainder to be confirmed before the end of the year.

The first loco to receive its new QSM11-L was a standard Cockerill shunter, which had previously been modified to a high level off-centre cab configuration almost 25 years ago. When its original Cummins NT855 engine was replaced last year, the opportunity was also taken to change its Voith gearbox and intermediate shaft driveline to a diesel hydraulic transmission.

The 45 ton loco hauls a 90 ton quench car along a 500-metre track at the plant, transporting coke in 12-ton loads from one of the many furnaces to a quenching tower and then back to the coke wharf. The vehicle can reach 15 km/hr (9 mph) and accelerate to its top speed in 12 seconds. Three locos are

continuously in use, with one on stand-by and one in the shop for maintenance.

The second repower project involves twin engined shunting locos used to haul steel from the manufacturing plant to the nearby despatch terminal. A fleet of 14 of these diesel electric powered locos will have their existing NTA855 engines replaced by twin QSM11-L units each rated at 335 hp (250 kW) at 2100 rev/min.

Commenting on the success, Johan Barendrecht, the Cummins sales engineer responsible for industrial applications in Benelux said:

Cummins was chosen to supply the engines against stiff competition because of its past record of reliability and excellent service. In addition, the QSM11-L engine offers significantly reduced noise and fuel consumption in this demanding Stage IIIA emissions application.

STEELY PERFORMANCE Corus Steel has specified Cummins QSM11-L engines to replace NT/NTA855 series units in two repower projects for locos at its Ijmuiden manufacturing plant in Holland.

To meet this challenge, Cummins is promoting a concept that allows rail operators to cut their carbon footprint, reduce running costs, but at the same time offer greater vehicle flexibility.

Based on the installation of two smaller engines instead of a single larger unit, the concept is equally suitable for new locomotives or refurbishment projects for older rail equipment. Whats more, its already proven in service in countries as far afield as the USA and Thailand providing numerous benefits as well as increasing operators environmental credentials.

Cleaner and greener First and foremost, the twin engine concept enables latest generation Cummins locomotive engines to be installed. Capable of meeting Tier 2 and Stage IIIA emissions regulations, these power plants are simply the cleanest in the business. In refurbishment projects, they can reduce emissions by as much as 80% in comparison with older style locomotives. In addition, Cummins can provide exhaust after treatment equipment to further reduce emissions, where required. Likewise, the company can offer operators solutions based on its extensive experience in several related technologies, including diesel particulate filtration (DPF) and selective catalytic reduction (SCR).

Reduced costsWith fuel typically accounting for 40% of locomotive operating costs, the twin engine concept provides opportunities for savings in a number of ways. Cummins high speed diesels are up to 25% more economical than existing medium speed engines and, in operation, one of the two engines can be switched off under no load or light load conditions to further reduce fuel consumption. An additional benefit of the twin engine concept is its ability to reduce locomotive weight by capitalising on the lower individual weights of the hi-speed diesel engines achieving lower axle loads and thus reducing costs related to track damage and repair.

Reliability Cummins locomotive engines are renowned for their durability and reliability, even under the most arduous operating environments. However, should one engine develop a problem requiring close-down, then the locomotive and its load will still be able to reach their destination utilising the second engine. This, in turn, reduces the risk of late delivery penalties, as well as the need to hold spare locomotives in reserve.

Operational flexibilityThe installation of two engines enables locomotives to be employed for a number of different roles depending on how many engines are powered. Currently, twin engine locos are used for dual-purpose passenger and freight duties, as well as in switcher applications, where the second engine is only used when maximum tractive effort is required. The concept not only promotes improved utilisation, but also reduces operators investment in additional equipment.

ExperienceNumerous installations around the world have enabled Cummins to amass a wealth of experience and expertise in the twin engine concept. In Thailand alone, three different, twin-engines locomotive types are currently in service.

A total of 50 GE UM12C locos, each equipped with two Cummins KT38-L engines 924 kW (1240 hp), 22 Hitachi 8FA-36C locos powered by twin KTTA50-L units 2684 kW (3600 hp) and a further 38 GE CM22-7i locos fitted with KTA50-L engines 2386 kW (3200 hp), all provide dual-purpose 100 km/hr (60 mph) passenger and freight haul capabilities for the countrys railway operator, SRT.

With all these locos in service for more than 10 years, Cummins has established a proven track record, enabling customers to take maximum advantage of the twin engine concept at no risk.

Dave Coxon Installation and Performance Engineer Rail Marketing, Cummins Ltd

TWO ENGINES ARE BETTER THAN ONEEvery day, experts highlight the need to reduce our impact on the environment in order to minimise global warming and climate change. Its a major topic of concern for many railway business managers, who frequently anticipate that the costs of going green will take a heavy toll on profit margins. However, the outlook is far from bleak.

TURKISH DELIGHTCummins has won an initial order from Hyundai subsidiary Rotem, to supply QSK19-R engines to power a new fleet of 24 Diesel Multiple Unit (DMU) railcars for Turkey.

The 19 litre engines, which are rated at 559 kW (750 hp) at 2100 rev/min, will be delivered to Rotems assembly plant in Korea later this year, with the finished railcars due for delivery to Turkish State Railways, TCDD in 2008.

Designed to be operated as 2-car sets, the fleet of modern vehicles is expected to be used on services in and around Izmir near the Aegean coast in Turkey. Each vehicle, which weighs just under 60 tonnes and seats 70 passengers, will be capable of speeds of up to 140 km/hr (88 mph).

The order underlines the QSK19-Rs credentials as the engine of choice for many DMU builders and operators and is expected to pave the way for a follow on order for engines for a further 84 railcar project between Rotem, TCDD and Turkish

Railway equipment manufacturer Tuvasas.According to Ben Lee, Applications Engineer at Cummins Korea,

Rotem is targeting the Turkish market as a bridgehead into Europe. The company has established a good relationship with TCDD and related companies. Cummins was chosen to supply the QSK19-R because of its good working relationship with the companies involved, as well as better engine performance and technical support. TCDD already operates a number of locomotives powered by Cummins K19 engines, while Rotem has been more than satisfied with Cummins engine performance and technical support through many other local DMU projects.

For further information contact: Rail Marketing Group, Cummins Ltd, Royal Oak Way South, Daventry, Northants NN11 8NU, UK

T: +44 (0)1327 886486 F: +44 (0)1327 886115 E: cumminsltd@aol.com W: www.everytime.cummins.com

The new Cummins as recently described by chairman and chief executive officer Tim Solso is positioned as a company with an international workforce united with common goals and values.

The Cummins group of complementary business units that design, manufacture, distribute and service engines and related technologies, including fuel systems, controls, air handling, filtration, emission solutions and electrical power generation systems now operate under the following six brands:

Cummins Emission Solutions (formerly Fleetguard Emissions Solutions)Develops and supplies catalytic exhaust systems and related products to the medium and heavy-duty commercial diesel engine markets.

Cummins Filtration (formerly Fleetguard)Designs, manufactures and distributes heavy-duty air, fuel, hydraulic and lubricant filtration, chemicals and exhaust system technology products for diesel and gas-powered equipment.

Cummins Fuel SystemsDesigns, develops and manufactures new fuel systems and remanufactures electronic control modules.

Cummins Generator Technologies (formerly Newage AVK)The worlds broadest range manufacturer of generators from 0.6 kVA to nearly 30,000 kVA, with 100 years experience in the electrical power generation industry.

Cummins Power GenerationA global provider of power generation systems, components and services in stand-by power, distributed power generation and auxiliary power in mobile applications.

Cummins Turbo Technologies (formerly Holset)Designs and manufactures turbochargers and related products on a global scale for diesel engines above 3 litres.

The Cummins portfolio of products is uniquely positioned in the industry. It includes all of the key engine technologies from air handling to fuel system and filtration to exhaust systems. This allows Cummins to provide the best engine product for each market, using the appropriate technology for optimum performance with the lowest operating costs.

The component technologies can be offered to other engine and vehicle manufacturers, all backed with the expertise and support expected from a global organisation like Cummins.

CUMMINS ONE COMPANY, ONE VOICEThe rebranding of Cummins business units brings together their capabilities and strengths to present one cohesive voice to all of the diversified markets it serves.

WIN A FREE APPLE iPOD SHUFFLE*

With responsibility across all Cummins markets, the ScanBen Holland headquarters employs around 70 people involved in engine/parts sales and logistics including field/workshop mechanics, application engineers and warranty coordinators. The new sites facilities

include offices and workshops, with the capability to repair and refurbish diesel fuel systems. The engine upfit centre and training facilities for the entire Scanben operation have moved to the organisations Mechelen site, which has been rebuilt to accommodate the headquarters for Cummins diesel business unit (DBU) of Greater Europe.

In order to provide the highest levels of aftermarket support, ScanBen makes use

of comprehensively equipped workshops, trained and experienced mechanics,

the latest technology in diagnostic and repair tools, and a fleet of fully equipped QuickServe service vehicles. It also provides certified regional training and has a major overhaul workshop, complete with an engine test facility all backed by a certified dealer network.

ScanBens primary strategy is to provide the best value proposition to customers in the marine, industrial, power generation and rail markets by optimising the use of available skills and inventory across the region, while continually striving to achieve excellence in customer support.

Comprising four wholly owned distributors, with main offices in Mechelen, Belgium and Dordrecht in Holland, Cummins ScanBen has branch offices in Marsta, Sweden and Drobak, Norway. The Holland operation has recently moved into new 3200 square metre facilities, just 1 km away from its previous site in Dordrecht.

Working in conjunction with Dutch Rail, Belgium Rail and Swedish rail companies, ScanBen is presently involved with NED Train the organisation responsible for servicing all trains in Holland in a Six Sigma project to increase train availability and reduce downtime. Currently, 116 Cummins NTA855-R4 engines are in service in Holland, installed in pairs in the countrys DM90 diesel railcar fleet.

SCANBEN EXPANDS OPERATIONSScanBen Cummins distribution organisation for Scandinavia and Benelux (including Iceland and Luxembourg) is expanding its operations, rebuilding its facilities in Belgium and moving its headquarters in Holland to a larger site.

VISIT US AT IHHA

STAND 401

Damien Loockx, General Manager of ScanBen, operates the piling machine to start construction of the new facility.

Cummins fleet of QuickServe service vans.

Sign up for an electronic or printed delivery of our annual Cummins Rail News before 31 August 2007 and automatically get entered into a draw to win a FREE Apple iPod Shuffle. There will be two winners selected. Simply send an email to cumminsltd@aol.com stating that you wish to subscribe to Cummins Rail News by providing your name, organisation, address, telephone, fax, and email address. Please indicate your preference for a printed or electronic copy of Rail News.

* Subject to Terms and Conditions1. This promotion (Promotion) is run by Cummins Ltd. at Darlington, DL1 4PW, UK and is subject to the terms and conditions herein. All participants shall be deemed to have accepted and agreed to be bound by these terms and conditions. 2. No purchase is necessary for this Promotion. Valid entries are subject to participants subscribing to the free Cummins Rail News update during the promotion period from 1 June 2007 to the closing date 31 August 2007. No entries after the closing date will be accepted. Entries are limited to one per person. 3. This Promotion is restricted to persons aged 18 or over. Proof of eligibility must be provided on request. 4. Employees and agents of Cummins or any company connected with this Promotion are not eligible to take part in the Promotion, nor their relatives or members of their families or households. 5. All entries shall go into a draw and two winners shall be randomly selected. The draw shall take place at Cummins Ltd., Darlington, DL1 4PW, UK and the decision made shall be final. Winners will be notified within 15 days after the closing date by either email or a telephone call. 6. Cummins Ltd. will not be held responsible for any inaccuracies in information relating to this Promotion and shall not be held liable for any indirect or direct loss or damage arising as a result of this Promotion. 7. If entries are found to be illegible, reconstructed, forged or against the spirit of the Promotion or these terms and conditions, Cummins Ltd. reserves the right to exclude participants from this Promotion. 8. Publicity may be given to winners including publication of names and/or images on Cummins newsletter and website in relation to this Promotion. 9. Cummins Ltd. reserves the right to cancel, shorten, extend, suspend or change the Promotion at any time. 10. The laws of England and Wales shall govern this Promotion.

CUMMINS ENGINES - CLEAN, EFFICIENT, DEPENDABLE AND DURABLE

Railcar and locomotive design is rapidly evolving to meet ever growing requirements for higher running speeds, increased passenger capacity, lower operational costs and maximum reliability.

With all of these factors placing exceptional demands on the performance of the diesel engine, Cummins has developed a range ideally suited to the rail industry, setting unrivalled standards of power density and durability, along with low emissions and low life cycle costs.

From high speed DMUs (diesel multiple units) to shunters and mainline locomotives, plus every type of track equipment, there is a Cummins engine available to provide the most efficient power solution.

Fundamental to the design of all Cummins rail engines is the need for exceptional durability. Every engine has been designed with a capability for multiple rebuilds with as new performance guaranteed a major benefit in prolonging equipment life without making costly changes to the installation.

The extensive engine range, along with specifications, is shown in the table. For more information visit www.everytime.cummins.com

Cummins Power for Rail Equipment

Model Cylinders Capacity Max Power Max torque

(litres) kW hp (Nm)

QSM11-L 6 11 216-298 290 - 400 1898

QSX15-L 6 15 261-448 350-600 2779

QSK19-L 6 19 450-522 600-750 2981

QSK19-R 6 19 485-560 650-750 2981

QSK23-L 6 23 567-708 760-950 3922

QST30-L V12 30 787 1050 5086

*QSK38-L V12 38 940-1082 1260-1451 5235

QSK45-L V12 45 940-1343 1260-1800 8542

QSK50-L V16 50 1343-1492 1800-2000 8746

QSK60-L V16 60 1492-1940 2000-2600 11695

**QSK78-L V18 78 2238-2611 3000- 3500 13771

Cummins is a pioneer in product development. Thus, specifications may change without notice.* QSK38-L will be available in 2008 ** QSK78-L will be available in 2009