New Zealand DB/DBR class
GVR No.12 (DBR 1295) at Pukeoware Depot on the Glenbrook Vintage Railway
Type and origin Power type Diesel-electric Builder General Motors Diesel Canada (builder) Clyde Engineering, Australia (rebuilder) Model EMD G8 Build date 1965–1966 (built) 1980–1982 (rebuilt)
Specifications Configuration: ​  • UIC A1A-A1A Gauge 3 ft 6 in (1,067 mm) Length 14.0 m (45 ft 11 in) Adhesive weight DB 47.0 t (46.3 long tons; 51.8 short tons) DBR 46.0 t (45.3 long tons; 50.7 short tons) Loco weight DB 69.0 t (67.9 long tons; 76.1 short tons) DBR 68.0 t (66.9 long tons; 75.0 short tons) Prime mover DB GM 8-567C DBR GM 8-645C Engine type V8 Diesel engine Aspiration Roots-type supercharger Displacement DB 74.33 litres (4,536 cu in) DBR 84.56 litres (5,160 cu in) Traction motors Four EMD D29 Cylinders 8 Cylinder size 230 mm (9+1⁄16 in) x 250 mm (9.8 in)
Performance figures Maximum speed 100 km/h (62 mph) Power output DBR 709 kW (951 hp) Tractive effort 100 kN (22,000 lbf)
Career Number in class 17 Numbers DB 1000–1016 (original) DB 1001–1180 (TMS) DBR 1199–1295 First run DB 1965 – 1966 DBR 1980 – 1982 Last run DB 1986 – 1989 DBR 2002 - 2017 Disposition 7 DBs and 2 DBRs scrapped 2 DBRs preserved 6 DBRs in industrial use

The New Zealand DB class and DBR class^{[nb 1]} locomotive is a type of diesel-electric locomotive built for service on New Zealand's rail network. They were built by General Motors Diesel (GMD) of Canada as a narrow-gauge version of the EMD G8 model, with seventeen locomotives constructed. Ten of these were later rebuilt into the DBR class.

Introduction

The D^B class was introduced to the rail network in 1965-1966 as a result of a requirement for a modern locomotive that could operate on the North Island lines that the D^A class was excluded from due to their weight and axle load.^[1][2] They were ordered at the same time as the final D^A order was placed.^[3][4] While these were mainly branch lines, it also applied to the East Coast Main Trunk line, particularly the section beyond Paeroa through the Karangahake and Athenree gorges until the opening of the Kaimai Tunnel in 1978.^[5]

The class was virtually indistinguishable externally from the D^A class, being of the same basic design and dimensions, and wearing the same livery. They were some 13 tonnes lighter with a V8 prime mover as opposed to a V12 in the D^A class, though the classes shared the same A1A-A1A wheel configuration and traction motors for commonality. The locomotives were supplied with cast-steel bogies manufactured by Dofasco, but these were swapped with phase I D^A class locomotives, which were delivered with fabricated bogies, once the D^B class entered service.^[4]

Rebuild to DBR

DBR 1254 at Westfield, Auckland.

In the late 1970s the decision was made to rebuild the D^B class along similar lines to that being undertaken for the D^A class into the DC class.^[5] The rebuilt D^B units were designated as DBR (R = rebuild). The rebuilds were done by Clyde Engineering in Australia and involved the lowering of the short hood to improve visibility for the driver, new cabs similar to the DC class, and the installation of a new EMD 8-645 engine. Ten units were rebuilt between 1980 and 1982.^[6][7]

In service

The D^B class was employed primarily freight duties, though they did also see occasional service hauling passenger trains. As lines and bridges were upgraded, and in the case of the ECMT the Kaimai Tunnel opening, the weight advantage the locomotives had over other classes used in the North Island became less of a factor and the locomotives were operated as part of a general pool.

Initially, all DBR class locomotives were allocated to the North Island.^[8] The lightweight nature of the DBR locomotives meant they were well suited to operate some South Island lines following the withdrawal of the DI and DJ class locomotives in the early 1990s.^[6] The last DBR returned north from the South Island around 2007.^[9]

Wellington bankers

For many years two DBR class locomotives formed the basis of a banker set out of Wellington, primarily assisting trains between Wellington and Paekakariki but also performing multiple other jobs including the Hutt Workshops shunt, work trains around the region and any unusual movements. DBRs 1199 and 1200 were the initial pair, becoming known as the "Bobsy Twins" (sp), likely a reference to the Bobbsey Twins due mainly to their consecutive numbers (a rarity under the TMS numbering system). In the early 2000s DBR1199 suffered a failure and was withdrawn from service and laid up, replaced on the banker set by DBR1267. DBR1199 was later sent to Hillside for repair and use on the Auckland SX set commuter trains, by which time the pairing of DBRs 1200 and 1267 had become known simply as "The Twins". DBR1267 was later transferred to Auckland to replace DBR1282,^[12] with the Wellington banking role taken over by other locomotives.

DBR1199, Karangahake Gorge, 1980, on the former East Coast Main Trunk route

Withdrawal and disposal

DBR 1267 at Whangarei

As of May 2017, all units have been withdrawn from service. The locomotives were withdrawn on account of being either surplus to requirements, or in poor mechanical condition. All of the DB locomotives were withdrawn by February 1989. In the early 2000s, DBRs 1199, 1239 and 1241 were withdrawn and placed into storage at Hutt Workshops.^[13][14] DBR1199 was reinstated a year later for suburban trains in Auckland,^[10][15] and 1239 and 1241 were scrapped at Hutt Workshops in February 2008.^[16]

More withdrawals commenced in July 2013, with 1200 being the first.^[17][18] A few more were laid-up over the next few months.^[19][20] In February 2014, 1267, 1282 and 1295 were reinstated due to the DL class locomotives being taken out of service after samples from one locomotive tested positive for asbestos.^[20][21] Withdrawals began again in May of that year when 1282 was laid up.^[21][17] The rest have been withdrawn, with 1226 being the last.^[22]

In June 2017, KiwiRail issued a Request for Quotation (RFQ) via the Government Electronic Tendering Service (GETS).^[23][22] In August 2017, it was announced that DBRs 1254 and 1295 have been purchased by the Glenbrook Vintage Railway.^[24][25] The remaining DBRs were originally sold to an locomotive/rolling stock dealer in South Africa,^[25] but have now been sold to DBM Contracting.^[24][26]

Preservation

Preserved at Goldfields Railway and owned by DBM Contracting:

• DBR1199, DB class 1965 (rebuilt to DBR 1980)
• DBR1282, DB class 1966 (rebuilt to DBR 1982)

Preserved at Glenbrook Vintage Railway:

• DBR1254 - Mainline certified
• DBR1295 - GVR only

In August 2017, it was announced by the Glenbrook Vintage Railway that they had purchased DBRs 1254 and 1295 for eventually hauling mainline excursions.^[24][25] After being stored at Hutt Workshops, the pair arrived on-site on 3 November 2017.^[26] In March 2018, 1295 was repainted in the "International Orange" livery.^[27][28] In May 2018, work started on overhauling 1254 for mainline certification. Both have been given GVR numbers, which are No.11 and No.12 respectively.^[29] DBR 1254's restoration was completed in September 2019, and is now mainline certified.^[30]

References