DB class 111
| DB class 111 | |
|---|---|
 |
|
| Numbering: | 111 001-227 |
| Number: | 227 built 211 in the inventory, of which 42 were parked |
| Manufacturer: | AEG , BBC , Henschel , Krauss-Maffei , Krupp , Siemens |
| Year of construction (s): | 1974-1984 |
| Retirement: | since 2013 |
| Axis formula : | Bo'Bo ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 16,750 mm |
| Height: | 4,489 mm |
| Width: | 3,130 mm |
| Trunnion Distance: | 7,900 mm |
| Bogie axle base: | 3,400 mm |
| Service mass: | 83.0 t |
| Wheel set mass : | 20.8 t |
| Top speed: | 160 km / h |
| Hourly output : | 4 × 925 kW = 3,700 kW |
| Continuous output : | 4 × 905 kW = 3,620 kW |
| Starting tractive effort: | 274 kN |
| Performance indicator: | 44.6 kW / t |
| Wheel diameter: | 1,250 mm |
| Power system : | 15 kV 16.7 Hz AC |
| Power transmission: | Overhead line |
| Number of traction motors: | 4th |
| Drive: | Rubber ring spring |
| Type of speed switch: | W29T from SSW with flat track selector and 2 thyristor load switches |
| Brake: | Knorr air brake; electric brake (continuous output: 3,600 kW) |
| Train control : | Sifa / PZB 90, partly LZB |
The 111 series is an electric locomotive - series of the Deutsche Bahn . Of the four-axle locomotives , a total of 227 machines were built between 1974 and 1984. Used the 160-km / h locomotives now mainly in regional and local traffic , while also heavy at entry people - long-distance part of their area of responsibility. In the Rhine-Ruhr area it was used in S-Bahn traffic in the 1980s , for which the corresponding series were painted differently and equipped with train destination displays in the form of scrolling displays .
history
The class 111 is the successor to the class 110 express locomotive . Since there was still a need for more high-speed electric locomotives after the end of 110 production, the then Deutsche Bundesbahn decided in the early 1970s to develop the successor series 111 based on tried and tested parts of the 110 series.
Particular attention was paid to improving the smoothness of running at high speeds through new bogies and improved working conditions for the train driver . For this purpose the DB standard driver's cab was developed by the Federal Railroad Central Office in Munich and the manufacturer Krauss-Maffei , which was designed according to ergonomic findings and is also used in other new locomotives and control cars .
The first locomotive, 111 001, left the Krauss-Maffei factory in December 1974. By 1984, another 226 vehicles followed , in whose construction Henschel and Krupp as well as Siemens , AEG and BBC were involved in the electrical part. The last series was actually not needed by the DB, but was intended to secure jobs in the German locomotive construction industry.
There were six series:
- 1st series: 111 001-070
- 2nd series: 111 071-110
- 3rd series: 111 111-146 (S-Bahn)
- 4th series: 111 147-178 (S-Bahn)
- 5th series: 111 179-210
- 6th series: 111 211-227
The 111 series was to be the last newly acquired series of electric locomotives of the Federal Railroad in conventional alternating current technology, after that only three-phase asynchronous locomotives were to be procured (the 120 series , the first German three-phase current locomotive , was already in the starting blocks). After reunification , however, a decision was made in 1991, again for political reasons, to acquire the class 112.1 with conventional technology together with the Deutsche Reichsbahn .
S-Bahn traffic
For the new S-Bahn Rhein-Ruhr , new S-Bahn trains with toilets and more comfort for long distances should be procured, and for reasons of industrial policy, the German locomotive construction industry should be kept busy with a 'minimal program' until the appearance of the 120. That is why it was decided in 1979, instead of a planned version of the 420/421 (422) series, which were to be procured as multiple units with toilets , to construct new S-Bahn wagons, the x-wagons , and to use them as locomotive- hauled push- pull trains with the 111 series . The locomotives 111 111 to 111 188 were therefore painted ex works in the then current S-Bahn colors pure orange / pebble gray - the so-called pop paint - and equipped with S-Bahn equipment, e.g. B. train destination displays and the time-division multiplex push -pull train control used for the first time via the IS line of the train. They also have microphones for train announcements and operating and monitoring devices for the door control system.
These locomotives were run internally as the 113 series to distinguish them from the normal 111s , and there were even considerations to officially re-designate the 111er S-Bahn. Since all 111s are mainly used in regional traffic and therefore the remaining 111s have also been equipped with push-pull control, the need for differentiation has been eliminated.
Long-distance transport
In the same year 1979, the InterCity introduced the second class of carriage to help it achieve greater economic success. In addition, the intercity network should be extended and on the most important lines in hourly be driven. It was already known that the class 103 , built purely as a high-speed locomotive, tended to have problems in the medium speed range from 140 km / h to 160 km / h: When used in front of slow but heavy trains , the sophisticated engines of the class 103 responded with strong Wear. In addition, the 145 copies of the 103 were too few in number. Now it paid off that the running quality of the bogies had been consistently optimized for the 111 series and that there was still room for improvement in terms of performance. From May 1980, the maximum permissible speed of all 111s was increased from 150 km / h to 160 km / h, from then on they were also used in front of InterCity trains (partly in double traction ).
Incidentally, the class 111 locomotives hauled the Intercity trains south of Munich, which were carried beyond the main IC network to the Upper Bavarian and Austrian tourist areas, for example the Intercity Karwendel .
With the introduction of the Interregio in rail traffic , a number of these connections were covered with class 111 locomotives, primarily on the lines where the maximum speed did not exceed 160 km / h.
Retirement
In 1981 there was a serious accident in Austria, as a result of which the only three-year-old 111 109 was so badly damaged that it was dismantled on the spot. For a long time it was the only exit in the 111 series.
On November 24, 2006, 111 004 collided with a truck at a level crossing near Eschenlohe, which was also using it for turning; their reprocessing was refused for economic reasons. The machine, which is over 30 years old, was detained at the Munich depot for a long time and was scrapped on May 30, 2008.
On June 16, 2010 around 11:30 p.m., the 111 090, which was pulling a regional express , collided with several derailed freight cars in Peine in Lower Saxony . As a result of the force, the locomotive broke through a noise barrier and remained in the garden of an apartment building . In the accident, 15 passengers were slightly injured and the train driver was seriously injured. The locomotive was so badly damaged that it was demolished on June 28, 2010 and dismantled after the accident investigation in Peine.
111 154 was involved in a shunting accident in Aachen and was scrapped on May 12, 2012 at her home plant in Cologne. Since the locomotive was found to be no longer operational, it could no longer be transferred to the usual dismantling location in Opladen.
With the z-position of the Munich 111 034 on April 16, 2012 due to the expiry of the deadline, it seemed as if the regular retirement of the 111 series would begin. Reactivation was still being considered, but the upcoming general inspection revealed severe frame damage, so that the general inspection on the locomotive was canceled. On August 13, 2012, the locomotive was transferred to Opladen by the MEG locomotive 315 to the Bender recycling company for scrapping.
In spring 2012, 111 001 was decommissioned and transferred to the DB Museum Koblenz in Koblenz-Lützel, where it is now a museum locomotive.
111 006 was destroyed by fire on July 16, 2013 in the Pasing depot. The cause was probably a technical defect on the transformer. After being towed to the Munich main station and spare parts removed, the remainder of the locomotive, which had meanwhile been heavily rusting, was transferred to the Thyssen Dück company in Aubing for scrapping on October 15th. The siding is located between the scene of the fire in the Pasing depot and the Pasing wagon works.
Since the end of 2012, several locomotives of this series have been on siding with expiry of the deadline. In the course of 2013, the scrapping of the first locomotives began. However, in 2014 some locomotives, especially in North Rhine-Westphalia , still received general inspections. Some machines are also transferred to standstill management in Hamm (Westphalia) when the deadline has expired.
In September 2017, 111 210, 215 and 222 were sold to the rail company RailAdventure. In the Dessau repair shop , the three machines are to be given a general inspection and will be put into operational service in the course of 2018.
Use in recent times
After the third stage of the rail reform, the 111 series was assigned to DB Regio , so that its use is increasingly concentrated on regional traffic. From around 1998 onwards, long-distance traffic, in particular with interregional trains, fell sharply and is now limited to rare replacement services for long-distance locomotives. In the grueling S-Bahn traffic, starting in 1993, the 111 was gradually replaced by class 143 electric locomotives of the Ex-DR that had been converted for this purpose ; however, the last 111s could not be released from the S-Bahn service until June 1997. From December 2010 to the beginning of 2013, the Nuremberg S-Bahn again used the 111er as a replacement for the class 442 multiple units in its S-Bahn network that were not yet approved . Apart from its first years of operation, the 111 has always been an exotic exception to the rule in front of freight trains . In the past few years there have been no more operations in freight transport .
Particularly with the large numbers of double-decker cars delivered from the beginning of the 1990s, the 111 continues to shape the image of modern local rail passenger transport on main lines to this day . In recent times, services have increasingly been given to newly delivered class 146 locomotives and to class 114 locomotives that have become vacant elsewhere. It can still be found frequently with conventional, one-story push-pull trains. Time and again, it benefits from its technical versatility and its maximum permissible speed, which considerably expand its range of applications. The series has been stationed in Ludwigshafen since the end of 2009 .
A replacement of the 111 was not in sight for a long time, as releases due to newly delivered class 146 locomotives initially only resulted in a shift in performance to the detriment of other vehicle series - the class 141 and the predecessor class 110, most recently the class 143. Since the beginning of 2013, many 111s have been decommissioned and scrapped when the deadline expires. However, an end date and an expiry BW are not yet in sight.
construction
The design of the 111 series is essentially based on that of the 110 series, but has been significantly improved or expanded in parts. In the mechanical part, particular reference should be made to the new types of bogies; the wheel sets are guided by lemniscate links . For supporting the locomotive body come Flexicoilfedern used. In the electrical part of the 111 series, the WB 372 traction motors of the 110 and 140 series and their transformers continued to be used. After the driving forces originally a rubber ring shaft drive the Series 103 should be similarly transferred, it remained to Try with this converted 110,466 the proven rubber ring spring drive of the 110 series, as the drive of the series 103 only beyond h to 160 km / significant advantages would have.
The new single-arm pantographs type SBS 65 were planned on the roof, but these were only partially used in the machines of the first to third series (111 001-146) and were dismantled again shortly afterwards and exchanged for double-arm pantographs of type DBS 54, because the single-arm pantographs were required for the 103 series. That is why some of the locomotives of the first series still run with DBS 54a pantographs today . From 111 147 the SBS 65 was used without exception, from the fifth series (from 111 179) its further development SBS 81. In the four machines 111 103-105 and 109, a new pantograph was tested in the early 1980s with the WBL 79, which was different when all single-arm pantographs used up to that point had directed its joint towards the center of the locomotive.
The placement of the transformer upright in the middle of the machine room was retained, but the division of the machine room was modified so that there is only one central machine room aisle in front of and behind the transformer. The drive motors are switched in the tried and tested manner on the high-voltage side by means of an electric motor-driven switchgear in 28 speed steps via a thyristor load switch. The motors can be used as electrical brakes , they then each work on their own braking resistor. Braking power and braking force could be increased compared to the 110 series. The resulting heat is dissipated via roof ventilators, which are now driven by the braking current. The brake is controlled by a Hall generator , as it was used in the last 110 series. In addition to the electric brake, there is a multi-release compressed air brake , a pneumatic, direct-acting auxiliary brake and a spindle handbrake per bogie. When the service brakes are applied, the driver's brake valve controls the indirect and the coupled brake actuator controls the electric brake, which deactivates the locomotive's indirect compressed air brake. Only when braking quickly does both compressed air and the electric brake work. If the electric brake fails, the full range of the indirect compressed air brake is immediately available. Electronic anti-skid protection is currently being retrofitted to the 111s , which acts on both the compressed air and electric brakes, since the 111 always tended to flat spots in the autumn months .
The control concept and the main circuits have hardly changed compared to the last 110 series, but the limit value monitoring device that has been added and was previously used in the 103 and 151 series enables the 111 to be operated much more conveniently. The locomotive can therefore optionally be controlled via pulse control ( up- Down control ) or an electronic tension control. This Z-control ensures that the preselected engine tractive effort is kept almost constant or slightly reduced with increasing driving speed without further intervention by the driver , because the coefficient of friction between wheel and rail decreases slightly with increasing speed. The limit value monitoring device, also known as "start-up monitoring", ensures that the permissible maximum values for motor and upper current as well as traction motor voltage are maintained by intervening in the switching mechanism. An automatic anti-skid protection is integrated in the start-up monitoring, which acts on the switching mechanism and the anti-skid brake in the event of low adhesion values and the risk of skidding. All machines have the conventional push -pull train and double traction control via the 36-pin control cable. The 111 111–188 intended for the S-Bahn traffic received partly ex works, partly later the time-multiplex push-pull train control (ZWS) required for this as well as a function extension (ZWS addition) to control functions of the wagon train , today's frequency-multiplex train control (FMZ ). For the cover of double-deck trains in traction unit traction some former suburban railway machines received the mid-90s, the time-division double traction control (ZDS). In the meantime, almost all other 111s have also been retrofitted with ZWS / ZDS and FMZ, and some with passenger information systems. The pre-production locomotives 001 to 005 had automatic travel and brake control from delivery .
From the factory was point Zugbeeinflussung of type I 60 present. Since this system, based on relay circuits, only monitors the speeds in a time-dependent manner, when the locomotives equipped in this way were deployed at more than 140 km / h, they always had to be manned by an additional train attendant. In order to save this personnel and to increase safety, a train control system with computer technology was developed, the I 60 R. It monitors the driving style of the driver depending on the route and can therefore react earlier to an impending signal crossing. Testing and safety verification took place in the early 1990s on locomotives 111 210 to 219. The 111 of the Frankfurt depot, which were in service at 160 km / h, were the first to be equipped with the new train control. A few 111s (055 to 066) also have the LZB 80 line train control .
Color variations
The 111 series has seen several color variants in its more than 30 years of service . Upon delivery, the 111 locomotives were supplied in the ocean blue-beige color scheme that was customary at the time. The machines 111 111 to 111 188 assigned to the S-Bahn Rhein-Ruhr were put into service directly in the S-Bahn paint scheme in pure orange ( RAL 2004) and pebble gray.
The new, red color scheme of the DB was first tested in 1985 on two Munich 111s (068 and 069), on them this new color scheme was finally selected for all DB locomotives. As a result, the ocean blue / beige machines were gradually overmolded with white bibs as a contrasting surface as part of their main investigations into the orient red color scheme (RAL 3031) introduced at the end of 1987 .
With the new traffic red color scheme, the ocean blue-beige, orient red and the 111 painted in S-Bahn colors gradually disappeared from the end of the 1990s. An exception are the four locomotives 111 156, 158, 175 and 176, whose S-Bahn paintwork has been modernized: Instead of the pure orange paint, the belly band on these S-Bahn 111s was designed in traffic red . The locomotives were used like this for several years. Today the class 111 locomotives (including all former S-Bahn machines) can be found in the current traffic red color scheme.
At the beginning of the 1990s, 111 049 was the train engine for the Lufthansa Airport Express in the Lufthansa colors of yellow and light gray. 111 030, the so-called vampire locomotive, ran until 2005 with full advertising (blue with the words Tanz der Vampire ).
For the 850th birthday of the city of Munich , the 111 027 was presented to the public on May 30, 2008 in an anniversary paint scheme. The silver locomotive shows u. a. Images of the Münchner Kindl and the towers of the Frauenkirche . The plan was to use the DB Regio network in southern Bavaria on the routes to Rosenheim , Traunstein , Mittenwald , Augsburg and Ulm . Recently, there have been five 111 advertising locomotives in Bavaria with advertisements for the Bavarian Railway Company (“Bahnland Bayern”), the German Alpine Association (“With the train to the mountains”), the ADAC automobile club and breakdown assistance, the Bavarian Beer Brewers Association (“500 years Reinheitsgebot ") and the application for the Olympic Winter Games 2018 in Munich on the way.
111 224 ocean blue-beige freshly delivered in 1984 in Munich
111 in the S-Bahn livery
111 111 in AW München-Neuaubing (April 1984)
111 068, the first orient red 111, in Munich Hbf
111 039 as an advertising locomotive for the DAV : "By train to the mountains" (2011)
111 017, variant "Bahnland Bayern"
Other tracks
In the meantime, decommissioned locomotives have also been sold to other railway companies at DB. 111 210, 215 and 222 have been in use at RailAdventure since 2018. To this end, they have been examined and modernized, including with air conditioning in the driver's cab and new paint in gray / white. The 111 056 and 111 200 locomotives are also located at the Gesellschaft für Fahrzeugtechnik mbH in Crailsheim. The locomotives are to be reactivated there in summer 2019 for charter and replacement services.
literature
- Konrad Koschinski: Class 111 . Publishing group Bahn, Fürstenfeldbruck 2014 (Eisenbahn Journal Spezial 1/2014), ISBN 978-3-89610-391-8 .
- Gustav Nagel: Class 111. In the driver's cab . In: Lok-Magazin . Volume 41, No. 253 . GeraNova Zeitschriftenverlag, Munich 2002, p. 54-57 .
- Gerhard Scholtis: The express train locomotives, class 111 of the DB . In: Lok-Magazin . No. 87 . Franckh'sche Verlagshandlung, W. Keller & Co., Stuttgart 1977, p. 454-460 .
Web links
Individual evidence
- ^ G. Gleitsmann: x-Wagen on the S-Bahn Rhein-Ruhr in retreat. In: Railway courier. No. 441, 2009, p. 15.
- ↑ www.drehscheibe-foren.de
- ^ Report of the Peiner Zeitung, accessed on June 18, 2010 ( Memento of August 24, 2010 in the Internet Archive )
- ↑ Turntable online - use of the BR 111 on the S1
- ↑ The pantographs in the 111 series
- ↑ Modernized 111 finished . In: railway magazine . No. 5 , 2018, ISSN 0342-1902 , p. 35 .