DB class V 100
| DB class V 100 10 DB class 211 |
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Purple V 100.10 in Graefenberg , 1991
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| Numbering: | V 100 1001–1005 V 100 1007–1365 211 001–005 211 007–365 |
| Number: | 364 |
| Manufacturer: | MaK |
| Year of construction (s): | 1958-1963 |
| Retirement: | until 2004 |
| Axis formula : | B'B ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 12,100 mm |
| Height: | 3,990 mm |
| Trunnion Distance: | 6,000 mm |
| Bogie axle base: | 2,200 mm |
| Service mass: | 62.0 t |
| Wheel set mass : | 15.5 t |
| Top speed: | 90 km / h 100 km / h from 211 008 |
| Continuous output : | 809 kW (1100 hp) |
| Starting tractive effort: | 177 kN |
| Performance indicator: | 13.0 kW / t |
| Wheel diameter: | 950 mm |
| Motor type: |
Maybach MD 650 Daimler-Benz MB 820 Bb MAN L 12 V 18/21 MAN V 6 V 18/21 Daimler-Benz MB 835 Ab |
| Motor type: | 1 × 12-cylinder four-stroke diesel engine |
| Rated speed: | 1,500 min -1 |
| Power transmission: | hydrodynamic / mechanical |
| Tank capacity: | 2 500 l |
| Brake: | Knorr air brake |
| Train control : | Sifa / Indusi |
| Train heating: | steam |
The V 100 series is a type of locomotive with diesel-hydraulic drive procured by the Deutsche Bundesbahn (DB) at the end of the 1950s , which replaced the steam locomotive series used there on non-electrified branch lines . The V 100 series was produced in several different versions.
technology
The locomotives of the V-100 family have two bogies with two driven wheelsets each . As engines have been in the original versions fast running twelve-cylinder - V engines from Maybach , Mercedes-Benz or MAN used. Power is transmitted from the engine to the wheelsets via a hydrodynamic gearbox with two torque converters and a fluid coupling , but with the locomotives that are suitable for steep routes with a hydrodynamic brake instead of the fluid coupling and a downstream mechanical two-speed and reversing gearbox via cardan shafts to the individual wheelset counters in the bogies. The bogies have a welded H-shaped frame with two longitudinal and two cross members. The locomotive frame, which is also made from rolled steel profiles and sheet metal, is supported on the bogies as a welded construction. Shock absorbers are arranged on both sides of the pivot pins to dampen the rotary movements of the bogies in relation to the locomotive frame.
Experience with the V 80 series led to various improvements in the development of the V 100. In the V 80, for example, power transmission with cardan shafts had basically proven itself, but due to the drive concept with transfer cases, the cardan shafts were very long, so that when used on heavy trains, damage was often caused by twisted cardan shafts. In the V 100, the cardan shafts were therefore made shorter and more powerful. A continuous cardan shaft drive was provided for this purpose. This means that the respective inner wheel set in the bogie is driven directly from the transmission via a cardan shaft and the respective outer wheel set is driven via another cardan shaft between the back gear of the inner wheel set and its own back gear. The accessible front end of the V 80 had not proven itself due to poor visibility of the buffers and maneuvering steps and poor accessibility to the components. The stems of the V 100 were therefore not accessible and therefore narrower.
The electrical power control with poor controllability through only six speed levels, which was uniform in V 80, V 200 and VT 08, was no longer convincing. A new electropneumatic control system for the engine and transmission was therefore developed for the V 100, which was later used in all other new diesel locomotives up to and including the 218 series. The drive switch alternately fed five solenoid valves which, in a so-called 16-position device, caused a control piston to advance millimeter by millimeter, which acted on the Maybach R32f motor controller and used it to specify the fuel injection quantity. The combination of the solenoid valves resulted in 15 speed steps, so that the V 100 could be started up better than its predecessor while utilizing the highest possible adhesion value. In the early years, there was also an acceleration speed step "B" on the drive switch, in which the control piston could be advanced by a further 2 mm by feeding a solenoid valve that was not required in speed step 15. In mathematical terms, speed step B corresponded to speed step 17 and enabled the 1100 HP engine to be overloaded up to around 1,250 HP. Since this increased the wear too much, level B was later mechanically blocked on the drive switch. The anti-skid function also applied to the five solenoid valves by automatically reducing the power by up to 8 speed levels during the spin process. Many V 100s were capable of pushing pullers and double traction via a 36-pin control cable. Mixed double tractions with locomotives of the series 211 to 218 were permitted and practiced because of the standardized locomotive control. However, the double traction control was incompatible with the V 80 and V 200 due to a different type of control.
The non-load-bearing locomotive superstructures consist of the driver's cab, which is roughly in the middle, and the two stems of different lengths. The main diesel engine and the auxiliary diesel engine (for battery charging and power supply when the main diesel engine is at a standstill) and the cooling system are located under the longer front structure, and under the shorter boiler, compressor, batteries and lighting starter.
Series V 100 10 / Series 211
The V 100 10 series was intended to be used in light passenger and freight train services on branch lines. This type of locomotive was developed in 1956 by the Federal Railroad Central Office in Munich together with MaK for the DB.
Test locomotives
The first six test machines were delivered in the late autumn of 1958. The locomotives classified as V 100 001 to 005 were equipped with a 809 kW (1,100 hp) engine. However, the V 100 006 received an engine with 993 kW (1,350 hp). The last-mentioned locomotive formed the basis for the V 100.20, the later class 212. The V 100 007 was initially built as the seventh test locomotive by Maschinenbau Kiel (MaK) for its own account. It was the first ever V 100 to be built and was available to the BZA Munich for test drives four months before the remaining test locomotives were delivered. The MaK planned to use the locomotive later as a demonstrator for an alternative motorization with the in-house slow-speed marine diesel engines. Instead, however, the machine was bought by the DB in 1959. The locomotive was tested in Sweden, among other places.
The first choice for a locomotive in the performance class up to 1,100 hp would have been the tried and tested hydraulic three-converter gearbox LT306r from the V 200.0. However, this gearbox no longer corresponded to the latest technical standards and did not offer any reserves to increase the input power beyond 1,100 hp. The DB therefore had Voith develop a new gearbox L216rs with a converter-converter clutch design. By reducing the ratio between the transmission input shaft and the hollow shaft, the transmission could be adapted to higher engine outputs. This was later used for the 212 series. The gearbox is designed as a single-shaft gearbox, i.e. the pump wheels run on a hollow shaft in which the secondary shaft with the turbine wheels is located. The idlers are fixedly connected to the gearbox. The hydraulic part is followed by the mechanical rear-mounted gearbox, consisting of a reversing gear and a step gear. Locomotive 001 was given a trial LT306r from the inventory of the Federal Railroad. Comparison drives with the L216rs resulted in more favorable fuel consumption values for the latter transmission, so that it went into series production. Only at a later point in time was the Mekydro K104 gearbox from Maybach (also installed in part of the V 200.0) tested in three series locomotives and then replaced by the series gearbox.
The test machines initially lacked wheel flange lubrication . Only locomotives 005 and 006 had the option of remote control via the 36-pin KWS line. The maximum speed of all locomotives was originally limited to 90 km / h. The reason for this was not technical, but legal in nature: from 100 km / h top speed, the EBO demanded the Indusi . In the course of retrofitting with an Indusi from Standard Elektrik Lorenz , the maximum speed was formally increased in 1965.
In 1960, the pre-series machines 001 to 005 and 007 were redesigned as V 100 1001 to 1005 and 1007 to better distinguish them from the more powerful V 100 006.
Series locomotives
Series deliveries began in 1961 and lasted until 1963. In addition to MaK (V 100 1008–1026, 1044–1113), the locomotives from Deutz (V 100 1114–1168), Maschinenfabrik Esslingen (V 100 1354–1365), Henschel (V 100 1169–1223), Jung (V 100 1027-1043, 1324-1353), Krauss-Maffei (V 100 1274-1323) and Krupp (V 100 1224-1273).
Engines from Maybach and Mercedes-Benz were mainly used in the series locomotives. The MAN engines, which were procured in small numbers, had been completely replaced by 1980 at the latest. As with the test machines, wheel flange lubrication and Indusi were retrofitted later.
At the beginning of the 1970s, statistical evaluations of the trouble-free mileage showed falling values for the 211 series due to increased damage to engines without piston oil cooling. These units were sensitive to frequent operation at rated engine power. The Federal Railroad therefore decided to withdraw the affected engines from line service in the medium term and to use them instead in the V 90 series, whose load profile contained higher partial load shares. In return, the 211 series received engines with piston oil cooling. In numerous cases, the 1,350 hp engine from the 212 series was installed. As far as the original gearbox remained in the locomotive, the engine was throttled to 1,100 hp. Since aggregates without piston cooling were procured from the 1,350 hp engine, which suffered from problems similar to those described above, these were preferably installed as a throttled engine in order to ensure that they were used more gently. If the locomotive received the reinforced gearbox of the 212 series, a 1,350 hp engine could be used without throttling. From the point of view of operational planning, such 211s could then be used like 212s, but they were not referred to as the 212 series.
As part of the renumbering of the locomotives of the Deutsche Bundesbahn in 1968, the V 100 10 was classified as class 211 , the first digit (“1”) of the serial number was omitted. The locomotives were taken over by Deutsche Bahn AG in 1994 .
After almost forty years of use, the last machine was decommissioned in 2001. The V 100 1023 (211 023) was added to the inventory of the DB Museum in Nuremberg after it was taken out of service . On October 17, 2005, it was badly damaged in a locomotive shed fire and, like all other burned-out diesel locomotives in the museum, scrapped in June / July 2006. For more museum locomotives, see whereabouts .
Series V 100 20 / Series 212 and 213
| DB series V 100 20 DB series 212, 213 |
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 212 052 in purple in Friedberg (Hessen)
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| Numbering: | V 100 2001-2381 212 001-331 212 342-381 213 332-341 |
| Number: | 381 |
| Manufacturer: | MaK |
| Year of construction (s): | 1962-1965 |
| Axis formula : | B'B ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 12,100 mm 12,300 mm from 212 022 |
| Height: | 4,275 mm |
| Trunnion Distance: | 6,000 mm |
| Bogie axle base: | 2,200 mm |
| Total wheelbase: | 8,200 mm |
| Service mass: | 63.0 t |
| Wheel set mass : | 15.8 t |
| Top speed: | 65/100 km / h |
| Continuous output : | 993 kW |
| Starting tractive effort: | 177 kN |
| Performance indicator: | 15.8 kW / t |
| Wheel diameter: | 950 mm |
| Motor type: | 12-cylinder 4-stroke V-engine with pre-chamber injection, type MTU 12V652 TA / TZ10 |
| Power transmission: | hydraulic |
| Tank capacity: | 2 500 l |
| Train control : | Sifa / Indusi |
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The series V 100 20 or 212 is a more powerful variant of the V 100. It was based on the prototype V 100 006, designated as V 100 2001 from 1960, in series production from 1962 and, in contrast to the V 100 10 also intended for main and steep line service. A total of 381 copies were put into service by 1966. In addition to MaK (V 100 2002–2106, 2232–2331), the locomotives were manufactured by Deutz (V 100 2202–2231, 2342–2381), Henschel (V 100 2107–2164) and Jung (V 100 2165–2201). Their top speed was 100 km / h.
The engine output was 993 kW (1,350 hp). A 4-stroke pre-chamber diesel engine from MTU, type 12V652 TZ10, was installed as the engine type. But the first damage soon became apparent, as this engine had no piston crown cooling and the engine was driven almost permanently at the performance limit. The damage included cooling water ingress and piston seizure. When purchasing the V 90, later the 290, these problems were taken into account by purchasing the MTU 12V652 TA10. However, this same type of engine was equipped with piston crown cooling. An oil pump uses an oil pump to press a fine jet of oil from the oil pan against the piston crown, which cools the piston. The warm oil flows back and is fed via the lubrication circuit to the heat exchanger, where the oil transfers its thermal energy to the cooling water. The Federal Railroad took the opportunity and built the V 90 engines into the 212. The engines from the 212 were throttled to 1,100 hp and the remaining use of the 211 was made with care. The engines freed there were then transferred to the 290. This led to an increase in the reliability of the V 100.
Since an enlarged cooling system proved to be useful with the increased engine power compared to the 211, the front end and the frame cover plate of the locomotives from number 022 onwards were lengthened by 20 cm. The frame itself remained unchanged, but the front buffer beam was also lengthened accordingly. The larger cooling system can be recognized by the vertical fins opposite the horizontal ones of the other locomotives.
As in the 211 series, a transmission of the basic type Voith L216rs is used, but in a different variant. The transmission has a starting converter, a speed converter and a hydraulic clutch for the upper speed range. The integrated multi-step gearbox, which can only be shifted when the vehicle is stationary, allows a maximum speed of 65 km / h in slow gear or 100 km / h in long-distance gear. When switching to slow gear, the pulling force also increases. On the one hand, the higher engine input power is transmitted using the design reserves of the gearbox; on the other hand, the ratio between the gearbox input shaft and the hollow shaft differs from that in the transmissions for the 211 series.Other minor differences to the 211 are in the electrical part of the locomotives.
Ten locomotives from the last series of 150 machines also received a hydrodynamic brake and modified gearbox for use on steep ramps, but the auxiliary diesel had to be omitted for reasons of space. An additional heat exchanger was installed between the engine and the cooling system for braking heat. These locomotives, originally classified as V 100 2332 to 2341, were operated under the 213 series from 1968 . From 1966 they replaced the class 82 and 94 steam locomotives on the Murgtalbahn and from 1968 in the Westerwald . On the Murg Valley Railway, they were in turn replaced by the 218 series in 1972 , the series was then stationed in Gießen and from 1987 in Koblenz (from 1969 belonging to the Cologne 1 depot). a. used on the Hunsrück Railway and the Ahr Valley Railway . In 1995 these locomotives suitable for steep routes were brought together in the Thuringian Forest for use on the Plaue – Themar railway line and other routes. The locomotives came to Erfurt in 1998 when the steep sections were closed. From 1999 the steep sections were superfluous, the locomotives were used in plans of the 212 and decommissioned by 2001. Most recently they were in double traction (sandwich trains with three to four N-cars ) on the Graefenbergbahn . Two remaining locomotives went to the DB subsidiary Südostbayernbahn . All other locomotives were sold to private railway companies and some are still in use in 2018.
After all V 100 20 and 212/213 locomotives had been parked at Deutsche Bahn by 2005 , some units have been reactivated for construction train service since 2008 - after being modernized by the Cottbus plant - and can be found in service again. Other 212/213 can be found at private construction train companies and museum railways / railway museums (see whereabouts ).
Series 214/714
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Because of the many tunnels on the SFS Würzburg – Hanover , special rescue vehicles are required. The tunnel auxiliary train (TuHi) was developed by the Federal Railroad as an external rescue system. In May 1988 the first TuHi was put into service in Fulda. The 212 244-8 was used as locomotive 1 and the 212 257-0 as locomotive 2. The Würzburg TuHi was put into service in August 1988 with the 212 236-4 as locomotive 1 and the 212 352-9 as locomotive 2. The 212 271-1 was ready as a reserve locomotive. All five of the 212 series machines used for the tunnel rescue trains were converted between May and August 1988 at the Kassel AW. Both TuHi are one-way trains, so they can only be used in one direction of travel. They consist of the transport car 1, the equipment car, the extinguishing agent car, the ambulance and the transport car 2. Locomotives 1 and 2 initially differed. Locomotive 1 has a video and infrared camera, two large and two small headlights and a yellow flashing light. The infrared camera was missing on locomotive 2. With effect from January 1, 1989, the five locomotives for the 214 series were re-designated while retaining their serial number. According to the book, all five locomotives are assigned to the Würzburg depot, and the Fulda depot was incorrectly written on the two locomotives of the TuHi Fulda.
On May 29, 1991, the then Federal President Richard von Weizsäcker gave the starting signal in Kassel-Wilhelmshöhe for the full commissioning of the Hanover-Würzburg and Mannheim-Stuttgart SFS. This meant that four more TuHi locations were necessary. In addition to Fulda and Würzburg, TuHi were stationed in Kornwestheim, Mannheim, Kassel and Hildesheim. The TuHi in Fulda had to be designed as a two-way train so that it could be used both to Würzburg and Kassel. To make this possible, another ambulance has been placed behind the transport car 1. With the stationing of a TuHi in Hildesheim Hbf and Kassel Hbf, both directions of travel could be driven through connecting curves to the SFS. As a result, facility trains were sufficient. For the four other TuHi, eight further 212 to 214 in AW Bremen and AW Kassel were converted between August 1990 and April 1991 . While maintaining their serial numbers, the 212 033, 212 046, 212 235, 212 245, 212 246, 212 251, 212 260 and 212 277 became locomotives of the 214 series. There was no longer any distinction between locomotive 1 and locomotive 2 To be able to exchange locomotives better, which was always necessary for deadline work. The previous locomotive 2 from Würzburg and Fulda were equipped with the missing infrared camera in 1991 in the Aw Kassel. The infrared camera was now cooled with conventional breathing air instead of nitrogen, and the corresponding gas bottles were exchanged. To ensure that the TuHi locomotives are moved regularly, the locomotives are constantly exchanged with one another.
After a serious train accident on November 15, 1992 in Northeim , in which no TuHi was used, the rescue concept was redesigned. After the TuHi can be used outside of the SFS, they are now called rescue trains (Rtz). By the DB AG all 13 locomotives of the 214 series on October 31, 1994 were redesignated as rail service vehicles of the 714 series. The serial number was taken over from the 214 series. On August 1, 1996, the class 714 was renamed again with the serial numbers 001 to 013. The smallest original serial number was given 001 and the locomotive with the highest serial number was 013.
Since only one reserve locomotive was available, the DB AG had the 212 269 converted into the 714 014 and the 212 160 into the 714 015 at the Stendal plant in 1996/97. In addition to the redrawing, the TuHi / Rtz locomotives changed their color. The first five TuHi locomotives still had the classic ocean blue-beige paint, the later eight locomotives an oriental red paint. In addition to the ambulances, the locomotives were painted in bright red to make them more visible. 714 003, 714 008, 714 009, 714 011, 714 014 and 714 015 have received this paint, as have the carriages of the Rtz Würzburg, Fulda and Hildesheim. Due to the rapid fading of the bright red color, all locomotives and cars have meanwhile been repainted in traffic red. The inscription on the locomotives is even more confusing. Here you could find the white letters Rtz, the DB sign with white inscription Netz Emergency Technology, or the DB sign with white inscription Emergency Technology. All 15 locomotives of the 714 series belong to DB Netz, Central Route Management / Rail Vehicles in Fulda. From there, all 15 locomotives are dispatched, which are constantly exchanged with one another.
Comprehensive modernization of the 14 locomotives at the Bremen plant is planned by mid-2018. You will receive new driver's cabs with doors to the side circulation, a new control for the electrics, soot particle filters and new cooling systems with fans.
Row 2048 at ÖBB
A total of 36 V 100.10 locomotives, two of which were used as spare parts donors, were taken over by the Austrian Federal Railways (ÖBB) from the beginning of the 1990s. The locomotives intended for operation received a new main diesel engine. The locomotives were in service as class 2048 until October 1, 2003. Mostly they pulled freight trains on branch lines. → See main article: ÖBB 2048 .
MaK private railway variant
Maschinenfabrik Kiel offered private railways a variant of the MaK series with a slow-speed diesel engine, which was initially referred to as V 100 PA (PA for private railway) and later as GG 1300 BB. → See main article: MaK V 100 PA
Conversion locomotives OnRail DH 1004
From 1997 the OnRail company in Mettmann modernized eight V 100.10 locomotives with new engines and superstructures, among other things. The converted machines were sold to various German private railways. → See main article: OnRail DH 1004 .
Series 214/262
From November 2006, Alstom and the Gmeinder Lokomotivfabrik Mosbach developed a modernization concept for the locomotives of the former DB series V 100. At the Transport & Logistik Munich in June 2007 the prototype 214 001 was presented, labeled as 212 197 of the North Bavarian Railway (NBE). The type approval by the Federal Railway Authority was granted on May 20, 2008, at the same time the designation as series 1214 was specified in the EBA vehicle register. Only the frames and bogies of the previous V 100 will continue to be used for the conversion after refurbishment. Among other things, a new diesel engine from Caterpillar , type 3508 BSC (970 kW), with soot particle filter, a converted and completely overhauled transmission, a new cooling system and an air generator with hydrostatic drive and a preheating device (replacement of the steam boiler) were installed. Equipped with a radio remote control, one-man operation by a locomotive shunter is possible when shunting. The lower vehicle structure is completely new and more angular. In Stendal, around 50 old vehicles were available for a possible conversion, 36 of which were converted. These were u. a. Delivered to DB Schenker, the North Bavarian Railway, Locon and BBL Logistik . The DB referred to their locomotives as the 262 series. They were used from Magdeburg. The DBAG locomotives have now been sold to private railways. In 2015 and 2016 the last locomotives of the "West-V100" and "East-V100" were rebuilt. Instead, the Alstom H3 is now offered, which is also manufactured in Stendal. All locomotives that have not been converted have now been scrapped, sold to private railways or are in the company's own ALS rental pool (as of 2020).
Whereabouts
When the last locomotives of the class 212 used by Railion (today: DB Cargo ) were shut down on December 13, 2004, the use of the V 100 at DB largely ended after 46 years. In addition to the 15 tunnel locomotives of the 714 series, only four 212 and 213 engines are used by the DB subsidiary DB Bahnbau Gruppe . In October 2006, however, twelve 212 already decommissioned were transferred to the Aw Cottbus for the main inspection for the purpose of reactivation at DB Services. By the end of 2008, ten locomotives had been equipped with the MTU 8V 4000 R41 engine with 1,000 kW (it corresponds to the engine of the 290/294 series ) and new air generation systems
Many locomotives from DB's inventory were sold to Alstom Lokomotiven Service GmbH in Stendal as part of a joint venture with Alstom . There the machines were systematically refurbished if required and mainly sold to private railways at home and abroad. The locomotive is very popular with track construction companies , as it offers a very good overview compared to locomotives with an end driver's cab thanks to its design with a raised central cab. French track construction companies alone, in particular Colas Rail, Travaux du Sud-Ouest (TSO), Eurovia Travaux Ferroviaires (ETF) and Vechietti et Meccoli, acquired more than 130 machines. Two of them were fundamentally rebuilt at Sifer, they received Caterpillar engines and lower stems that fit under the portals of the track construction machines. One of these locomotives runs with the other as a driverless booster. Used V 100s also got to Bosnia and Herzegovina , Denmark , Great Britain , Guinea (1995/96 by TSO, meanwhile back in France), Italy , Nigeria (TSO and JBN, partly remained in Nigeria and scrapped), Romania , Sweden , Norway in the Switzerland and Turkey , umgespurt run V 100 in Bangladesh (2000-2004 TSO, then transferred to France. 2006 use in Algeria Ob. the locomotives were transferred back to France is not known) Spain and Portugal .
In addition to the museum locomotive 211 023-7, the other DB AG museum locomotives, the locomotives 212 023 and 212 330, were significantly damaged in the fire in the DB Museum in Nuremberg on October 17, 2005 and also scrapped in June / July 2006.
A number of class V 100 locomotives have been preserved as museums.
212 375 in April 2004 as a private rental locomotive in Mannheim
213 334 on the Rennsteigbahn
Diesel locomotive V 1353 (213 338) of the Mittelweserbahn
The 92 80 1214 008-5 D-EVULW and the 92 80 1214 010-1 D-EVULW at the Karlsruhe-Durlach train station
watch TV
- SWR: Railway Romanticism - Farewell to the V 100 (episode 364)
literature
Books
- Peter Große, Josef Högemann: The V 100 series . EK-Verlag, Freiburg 2005, ISBN 3-88255-104-6 .
- Wolfgang Bleiweis, Thomas Kaiser, Andreas Räntzsch: Class V 100 of the Deutsche Bundesbahn , H&L publications, Schweinfurt 2005, ISBN 3-938080-00-0 .
- Andreas Burow: The V 100 family . GeraNova Bruckmann, Munich 2004, ISBN 3-7654-7109-7 .
- Alexander von Lüpke: Museum locomotive 212 203-4 . Eisenbahnfachbuch-Verlag, Neustadt 2003, ISBN 3-9807748-0-5 .
Magazine articles
- Fritz Engbarth: Released! The end of the V 100 in the Palatinate . In: Railway courier. No. 337 / Volume 34/2000. EK-Verlag Freiburg, ISSN 0170-5288 , pp. 50-53.
- Andreas Janikowski: V 100 - a proven locomotive series before retirement . In: Lok-Magazin . No. 142 . Franckh'sche Verlagshandlung, W. Keller & Co. , 1987, ISSN 0458-1822 , p. 30-37 .
- Marcus Niedt: Girls for everything. The series 211-214 of the Federal Railroad . In: LOK MAGAZINE. No. 238 / Volume 40/2001. GeraNova Zeitschriftenverlag GmbH Munich, ISSN 0458-1822 , pp. 69–79.
- Thomas Feldmann: Class 212. In the driver's cab . In: LOK MAGAZINE. No. 257 / Volume 42/2003. GeraNova Zeitschriftenverlag GmbH Munich, ISSN 0458-1822 , pp. 52–55.
- Andreas Burow: Locomotive for steep routes. The 213 series . In: LOK MAGAZINE. No. 280 / Volume 44/2005. GeraNova Zeitschriftenverlag GmbH Munich, ISSN 0458-1822 , pp. 34–47.
- Jürgen Lorenz: Class 214 now with approval - further deliveries to LOCON and DB Schenker . In: Eisenbahnkurier. No. 7/2008, EK-Verlag Freiburg, ISSN 0170-5288 .
- Zeno Pillmann: Last missions of the V 100.20 series (BR 212 and 213) . In: Eisenbahn-Revue International , issue 1/2003, ISSN 1421-2811 , p. 38 f.
- Hansjürgen Wenzel: More than a quarter of a century old - the DB class V 100. In: Railway courier. Issue 9/1986. EK-Verlag Freiburg, ISSN 0170-5288 , pp. 6-19.
Web links
- German-language website for the V 100
- Picture gallery V 100
- modellbau-wiki: The DB series V100 in the model ( page no longer available )
Individual evidence
- ↑ a b sample information sheet on railway operations. (PDF; 992 KiB) (No longer available online.) Committee on Fire Brigade Matters, Disaster Control and Civil Defense at AK V of the IMK, December 2000, p. 16 , archived from the original on February 21, 2016 ; accessed on February 21, 2017 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ a b c d Große / Högemann: The series V 100. ISBN 3-88255-104-6
- ↑ a b Deutsche Bundesbahn: DS 129/7 10; Work folder for the training of train drivers, internal combustion engine 211/212
- ^ Bastian Schwarzer: KBS 861 Nuremberg Northeast - Graefenberg ("Graefenbergbahn"). 2001, accessed April 27, 2020 .
- ↑ Michael Dostal: The universal "climbing maxi" . In: railway magazine . No. 8 , 2018, ISSN 0342-1902 , p. 53 .
- ↑ 14 locomotives for rescue trains . In: DB World . No. 6 , 2016, p. 6 .
- ↑ v100.de - ALSTOM Lokomotiven Service GmbH (ALS). Retrieved August 17, 2020 .
- ^ Thierry Leleu: La grande encyclopédie des locomotives françaises . Les Editions du Cabri, Breil-sur-Roya 2013, ISBN 978-2-914603-60-7 , p. 145 .
- ↑ Vehicle portrait Jung 13305 at v100.de, accessed on November 29, 2015
