DB class V 60

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DB series V
60/260, 261/360 , 361 DB series 360–365
DB class V 60
DB class V 60
Numbering: V 60 001–1241, with gaps
Number: 942, including 319 heavy-duty models *
Manufacturer: Mak : 382;
Croup : 252;
Henschel : 151;
Krauss-Maffei : 51;
Young : 40;
MF Esslingen : 36;
Klöckner-Humboldt-Deutz : 27;
Gmeinder : 3
Year of construction (s): 1955-1963
Axis formula : C.
Gauge : 1435 mm ( standard gauge )
Length over buffers: 10,450 mm
Height: 4,540 mm
Width: 3,100 mm
Total wheelbase: 4,400 mm
Smallest bef. Radius: 100 m
Service mass: 48.3 t - 49.5 t
53.0 t *
Friction mass: 48.3 t - 49.5 t
53.0 t *
Wheel set mass : 16 t, 18 t *
Top speed: 60 km / h (shunting gear: 30 km / h)
Installed capacity: 478 kW (650 PS)
465 kW (632 PS) **
Starting tractive effort: 117.6 kN (shunting: 159 kN)
132.3 kN (shunting: 178 kN) *
Driving wheel diameter: 1,250 mm
Motor type: MTU GTO 6 or GTO 6A;
Caterpillar 3412E DI-TTA **
Rated speed: 1,400 rpm
Power transmission: hydrodynamic and mechanical
Tank capacity: 1500 or 1800 l
Brake: Knorr
Train control : I 60
Coupling type: Screw coupling
* later 261
** 362/363

The V 60 series is an original for the German Federal Railways developed diesel locomotive for shunting.

history

The Deutsche Bundesbahn had a shortage of small shunting locomotives after it was founded . Therefore, from 1951 a diesel shunting locomotive was developed, in the construction and development of which almost all well-known locomotive factories were involved. The new series was initially referred to as the V 60. In 1955 the first advance locomotives V 60 001–004 from Krupp , Krauss-Maffei , MaK and Henschel , which had different engines, were delivered. The first 275 series locomotives were commissioned in 1955; they had the GTO 6 engine from Maybach and the L 37 zUB three-speed gearbox.

Parallel to the series production, which started with the delivery of the V 60 101 of the first series in June 1956, an extensive comparison program with alternative engines and transmissions in the locomotives V 60 011 to V 60 024 (from the first series) and V 60 ran until 1962 025 to V 60 036 (from the second series) and V 60 042 to V 60 049 (from the third series). A 480 kW engine from Daimler-Benz was tested in ten of these locomotives, which was derived from an engine for the V 80 , V 100.10 and VT 08 series and, unlike the Maybach engine, was designed without a turbocharger. Five locomotives had two-stroke diesel engines from Deutz. Engines from MaK and MAN were tested in three machines each. Most of the test locomotives were converted to Maybach engines by the mid-1960s. Eight machines with a Daimler-Benz engine retained this, however, in some cases until the turn of the millennium. A hydraulic transmission from Krupp with adjustable pump wheels was tested in three locomotives, but it turned out to be prone to failure. Three machines had Voith L 217 U transmissions, which can be seen as an intermediate step on the way to the L 27 zUB two-speed transmission, which was ultimately used in a larger number of V 60s. Most of the test locomotives were later converted back to the serial design and were given a new serial number.

A reinforced frame gave some of the locomotives a higher friction weight of 53 tons instead of 48.3–49.5 tons. In addition, these locomotives could carry up to six tons of ballast for heavy duty , but the series designation remained with V 60. A total of 942 locomotives of the light and heavy version were delivered together. It was not possible to differentiate between the light and heavy versions on the basis of the serial number; with the introduction of the computer-readable numbers for the DB locomotives, the V 60 series was added to the 260 (light version) and 322 series, comprising 618 vehicles Class 261 (heavy-duty version) comprising vehicles . The leading thousand digit was omitted from the four-digit serial numbers. The lighter frames of the 48 t version proved to be too weakly dimensioned and had to be renovated at the beginning of the 1960s and reinforced with additional belts, hard manganese plates and double axle fork stays.

After around 25 years of service, the DB tried out several types of shunting locomotives as the 259 class from 1982, which were to succeed the V 60. However, no decision was made, so in the following years several measures were carried out to make the operation of the V 60 more economical.

The series was classified as a small locomotive in 1987 and since then has had the series designation 360 and 361 . The classification as a small locomotive saved personnel costs, since the Federal Railroad no longer had to use "engine drivers", but "small locomotive operators", whose training was cheaper. Due to the conversion of the driving license system to the VDV guideline 753 (see railway vehicle driving license ), the classification as a small locomotive only has declaratory significance - the V 60 would still meet the technical requirements for "large" locomotives according to EBO . The installation of radio remote controls allowed one-man maneuvers; the remotely controllable models were series 364 (light construction) and 365 (heavy construction).

Since 1997, the Maybach engines have been replaced by Caterpillar twelve -cylinder engines with 465 kW (632 hp) during overhauls, although this conversion is only carried out on locomotives with radio remote control. These locomotives have the designations 362 (light design) and 363 (heavy design).

In 2001 a locomotive was equipped with a Caterpillar V8 engine for natural gas operation and tested in the Munich area; this was designated as 760 877. In the meantime this locomotive has been scrapped.

Technology: delivery condition

The V 60 (260/261) is 10.45 meters long and has a top speed of 60  km / h . You can drive on changes in inclination with a gradient curve from 200 m.

The frame is completely welded. The higher friction weight of the 261 series is achieved through reinforced frame cheeks and cover plates. The frame is supported by leaf springs on the wheel sets. The wheel base of the two outer wheel sets is 4.3 m, so the middle wheel set can be laterally displaced by 30 mm and a mechanical wheel flange lubrication device of the De Limon type is installed to improve the curve run and reduce wear . The gearbox is located under the driver's cab, which is not completely centered, the engine and cooling system are located in the longer front section, and the air compressor , main air tank and fuel system are located in the rear . The driver's cab is soundproofed, the driver's cab is at the front and can be operated from both sides.

It is powered by a 12-cylinder Maybach GTO 6 diesel engine with 478 kW (650 PS). This engine is a further development of the GO 5 type, which was used from 1932 in various railcars, including the "Flying Hamburger" . The three wheel sets of the locomotive are driven by means of a hydrodynamic gearbox from Voith via a jackshaft and coupling rods , a drive concept that was also used in earlier shunting locomotives such as the V 36 series . The older V 60s have the three-speed L 37 zUB gearbox with a start-up converter and two clutch gears, locomotives from the fourth replica series have the two-speed L 27 zUB gearbox with two converters. The fuel savings hoped for with this transmission did not show up in practice, but the two-converter transmission offers advantages in maneuvering due to the favorable position of the single shift point, and it is cheaper to maintain. A mechanical gear transmission connected downstream of the hydraulic transmission also allows the choice between a maneuvering gear and a long-distance gear. The maximum speed in the shunting gear is 30 km / h, in the route gear 60 km / h with a correspondingly lower tractive effort. The locomotive may be towed at speeds of up to 75 km / h when using external power, and 35 km / h when the coupling rods are removed.

In order to start the diesel engine, it has to be preheated. In the case of the locomotives of the first series, this was done using a small coke oven , for which up to 150 kg of coke was carried. Preheating by feeding in external steam was also possible in the delivery condition (the steam heating couplings were later dismantled as part of "installation stage 1" of the UIC central buffer coupling ). In locomotives of the first to third replica series, an oil-fired sump burner was installed in the combustion chamber of the coke oven . Coke-fired locomotives have been converted in the same way over time. As early as the mid-1970s, coke-fired V 60s were only found sporadically. The locomotives of the fourth and fifth replica series were preheated with a different type of oil burner. Since 1997, the responsible repair shop has installed a uniform preheater from Webasto, which is housed in circulation.

Driver's cab of a 360 that was not converted into a radio locomotive

The motor and gearbox are controlled pneumatically. The travel switch handwheel acts on a control air valve, which in turn acts on the injection pump. The driver can thus continuously regulate the amount of fuel injected and thus the engine output. This was also called “filling control” (the “filling” here refers to the amount of fuel injected, not the level of the hydraulic transmission). The possibility of connecting the control air circuits of two locomotives made a number of V 60s capable of double traction. The engine speed of the unoccupied locomotive was transmitted to an instrument on the leading locomotive via an additional cable. There was no comprehensive equipment for double traction because the heavy shunting service was later taken over by the V 90 and the facilities were dismantled.

All locomotives in the V-60 family have a continuous air brake (originally with a single-release control valve), an additional brake and a handbrake acting on the third axle.

Point train control was originally only available as special equipment (type I 60) and was not retrofitted across the board until the 1980s. Equipment with the electronic recorder ER24 and thus the PZB 90 operating program is not available everywhere today. Instead, DB Schenker Rail (now DB Cargo ) in particular decided to only approximate the safety level of the PZB 90 by reducing the test speeds of the Indusi I 60 to particularly low values. The converted vehicle systems have the type designation I 60 M.

Technology: radio locomotive

For the first time in 1962, the locomotives V 60 042 and V 60 043 were equipped with a radio remote control for a test operation in the Mannheim marshalling yard, but this only allowed automatic triggering at a speed to be optimized using a stationary control by the miner. As a result, other DB series V 90 locomotives were equipped with this device in Mannheim, Kornwestheim, Maschen and Seelze.

In 1984 a portable radio remote control was tested in three locomotives of the class 261, from 1987 locomotives were equipped with it on a larger scale, which were renamed the class 365. From 1990 locomotives of the 360 ​​series were also equipped in this way, they were given the series designation 364. This enables the locomotive shunting driver to move shunting movements without the need for a shunter to be at the top to monitor the route. The installation of the remote control computer required extensive changes to the drive and brake control of the locomotives. The mechanical drive valve and reversing switch have been replaced by control panels on both sides of the driver's cab, because all drive commands are also passed through the remote control computer in manual mode. In order to be able to move the locomotive under its own power if the computer fails, an auxiliary control valve is built in, which acts directly on the pneumatic control of the motor and gearbox. The previously single-release control valve of the compressed air brake has been replaced by the multi-release KE valve. An automatic shunting coupling is also standard in series production of radio locomotives, which a few years earlier could also be found in isolated cases on non-remote-controlled V 60s. All remote control operating devices use the same transmission frequency in the range around 420 MHz. The range is up to 700 meters. A time slot procedure enables the simultaneous operation of up to ten radio locomotives in the same reception area. The radio telegrams contain the address of the addressed locomotive. This is obtained from the remote control device from an electronic module on the battery block, which is coded accordingly when it is removed from the battery charger of the locomotive. In radio operation, some automatic monitoring devices for the engine, transmission and cooling are effective to protect the unoccupied locomotive, as well as an electronic anti-slip and anti-skid protection.

Motor vehicles of the 362 and 363 series have an extensively modernized interior. The core is the CAT 3412E DI-TTA engine from Caterpillar with electronic speed control. Alternators and air compressors were also replaced by modern devices.

commitment

Germany

The machines were not only used for shunting, but also for light freight and passenger trains; work trains were also part of the task area.

  • V 60 in shunting service in Heilbronn Hbf (1960)

  • DB V 60 in the original red paintwork

  • DB 360 in ocean blue / beige

  • DB 365 in oriental red with automatic coupling

  • DB 363 with IC car in Frankfurt

  • V 60 (362 798) of HSL Logistik in Hof Hbf

Of the 942 locomotives delivered to DB, only just under a quarter are still active (2015). The locomotives without remote control were phased out step by step until the beginning of 2003, but in 2004 about 400 of the remote control locomotives were still in use at the DB. In January 2012, DB Schenker Rail still had around 270 class V 60 locomotives, including around 90 class 362 locomotives and around 180 class 363 locomotives. As of January 1, 2015, DB Schenker Rail had 77 class 362 locomotives and 144 class 363 locomotives in stock. In 2015, there should also be no more revisions for this series.

The locomotive with the number 362 362 is the first V 60 that has been in service with the DB and DB AG for 50 years. It was put into service on April 12, 1957 as the V 60 362 and the last of the first series, and in 2015 it was the oldest DB AG locomotive in active service.

The museum locomotive V 60 150 burned in the major fire on the night of October 17-18, 2005 in the roundhouse of the Nuremberg Transport Museum in the DB Regio depot at Nuremberg Central Station . One can be found today in the Technoseum in Mannheim.

Initially, only one locomotive ex works was sold to private customers. In 1957 MaK built a demonstration locomotive of the type 650 C (V 60) designated as "MaK 101" under the serial number 600138, which was sold in 1967 to the Maxhütte in Sulzbach-Rosenberg. After its service with the Maxhütte, this locomotive was last sold to the North Bavarian Railway Company NbE in Aschaffenburg via various private railways , where it was scrapped in 2013.

Since the first major waves of decommissioning in the 1980s, and in 2015, many copies have been received by railways at home and abroad. In 2008, over 70 locomotives were owned by German private and works railways , the majority of which were used in construction site logistics and local rail freight transport . V 60s are in use on various museum railways , such as the Passau Railway Friends, the FzS eV rail transport company , the Hamm Museum Railway and others.

foreign countries

Identical or similar locomotives are brand reaches another State Railways: As early as the 1950s were from the Maschinenfabrik Esslingen two locomotives to the Chilean State Railways (with 450 hp engine) and 18 locomotives a version with modified engine (550 hp) to Israel delivered , They were mainly used in shunting services in Haifa and Lod until the 1990s, but also in route service between Tel Aviv and Jerusalem. Two of these locomotives have been preserved in a museum.

NMBS / SNCB 260

From 1958 to 1962, 69 machines were built under license in Belgium . The procurement took place in two lots. The first 42 locomotives were shared equally by La Brugeoise et Nivelles (BN) in Bruges and the Ateliers Belges Réunies (ABR) in Edingen . The 27 locomotives of the second lot were built by BN alone. The locomotives had the German Maybach GTO 6A engines and Voith L 37 zUB turbo transmission. In 1971 they were renumbered as 8001 to 8069 (8019 was missing for an already decommissioned locomotive). All locomotives were retired by 2002/2003. Some were sold and some are still in use in 2019. Three locomotives (8040, 8061 and 8062) have been preserved as a museum.

CEH / OSE A 101 to 130

Krupp delivered a further 30 locomotives between 1962 and 1967 in the DB color scheme to Greece , where they have the company numbers A101 to A130. The deployment took place in Thessaloniki and Athens. The locomotives were decommissioned from the 2000s onwards; individual machines were still in use around 2013.

TCDD DH 6

In 1960 Turkey acquired 13 locomotives that were built by Krupp and the Esslingen machine factory. These locomotives also had a Maybach GTO 6 / 6A as the engine and the Voith L 37 zUB turbo transmission. The color scheme corresponded to the DB locomotives. They were designated as DH 6.501-513 and used in Istanbul and Ankara. In 1987/1988, 27 locomotives were purchased from the DB and used as DH 6.514-540. Over the years, the locomotives have been given a new color scheme in red, and some locomotives have sloping white bars on the sides. The locomotives were retired from around 2005.

NSB Tuesday 5

17 locomotives were bought by Norges Statsbaner and included as the Di 5 series in the Norwegian numbering plan . The aim of the purchase was to replace the oldest examples of the Di 2 series . Di 5 861 to 867 (formerly 261 640, 644, 657, 667, 673, 697 and 705) became 1985, 868 to 877 (formerly 261 002, 004, 700 and 260 121, 168, 230, 305, 337, 451 and 575) acquired in 1987. Locomotive 868 was never put into operation and served as a spare parts donor. The other locomotives were adapted to Norwegian conditions in the Marienborg workshop and maintained there. All locomotives were retired and scrapped by 1998. The locomotives were painted yellow with red cabs.

JŽ 734

In 1985/86 the Yugoslav State Railways bought decommissioned locomotives from DB. They were used as the 734.0 (former 260) and 734.1. 15 locomotives went to ŽTP Zagreb, three to ZTP Pristina. These locomotives kept their DB livery, ocean blue and beige. Another 23 locomotives were purchased in 1987. These locomotives were refurbished in the AW Kassel and given a green paint, the railings were ivory. After the civil war in 1991, the successor companies of JŽ took over some of the locomotives. The Serbian railways ŽS received three locomotives, the railways in Kosovo (HK) two. The Croatian state railway HŽ received the 15 locomotives of the ŽTP Zagreb. These locomotives were given the new series designation 2133, the serial numbers remain the same, the railways in Montenegro ŽCGP received two locomotives, the Macedonian railway company MŽ received nine. Two more locomotives went to a track construction company, were fitted with new engines and will still be in service in 2020; the remaining locomotives have all been decommissioned.

Other countries

Some of the locomotives found their way to the state railways in Algeria in the 1980s at the end of their service life with the Federal Railroad

literature

  • Konrad Koschinski: DB series V 60 - the tireless tricycle . Eisenbahn-Journal special edition 2-2014, Verlagsgruppe Bahn, Fürstenfeldbruck 2014, ISBN 978-3-89610-396-3
  • Felixöffelholz: Class V 60 of the Federal Railroad: Big among the little ones in: LOK MAGAZINE. GeraMond-Verlag, Munich 11.2012, No. 374 (November), pp. 32-44. ISSN  0458-1822
  • Arno Bretschneider, Manfred Traube: The V 60 series. The DB workhorse . Eisenbahn-Kurier Verlag, Freiburg 1997, ISBN 3-88255-804-0 .
  • Horst J. Obermayer: Paperback German Diesel Locomotives. With small locomotives . Franckh, Stuttgart 1972, ISBN 3-440-03932-3
  • Rolf Löttgers: Bundesbahn shunting planes . Eisenbahn Magazin 9/2007, pp. 60–62
  • Oliver Strüber: Tripod international . In: railway magazine . No. 5 , 2019, ISSN  0342-1902 , p. 54-59 .

Web links

Commons : DB series V 60  - collection of pictures, videos and audio files

Individual evidence

  1. ↑ Series V 60 DB (II): Tests with engines and transmissions ( Memento from September 3, 2014 in the Internet Archive ), accessed on March 28, 2011
  2. ↑ Högemann, Hertwig, Große: The V160 family . tape 1 . EK-Verlag, ISBN 978-3-8446-6012-8 , p. 13 .
  3. ↑ The GdED guide to the diesel locomotive 260/61, 4th edition, Frankfurt a. M. 1974 p. 17
  4. ↑ Dirk v. Harlem: DB uses radio-controlled locomotives . In: Horst J. Obermayer (Ed.): Lok-Magazin . tape 130 . Franckh'sche Verlagshandlung, W. Keller & Co. , February 1985, ISSN  0458-1822 , p. 18-22 .
  5. ↑ The vehicle hall of the DB Museum burned out . In: Eisenbahn-Revue International , issue 12/2005, pp. 602–604.
  6. ↑ Curriculum Vitae of MaK 101 , accessed on December 13, 2015
  7. ↑ Cf. Stefan Högemann: V 60-West in use with NE-Bahn (with operational list of private railways), in: Bahn-Report , Issue 1/2009, pp. 28-29, ISSN  0178-4528
  8. ↑ LokMagazin 12/2016, p. 107
  9. ↑ Norske Lokomotiver. In: Jernbanen.dk. Retrieved June 13, 2014 (Danish).
  10. ↑ Database over rullende jernbanematerialiell brukt i Norge. Retrieved June 13, 2014 (Norwegian).
  11. ↑ Oliver Strüber: Well-known services in new realms . In: railway magazine . No. 7 , 2020, p. 41-42 .
  12. ^ Andreas Dumjahn: 60 years V 60 . In: Eisenbahn-Kurier , issue 7/2015, pp. 36–42.