DR series 119
| DR series 119 | |
|---|---|
 Diesel locomotive 219 146 in Bad Doberan station
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| Numbering: | DR 119 001–200 DR / DB 219 003–200 DB 229… |
| Number: | 200 |
| Manufacturer: | Locomotive factory “23. August “Bucharest |
| Year of construction (s): | 1976-1985 |
| Retirement: | until 2006 |
| Axis formula : | C'C ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 19,500 mm |
| Height: | 4250 mm |
| Width: | 3130 mm |
| Trunnion Distance: | 10,910 mm |
| Bogie axle base: | 1800 mm |
| Total wheelbase: | 14 510 mm |
| Service mass: | 99 t / 101 t |
| Wheel set mass : | 16 t |
| Top speed: | 120 km / h |
| Installed capacity: | 2 × 900 kW / 1100 kW 2 × 1380 PS / 2 × 1500 PS |
| Traction power: | ... / 1800 kW |
| Starting tractive effort: | 220 kN / 270 kN |
| Driving wheel diameter: | 1000 mm |
| Motor type: | DB M 820 SR 12KVD21-AL4 12KVD21-AL5 |
| Power transmission: | hydrodynamic |
| Tank capacity: | 4000 l |
| Brake: | multi-release compressed air brake KE-GPR mZ with DAKO driver and additional brake valves |
| Train heating: | electrical, 1000 V ~ |
The class 119 refers to diesel locomotives built in Romania for the Deutsche Reichsbahn . At Deutsche Bahn they were given the series designation 219 from 1993 .
history
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The basic concept of the class 119 of the Deutsche Reichsbahn corresponds to a further development of the successful DR class 118 . From the end of the 1970s, the DR required locomotives with electric train heating, an axle mass of less than 16 tons and an output of over 2000 hp.
According to the COMECON resolutions, the economy of the GDR was not allowed to build diesel locomotives with more than 1500 hp. The locomotive builders in the USSR could only deliver heavy machines ( series 130–132 and 142 ) with an axle load of 20 t and more. The only manufacturer who was ready to adopt the modular principle was the locomotive factory »23. August «in Bucharest. The Romanian manufacturer also agreed to install diesel engines from GDR production. The manufacturer did not install these engines because there were coordination problems in the GDR's state planning commission. In order to be able to fulfill the order, the Bucharest factory installed licensed engines from the West German manufacturer MTU . Other Comecon countries were given subcontracting tasks. From the production of the GDR were u. a. Fluid and axle drives supplied. The prototype locomotive 119 001 was completed in the summer of 1976, but the heating generator was still missing. Even the test drives were not satisfactory. In January 1977 the locomotive arrived in Halle for further test drives, and in October the 119 002 was the first locomotive of the series to be accepted. The pilot series 119 003 to 025 had the same problems as the first locomotives.
A total of 200 locomotives were procured from 1976 to 1985 by the Deutsche Reichsbahn. The operation of the machines was characterized by inadequacies and problems from the start. In the beginning, 50 percent of the vehicles were in the workshops for repairs.
Even before the individual locomotives were put into service at the Deutsche Reichsbahn (mainly in the Dresden-Friedrichstadt depot ), numerous renovation and maintenance work was carried out - the "Germanization" or "Germanization", as the maintenance staff called them, because components manufactured in Romania were made out of them GDR manufacturing with better quality were replaced. Particularly problematic was the sometimes unacceptable quality of the locomotives that were purchased, which - to be precise - can only be described as "mass-produced" from number 028 onwards. The high susceptibility to failure quickly led to spare parts problems . Attempts were made to reduce these according to the principle of “two make one”. The design principle with two relatively independent drive units offered an acceptable opportunity for GDR conditions. For example, if a second traction vehicle came into the workshop with engine failure, the engines were often replaced so that a traction vehicle was able to drive again and could “report it ready”. This resulted in involuntary "spare parts donors". In some cases, such locomotives were given higher repair levels that were brought forward in time. The two different prototype locomotives 119 001 and 002 were decommissioned and dismantled as early as the 1980s. Since after the oil crisis the DR also increasingly relied on route electrification and because of the great dissatisfaction with the 119 series, the supply contract with the manufacturer was terminated after 200 locomotives. The original plan was to purchase 250 locomotives with the option of further deliveries.
In the drafting of the contract, the Deutsche Reichsbahn had requested the interchangeability of the licensed Mercedes-Benz engines - type M 820 SR - with 12KVD engines from GDR production. This enabled an extensive conversion of the traction vehicles, in which, in addition to the diesel engines - 12KVD21-AL4 with 900 kW (1225 PS) were installed - the axle suspensions and other failure-prone components were also replaced with components from our own production. This also reduced the number of failures. Nevertheless, mostly 20 to 30 percent of the vehicles were under repair. The high level of damage in this series quickly ensured that the vehicles were referred to as submarines (because of the round engine room windows and because they were so often submerged in the workshops) or even mockingly as the Karpatenschreck and Ceaușescu's revenge . With a rated output of 1980 kW (2700 hp), they were the most powerful machines of the DR, which could easily be used on branch lines, as their maximum axle load was only 16 t.
The original plan to modernize the old 118 of the DR with modern components of the 119 and keep it alive failed. On the contrary: the class 119 locomotives were only made ready for use with spare parts for the 118 class.
At the beginning of the 1990s, all engines were again exchanged for the latest version 12KVD21-AL5 with 1100 kW (1500 PS) and the gearboxes were also adapted so that a traction output of 1800 kW (2400 PS) was now permanently available.
Series 229
| DR series 229, different data | |
|---|---|
 229 181 in the AW Dessau
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| Numbering: | 229 100 ... 199 |
| Number: | 20th |
| Manufacturer: | Modification: Krupp |
| Year of construction (s): | 1992-1993 |
| Retirement: | until 2001 |
| Top speed: | 140 km / h |
| Installed capacity: | 2 × 1240 kW |
| Motor type: | MTU 12 V 396 |
With the merger of the two German railways, there was another attempt to modernize the series. A vehicle series comprising 20 machines was completely rebuilt at Krupp in Essen while retaining the serial number. In addition to a significant increase in performance through the use of other engines, the maximum permissible speed for these vehicles was increased to 140 km / h in order to be able to use the locomotives in InterCity traffic to and from Berlin, as there were still gaps in the electrified main railway network of the DR at that time . Especially during the electrification of the Berlin light rail , InterCitys pulled by the 229 series took over travelers from ICE trains in Michendorf station near Potsdam in order to take them to Berlin-Mitte by light rail. The ICEs were diverted to Lichtenberg via the Berlin outer ring until the tram was electrified .
The cost of the modernization almost reached the price of a new locomotive, so that it was canceled after the first series. The vehicles received the series designation 229 and were based in Berlin-Pankow. In 1995 all machines were handed over to Erfurt / Thuringia . In mid-2001 they were all shut down. Some 229s are still in use at DB Bahnbau or Mitteldeutsche Eisenbahn GmbH (MEG, DB subsidiary).
219 158
In 2001 there was a last offer from the Chemnitz plant. A reconstruction with conversion to the new DB standard driver's cab , two new engines from Caterpillar with rated outputs of 1500 kW each and other innovations was designed. The prototype (219 158) remained unique because DB Regio was no longer interested in diesel locomotives and it was decided to switch to railcars across the board. The single vehicle was handed over to the DB Museum in 2003 . This locomotive is used for special trips as 119 158. It received the typical Reichsbahn paintwork and appropriate addresses; it is currently stationed in the Berlin-Schöneweide depot .
construction
The locomotive is designed as a welded steel structure with three-axle bogies. Two diesel engines are each behind the driver's cab and deliver their power to two fluid transmissions arranged under the driver's cabs . The two- converter transmissions had too large a spread for a top speed of 120 km / h. The traction curve of the locomotive suffered as a result.
A heating generator is located between the motors and is driven directly by both motors via a fluid coupling. This double drive with a virtually rigid coupling of the two engines caused problems with both the original Woodward diesel engine controls and the later electronic controls from the start. The cooling system is installed above the heating generator. In contrast, the train heating system was at the cutting edge of technology at the time. It is a thyristor converter with a DC link that can also supply vehicles with reactive current.
From locomotive number 116, the third headlights were no longer above but below the windshields, and the porch over the front windows was also omitted.
In the mid-1990s, the Chemnitz depot began equipping the vehicles that were still in existence with time-division multiplex push-pull train control (ZDS / ZWS). Only part of the fleet received the computer cabinets. With the upgrade, the control was converted from step control to up-down control. A door control for the train driver was also installed.
Color variations
The 119 series was delivered ex works in a lighter red than the standard color. Only when repainting in the context of raw stays was the burgundy red in accordance with the Deutsche Reichsbahn color scheme.
The belly band was kept in the standard light ivory color, as was the roof, which ended in a flat-angled triangle of the same color on the front sides. The frame was black, the landing gear gray. Later the frames including the front apron were also kept gray. From 1984 onwards, some locomotives were given the so-called Sparlack , the waist band was only attached to the front sides. After the transition to Deutsche Bahn AG, the vehicles were painted in an oriental red color scheme with a white bib. From the end of 1997, the traffic red scheme followed with a white bar on the front. In addition to the 20 units of the DB class 229 (Neurot), eleven 219s also received this paint scheme.
commitment
Classic locations in DR times were Probstzella, Saalfeld, Halle / G, Gera, Oebisfelde, Salzwedel, Halberstadt and Schwerin, although Halberstadt had no locomotive of this type for a few years. It was not until 1997, when the 232 series was handed over to DB Cargo, that this series was returned. In the meantime, the era of the 219 series has come to an end. Most of the approx. 150 219 preserved in mid-2000 were scrapped by 2004 (mainly in Espenhain, Rockensussra, Cologne and in the Chemnitz AW).
Whereabouts
A total of six examples of the 119/219/229 series have been preserved in museums (219 003, 084 and 158 as well as 229 100, 188 and 199), and twelve locomotives were handed over to a subsidiary of DB Cargo in Romania and Bulgaria, where they were in 2012 before freight trains were used. Four class 229 locomotives were painted yellow and were used by DB Netz as construction locomotives. The only remaining locomotive 229 100 is now in Thuringia as a non-operational museum locomotive.
The 229 147 and 181 were in use until 2013 and were then turned off inoperable. In spring 2015 the 229 147 and 181 were offered for sale in an auction (DB auction numbers 106610 and 106611). The 229 147 has been in use at Cargo Logistik Rail Service GmbH (CLR) since 2015. Furthermore, has MEG taken four 229th While the 229 120 and 173 are still in use (as of spring 2013), the 229 184 and 199 are stored as spare parts dispensers. The 229 199 has meanwhile been restored to its original color as a museum locomotive, but remained as a spare part dispenser for the two active locomotives.
literature
- Kurt Köhler, Andreas Stange: Classes 119, 219 and 229 - Romanian diesel locomotives for the Deutsche Reichsbahn. EK-Verlag, Freiburg 2004, ISBN 3-88255-129-1 .
- Mathias Buchner (Hrsg.): The class 219 - On the way with the Reichsbahn "U-boats". Railway picture archive, EK-Verlag, 2002, ISBN 978-3-88255-340-6 .
- Walter Schönheit: Class 219. In the driver's cab. In: Lok Magazin . No. 255 / year 41/2002. GeraNova Zeitschriftenverlag GmbH, Munich, pp. 52–55.
- Dirk Endisch: “U-boats” are diving. Class 219/229. In: Lok Magazin . No. 259 / Volume 42/2003. GeraNova Zeitschriftenverlag GmbH, Munich, pp. 6-9.
- Modernization of a class 219 locomotive. In: Eisenbahn-Revue International , issue 6/2001, pp. 251–252.
Web links
- The class 119 of the Deutsche Reichsbahn
- Bahn-Galerie.de - series 219 and 229
- Class 119, 219, 229 on Flickr
Individual evidence
- ↑ Dirk Endisch: U-Boats for the Reichsbahn . In: Eisenbahn Magazin . No. 12 , 2017, p. 16 .
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↑ DB auction number 106610
DB auction number 106611 - ↑ http://www.baureihe119.de/24653.html