DR series 130
| DR series 130, 131, 132, 142 DB series 230, 231, 232, 233, 234, 241, 242 |
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|---|---|
 |
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| Numbering: | 130 001-080, 101, 102 131 001-076 132 001-709 142 001-006 |
| Manufacturer: | Voroshilovgrad Locomotive Factory (now Luhansk ) |
| Year of construction (s): | 1970-1982 |
| Axis formula : | Co'Co ' |
| Gauge : | 1435 mm |
| Length over buffers: | 20 620 mm (series 130.0 and 131)
20 820 mm (series 130.1, 132 and 142) |
| Height: | 4590 mm |
| Width: | 2950 mm |
| Trunnion Distance: | 11,980 mm |
| Bogie axle base: | 1850 + 1850 mm |
| Total wheelbase: | 16,050 mm |
| Service mass: | 122.0-124.7 t |
| Wheel set mass : | 20 t (series 130.0) 20.4 t (series 130.1, 132 and 241) |
| Top speed: | 100 km / h / 120 km / h / 140 km / h |
| Hourly output : | 2200-2940 kW |
| Starting tractive effort: | 265 kN (BR 130/234), 295 kN (BR 132/232/233), 336 kN (BR 131), 363 kN (BR 142), 450 kN (BR 241) |
| Driving wheel diameter: | 1050 mm |
| Motor type: | Kolomna 5 D49 (16 ЧН 26/26) |
| Power transmission: | electric |
| Tank capacity: | Max. 6000 l |
| Number of traction motors: | 6th |
| Brake: | Pneumatic block brake KE-GPR-E m. Z. Driver's brake valve D5 or D2 |
| Train control : | PZB , Sifa |
| Train heating: | Series 130.1, 132 and 142 electric |
The diesel locomotives of the class 130 (from 1992: 230), 131 (231), 132 (232, 233, 234, 241 and 754) and 142 (242) were imported from the former Soviet Union to the GDR from 1970 and were used by the Deutsche Reichsbahn put into service for passenger and freight traffic . The locomotives are equipped with a diesel-electric power transmission that was previously less common on German railways . The prototype was presented as V 300 001 at the Leipzig trade fair, but it did not go into service with this number.
Between 1970 and 1982 a total of 873 locomotives were put into service, with series 132 machines with a supply option for the train bus and a permissible speed of 120 km / h making up the largest share. The Deutsche Reichsbahn set a "normative service life" of 20 years for the locomotives. After 1990 the name Ludmilla came up - although it was not used among railway workers . The 130 series is incorrectly called the “Taiga drum”; However, this designation originally applied to the older DR series V 200 (series 120). Today only vehicles from the 132 series are in use at Deutsche Bahn .
background
In the 1960s, the railway developed into a powerful means of transport in the GDR. Although it was possible to supplement the pre-war series of electric locomotives with powerful successor series, the electrification of further railway lines northeast of a Magdeburg – Bitterfeld – Dresden line stagnated. From 1950 the Reichsbahn also had a few new or modernized series of steam locomotives designed and built from the end of 1952 in order to counter the blatant shortage of locomotives and a large number of old steam locomotive series and sub-series. While steam locomotives were still being produced, the Reichsbahn handed over its claims program for large diesel locomotives to the head office for locomotive and wagon construction in the mid-1950s.
Under the impression of being able to obtain oil from the USSR safely and inexpensively for a long time, it was decided, against the recommendation of experts, to replace steam operation primarily with diesel locomotives by 1975. The lower basic investments, neither a traction power supply nor the catenary network had to be set up and adjustments to existing systems should also not be necessary, seemed to more than compensate for the higher operating costs compared to electrical operation. Due to the workload of the industry, the construction of a central traction power supply in the north would have been problematic at this time. 16 2/3 Hz traction current generators were also not produced in the GDR. Railway power was often obtained with outdated generators or by converting 50 Hz mains electricity. The GDR also lacked power plant capacities, which could not be remedied in the short term. In addition, electrification in the area of the Soviet occupation zone and the later GDR had been set back by more than ten years, since the Soviet Union demanded traction power systems and electric locomotives as reparations and only returned them from 1952 in conditions ranging from unused to scrap-ripe.
The GDR economic strategists also expected the use of diesel locomotives to "operate more freely" in the rail network, regardless of the presence of overhead lines. The transport of goods from and to the Rostock overseas port, which is extremely important for the GDR economy, required services that could only be provided uneconomically with steam locomotives, especially since the planned construction of an inland waterway from Rostock to the Elbe was abandoned. B. for 1970 planned 11 million tons of transshipment of the port 95.4% should be approached and departed by rail.
The locomotive manufacturers of the GDR were busy with export orders. In addition, the class 118 locomotives , which were not designed to haul heavy freight trains or express trains, were increasingly overstrained by the heavier freight trains. Often time-consuming opening credits were required. For the construction of a sufficient number of urgently needed diesel locomotives with significantly more than approx. 2000 hp, however, the production capacities in the GDR were lacking, locomotives with 3000 hp or more were not even developed ready for series production. The Babelsberg locomotive factory near Potsdam was only able to deliver around 70 class 118 units per year. At the Reichsbahn there was also still a great need for diesel locomotives in the lower and medium power range (shunting locomotives V 15 and V 60 as well as V 100 branch line suitable for light passenger and freight trains). They were also produced in Babelsberg, but the production of the 118 series tied up considerable capacities for the construction of the smaller machines, which were also needed to replace steam locomotives.
Large diesel locomotives were also no longer to be built in the GDR in accordance with the COMECON resolutions and the agreements between the governments of the GDR and the USSR. Such machines were to be supplied by the Voroshilovgrad locomotive factory in the Soviet Union. This factory, which is experienced in the construction of large diesel locomotives, was already planning to offer locomotives adapted to the needs of the state railways in the other Comecon countries before the GDR government took the decision to convert primarily to diesel operation.
By the time the maintenance services of the Deutsche Reichsbahn retrofitted numerous units of the 118 series with two 1200 hp engines each and later even installed two 1500 hp units each, the 120 and 130 to 142 locomotives had already provided a considerable amount of traction. Claims that the monopoly of the USSR on the construction of diesel locomotives of the upper class was a dictation from Moscow are therefore controversial. In addition to the 82 series 130 and 76 series 131 locomotives, the Deutsche Reichsbahn received 334 series 132 locomotives by 1975, and in 1977 it put the 1,000th large Soviet diesel locomotive into service (including the 120 series locomotives).
The Raw Cottbus was restructured on the instructions of the Transport Minister Kramer from 1964 for the repair of diesel locomotives. This dragged on for many years. Until 1973 the company also looked after steam locomotives. In 1974 the first class 130 locomotive was refurbished there. The series 120 and 130 had previously been repaired in Raw Dessau. The plant in Cottbus developed into the most important institution in many technical matters concerning the series 130 to 142, be it e.g. B. the maintenance and repair of the existing stock, the elimination of the numerous difficulties with the engine 5 D 49, or the various conversions (for example. To the series 233, 234 and 241).
The Voroshilovgrad locomotive factory developed a machine as a further development of the M62 ( DR series V 200 ) according to the specifications of the DR . The weight-saving, diesel-hydraulic power transmission favored by the Deutsche Reichsbahn and, with the exception of the V 75, used in diesel locomotives from GDR production, was, however, unusual in Soviet locomotive construction. Although diesel-hydraulic locomotives were also tested there, these proved to be problematic under extreme climatic conditions in Siberia, so that the more robust, but also significantly increasing the locomotive weight, diesel-electric principle became the standard in the USSR.
With a top speed of 140 km / h, the locomotive also corresponded to DR plans for the 1970s. The DR planned a high-quality train service with fast connections between the district cities. Delays occurred in the development of the energy supply for the train heating . According to a resolution of the UIC and OSJD associations, this should only be done electrically in order to avoid double equipment of the passenger coaches with electric and steam heating in the future. The manufacturer had no experience with the German system of 1000 volts at 16 2/3 Hertz, which was necessary for reasons of compatibility with the existing vehicle fleet and the safety systems. In order not to lose any more time, the locomotives were initially delivered without a train heater. So they could only be used for passenger trains in summer, or a boiler car had to be carried. The general condition of the lines did not allow an increase in speed in the 1970s anyway. The GDR therefore stopped importing the 130 series after 80 copies, had the transmission ratio of the traction motors changed and, from 1973, classified the following locomotives with a top speed of 100 km / h and without dynamic brakes as the 131 series.
The series family
Delivered series
DR series 130 / DB series 230
The first locomotive for the Deutsche Reichsbahn was exhibited at the Leipzig Spring Fair in 1970 as V 300 001 , while when it was commissioned for testing at the VES-M in Halle , just like the other machines delivered in 1970, it received the computer-compatible class designation 130 . The Leipzig Hbf Süd depot received the first locomotives. The 80 vehicles of the 130 series had a drive motor ratio for 140 km / h, but without a train heating device they were not very suitable for fast passenger train traffic and were therefore mainly used in heavy freight train service. They were partially suitable for this because of their long gear ratio and the resulting lower tractive effort. Nevertheless, due to the higher traction power (130 series: 1830 kW, M62: 1250 kW), the 130 series accelerated better from the medium speed range onwards than the 120 series machines, which were designed as pure freight locomotives. The drive motor ratio of three locomotives was later changed for a top speed of 100 km / h. From then on, these locomotives were run as the 131.1 class. However, there were no planned further modifications. Because of the top speed of 140 km / h, the machines from 130 037 had an electric resistance brake.
From serial number 0037 (ČSD T679.2001) the locomotives had smaller side windows and from serial number 0054 (130 052) also smaller front windows, since the train drivers complained about glare from the sun, which endangered the recognition of signals.
Filling the sand containers up to road number 130 054 in the boarding rooms was cumbersome. Starting with locomotive 130 055, there were four sandboxes with filling openings arranged there at the outer ends of the bogies, with which the leading wheelset of each bogie was sanded.
In addition, two test samples (130 101 and 102) were delivered in 1973, which, in addition to the originally required maximum speed of 140 km / h, finally also had the required train heating device. In terms of design and technology, these two test locomotives largely corresponded to the series 132 locomotives derived from them and which the Reichsbahn purchased in large numbers from 1973 onwards.
From January 1, 1992, the class 130 was redesignated by the Deutsche Reichsbahn in anticipation of its merger with the Deutsche Bundesbahn to form the class 230. It was then taken out of service by Deutsche Bahn AG as the first of the types (see section history and use ).
Existing locomotives of the 130/230 series (as of July 2020):
| Vehicle number
(92 80 1xxx xxx-x) |
Operator designation | operator | comment |
|---|---|---|---|
| 230 002-8 | 130 002-9 | VMD | red, inventory of the Dresden Transport Museum , permanent loan to the interest group Bw Dresden-Altstadt eV, Dresden, not operational |
| 230 012-7 | 130 012-8 | ID | Bordeaux red, rusted Stalowa Wola ( Poland ), not operational |
| 230 077-0 | 230.077 | BLC | orange / gray, operational |
| 230 101-8 | 130 101-9 | DB | Bordeaux red, not operational |
DR class 131 / DB class 231
When it became clear that the electric train heating would not be available for a long time, the DR left the 76 vehicles following the BR 130 with a modified axle gear ratio for a top speed of only 100 km / h, with a simplified pneumatic brake without wheel slide protection and without electrodynamic ones Build a brake. The starting tractive effort increased accordingly to 34 Mp. These machines were classified as the 131 series. The Reichsbahn, which basically preferred universal locomotives, such as the later built class 132, with the class 131 at least had powerful freight locomotives that, in contrast to the class 130, were also suitable for mountain routes.
Existing locomotives of the 131/231 series (as of July 2020):
| Vehicle number
(92 80 0xxx xxx-x) |
Operator designation | operator | comment |
|---|---|---|---|
| 231 001-9 | 131 001-0 | DB | Bordeaux red, not operational |
| 232 107-5
(formerly 231 011-8) |
232 107-5 | EKO | red / orange / white, not operational |
| 231 012-8 | 231 012-6 | WFL | claret, working |
| 232 105-9
(formerly 231 015-9) |
232 105-9 | BRS | gray, LED headlight operational |
| 640 015-5
UIC : (92 51 3 640 015-5 PL-DEPOL) (formerly 231 034-0) |
BR231-063 | DEPOL | blue, operational |
| 231 050-6 | without designation | / | Without paint, sold to NETINERA Werke GmbH , Neustrelitz in 2009 , not operational |
| 650 033-5
UIC: (92 51 3 650 033-5 PL-PUK) (formerly 231 056-3) |
BR 232-035 | PUK | orange / blue, operational |
| 231 060-5 | 131 060-6 | SEM | Bordeaux red, not operational |
| 231 070-4 | 131 070-5 | / | Bordeaux red, sold in 2003 to private owner Bernd Falz from Falkenberg , not operational |
| 231 072-0 | 131 072-1 | DB | Bordeaux red, inventory of the DB Museum Nuremberg, permanent loan to the Arnstadt Historisches e. V., Arnstadt, not operational |
| 640 054-4
UIC: (92 51 3 640 054-4 PL-ECCOR) (formerly 231 034-0) |
BR231-014 | ECCOR | silver / blue, operational |
DR series 130.1 / 132 / DB series 754/232
From the end of 1973 the manufacturer was finally able to supply locomotives with electric train heating as standard. The first two test machines 130 101 and 102, built in 1972, always remained at the VES-M hall and were renamed 230 101 and 102 on January 1, 1992. On January 10, 1995, DB AG gave them the service vehicle numbers 754 101 and 102. The 754 101 was retained as a museum vehicle in Halle after it was taken out of service in 1997.
Since it was not foreseeable when the maximum permitted line speeds would be increased, a decision was made for a reduced maximum speed of 120 km / h for all subsequent models. To gain space for the train heating system, the boxes of these locomotives were lengthened by 200 millimeters. These were put into service as class 132 from 1974. In this design, the locomotives were still a success for the DR. They bought a total of 709 of them by 1982.
Externally recognizable differences to the machines of the 130 series (apart from the 132 prototypes 130 101 and 102) and 131 are the 200 mm longer car body with an additional engine room window between driver's cab 1 and the row of windows in the middle of the vehicle and compared to the 130 001 to 051 in Front wall windows reduced in height. Another difference to the class 132 is the closed assembly hatch under the locomotive number in the middle of the vehicle. In the case of the BR 132 this assembly hatch was closed by a large-meshed grille, and in the case of the two prototypes it was closed by a solid sheet metal.
DR class 142 / DB class 242
After their presentation in 1975 at the Leipzig Trade Fair, six locomotives with an engine output of 4000 hp (2940 kW) were put into service as the 142 series in 1977 and 1978 . In this series developed on behalf of the DR, the manufacturer ensured that as many parts as possible that could be exchanged with the 132 series machines were used and that the operating and monitoring devices of the 142 series corresponded to those of the predecessor model. The 142 differed mainly in a new main generator and drive motors of the type ED 120 from the 132 series. The 2-5 D49 diesel engine differed from the 5 D49 of the 132 in a new exhaust gas turbocharger. In order to limit the unsprung mass, the large gears (= drive gears) in this series were for the first time spring-mounted on the wheelset shaft. The 142 001 came after its factory test drive on April 25, 1977 to the VES-M Halle (Saale), where the modules changed to the 132 series were examined and the driving dynamic characteristics were recorded. The locomotive came to the Halle G depot for operational testing. Later, like the 142 002 and all four other machines, it came to the Stralsund depot, the 142 003 and 004 in 1977 and the 142 005 and 006 in 1978.
The 142 001 to 006 were used in heavy through and transit freight train service on the non-electrified routes in the north of the GDR. The services provided ranged from Saßnitz in the north to Seddin and Oebisfelde. The heavy tank car trains with up to 3600 t tensile load between the Rostock oil port and the Schwedt petrolchemical combine belonged to the covering tasks reserved almost exclusively for the 142 series . The Stralsund depot also used the 142 to replace the 03.10 series in front of heavy, extra-long holiday trains in order to prevent loss of travel time due to insufficient acceleration values. In the meantime, however, the decision was made at a political level to electrify the most important main lines in the north as well, so that further orders for the 142 series were dispensed with.
Due to the turnaround and the accompanying circumstances, the services in the heavy freight train service decreased significantly, which finally made the class 142 as a splitter series superfluous. The locomotives were used to transport passenger trains in the last dedicated schedule. In the end they only provided towing and pushing services between Saßnitz and Saßnitz Hafen. In April 1994 the Stralsund depot shut down all machines.
The class 142 (together with the later rebuilt 241) was the most powerful single-engine diesel locomotive in Europe. It was not until 2006 that an even more powerful locomotive (3600 kW) was created with the Voith Maxima 40 CC.
Location and stock of the locomotives class 142/242 (as of July 2020):
| Vehicle number
(92 80 1xxx xxx-x) |
Operator designation | operator | comment |
|---|---|---|---|
| 242 001-6 | 42 | EKO | red / silver, operational |
| 232 002-8
(formerly 242 002-4) |
232 002-8 | HFH | white / turquoise, operational (?) |
| 232 001-0
(formerly 242 003-2) |
BR 232-01 | ITL | Captrain paintwork, operational |
| 232 004-4
(formerly 242 004-0) |
BR 232-04 | ITL | Captrain paintwork, operational |
| 640 049-4
UIC: (92 51 3 640 054-4 PL-PBC) (formerly 242 005-7) |
BR 232-03 | PBC | yellow / gray, operational |
| 242 006-5 | 142 006-6 | DB | disassembled 11/24/2009 in Cottbus by Ziems Recycling GmbH, Malchow . The locomotive was intended as a museum locomotive, but was scrapped |
Redrawings
With the merger of the Deutsche Reichsbahn with the Deutsche Bundesbahn to form Deutsche Bahn AG after reunification , the DR diesel locomotives were redrawn to a leading “2” according to the DB series scheme. This is how the series 230, 231, 232 and 242 of Deutsche Bahn came into being. The series designations 230 and 232 had long before been used by loners at the DB.
Conversions
Numerous machines of the 232 series were converted. The series 233 (newly motorized with Kolomna 12 D49 M and detailed improvements), 234 (64 units for 140 km / h in express train service, parts from bogies of the 130/230 series installed) and ten machines of the series were created through conversion and "re-engine" 241 (pure freight train variant with a top speed of 100 km / h, increased to 4000 hp). In addition, some 232 were used as test locomotives, e.g. B. the six machines in which the DB and DR tested new engines, and the 232 237, from which the prototype 232 800 with 4000 hp and 100 km / h was created.
DB class 233
A replacement engine for the 232 series was sought as early as 1991 because some of the engine housings had reached the limit of wear and tear and the type 5 D49 engines were generally maintenance-intensive. Test engines from Caterpillar , MaK and Kolomna were available.
The American type 3608 engine was very heavy and stable. As a result, it was very low-maintenance (first target revision after 64,000 engine hours, a locomotive was estimated to be around 4000 Mh annually), but it required the greatest effort. The installation of the MaK engine was also very complex. The offer from Kolomna was by far the cheapest. Its further developed engine 12 D49 only cost about two thirds compared to those from western production. The costs for its installation were even calculated to be just over a third compared to the assembly of the other engines, because it could be installed in the vehicle with very few modifications and while retaining almost all of the units it drives. It consists of 80% parts of the 5D49 and delivers 2206 kW / 3000 PS with just twelve cylinders and a higher boost pressure. However, due to the political circumstances in the former Soviet Union, Raw Cottbus warned of delivery problems for the Kolomna plant.
After testing two Caterpillar (installation in locomotives 234 548 and 565, which were prepared for 140 km / h), MaK (234 555 and 630) and Russian Kolomna-12 D49 engines (234 440 and 657), they left it Headquarters of the traction division in Frankfurt am Main, which is now responsible for a decision, during these tests, however, without any major repowering (for the time being). On the one hand, further improvements have now been made to the 5 D49. On the other hand, the maximum useful life of the locomotives was now only set until 2004. Spare parts and motors should therefore now be obtained from decommissioned locomotives.
It was not until the beginning of 2000 that a preliminary decision was made to use the now further developed 12 D49 M engine from Kolomna for future modifications. Experience with Caterpillar 3606 engines, which had previously been installed in some 231 or 232 other railway companies, was incorporated. The American unit was only installed in locomotives without a train heater, so that the time-consuming adaptation of the engine to the ZEV was not necessary. (See section: »Modifications outside of DB AG«)
One expected through the modernization u. a. a reduction in fuel consumption of around 8%. However, as expected, Kolomna was not able to meet its delivery obligations for a long time. In 2001, DB Cargo commissioned the conversion of 64 class 232 locomotives that were worth preserving in order to make them ready for operation by 2020. In the course of this measure, further innovations were added, including sun blinds, sand blowers, pre-installation of air conditioning, two-circuit cooling system, asbestos substitution, tape displays for supplies, remaining tank usage, a traction rectifier with only twelve diodes, a new wheel flange lubrication system and a different control of the cooling fans and blinds. The emission of nitrogen oxides fell by around forty percent, the weight of the locomotive, mainly due to the elimination of four cylinders, to 122 t. The locomotives can be recognized from the outside through an additional window on the B-side and a different sound from the diesel engine (through the shortened silencer). When the engine is idling, as with the 5D49, some cylinders are switched off by the cylinder group deactivation. These modernized locomotives with a top speed of 120 km / h and traction power increased to 1900 kW were now given the class designation 233 while retaining the old serial number. In all 233 the train heating device was left untouched in order to be able to use the locomotives in front of passenger trains if necessary, but was put out of operation to reduce maintenance costs.
DR / DB class 234
For the IR and IC service in the new federal states on the lines that were upgraded for 140 km / h (sometimes also for 160 km / h), powerful and fast diesel locomotives for speeds of 140 km / h with correspondingly higher speeds were urgently needed after the fall of the Wall Pulling power that the DB class 218 cannot provide. In 1991, the head office of mechanical engineering planned to increase the maximum speed of the 132 series in order to use them on the then not electrified routes Berlin – Hamburg and Berlin – Hanover in IR and IC service. After consultation with the Cottbus raw material , this was relatively uncomplicated because the manufacturer retained the structural design of the vehicle part for 140 km / h, as had been carried out for the 130 series. Using traction motors, axle drives and bogie parts from the 130 series, which were only required to a limited extent, the conversion was largely unproblematic. The first converted locomotive was the 132 335, which in November 1991 reached a top speed of 145 km / h during test drives on the Dresden – Berlin route. The locomotives capable of 140 km / h were given the series designation 234 while retaining the serial number, with the number 4 indicating the new maximum speed. For use in push-pull train operations, a time-multiplex push-pull train control was installed in 23 machines . Initially, the Berlin Hauptbahnhof (now: Ostbahnhof) depot was solely responsible for the home; When the final inventory of 64 converted locomotives was reached, they were distributed among the Schwerin , Görlitz , Reichenbach and Pankow depots. The 234 stood out due to its above-average defect rate. At times 20% of the locomotives were damaged. This was less due to the locomotives themselves, but more to an unsuitable maintenance organization. On the one hand, the locomotives were often passed on from one department to the next, and on the other hand, Deutsche Bahn simply could not and did not want to undertake such labor-intensive maintenance and care as was intended for the locomotives in the times of the Reichsbahn and was especially necessary for the engine Afford. Nine machines of the 234 series were converted for use in the Netherlands in 2001 and designated as 232.9. The permissible speed was reduced again to 120 km / h. The 234 304 is a loner, it was painted mint green and light gray in 1995 in the then usual local transport scheme. After being taken out of service in 2002, it came into the holdings of the DB Museum . It is on loan at the Nossen depot and can be viewed on the IG Dampflok Nossen festivities .
Projects to adapt the front section of driver's cab 1 to be suitable for push-pull trains in two variants of the shape of the front sides of the control cars of regional trains as well as IR and IC and to convert driver's cab 2 into a lounge for the train attendants with a transition to the first car remained due to the disinterest of the DB not carried out.
The need for the 234, which has fallen sharply due to route electrification, among other things, meant that of the once 64 units, only twelve were in service on December 6, 2002, and 47 machines were scrapped by 2012.
Until February 7, 2015, the last two locomotives of the 234 series (234 242 and 234 278) were still in use at DB Fernverkehr in Berlin. Since the 2009/2010 timetable change, a 234 has been used as planned in front of the empty night train parks between Berlin Lichtenberg and Berlin Warschauer Straße. The second 234 was a fixed 186 reserve in Rummelsburg and was used before the Berlin-Warsaw Express. From the beginning of 2003 four 234s were available to the Ulm office to cover the IC train pair 118/119 to Lindau and back. After the discontinuation of the EC between Berlin and Stettin, class 234 locomotives no longer run in front of long-distance trains as scheduled.
DB class 241
In 1997, the 232 237 was extensively rebuilt in order to achieve an increase in output to 4000 hp and then renamed 232 800. It managed a train weighing 4000 t on a test drive from Eisenhüttenstadt to Seelze without any problems. With the knowledge gained, five locomotives each were converted into the new 241 series in two series in 1999 and 2001. They received new diesel and traction motors, reinforced braking systems, a gear ratio for a maximum speed of 100 km / h as well as anti-skid and anti-skid devices.
The central energy supply facilities have been expanded. The first five 241s emerged from the 232 008, 338, 353, 449 and 697 while retaining the serial numbers for covering freight trains between the Federal Republic and the Netherlands.
The second small series with the numbers 241 801 to 241 805 was specially adapted to cross-border traffic to Belgium between Aachen West station and Montzen , where they were used from 2001. The adjustment included reducing the roof height and relocating the fans in the sloping roof so that the locomotives fit into the Belgian clearance profile . The gearbox housings were modified to prevent them from colliding with the »crocodiles« of the electromechanical train control system used in Belgium, which were laid in the middle of the track . Since the locomotives were not equipped with the Belgian train control system MEMOR , their maximum speed in Belgium was limited to 60 km / h. Their reliability was also unsatisfactory. Since the timetable change on December 14, 2008, after the electrification of the Montzen route , the locomotives are no longer in use between Germany and Belgium and have since been scrapped. (The 241 805: arrival 05.2009 in Aw Cottbus z; scrapped 08.12.2014 in Espenhain (Scholz Recycling GmbH)).
The whereabouts and inventory of the class 241 locomotives (as of July 2020):
| Vehicle number
(92 80 1xxx xxx-x) |
Operator designation | operator | comment |
|---|---|---|---|
| Series 241: | |||
| 241 008-2 | 241 008-2 | STRONG | green / red with white bib, operational |
| 241 338-3 | 241 338-3 | STRONG | green / red with white bib, operational |
| 241 353-2 | 241 353-2 | EBS | EBS painting, operational |
| 241 449-8 | 241 449-8 | STRONG | green / red with white bib, operational |
| 241 697-2 | 241 697-2 | STRONG | green / red with white bib, operational |
| Series 241.8: | |||
| 241 801-0
(formerly 232 580-1) |
241 801-0 | DB | traffic red, disassembled 06/26/2013 Scholz , Espenhain |
| 241 802-8
(formerly 232 706-2) |
241 802-8 | DB | traffic red, disassembled 06/28/2013 Scholz, Espenhain |
| 241 803-6
(formerly 232 558-7) |
241 803-6 | DB | traffic red, disassembled 02.12.2014 Scholz, Espenhain |
| 241 804-4
(formerly 232 483-9) |
241 804-4 | DB | traffic red, disassembled 04.12.2014 Scholz, Espenhain |
| 241 805-1
(formerly 232 284-0) |
241 805-1 | DB | traffic red, disassembled December 8, 2014 Scholz, Espenhain |
Modifications outside the DB AG
Between 1997 and 2001, DB AG sold five machines (232 155, 404, 405, 429 and 684) to the state-owned "Wismut GmbH" . The latter had the locomotives in Cottbus refurbished by expanding the ZEV, the complex installation of Caterpillar engines of the type 3606 and painting in the company's typical colors for the renovation of former uranium ore mining sites in the Ronneburg area. These locomotives were given the company numbers V 300 001 to 005 at Wismut GmbH.
Adtranz replaced the 4,000 hp engines on the 242 002 to 005 with weaker 12 D49 units before these machines, initially listed as W 232.01 to 04 at Adtranz, were sold to various private railway companies. Four 231s received Caterpillar 3606 engines and the designation W 232.05-08 from Adtranz.
Four TЭ 109s , which were used in the former Soviet Union, were adapted by Adtranz (while retaining the original Kolomna engine) for German requirements, were given the designation W 232.09 to 12 and were also handed over to private railways.
The majority of the locomotives were sold to private railways in Poland after changing operations with private railways in Germany. Most of them have since been scrapped or used as spare parts donors.
history
The Council of Ministers of the GDR decided in 1966 that the change in traction in the GDR should take place primarily through diesel locomotives. The Deutsche Reichsbahn was in an awkward position at the time:
On the one hand, it was necessary to replace the outdated, maintenance- and labor-intensive steam locomotive park with modern traction equipment in the foreseeable future. For extensive route electrification, which was already meaningful at that time, the GDR lacked not only construction workers and materials, but above all power plant capacities, which could not be remedied so quickly. Diesel traction seemed to be a viable option.
Because, on the one hand, the locomotive manufacturers in the GDR were fully occupied with orders for the construction of diesel locomotives of the low and medium power class and, on the other hand, there were large production capacities for large diesel locomotives in the Soviet Union (up to several thousand machines per year), the RGW decided to only use large diesel locomotives in future still to be built in the USSR. The test locomotive of the DR series V 240 presented in 1965 therefore remained a one-off. The Soviet M 62 ( DR series 120 ) imported by the GDR as an interim solution was suitable for replacing the BR 118 machines, which were overburdened with the covering of heavy freight trains (which meant that the latter were again available for their actual purpose, high-quality passenger and express freight transport ), but could only be used to a limited extent on the DR due to its top speed of only 100; km / h, its obsolete diesel engine constructed in the 1940s, its axle load of 20 t, which was unsuitable for branch lines, and the lack of a train heater. Passenger locomotives with a diesel engine output of 3000 hp for 140 km / h with an electric train heater, later with 4000 hp and 120 km / h for freight trains and 160 km / h for express trains, were to be procured from the Soviet Union . Their construction was carried out according to the specifications of the DR at the Voroshilovgrad locomotive factory . For the manufacturer, the electrical train heating compatible with German safety technology was previously unknown. The corresponding equipment had to be completely redeveloped and was not yet available at the start of delivery.
commitment
With the express consent of the manufacturer, the DR subjected four of the first BR 130s, which had arrived brand new in the GDR, to a "selected difficult program of operational testing" in scheduled, heavy freight train service (train mass up to 2200 t) starting at Bw Halle G. For the heavy load on the locomotives Even in the run-in phase, positive experiences with the 120 series, which were considered robust, and economic constraints are said to have been decisive. With a few exceptions, the 130 showed reliability, robustness and good consumption values.
The Neustrelitz depot alone received 28 locomotives for freight traffic on the Berlin – Rostock mainline. Even in the Seddin depots (30 machines), Leipzig Süd, Falkenberg and others, and later also in the Frankfurt / Oder and Neubrandenburg depots, the 130 series was a welcome replacement for outdated or freight train services, despite its gear ratio of 140 km / h overused series. Soon they were running on all routes whose parameters allowed meaningful use. As an exception, they were put into passenger train service in the summer when plan locomotives failed.
Locomotives of the 131 series ran, initially mainly in the Erfurt / Thuringian Forest area, preferably in heavy freight train service and, as before, replaced the 130 series, the 44, 118 or 120 series. B. also express trains in exchange and transit traffic between Erfurt and Gerstungen. Since these trains had to carry heating locomotives or tank wagons with them when the weather was appropriate, the Erfurt depot received some of the first 132 to arrive in the GDR and successfully used them in passenger and freight train services.
The 132 series could be used universally, both for hauling passenger trains from regional traffic to high-quality express train traffic, as well as in heavy freight train service with lime and coal trains with a train load of 1,800 tons and more, depending on the line expansion. The locomotives of the 132 series could not be used on branch lines with an axle load of less than 20 t; those of the six-axle series 118.2–4, later 6–8 and also the series 112 and 119 remained irreplaceable. A prestigious achievement for the 132 series was the covering of the city express trains between the district cities and Berlin. The class 132 locomotives were also preferred for transit traffic from West Berlin to West Germany and got as far as Büchen, Lübeck and Hof. They were even used daily on the Berlin Stadtbahn , although they were actually too heavy for this. The 132 478 hauled the first special train with which GDR citizens who had fled to the West German embassy in Prague traveled via GDR territory to the Federal Republic. After the fall of the Berlin Wall in 1989, these locomotives made their way to Hamburg, Kassel, Nuremberg and Kiel. The strong increase in passenger traffic between the old and new federal states required the introduction of heavy and heaviest express trains, for which the 132 was predestined for covering non-electrified routes.
With the merger of the two German railways in 1994, the area of operation was expanded. The locomotives now replace the locomotives of the V-160 family nationwide if the train heating output was too low or more tractive power was required. Overall, however, the number of 232 locomotives fell sharply due to the rapidly decreasing demand for heavy diesel locomotives, especially in the former GDR. Numerous 232 and their descendants were scrapped, or hauled trains, for which significantly weaker locomotives would have been sufficient, or which could even have been replaced by railcars that were lacking. Many of the scrapped machines, however, had already more or less clearly exceeded the originally planned service life of 20 years at the time of their dismantling.
When the locomotives were divided into the DB Long-Distance, Local Transport and Cargo divisions after the rail reform of 1994, the 232 were taken over by DB Cargo and are now rarely used in passenger train service. DB Cargo uses the locomotives in Germany, the Netherlands and Poland in heavy freight train service. But they can also be used in IC service. Among other things, it was used more frequently in the Berlin-Warszawa-Express before the PKP series EU 44 was delivered .
In order to end the complex double traction of locomotives of the 212 and 216 series in front of coal, ore and steel trains with = /> 2000 t train mass in the Ruhr area, the DB tested a new six-axle MaK DE 1024 diesel locomotive with 3600 hp from January 1992 . Although the BD Essen pleaded for the acquisition of this locomotive, the Deutsche Bahn then remembered the numerous locomotives of the 232 series, which were unused in the new federal states, were powerful and versatile and for the most part were still at an age when decommissioning would be senseless, found.
The 232 663, which was equipped on a trial basis with modified blinds for the cooling air intake, which reduced the noise level by 10 dB, was the first to be used in the Ruhr area in April 1993, initially rented by DB from the DR.
In the early 2000s, up to 39 machines from the 232 series, which were also used to haul special trains, were stationed at the Oberhausen depot. In July 2011, ten locomotives were still located there. Above all in relation to the stress, a lack of maintenance, and to a lesser extent incorrect operation, also led to the machines being highly susceptible to failure. Residents on the track, disturbed by the noise of the Soviet locomotives, abused the train drivers with megaphones.
From mid-March 2000 to May 18, 2002, DB Cargo provided ÖBB with eight slightly adapted 232 because there was a lack of suitable diesel locomotives for heavy freight trains in Eastern Austria. The Soviet machines were there e.g. They were used, for example, in freight train traffic between Vienna and Bratislava until they became superfluous there due to the electrification of a new line between the two cities. If necessary, they also hauled regional trains, but fears that the train heating could affect the signaling systems prevented winter use.
Specially equipped diesel locomotives of this series are used to transport Castor containers within Germany. A total of eight locomotives (including 232 254 and 569) were prepared for these missions in terms of details such as the option of installing protective grids in front of the windows. This means that these trains can run independently of the catenary and the locomotive crew is protected from projectiles.
In mid-2016, some 232 and 233 were still active in freight train service and for training purposes in and around Mühldorf (Upper Bavaria), including 232 201, which was 41 years old at the time.
After the first example of the 142 series, the 142 001, was accepted on May 20, 1977, the six locomotives of this series were always based in Stralsund after their testing in Halle. In the beginning, they often ran in mixed schedules in summer together with the oil-fired steam locomotives of the 03.10 series in front of the heavy tourist express trains between the inland and the Baltic coast. Later they were mostly used in front of particularly heavy freight trains and completely replaced the steam traction in front of the express trains. From 1992 they were run as the 242 series . The 242 001–005 are now used by private railways . The 242 006 was dismantled on November 25, 2009 in the Cottbus plant.
After the merger to form DB AG, the class 230 locomotives were the first to be retired by 1994. Then the locomotives of the 231 series came up to 1995 because the vehicles without train heating were no longer used. The class 242 locomotives were also parked in 1994 and taken out of service by March 1995; today they are used by private railways. By contrast, locomotives of the 232 series with their variants 233, 234 and 241 are still numerous in Germany and can be found in almost all parts of the country, but also in cross-border traffic.
In depot Arnstadt the 131,072 issued as inoperable exhibit. The 131 012, which was the last 131 to be retired, was given a new paint job in the original Reichsbahn livery in 2012 in the Weimar Railway Museum after it was in use by private railways. The MEG 317 (formerly 232 500) was loaned to the Salzwedel steam locomotive friends . It can be viewed in the former Wittenberge depot . The 131 001 (built in 1972) is stationed in the DB Museum Halle (Saale) , the 130 002 in the Dresden Transport Museum. The 130 077 was taken out of service by various private railways and was still operated by one of them in 2012, at an age of around 40.
A number of 232 was passed on to DB Schenker Rail Romania (today: Deutsche Bahn Cargo Romania ); two of these locomotives were bought by the Austro-Hungarian Raaberbahn in 2012/2013 and have so far been used as 651 003 and 004.
The five 241s built for freight traffic between the Federal Republic and Holland turned out to be increasingly prone to failure. That is why their cross-border mission ended on October 4, 2003. Two of them were ordered to the Ruhr area, where they were deployed with the 232 that had been stationed there for a long time. After a repair at the Cottbus plant (former Raw), the other three ran together with the prototype 232 800 in front of heavy lime and steel trains between Blankenburg (Harz) and Goslar.
technical features
Locomotive body
The machine consists of a steel frame with an attached locomotive body in sheet metal profile construction. The beads in the side walls of the box stabilize the sheet metal and considerably reduce its susceptibility to roaring. In the case of machines with electrical train heating devices, it was lengthened asymmetrically by 200 millimeters to make space for the additional systems. The locomotive body and the tank are load-bearing. The central section of the roof is removable. The frame is built for longitudinal forces of a maximum of 250 Mp. In the area of the frame ends there are diagonal struts in order to be able to absorb the forces emanating from a central buffer coupling. The mounts enable the optional installation of draw hooks and non-rigid central buffer coupling heads. In the Lugansk locomotive plant, great importance was attached to a stable driver's cab to protect staff in the event of an accident. The driver's cabs are heated with the waste heat from the cooling water. The two three-axle bogies are guided by pivot pins and supported by four support and return devices. The locomotive has only one primary suspension with coil springs and friction dampers. The bogies have three axles and the wheel sets are guided by lemniscate links without play. The drive takes place via traction motors . The traction motors are designed as direct current series motors and, viewed from the locomotive ends, are always located behind the wheelset. The fans used to cool them are located in the machine and cooler room. The cooling air is directed to the traction motors via flexible ducts. The middle wheel set of each bogie is +/- 14 millimeters, the two outer wheel sets can be shifted sideways by +/- 2 mm.
Since the bearing surfaces of the bogie supports are dome-shaped, the locomotive body is raised slightly when the bogies are turned in. Its weight pushes the bogies back into the middle position. Only on the outermost 20 mm of the deflection do springs provide additional restoring forces. Since the four support devices on the bogie are arranged in a circular path, but the pivot is on the bogie by 185 mm from the center of the circle or from the center of the bogie towards the center of the locomotive, the pivot bearings can be positioned on a section of a circular path with a radius of 185 Swing out 40 millimeters in both directions and are reset by springs.
The Deutsche Reichsbahn gave the locomotive a total mass of max. 108 t before. However, the Soviet TЭ 109 locomotive (the “T” stands for Russian тепловоз teplowos , German “diesel locomotive” , the “Э” for electric), on the basis of which the series 130 to 132 were manufactured for the DR, also as a result of the from The Lugansk plant offered diesel-electric power transmission, already with an axle load of 20 t. After all, the masses of the 130 and 131 series could be reduced to 116.2 t. The locomotives of the 132 series, by far the most frequently built, produced 123 to 124, and the 142 series even 126 tons, which meant that the maximum axle load of 21 tons allowed on main lines with a K49 superstructure was fully exhausted.
Furthermore, the DR repeatedly pushed for an elastic mounting of the traction motors on the wheelset shafts at the manufacturer's works, possibly using licenses from the GDR electric locomotive construction. However, such a design was never implemented in the 130 to 142 series. According to the manufacturer, the mass even of the 130 series would have been 123 t - which is unacceptable for the Reichsbahn.
engine
The power is supplied from a direct-injection sixteen-cylinder - diesel engine 5 D49 (factory name) provided. The basic design of this engine is from the year 1949. It provides with turbocharger and intercooler 2200 kW (3000 hp) at 1000 min -1 . The designation 16 ЧН 26/26 (TschN) corresponding to the Soviet GOST standard refers to the four-stroke principle (Russian: Ч for chetierje = four) and the »Н« (N) indicates a supercharged engine. The numbers 26/26 indicate the cylinder diameter and stroke in centimeters. The sixteen-cylinder engine has a displacement of approx. 221 liters. The cylinders are in two rows in a V-arrangement at an angle of 42 °. Eight connecting rods work directly on the crankshaft, the others are hinged. Up to 4,000 liters of diesel and 1,100 liters of engine oil are carried along as operating materials. The diesel engines of the V 300 had considerable initial problems because in the original they were equipped with cast crankshafts made of cast iron with spheroidal graphite with nitrided bearing and crank pins. These waves tended to break after the winter period. The cylinder group deactivation was often seen as the cause of this. This was necessary to increase the combustion temperature when the diesel engine was idling. In this case, fuel is only injected into half of the cylinders, but in larger quantities. This increases the temperature in the working cylinders and the fuel burns completely. Otherwise some of the diesel would condense on the liner wall, penetrate the oil pan and dilute the engine oil. Another source of crankshaft damage were injectors that injected the fuel asymmetrically into the combustion chamber. As a result, unburned diesel could also get into the oil pan via the camshaft tunnel.
The tight fit of the bearing shells of the hinged connecting rod caused problems. Defective bearing shells on the main connecting rods caused scoring in the crankshaft, which led to a reduction in the supporting diameter and an increased tendency to break.
The cast crankshafts were replaced by forged ones. In the beginning they were given too little surface hardness. The waves could not withstand the planned 20,000 engine hours. To solve the problem, two hardening methods have been developed. One process is the well-known nitriding , in which nitrogen ions penetrate the surface areas in the annealing phase and harden the steel. After that, however, the shafts had to be reground because they warp easily when they glow. The second method is surface hardening by local heating with a CO 2 laser . The hardening became somewhat uneven due to the round laser cross-section that covered the connecting rod bearing surface on the lathe. You could feel that after 10,000 hours of engine running for the bearing inspection. Nevertheless, the crankshafts treated in this way could be operated at 20,000 Mh until the revision.
The frequent changes in load on the relatively short DR routes were another cause of increased engine wear and premature component failure. Such a mode of operation was not taken into account in the design of the engine, since the locomotives could be operated on the long routes in the USSR over significantly longer distances with relatively little fluctuating engine load.
The idling speed is 350 min −1 , the maximum speed is 1100 min −1 . Exceeding of 1180 min -1 an automatic ensures that the main generator is switched off and the motor is regulated down to idling speed (so-called. Load shedding). This automatic mechanism also intervenes if the cooling water temperature is too high and other critical operating conditions.
The diesel engine drives the generator and exciter, the three-phase main generator and a three-phase heater. The alternator, which u. a. supplies the control and lighting of the locomotive, also serves as a starter.
Power transmission
The power is transmitted electrically. The traction current is converted into direct current by a six-way rectifier with 240 diodes. The power is controlled via the diesel engine speed and a thyristor field controller of the exciter. A variable excitation of the drive motors ensures that the full traction power can be used over a wide speed range.
Train heating system
The heating generator has two three-phase stars offset by 30 degrees . It thus supplies six-phase three-phase current, which is fed to an envelope converter . It uses thyristors to combine the positive and negative half-waves into a single-phase heating current of 22 Hertz. The heating system initially worked according to the supply by electric locomotive with a frequency of 16.67 Hz. In the non-electrified network, however, there were still track circuits that were fed with 50 Hertz. They can be influenced by the third harmonic (50 Hz) of the train heating voltage. For this reason, boiler wagons or BR 118 locomotives had to be temporarily carried as heating locomotives on the affected routes until the problem was resolved, among other things, by changing the heating frequency to 22 Hz at the beginning of the 1975 heating season. So that the half-waves are the same size when they are put together, it is helpful if there are a large number of input phases with a high frequency. The voltage-time area regulation of the reactive current compensation must ensure that the areas are of the same size. The difference is a direct current that drives inductive loads into magnetic saturation and causes a high current in them. That would not be suitable for air conditioning systems in passenger coaches.
Since the heating generator was driven by the diesel engine, the traction power of the locomotives fell noticeably depending on the heating energy requirement. During the cold season, the drop in performance had to be taken into account when planning the journey.
The problem was immediately alleviated by coupling the driving and heating circuit: 500 to 600 kW were reserved from the outset for the heating, which could be switched on from speed level 7. From speed level 12, unneeded heating energy was available for traction with a delay. To use full traction power, switching off the heating remained unavoidable.
Critics of this problem therefore demanded the use of the 118 series, which had a steam heater that was independent of the diesel engine. Ultimately, however, the 132 series prevailed, as its electrical heating, the more modern system and the transition to purely electrical supply for train heating, had already been internationally agreed.
For years, electric train heating has been redefined as a central energy supply that also allows inductive loads. The passenger carriages were equipped with chargers fed by the train bus. For this purpose, almost all machines were equipped with RC elements for reactive current compensation.
The Deutsche Reichsbahn made its first attempts to do this as early as 1975 with the 132 193. It also experimented in the 1980s in the VES-M Dessau with several air-conditioned passenger coaches for the Federal Railroad. The attempts in Dessau were abruptly ended as a result of an instruction from political authorities. Furthermore, they ordered silence about the tests. The wagons with inductive consumers in internal German transit traffic are mainly used by West Germans. It is therefore a task of the Federal Republic of Germany to make them compatible with the existing locomotives for the covering.
It was only at the end of 1989 that the 132 425, which was equipped with devices for reactive current compensation on a trial basis, could be sent to the BZA Munich for tests. Until enough other locomotives were equipped with such facilities, for which Western know-how was now also available, they temporarily managed, for example, by leader of a class 119 locomotive, which was responsible for the ZEV.
The heating generator also supplies the auxiliary services such as the fans.
Electrodynamic brake
In order to reduce the thermal load on the wheel sets with block brakes, the abrasion and the risk of locking, the Reichsbahn wanted an additional electric brake. It should completely relieve the pneumatic brake when braking downhill and partially when braking with deceleration. As early as 130 013, the locomotives were prepared for the installation of the separately excited DC resistance brake, for example through additional blinds in the sloping roof near the entrance to driver's cab 1. From 130 037 onwards, the electrodynamic brake was installed as standard in all locomotives with the exception of the 131 series. The drive motors excited by the traction generator function as generators. They feed a resistance block, the waste heat of which is dissipated outside via two fans located in an additional roof structure above the end of the engine room facing the driver's cab 1 (see illustration of 232 477 in the "History" section).
The electrodynamic brake has a max. 1300 kW, with the five machines 241 001 to 005 converted for cross-border use to Belgium max. 1550 kW.
Identical machines in other countries
The locomotives were specially developed for German conditions, comparatively few made it to other countries:
- Czechoslovakia : ČSD T 679.2 The ČSD also received two locomotives in 1971. Technically, the locomotives with a short locomotive body, no train heating device and a gear ratio for 100 km / h corresponded to the German class 131. However, it was believed that the locomotives were overdimensioned in terms of power for the conditions in the ČSSR. The two T 679.2s only ran with the ČSD until 1976 and were then sold to the Bulgarian state railway BDŽ.
- Bulgaria : BDŽ 07 (07 001-090; they also corresponded to the 131 series. From the two T 679.2s, one machine was made operational and classified as 07 091.)
- USSR : ТЭ 109 , double locomotives 2ТЭ 109, with 4000 HP power; ТЭ 125, ТЭ 129 (some specimens of the Т wurden 109 were delivered to various industrial companies). The broad-gauge prototype presented in Shcherbinka near Moscow as V300 001 also remained in the USSR.
- The 232 103 came under a German number from the DB to the Kaliningrad Railway . At least five locomotives of the 232 series were handed over to the Bosnia-Herzegovina ŽBH railways in 1996 .
- Poland : 34 locomotives came to the Polish PCC Rail Szczakowa. This was meanwhile taken over by DB Schenker Rail Polska (now: DB Cargo Polska ), some of the locomotives also came back into the possession of DB Cargo Germany. Others were retired and sold to private railroad companies. Three locomotives came to ITL Polska via ITL , and another to a Polish private railway.
literature
- Thomas Böhnke (Ed.): “Ludmilla” in transition - the DB V 300 family in three decades (= railway image archive . Volume 26). EK-Verlag, Freiburg im Breisgau 2006, ISBN 3-88255-365-0 .
- Helmut Brinker: "Russian Western Fleet". Five years of the 232 series in the Ruhr area. In: Railway courier. Volume 32, No. 30, EK-Verlag, Freiburg im Breisgau 1998, ISSN 0170-5288 , pp. 52–56.
- Kurt Köhler, Andreas Stange: The V 300 family of the Deutsche Reichsbahn. The series 130, 131, 132 and 142. EK-Verlag, Freiburg im Breisgau 2000, ISBN 3-88255-130-5 .
- Günter Weiske: The V 300 series, pioneer of a successful vehicle family. In: Jürgen U. Ebel (Ed.): 25 years ago. The DR 1970 (= railway courier themes . Volume 20). EK-Verlag, Freiburg im Breisgau 1995, OCLC 76632632 , pp. 48-54.
- Manfred Weisbrod, Franz Rittig: Class 232 (= Eisenbahn Journal special edition ). Publishing group Bahn, Fürstenfeldbruck 2005, ISBN 3-89610-123-4 .
- Franz Rittig, Manfred Weisbrod: Class 232 - The famous Ludmilla (= Eisenbahn Journal Extra. Edition 2/2012). Publishing group Bahn, Fürstenfeldbruck 2012, ISBN 978-3-89610-363-5 .
Web links
- The 232 series and its modification variants
- The V 300 of the Deutsche Reichsbahn
- The Ludmilla all over the world
- The Ludmilla - Flickr Image Gallery
- Bahnnews Austria
Individual evidence
- ↑ Georg Schulze: Class 83 - the unloved. In: The Deutsche Reichsbahn - 45 years of railway history in the GDR. Chapter 5.2, p. 1, GeraMond-Verlag, Gilching
- ^ Siegfried Graßmann: The Reichsbahnkraftwerk Muldenstein. In: The Deutsche Reichsbahn - 45 years of railway history in the GDR. Chapter 3.4, p. 1, GeraMond-Verlag, Gilching
- ↑ Bodo Thöns, Hans Engberding: Transsib manual. 6th edition. Trescher-Verlag, Berlin 2010, ISBN 978-3-89794-173-1 , p. 75.
- ↑ a b c d www.revisionsdaten.de - The ONLINE vehicle database on the Internet. Retrieved July 29, 2020 .
- ↑ Dirk Endisch, MU Kratzsch-Leichsenring: Russian power packs . In: railway magazine . No. 5 , 2016, ISSN 0342-1902 , p. 27 .
- ↑ Repowering. In: Franz Rittig, Manfred Weisbrod: Class 232 - The famous Ludmilla (= Eisenbahn Journal Extra. Issue 2/2012). Publishing group Bahn, Fürstenfeldbruck 2012, ISBN 978-3-89610-363-5 , pp. 42, 43.
- ↑ bwnossen.de ( Memento of the original from September 23, 2015 in the Internet Archive ) 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.
- ↑ Series 241.8. In: Mining and railways in the Aachen-Düren-Heinsberg region.
- ^ Matthias Michaelis: Ludmillas from Kassel The W232 series from Adtranz . In: Ludmilla class 232 & Co . EK-Special 128. EK-Verlag, 2018, ISSN 0170-5288 , p. 80-85 .
- ↑ SVT 137 225. Retrieved January 30, 2018 .
- ↑ DVD Heavy Loads for the 232nd Supplement to the Railway Journal Extra. 2/2012.
- ^ International Railway Review. (Germany edition) 7/2016, publisher: Minirex AG, CH-6002 Luzern, ISSN 1421-2811 , p. 322.
- ↑ railway magazine. 6/2013, p. 20.
- ↑ Manfred Weisbrod: Neuralgischer Punkt: The heating generator. In: Franz Rittig, Manfred Weisbrod: Class 232 - The famous Ludmilla (= Eisenbahn Journal Extra. Issue 2/2012). Publishing group Bahn, Fürstenfeldbruck 2012, ISBN 978-3-89610-363-5 , p. 36.
