DR series V 100
| DR series V 100 DR series 108/110/111/112/114 / 199.8 DB series 201/202/203/204/298 |
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| Manufacturer: | LKM Babelsberg , LEW Hennigsdorf |
| Year of construction (s): | 1966-1985 |
| Retirement: | from 1992 |
| Axis formula : | B'B ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 13,940 mm / 14,240 mm (201.2-8, 204, 293) |
| Height: | 4255 mm |
| Width: | 3100 mm |
| Trunnion Distance: | 7000 mm |
| Bogie axle base: | 2300 mm |
| Total wheelbase: | 9300 mm |
| Service mass: | 64.0 t |
| Wheel set mass : | 16.0 t |
| Top speed: | (65 km / h /) 100 km / h or 80 km / h |
| Installed capacity: | 736 kW (DR 110) 750 kW (DR 108) 883 kW (DR 112) 1100 kW (DR 114) |
| Starting tractive effort: | 227 kN (locomotives with slow speed) / 155 kN (locomotives with high speed) |
| Driving wheel diameter: | 1000 mm |
| Motor type: | DR 110: MWJ 12 KVD 18-21 A-2 and A-3 DR 112: MWJ 12 KVD 18-21 AL4 DR 114: MWJ 12 KVD 18-21 AL5 DR 108: MWJ 12 KVD 18-21 A5 |
| Motor type: | Twelve-cylinder four-stroke diesel engine in V-arrangement with exhaust gas turbocharger (partly charge air cooling) (64,126 cm³) |
| Rated speed: | 1500 rpm / 1100 rpm |
| Power transmission: | hydrodynamic |
| Tank capacity: | 2500 l |
| Brake: | single-release Knorr air brake |
| Train heating: | Steam boiler type Koethen |
| * 201.2-8, 204, 293 | |
The Deutsche Reichsbahn designated four-axle diesel locomotives for medium-duty service as the V 100 series (from 1970: 110 series ) .
history
The diesel locomotive program set up by the Deutsche Reichsbahn (DR) in the mid-1950s to replace the steam locomotives contained the V 15 , V 60 , V 180 and V 240 series . However, what was missing was a locomotive with around 1,000 hp (approx. 700 kW ) for light to medium-sized passenger and freight train service and heavy shunting service, which could have replaced the steam locomotives of the 38, 55, 57, 78 and 93 series. This gap was initially to be filled by importing machines based on the Soviet TGM3 . When it became clear that the Soviet Union would not be able to supply the locomotives, the development of its own 1000 hp diesel locomotive began in 1963, using as many parts of the V 180 as possible.
As a result, a four-axle diesel locomotive with a central driver's cab and hydraulic power transmission was created at Lokomotivbau Karl Marx Babelsberg . The first model (blue paint) from 1964 still had the 900 hp engine known from the V 180, the second model from 1965 (red paint) already received the 1000 hp engine of the type 12 KVD 18/21 A-3 from VEB Motorenwerk Johannisthal the series. The two models were not adopted by the Deutsche Reichsbahn. They were destroyed in a major fire at Raw Cottbus in 1968 . The numbers were reassigned later.
After it became clear that series production should take place at the Lokomotivbau Elektrotechnische Werke Hans Beimler Hennigsdorf for capacity reasons , the latter built another model locomotive (V 100 003) in 1966. This (third and oldest surviving) locomotive is now on loan from the DB Museum in Nuremberg at the Friends of the Berlin-Anhalt Railway in Lutherstadt Wittenberg and has the original paintwork (cream with green stripes). This locomotive also has a more pleasing shape of the bonnet top. In the machines then built in series, the top of the cover of the machine system only resembles a very flat gable roof. The machines that were manufactured later mostly only wore a "belly band", which, as with the V-180 models, required less white paint and masking work. Series production began a year later and the locomotives were given the numbers V 100 004 to 171.
For use on branch lines with a lower axle load, attempts were made to reduce the mass of the locomotives. Among other things, the multi-step transmission was dispensed with. This enabled the operating mass to be reduced to 63 tons. In this version, 696 locomotives were built from 1969 to 1978, the first as V 100 201, the last with a new series designation as 110 896.
In the years that followed, the V 100 replaced almost all regional railway locomotives in the medium power range and was used in the entire GDR for all types of trains. The last one built with 1000 hp was the 110 896 locomotive in 1978.
After the merger of the German railways, the locomotives in passenger transport like the DB counterpart were superfluous. In addition, there were unusual wobbling problems that could be traced back to the hollow running of the wheel profile. The locomotives swayed at higher speeds on newly installed rails with a polished runway. Deutsche Bahn AG lowered the maximum speed limit to 80 km / h. Many locomotives were parked as this speed meant that they could only be used on main lines to a limited extent. For this reason, some of the bogies were later retrofitted with anti-roll dampers .
A total of 1146 locomotives were built, 748 as V 100.1, 120 as V 100.2, 86 as V 100.4 and V 100.5 as well as 190 locomotives as V 100.2 and V 100.3 for export to China (in-house designations of the variants, not to be confused with the series numbers ) .
technical features
The diesel locomotive runs on two two-axle bogies , each of which is linked by a pivot . The main frame, in the first series (up to locomotive V 100 103) with two fish-belly girders , is supported by coil springs with sliding plates on these bogies. The waiver of the fish belly beams reduced the mass by 1.8 tonnes, which also made it suitable for routes with 15 t axle loads.
The locomotive has a central driver's cab. The diesel engine and cooling system are housed in the front porch . The fan generator , light starter , control cabinet 3 , air frame, air tank , batteries , boiler (or corresponding preheater), ballast weights , train protection system and usually also the train radio have their place in the rear porch .
The fluid transmission hangs in the vehicle frame under the driver's cab . It is connected to the engine via a cardan shaft. The gearbox has a start-up and two torque converters as well as a reversing gear . The first locomotives (V 100 0–1 ) were still equipped with a multi-step transmission that offered the options of mainline and shunting gear. But because this series (with the exception of the later sub-types 108 and 111) was hardly used in shunting service , this transmission part was dispensed with from 1969 (V 100 2 ). The further flow of power takes place from the gearbox via cardan shafts to the final drives . The wheel sets of a bogie are connected to one another via a further cardan shaft. The fuel tanks are attached to the left and right of the gearbox .
The locomotive is capable of double traction . Therefore the speed of the original diesel engine is adjusted electromechanically. For this purpose, six speed levels can be preselected on the drive switch , which is operated with a Trabant steering wheel, which an electric speed adjuster then sets on the controller of the block injection pumps . The locomotive is approved for a top speed of 100 km / h, which has been reduced to 80 km / h for DB locomotives.
An automatic low-pressure steam boiler was installed at the rear of the locomotive to heat the trains. The feed water was treated on board by ion exchangers . The boiler was originally controlled by relay logic (RELOG control). In the course of modernization in the 1970s, there was a changeover to translog control (transistor-diode logic, TRANSLOG control). All vehicles were gradually converted. Since practically no new building blocks were available by the end of the 1980s, it was inevitable to develop a replacement again. In order not to fall victim to the rapid technological success again ( TTL and KME3 circuits were already out of date), a new relog control was designed and built as a replacement variant.
From the second series (V 100 044–103) there were slight structural changes: the cover of the stems protruded beyond this and was fastened with rubber quick-release fasteners.
Design variants
Class 112 (DB class 202)
As an experiment, three 110s were given a 1200 hp diesel engine in 1972, which also proved its worth in express train service. Like other components, the fluid transmission was adapted accordingly. Between 1981 and 1990 the conversions to 1200 HP (883 kW) took place in Raw Stendal using the engines 12 KVD 18/21 AL-4 and AL-5. According to various sources, 492 or 504 locomotives were converted in Stendal.
Series 114 and 115 (DB series 204)
The development ended with the 114 series (new designation 204) with a 12 KVD 18/21-AL5. Initially, engines with 1400 HP (1029 kW) rated power were installed, which led to the classification in the 114 series according to the DR numbering scheme. With the availability of an improved exhaust gas turbocharger, the output could be increased to 1500 PS (1100 kW). Such machines form the 115 series. When only 1500 hp engines were used, the Deutsche Reichsbahn decided to group these locomotives in the 114 series. The series designation 115 should be kept free for planned new locomotives. Between 1983 and 1991 a total of 65 locomotives were rebuilt in Raw Stendal.
Further machines were sold to subsidiaries of Railion (today: DB Cargo ). The locomotives with the numbers 204 366, 399, 492, 616 and 626 were stationed at Railion Nederland and were used there for freight traffic on Dutch routes. Today locomotives of this series also run in Bulgaria and Romania.
The MEG 103 (DB 204 774) was loaned to the Salzwedel steam locomotive friends . It is in the former engine shed Wittenberge off.
Class 108 - 110 156 and 110 161 (DB class 298)
In 1978, two class 110 locomotives were experimentally converted to a hydrodynamic reversing gear for heavy shunting service in Raw Stendal. This gearbox had two forward and two reverse converters that could be used for dynamic braking. The new transmission reduced wear on the brakes and wheel tires and accelerated the change of direction. The locomotives were fitted with engines that were optimized for consumption and had an output reduced to 750 hp, but they did not prove themselves and were therefore replaced. As part of the tests, the locomotives were redrawn as 108 001 and 002 and were given their original locomotive numbers again after being converted to the series engines. In 1985 it was renamed the class 108, this time with the original serial numbers. Due to the exclusive use as shunting locomotives, the boilers were removed and the color scheme changed. While the prototype locomotive initially only had orange contrasting surfaces on the fronts for a while, the superstructures of both locomotives were later painted completely orange. However, it stayed with these two locomotives for the time being. The 108 002, which was later renamed 108 161, received a side-operated driver's cab with a change in the entrance and thus differed externally from the original design. In 1992 the locomotives were given the new class designation 298, and in 1997 a radio remote control was installed.
Class 111 (DB class 293)
Delivery of the 111 series to the Deutsche Reichsbahn began in 1981. No train heating system was installed ex works for the heavy shunting service, but a ballast weight. The maximum permissible speed was reduced to 80 or 65 km / h in favor of increased tractive effort in these locomotives by changing the gear ratio. 37 locomotives had been built by 1983. In 1992 the locomotives were given the new class designation 293 if they had not been converted into the 298.3 class beforehand. By 1993 all locomotives were converted to the 298.3 series.
Class 298.3
In 1990, after lengthy trials of the two class 108 locomotives, the decision was made that the hydrodynamic reversing gear would also be suitable for the heavy shunting locomotives of the 111. The 111 036 and 037 were converted into further model locomotives of the 108 series. In 1991, the standard conversion began, accompanied by the re-designation in anticipation of the common numbering scheme for the 298.3 series. The conversion of all locomotives had been completed by 1993. From 1996 to 1998 there was an additional conversion to radio remote control, which two locomotives "escaped" by selling them to the Thuringia / Unterwellenborn steelworks. All locomotives that have been converted and equipped with a MICAS-L safety computer have two side-operated joysticks for forward and reverse travel instead of the V-100 throttle control handwheel for the engine speed . Some locomotives were equipped with a Vconst. Circuit to simplify operation on the drainage hill. In 2005, four locomotives received new Caterpillar engines with an output of 772 kW (1050 hp). In 2007 a further 21 locomotives were repowered. They received a new main cardan shaft, a new cooling circuit and a modified exhaust system with a new silencer.
Class 110.9 (DB class 710)
Starting in 1981, ten locomotives with 736 kW (1000 hp) from locomotive number 110 961 were built for the DR and had a power take-off in the front end. These machines were used to drive ditch clearing units (GRE) and high-performance snow blowers (HSF). They did not belong to the DR operating stock, but were assigned to upper structures (Obw). From 1992 they were called the 710 series and from 1994 they were sold to private railway companies. The power take-off was removed again.
199.8 series (today HSB 199.8)
| DR series 199.8 different data |
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 Narrow gauge locomotive 199 861 of the HSB in Elend station
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| Number: | 10 |
| Manufacturer: | Raw Stendal (renovation) |
| Year of construction (s): | 1988-1990 |
| Retirement: | 4 pieces in 1998 to Adtranz (dismantling on standard track) |
| Axis formula : | C'C ' |
| Gauge : | 1000 mm ( meter gauge ) |
| Length over buffers: | 13,560 mm |
| Width: | 3140 mm |
| Wheel set mass : | 11 t |
| Top speed: | 50 km / h |
| Installed capacity: | 900 kW |
| Driving wheel diameter: | 850 mm |
To replace the steam locomotives used there, ten type V 100.2 locomotives with the 800 serial number - the number remained unchanged - were converted to meter gauge in Raw Stendal for the narrow-gauge railways in the Harz and have since been run as the 199.8 series . In total, the Deutsche Reichsbahn planned to convert / use thirty machines. Due to the political change in the GDR, however, ten converted locomotives remained, as freight traffic declined and steam traction was / is more attractive for day trippers on the routes of the Harz narrow-gauge railway. Because of the permissible axle load of only ten tons, the installation of three-axle bogies was necessary. The bogie frames also support the pulling and pushing devices.
The vehicles known as Harzkamel came to the newly founded Harzer Schmalspurbahn (HSB) in 1993 . The new master number 299.1 (299 110 to 299 119) was planned in the 1992 re- labeling plan. Three locomotives were modernized at Adtranz in 1998 , while four no longer required were sold at the same time and put back on the standard gauge.
The three modernized locomotives were given a radio remote control and - except for the 199 861 - additional foldable, raised side buffers and standard gauge screw couplings for roller-head traffic ; all three are still in use today. It is used universally, both in shunting services, in freight transport and in winter for snow clearing or as a replacement locomotive for passenger trains. The three other locomotives without radio remote control were parked for lack of demand.
In 2016 the following locomotives were available:
- 199 861: modernized Adtranz ( operational ), reserve in Wernigerode
- 199 871: parked in Wernigerode-Westerntor
- 199 872: modernized Adtranz ( operational ), shunting service in Wernigerode
- 199 874: modernized Adtranz ( operational ), reserve in Nordhausen (freight traffic)
- 199 877: parked in Nordhausen
- 199 892: parked in Wernigerode-Westerntor
Conversion concept for the 203 series
Many of the locomotives retired from DB were taken over by the Alstom factory in Stendal . The vehicles are reconditioned there according to customer requirements and in different versions with the original engine or alternative engines, e.g. B. with an MTU Friedrichshafen engine with 1877 HP / 1385 kW, and controls. The conversion to a maximum speed of 100 km / h is offered as an option, such machines are referred to by some railway companies as the 203 series. The locomotives can be bought, leased or rented. Upon customer request, they can also receive new bodies or additional equipment. Hybrid variants have now also been presented. Many former factory locomotives (only before 2000) were rebuilt, some with significantly different superstructures. In 2015 and 2016, the last locomotives of the "East V100" and "West V100" were converted. Instead, the Alstom H3 is now offered, which is also manufactured in Stendal.
At DB, in addition to DB Netz and its maintenance subsidiaries, DB Regio also had class 203 locomotives in Nuremberg, Regensburg and Würzburg, but the Regensburg locomotives were used for Railion in Regensburg East. The Munich S-Bahn used the 203 002 as a tow locomotive until 2013. In 2016 it was sold to the Central German Railway .
Further use
The number of locomotives of the 203 series on non-federally owned railways grew steadily, with the Eisenbahn-Bau- und Betriebsgesellschaft Pressnitztalbahn mbH (PRESS), Mitteldeutsche Eisenbahn and Spitzke AG having larger stocks. SBB Cargo has rented five class 203.1 locomotives from Alstom Lokomotiven Service (ALS) for its locations in Dillingen, Cologne and Freiburg, which have been given the SBB Cargo livery.
Conversion concept for the 293 series
ADtranz modernized 59 locomotives to the 293 series between 1995 and 2002. In addition to refurbishing the existing units, these locomotives also received new engines from Caterpillar or MTU. The hydraulically driven cooling system was new. New operating books had to be created for several of the locomotives because the original locomotive could not be identified. Two more locomotives were converted by different workshops according to this concept.
literature
- Alexander Bückle: The V 100 of the Deutsche Reichsbahn, Part 3 - Remaining with private and NE railways. Eisenbahn-Bildarchiv - Volume 53. EK-Verlag, Freiburg 2011, ISBN 978-3-88255-478-6
- Olaf Haensch: The first steps. When the Deutsche Reichsbahn learned to run its new V100. in: Modelleisenbahner 65 (2016) 2, pp. 14–22
- Hans Müller: The V 100 of the Deutsche Reichsbahn - The years 1964–1991. Eisenbahn-Bildarchiv - Volume 39. EK-Verlag, Freiburg 2009, ISBN 978-3-88255-378-9
- Manfred Weisbrod: Class V 100 of the Deutsche Reichsbahn. Transpress, Berlin 1999, ISBN 3-613-71076-5
Individual evidence
- ↑ Sample leaflet on railway operations. (PDF; 992 kB) (No longer available online.) Committee on Fire Brigade Matters, Disaster Control and Civil Defense at the AK V of the IMK, December 2000, p. 16 , archived from the original on February 21, 2016 ; accessed on February 21, 2017 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ^ Jürgen Becker, Peter Garbe: Rail vehicles from Hennigsdorf near Berlin . Verlag B. Neddermeyer, 2006, ISBN 3-933254-77-9 .
- ↑ Michael U. Kratzsch-Leichsenring: They were called Petroleum-P 8 . In: Eisenbahn Magazin . No. 4 , 2017, p. 27 .
- ↑ a b Video: "Reichsbahn Past and Present V100", on July 7, 2020 https://www.youtube.com/watch?v=u0M-GG-2Lho seen
- ↑ Michael U. Kratzsch-Leichsenring: They were called Petroleum-P 8 . In: Eisenbahn Magazin . No. 4 , 2017, p. 24 .
- ↑ Harz Narrow Gauge Railways | 199 8 .. "Harzkamel". Retrieved July 8, 2020 .
- ↑ Michael U. Kratzsch-Leichsenring: They were called Petroleum-P 8 . In: Eisenbahn Magazin . No. 4 , 2017, p. 27 .
- ↑ v100.de - ALSTOM Lokomotiven Service GmbH (ALS). Retrieved August 17, 2020 .
- ↑ MöBahn.de - The somewhat different forum for public transport. Retrieved July 9, 2020 .
- ↑ Railway Amateur 3/2009, namely the numbers 203 383-5 (149-0), 405-6 (151-6), 406-4 (153-2), 558-2 (126-8) and 652- 3 (125-0). This six-digit number is written on the front, the 12-digit UIC number on the side differs from it: 92 80 1203 (… -.) D-ALS
Web links
- The V 100 V 100-online.de
- The narrow-gauge V 100 at the Freundeskreis Selketalbahn