Krauss-Maffei ML 2200 C'C '
| Krauss-Maffei ML 2200 C'C ' JŽ D 66 / JŽ 761 Krauss-Maffei ML 3000 C'C' DB V 300 001 / DB 230 001 |
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| Numbering: |
ML 2200 C'C ': Yugoslavia: JŽ D 66-001 " Dinara " JŽ D 66-002 " Kozara " JŽ D 66-003 " Sutjeska " later: JŽ 761 001-003 ML 3000 C'C' Hungary: MÁV M 61 2001 (1960) Deutsche Bundesbahn: V 300 001 (1963–1968) 230 001-0 (from 1968) |
| Number: | 4th |
| Manufacturer: | Krauss Maffei |
| Year of construction (s): | 1957, 1958 * |
| Retirement: | Year: 1991 / DB: 1975 * |
| Axis formula : | C'C ' |
| Length over buffers: | 20,270 mm |
| Service mass: | 96 t / 104 t * |
| Wheel set mass : | 16 t / 17.3 t * |
| Top speed: | 120 km / h / 140 km / h * |
| Continuous output : | 2 × 809 kW / 2 × 1103 kW * |
| Starting tractive effort: | 319 kN |
| Performance indicator: | 21.2 / 24.1 * |
| Motor type: | 2 × V12-cylinder diesel |
| Power transmission: | hydraulic |
| Locomotive brake: | single -release air brake with additional brake K-GPR mZ later multi -release air brake with additional brake WS-GPP2R mZ |
| * = Conversion to ML 3000 C'C ' | |
The ML 2200 C'C ' diesel locomotive was a six-axle variant of the V 200 series , which the manufacturer Krauss-Maffei designed for the Yugoslav State Railway ( Jugoslovenske Železnice , JŽ for short).
The JŽ bought three copies, which were initially classified under D 66 , later with 761 .
A fourth locomotive was converted into the ML 3000 C'C ' . The Federal Railroad took it over as V 300 001 and designated it from 1968 as 230 001-0 .
Emergence
In 1955, the Deutsche Bundesbahn and Krauss-Maffei undertook a test and demonstration trip to Turkey, Greece and Yugoslavia with the V 200 005 . This aroused the interest of the JŽ in the V 200, which ordered three locomotives in 1956. However, an axle load of 16 tons could not be exceeded on the Yugoslav routes.
As a result, Krauss-Maffei created the ML 2200 C'C 'as a six-axle version of the V 200. The total weight of the locomotive was now distributed to six instead of four axles using two three-axle bogies, thus reducing the axle load. A more powerful cooling system than on the V 200 was also installed. The maximum speed was 120 km / h. The serial numbers of the three locomotives were 18368 to 18370. All machines were painted light gray-blue. Krauss-Maffei exhibited the JŽ D 66–001 at the Hanover Fair in spring 1957. In May of the same year the transfer to Yugoslavia took place.
Operation and whereabouts in Yugoslavia
After brief use in scheduled service, the locomotives were used a long time before the “Blue Train” ( Plavi voz ) , the government special train of President Josip Broz Tito . The locomotives already had names when they were delivered: D66–001 was called Dinara , D66–002 Kozara and D66–003 Sutjeska . The names were written in silver letters on the side walls. In the mid-1980s, the Krauss-Maffei locomotives for the government special train were replaced by four EMD JT22CW-2s .
The depot in Subotica then placed the locomotives to 1991 in regular service. The locomotives were spotted in a desolate condition in Subotica in 1998, and in 2007 at the latest they were transferred to Topčider in Belgrade. They are considered exhibits of the local railway museum , which has some museum vehicles in the station. The “Plavi voz” is also housed in Topčider.
The fourth ML 2200 C'C '
No further orders were received from Yugoslavia. The financial means were lacking. Nevertheless, in September 1957, Krauss-Maffei completed an ML 2200 C'C ' built on its own account , the structure of which was also painted light gray and blue. This had the company emblem on the front and the lettering KRAUSS – MAFFEI A.-G. on the side walls. Its serial number was 18 416. This was tested from September 22 to October 2, 1957 on the Semmering Railway in Austria. The Federal Railroad provided a track measuring car for this purpose, which was always positioned behind the locomotive during the journeys. Scheduled passenger trains and freight trains up to 612 tons were carried. The timetable could be kept for all trains, despite the hindrances caused by the electrification of the route at that time. It had to be stopped and started again and again on the slopes due to temporarily single-track sections. Findings from these trips flowed into the development of the Krauss-Maffei ML 4000 C'C ' .
ML 3000 C'C '
During subsequent test drives on the Black Forest Railway in October 1957, the opinion came that the maximum speed of the locomotives was insufficient. This prompted the Krauss-Maffei company to convert the locomotive. The conversion lasted from October 1957 to May 1958. After the conversion, the locomotive was given the factory designation ML 3000 C'C ' . It was repainted in creamy white and red with two white stripes above the vehicle frame.
The machine was tested in July 1958 on the Black Forest Railway , later on the Mittenwald Railway , the Allgäubahn and again on the Austrian Semmering Railway. Test drives also took place in Hungary from July 15 to September 27, 1960. The locomotive was designated M 61 2001 at this time . Outside of its trials, it was initially stationed in Frankfurt-Griesheim and later in Hamm .
V 300 001
From January 1, 1963, the Deutsche Bundesbahn rented the locomotive. The DB ran the locomotive under the designation V 300 001, but initially left it unchanged. She came to the Federal Railway Research Office in Minden. The locomotive was bought on April 17, 1964. This was followed by a repair in the Nuremberg AW, which gave it the same gray-red color scheme as the V 200. It was initially used in express and freight train services from the Hamm depot. From January 1, 1968, the locomotive was designated as 230 001-0.
From August 7, 1970 she drove in the service of the Hamburg-Altona depot. It carried express trains daily on the march railway to Westerland . It was retired on August 26, 1975. The locomotive was then parked in the Nuremberg repair shop. In 1977 it was sold to the Italian locomotive dealer Bulfone in Udine . In test drives it was able to convince with its pulling power, but due to its length it was not suitable for all secondary routes. After a year-long stay, the machine was brought back to Germany in a freight train at the end of 1978, after a sales contract for the locomotive was canceled in Italy. In 1980 the locomotive was scrapped at Layritz in Penzberg .
technology
The frame was welded. As with the V 200, the locomotive body was designed as a load-bearing structure. In the engine room, the two engines were each above the bogies. The drive ran via a fluid transmission , which was arranged behind the respective bogie in the direction of the locomotive center, to the final drives above the axles. In the space between the engines, the ancillary units and the cooling system were arranged, which was enlarged compared to the V 200. The length over the buffers has been increased from 18,500 millimeters to 20,270 millimeters. For the ML 3000 C'C ' , more powerful MD 12 V 538 TB 10 engines from Maybach-Motorenbau with originally 1350 hp each were used, the performance of which could be increased to 1500 hp each through higher boost pressure and charge air cooling .
literature
- Matthias Maier, Frank Heilmann, Rüdiger Block: Diesel locomotives of German railways: Technical developments. The series . Alba publication , 1997, ISBN 3-87094-155-3 .
- Konrad Koschinski: EJ special edition 1/2005: V 200 . Publishing group Bahn , Fürstenfeldbruck 2005, ISBN 3-89610-136-6 .
- Horst J. Obermayer : EJ special 5/93 The V 200 series . Merker Verlag, Fürstenfeldbruck 1993, ISBN 3-922404-46-4 .
Web links
Individual evidence
- ↑ EJ-Special 5/93 pp. 77-80 The V 300 of the Deutsche Bundesbahn
- ↑ EJ special edition 1/2005 V 200 ISBN 3-89610-136-6 p. 76
- ↑ Archived copy ( memento of the original from September 10, 2012 in the web archive archive.today ) 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. English website about the Plavi voc of the Serbian Railway Company
- ↑ [1] Picture of a ML 2200 in Topčider from 2007
- ^ Chronicle of the Railway Volume 1, ISBN 978-3-89880-548-3 , p. 104
- ^ Frank Glaubitz, Michael Ulbricht, German Locomotives in Italy , Arbeitsgemeinsch. Turntable 2003, ISBN 3-929082-23-3 .
