LKM V 30 C
| V 30 001 | |
|---|---|
 199 301 in Nordhausen Nord station on the Harzquerbahn
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| Numbering: | DR 103 901 DR 199 301 HSB 199 301 |
| Number: | 1 |
| Manufacturer: | LKM Babelsberg |
| Year of construction (s): | 1966 |
| Retirement: | 1997 ( z-posed ) |
| Axis formula : | C. |
| Gauge : | 1000 mm ( meter gauge ) |
| Length over buffers: | 8200 mm |
| Service mass: | 30.0 t |
| Friction mass: | 30.0 t |
| Wheel set mass : | 10.0 t |
| Top speed: | 30 km / h |
| Installed capacity: | 243 kW / 146 kW |
| Starting tractive effort: | 97 kN |
| Performance indicator: | 8.1 / 4.9 kW / t |
| Drive: | diesel-hydraulic |
| Brake: | Air brake |
The V 30 C series were diesel-hydraulic locomotives from Lokomotivbau Karl Marx Babelsberg .
history
LKM built a series of twenty locomotives in Cape Gauge for the Indonesian State Railways . In order to be able to test it in Germany, the prototype locomotive was designed with a meter gauge and equipped with compensating couplings according to the standards of the narrow-gauge railways in the Harz Mountains. From February 2, 1966, it was put to the test on the Harzquerbahn . The locomotive was also used on the Brocken Railway ; for example, all brake tests were carried out in Schierke station. After the end of the tests, the locomotive was returned to the manufacturer for a test dismantling. A few years later, the locomotive stood unused on the company's premises in Babelsberg , before it was taken over by the Deutsche Reichsbahn on December 16, 1970 and now mainly used in construction train service on the narrow-gauge railways in the Harz (Brockenbahn, Harzquerbahn and Selketalbahn ). Its company number changed several times: built as V 30 001 , it was added to the locomotive fleet under the EDP number 103 901-5 . From 1973, like all narrow-gauge diesel locomotives, it was given the new class designation 199, now as 199 301-3 . In 1994 the new DB number 399 130-4 was planned for this locomotive .
The Harzer Schmalspurbahnen (HSB) currently have no use for this loner, so that the locomotive has been postponed from repair since 1997 and is parked in the locomotive shed in Ilfeld .
Two sister locomotives , the C 300.11 and the C 300.12, have been preserved in the transport museum of the 100 hectare theme park and open-air museum Taman Mini Indonesia Indah in Jakarta on the Indonesian island of Java . According to the homepage of the Friends of the Selketalbahn , there are three more locomotives ( C 300.01 , 04 and 20 ) in the Tanah Abang depot that are not operational.
construction
The inner frame consists of 20 mm sheet steel (series locomotives: 25 mm), the front sides are 30 mm thick. The front of the machine is located on the frame and can be completely dismantled. The double-walled driver's cab is sound and heat insulated. The chassis consists of three wheel sets with slide bearings, the middle one having a flange weakening.
The prototype originally had a Maybach diesel engine and an L203 two-converter fluid transmission from Voith (Heidenheim). Before the takeover by the DR, the engine was replaced by a six-cylinder engine type 6VD 18/15-A1 from the Schönebeck diesel engine factory with an exhaust gas turbocharger from the VEB Elbe-Werk Roßlau , in this configuration the locomotive had an output of 330 hp . The fluid transmission was exchanged for a GSU 20 / 4.2 from VEB Turbinenfabrik Dresden . In the mid-1980s, after an engine failure, the locomotive was fitted with a 220 hp naturally aspirated engine , which caused the machine to lose a large part of its power. The power transmission takes place with the two-converter fluid transmission on a jackshaft. This drives the wheel sets via drive rods and coupling rods.
C 300-04 in Tanahabang (2011)
C 300-11 in Jakarta (2004)
C 300-12 in Jakarta (2002)
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