MaK V 100 PA
| MaK V 100 PA | |
|---|---|
 The V 122 of the HzL , a V 100 PA
|
|
| Number: | 10 |
| Manufacturer: | MaK |
| Year of construction (s): | 1963-1969 |
| Axis formula : | B'B ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 12,610 mm |
| Height: | 4241 mm |
| Width: | 3110 mm |
| Trunnion Distance: | 6000 mm |
| Bogie axle base: | 2200 mm |
| Service mass: | 64-72 t |
| Top speed: | 54-79 km / h |
| Installed capacity: | 955 kW (1300 hp) |
| Motor type: | diesel |
| Motor type: | MaK MA 301 FAK |
| Rated speed: | 900 rpm |
| Power transmission: | hydrodynamic / mechanical |
The MaK V 100 PA is a variant of the DB series V 100 specially designed for use by private railways . It is considered a special design among the MaK diesel locomotive types and was later given the designation G 1300 BB . Ten copies were built between 1964 and 1969, all of which were still in operation at the end of 2007. Nine machines are in Germany, one of which made it to Italy. In the EBA vehicle register , the type was assigned the series number 98 80 0212.
history
The Maschinenbau Kiel (MaK) worked from 1950 led the development of the V 100 for the German Federal Railways with (DB). The V 100 PA was developed on the basis of the Bundesbahn series, in which the chassis, frame and drive train are largely identical apart from the engine. In contrast to the medium-speed V-engines in the Bundesbahn locomotives, a significantly larger-volume, but slow-running eight-cylinder in-line engine, the type MA 301 FAK, was installed as the engine. By using its own motor, MaK was able to achieve higher added value and at the same time offer the customer a more robust drive. Expectations from the manufacturer to sell more than the ten locomotives named afterwards were not fulfilled. Customers preferred the cheaper rigid frame locomotives with rod drive, for example the 1200 D type . The fact that even after more than 35 years, despite their use in often heavy duty duties, all the machines were still in use speaks for the particular durability of the construction.
technical features
Engines
In contrast to the medium-speed engines with nominal speeds of 1500 min −1 required by the DB for the V 100 and not produced by MaK , the tried and tested F 301 FAK was installed. This low-speed four-stroke diesel engine has eight cylinders in an in-line arrangement and a total displacement of 99.68 l. It develops 953 kW (1,300 hp) at 900 rpm . The engines of the DB V 100, on the other hand, have smaller overall displacements of 59.2 l to 78.25 l and rated outputs of 809 kW (1100 PS) to 1040 kW (1400 PS), i.e. outputs between 12.64 kW / l and 15.47 kW / l, the MaK engine only 9.56 kW / l. These figures speak for the robust design of the MaK engine, since engines with a smaller liter output with almost the same rated output are larger and heavier, but usually also more durable. At around 9,200 kg, the MaK engine is roughly twice as heavy as the engines installed in the V 100.
Drive, frame and chassis
The rest of the drive train is largely identical to the V 100. It also runs via cardan shafts from the main diesel engine via the fluid transmission to the two bogies, each with two driven wheel sets, which correspond to those of the V 100. However, the frame was adapted to the heavier engine. More robust cardan shafts with short roller bearings instead of needle roller bearings were also used. The fluid transmission of the V 100 and the V 100 PA were variants of the type L 216 from Voith . For the V 100 PA, a version with a modified input ratio was chosen due to the lower engine and thus input speeds. The fluid transmission is followed by a mechanical reversing and multi-step transmission with two speed levels for an overdrive (79 km / h top speed) and a slow gear. The exact type designation of the gearbox is L 216 rsb. Alternatively, the locomotive was also offered with only one speed step (without overdrive, top speed only 54 km / h). Here the type designation of the gearbox is L 216 rb. The locomotive with the manufacturer number 1000243 was ordered in this version. No customer made use of the option of using a different gear ratio to achieve a top speed of 107 km / h.
Superstructures
These differ significantly from the DB locomotive and have the typical shape of the Mak locomotives of the late first generation. such as the MaK 600 D or MaK 1200D . The V 100 PA also has sloping driver's cab windows and outer sun visors. In contrast to the side ascent of the DB locomotives, the driver's cab is entered from the circuit; the two entrance doors are attached to the front of the driver's cab on the left in the respective direction of travel. Compared to the V 100, the stems are narrower. Compared to the V 100, the buffer beam is pulled a little forward so that the length over the buffers is 12,610 mm. Due to the longer engine, the front structure is significantly longer than that of the DB version.
cooling
In the front area of the long front end there is a U-shaped, three-part cooling block with a hydrostatic fan. The oil pump required for this is driven by the crankshaft of the main diesel.
Other aggregates
The steam heating system of the Bundesbahn version was omitted because it was not intended to be used in front of passenger trains. Since the MaK engine is not started by an electric light starter but a compressed air starter system, a high-pressure compressor and two 500-liter pressure bottles for the starting air were installed. These allow around 15 to 20 start attempts. Due to the comparatively low power requirement of the remaining electrical consumers, a 1,000 watt alternator from Bosch with two batteries of 150 Ah each was sufficient for the private railway version; the auxiliary diesel for power supply was omitted. Since the engine cannot be preheated via this due to the lack of a boiler, two external electrical heating cartridges with a capacity of 4.5 kW each were installed. Another compressor with an 800 l main air tank supplies the pneumatic braking system.
History of use of the individual locomotives
Manufacturer no. 1000243
This locomotive, built in 1964, came to Bayer AG in Leverkusen. There it was used with the designation V 105 on the Group's own railway Cologne-Mülheim-Leverkusen (EKML). In 2001 it was put down damaged. It was then taken over by the Westfälische Lokomotiv-Fabrik Hattingen Karl Reuschling (WLH). It was given the designation WLH 80. It was awarded to other railway companies from there until it was sold in 2007. The locomotive has been in use for Die-Lei since mid-2008 . The locomotive was delivered without the usual two-speed gearbox. So she only has the slow gear. The maximum speed is 54 km / h. The engine of the locomotive is still in its original technical condition, but the controls were converted to a joystick and radio remote control some time ago.
Manufacturer no. 1000244
Built in 1965, it was sold to the Swedish private railway company Nora Berglas Järnvägs AB (NBJ) and designated as the T 25. It was used with its sister machine T 26 (manufacturer no .: 1000248, see below) for transporting ore between the ore mines and smelting works on this route. In 1979 she came to Denmark to Ods-Herred Jernbane (OHJ). Their designation for the OHJ was T 46. The other V 100 PA became the T 45. In 1987 both locomotives were parked at the OHJ and came to the MaK in Moers . The two locomotives were thoroughly overhauled there. In 1992 this machine came to the Neusser Eisenbahn and is still active today as Locomotive V in the Neuss port or in the port of Düsseldorf in shunting services. The original engine has been swapped for an MTU engine with an output of 882 kW / 1200 hp.
Manufacturer no. 1000245
Also built in 1965, the locomotive was delivered to the Hersfelder Kreisbahn (HKB). There it was given the designation V 32. At the customer's request, it was the only locomotive to have a boiler for service in front of passenger trains. It was housed in the short porch behind the driver's cab. After the end of operation at HKB, the locomotive came to Butzbach-Licher Eisenbahn AG (BLE) in 1996 . Because operations at the BLE were declining, the locomotive was sold to the locomotive dealer Railimpex in Mannheim in 2001. In 2002, after a general inspection, the company sold it to Unisped Spedition und Transportgesellschaft (USS), which was merged with Wincanton Rail GmbH in 2006. However, the USS had the locomotive modernized at the WLH in Hattingen in 2004: It received a Caterpillar engine with 1000 kW, revisions to the fluid transmission for the higher input speed of the new engine, a modified engine control and GSM-R train radio. Today the locomotive bears the designation V 40 and is used for mainline and construction train service in the states of Rhineland-Palatinate and Saarland.
Manufacturer no. 1000246
The Ilseder Hütte acquired this machine in 1966 for its works railway to replace steam locomotives. The locomotive with road number 41 was used on the routes to Peine and Broistedt . In 1972, the Werkbahn became part of the Peine-Salzgitter transport company . The machine was given the company number 1301. In 1982 the machine came to Ferslento SrL Lecce in Italy. Probably in 2003 she moved to SALCEF SpA Roma. Both Italian companies had the locomotive under the number T5645 and used it for construction trains. A few years ago it got a yellow color scheme.
Manufacturer no. 1000247
See also the infobox picture
. Built in 1963, this machine was initially rented out by the manufacturer as V 100 PA 02 and taken over by the Hohenzollerische Landesbahn (HzL) as V 122 in 1964 . It was used on heavy freight trains for transporting salt. In recent times she has mainly performed reserve operations such as pushing services at the Stetten ramp (near Haigerloch) - Gammertingen . The locomotive is in its original technical condition. In October 2010 the V122 had expired and was for sale. In June 2011 it finally changed hands and now enriches the collection of the South German Railway Museum in Heilbronn , where it is to be put back into operation.
Manufacturer no. 1000248
Built in 1966, the locomotive, like the manufacturer number: 1000244 (see above), was sold to the NBJ in Sweden, where it was designated as the T 26. In 1979, like its sister machine, it came to OJS as the T 45, and in 1987 to MaK in Moers. In 1988 it was completely overhauled by Rhenus AG and taken over as Locomotive 3 and used in Berlin by the Siemens freight railway , which was located on the Eiswerder island in the Havel . After operations there, it came to Midgard Deutsche Seeverkehrs AG in 1995, which also belongs to Rhenus AG, and is still used today with the designation D 2 in the heavy shunting service of the port of Nordenham . The locomotive is in its original technical condition.
Manufacturer no. 1000255 and 1000256
Both locomotives were built in 1968 and taken over by the Teutoburger-Wald-Eisenbahn (TWE). They are still in service with the TWE today and are designated V 131 (No. 1000256) and V 132 (No. 1000257). Initially, the machines were used in passenger and freight train traffic. From 1981 onwards they carried increasingly heavy steel trains between Lingen / Emsland and Paderborn. In this service they were ousted from 1995 by two MaK G 1205 BB . Since then, the locomotives have also been used outside the TWE route network. Because the Mak engines were badly worn in heavy duty, the locomotives gradually received a Caterpillar CAT 3512-B engine with 970 kW of power. The color schemes have been changed repeatedly. V 131 ran over a buffer stop in Hamburg on November 10, 2011 and fell 7 m deep on a street.
Manufacturer no. 1000257
This was the third V 100 PA built in 1968 and sold to TWE. Analogous to the other two machines (see above) it was given the designation V 133. The operations at the TWE corresponded to those of the V 131 and V 132. However, it was sold in 1989 to the Rinteln-Stadthagener Eisenbahn . After its bankruptcy, it came back to TWE in 1995, which also had it equipped with the main CAT 3512-B diesel from Caterpillar . In 1999 it was sold again, this time to the Regiobahn Bitterfeld Berlin (RBB). The locomotive is in use today on the line between Bitterfeld and Wolfen .
Manufacturer no. 1000258
Built in 1969 as the last V 100 PA, it was delivered to the HzL as the second locomotive, where it was given the designation V 124. The operations were the same as for the V 122 (see above, manufacturer number 1000247). At the Gmeinder company in Mosbach, the machine was completely rebuilt and modernized from May 2003 to July 2004. It received different bodies and the main diesel MTU V8 4000 R 41 . Today the locomotive is driving heavy freight trains for the HzL again.
literature
- Stefan Högemann, Norman Kampmann: Timeless - The V 100 PA from MaK . In: Bahn-Report , Ed. IG Rail Traffic e. V. No. 1/2008 , 2008, ISSN 0178-4528 , p. 77-80 .
- Andreas Burow: The V 100 family . GeraMond Verlag, Munich 2004, ISBN 3-7654-7109-7 , p. 55-60 .
- Peter Große, Josef Högemann: The V 100 series . EK-Verlag, Freiburg im Breisgau 2005, ISBN 3-88255-104-6 , p. 65-71 .
Web links
Individual evidence
- ↑ Diesel locomotive falls 7 m deep on the road. In: Heilbronn voice. November 11, 2011, accessed the following day