NoHAB AA16
| NOHAB AA16 | |
|---|---|
 NOHAB AA16 of the Danske Statsbaner
|
|
| Numbering: |
DSB : M Y 1101–1159, M X 1001–1045 NSB : Tue 3.602–3.633, 3.641–3.643 MÁV : M61 001–020 |
| Number: | 159 |
| Manufacturer: | EMD-GM, Nydqvist och Holm , AFB |
| Year of construction (s): | 1954-1965 |
| Retirement: | 1982ff. |
| Axis formula : | Co'Co 'or (A1A)' (A1A) ' |
| Length over buffers: | 18.9 m |
| Service mass: | 108.0 t |
| Wheel set mass : | 18.0 t |
| Top speed: | 105–140 km / h (depending on the version) |
| Hourly output : | 1,950 hp |
| Number of traction motors: | 6 or 4 |
| Drive: | diesel-electric |
NOHAB AA16 is the name of the European license version of the American standard F-series locomotives from EMD , at the time a subsidiary of the GM group. This diesel-electric locomotive was procured by many railway administrations in Eastern and Western Europe in variants with the axle sequences Co'Co 'or (A1A)' (A1A) 'and is still in use today. The type designation was based on the licensee Nydqvist och Holm AB / NOHAB in Trollhättan, Sweden .
The F series in the USA
In 1939 the Elektro Motive Corporation (EMC) presented a newly developed series of diesel-electric locomotives to the public. This new development was the streamlined FT series , with the F derived from the installed engine power of Fifteenhundred Horsepowers (1500 hp ≈ 1521 hp ) supplied by the two-stroke 16-cylinder diesel engine built by the Winton Engine Company . This drove a flange-mounted generator that supplied the direct current for the traction motors of these Bo'Bo 'multi-section locomotives. The structure was designed in the style of passenger coaches fully closed as a car body and self-supporting . The round nose ("bulldog nose") at the front of the locomotive with the narrow, laterally sloping windows gave the locomotive its typical appearance.
EMC's concept was to couple several of the 108-ton locomotives into a multi-part unit in order to obtain the power required for a specific traction. The variant designated as A-units was equipped with a complete driver's cab at only one end, the B-units were amplifier units ("booster") without driver's cab. Four coupled locomotives thus gave an output of 6000 hp. Typical were their Blomberg bogies, which have four-axle EMC / EMD locomotives, including the Amtrak standard passenger locomotive from 1976 F40PH , to this day.
The prototypes were so successful that numerous Class I railroads ordered these locomotives, including the Santa Fe , which was able to convert their long, arid desert stretches in Nevada and California from steam to diesel. These machines were mainly intended for freight train service. A passenger train variant that had the wheel arrangement (A1A) '(A1A)' and had two engines with a total of 2000 hp - later up to 2400 hp - appeared as the E series from EMC as early as 1937. In 1941, General Motors took over EMC and the Winton Engine Company and brought both companies into the group as the Electro Motive Division (EMD). At the same time, the new 567 engine was presented, which was to serve as a drive for almost all GM EMD locomotives up to 1965.
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With the outbreak of the Second World War , the War Production Board in the USA ordered that the E-series, after modifications via E3 and E5 had already reached E6, could no longer be built, but only the war-important FT series . This also affected competitors such as Alco and Baldwin , who had developed locomotives similar to the FT. It was later criticized that this measure had brought EMD-GM an unfair market advantage into the 1980s. After all, EMD locomotives have been a box office hit in the export business up to the present day from EMD, which was recently outsourced from the GM group.
To 1953 were obtained from EMD 1897 evolved from the FT EMD F3 , 3849 EMD F7 , 376 passenger train of the type FP 7 (the P stands for English Passenger / passenger) who possessed steam boilers for the train heating system and therefore two meters longer than the articles Freight train models. The power of the 16-cylinder 567 engine has meanwhile been increased to 1750 to 1900 hp.
The FP 7 was also an export success: 97 locomotives derived from it were produced under license in Australia, the Class B 60 constructed there became prototypes for 203 units in Europe. The engine and generator supplier was always General Motors in La Grange (Illinois) . As is usual with US locomotives, the driver sat on the right in the driver's cab and had only eight speed steps, which were controlled with a relatively bulky lever on the left. This arrangement applied to all export locomotives.
Australia
The first GM locomotives in Australia were machines 1–11 of the GM class built for Commonwealth Railways (CR) , which, like their US sisters in the FP 7 series, were equipped with only one driver's cab ("single-ended") . Although the Australian vehicle gauge largely corresponds to the American one (only the corner entry is slightly smaller), the track conditions are more comparable to those in Europe. This is why these locomotives were designed with six axles as a Co'Co 'machine. The axle load could thus be reduced to approx. 18 tons, instead of the 26 tons common in the USA. GM's licensee was the Australian company Clyde Engineering in Granville ( New South Wales ). Some locomotives have been modernized and are still in use today for Genesee and Wyoming on the Adelaide - Alice Springs - Darwin route . Further locomotives of this type were delivered to Victorian Railways (ViCRail or V / Line) and to New South Wales Government Railways (NSWR).
In 1952, Clyde also delivered a class B 60 derived from the F7 locomotive for the 1600-millimeter broad-gauge line operated by Victoria Railways , which had two of the streamlined driver's cabs ( "double-ended" ). 26 locomotives of this type were put into service with Victoria Railways, of which eleven are still in service with the V / Line after reconstruction with the new EMD 645 engine. It was precisely this series that was the model for an F7 model tailored to European conditions.
Europe
prehistory
The pivotal point of development in Europe was the Swedish machine and locomotive builder Nydqvist och Holm AB (NOHAB) in Trollhättan, who received the license to build EMD diesel locomotives in 1949. This revised the design of the Australian Class B 60, with the narrower UIC - vehicle gauge played an essential role. The low vehicle gauge of the SNCF in France was particularly decisive. In fact, the Belgian counterpart of the AA16 was used before express trains and TEE trains between Brussels and Paris.
The roof had to be curved more than with the overseas locomotives to the now lower roof side edge. This had an impact on the position of the side windows. The outer ends of the cab windshields were pulled a little further down, which gave them their distinctive, somewhat trapezoidal appearance. The typical front muzzle was inclined even more than on the American and Australian models in order to better absorb the impact forces of the side buffers common in Europe . Otherwise, the design corresponded to Class B 60 right through to the Australian bogies .
Denmark (series M Y , M X )
The DSB M X (II) are diesel-electric locomotives that Danske Statsbaner ( German Danish State Railways ) procured at the beginning of the 1960s to replace steam locomotives on branch lines with a low axle load .
The DSB M Y (II) are diesel-electric locomotives that Danske Statsbaner ( German Danish State Railways ) purchased from the mid-1950s to replace steam locomotives on main lines with a high axle load .
Norway (series Di 3)
The NSB Di 3 series from Norges Statsbaner (NSB) are diesel-electric locomotives for transporting trains on non-electrified routes. At first they mainly replaced the steam locomotives of the NSB Type 49 known as Dovregubben on the Dovrebahn and were later used on many other routes.
Kosovo
After they were taken out of service in Norway, in 2001 four Di 3s (619, 633, 641 and 643) came to the Kosovar railway company Trainkos as reconstruction aid . They were restored one after the other and partly formed the backbone of the local railroad traffic. The still operational locomotives are used both in front of freight trains and in international InterCity traffic with Macedonia .
Hungary (M61 series)
The Hungarian state railways MÁV were among the railways that tested the Norwegian Di3. During the transit run of the test locomotive to Hungary, the locomotive was examined by the technicians of the VES-M hall and a test run was carried out between Dresden and Chemnitz. Although Hungary belonged to the Eastern Bloc , 20 NOHABs were delivered in two lots in 1963 and 1964 as the M61 series, which largely corresponded to the pattern of the NSB's Di3. No further deliveries were made because Hungary, as a member of the Council for Mutual Economic Aid (RGW), committed itself to accepting Soviet locomotives. These machines of the MÁV series M62 correspond to the Soviet standard design M62 and, unlike the NOHABs, do not have a train heating option.
In accordance with these circumstances, the M61s were preferred in high-quality passenger train traffic and came across the national borders to Vienna. Within Hungary, journeys between Budapest and the Balaton region were one of the main uses of the series, which was withdrawn from scheduled service by 2000. Because of its special status as a "western locomotive", the M61 enjoys a large fan base, so that after the series was decommissioned, several examples were preserved as operational museum locomotives, e.g. B. in the Railway History Park Budapest .
Whereabouts
- M61.001: operational at the MÁV-Nosztalgia, parked in the Budapest Railway History Park
- M61.002: rollable at the NOHAB Foundation
- M61.003: Retired December 21, 1988
- M61.004: Accident on June 4, 1999, retired on November 23, 1999, a driver's cab was located outside the Budapest Transport Museum for many years and has been a memorial in the Tapolca train station since Christmas 2015 , the longstanding and last home depot of the machine
- M61.005: Retired on October 24, 1991
- M61.006: operational at MÁV, parked in the Budapest Railway History Park, used in railway construction
- M61.007: retired on September 15, 1989
- M61.008: Retired on January 15, 1997
- M61.009: retired on November 22, 1987
- M61.010: operational at the NOHAB Foundation
- M61.011: Retired on November 24, 1991
- M61.012: retired on January 19, 1994
- M61.013: retired on February 10, 1999
- M61.014: Retired on January 15, 1997
- M61.015: Retired on January 19, 1994
- M61.016: Retired June 15, 1988
- M61.017: operational as service locomotive A61.017 (now 2761017) at MÁV
- M61.018: retired on November 12, 1994
- M61.019: operational at MÁV, parked in the Budapest Railway History Park, used in railway construction
- M61.020: operational at the MÁV-Nosztalgia, parked in the Budapest Railway History Park
Other GM or NOHAB locomotives in Europe
Germany
Cargo Logistik Rail-Service GmbH has two locomotives of this series in service in 2020, another one is not operational. These are originally from Denmark.
Sweden
In GM technology, locomotives with a central driver's cab as the T41, T42, T43 , T44 , Tb, Tc and Td series were procured from the Swedish State Railways . The T42 is an almost purely licensed construction of a GM locomotive, as it is used in South America or Australia, while the other series contain significantly more in-house development.
The locomotives of the Tb and Tc series were designed as combined freight and snow-clearing locomotives. In addition to the large snow plows, they have a turning platform under the frame so that they can be turned on the open road without the need for a turntable. The Td is a modernized form of the T44.
NOHAB round noses, i.e. locomotives with an end driver's cab , only returned to the country of their origin after they were retired by DSB. These locomotives are now in service in Sweden on several private railways.
All Swedish NOHAB diesel locomotives can be mixed with each other in multiple units. So are z. B. in Sweden on private railways double traction of former SJ locomotives and the round noses .
Austria
A proprietary construction with EMD-GM technology was created in Austria with the 2050 series .
Spain
In the 1960s, Spain procured EMD type G16 GM locomotives, which were designated as the 319 series (earlier 1900 series). The first 10 locomotives in the USA were built with a middle cab, the remaining 93 units received a locomotive body with two end cabs. The series underwent extensive modernization in the 1980s. Since only the diesel engine and a few other parts of the old locomotive were used, we should actually speak of a new building. Since 2006, more than 20 locomotives have been sold to Argentina.
The 1st and 2nd series of the Danish MZ series are similar to the 333 series machines, which were built under license by the Spanish manufacturer Macosa. At 150 km / h, they are 7 km / h faster than the MZ. In addition, the 333s, with a length of 20700 mm over the buffers, are 100 mm shorter and have different bogies.
Denmark
The successors to the NOHAB types described were also NOHAB locomotives from 1967. They were given the series designation M Z (GM type JT 26C) and were equipped with 3300 hp or 3900 hp drives and GM 645 engines. They were procured in four lots with constructional differences in a total of 61 copies. While the first two series with a total of 26 units are very similar (maximum speed 143 km / h), from the third series, among other things, the vehicle body has been lengthened and the maximum speed increased to 165 km / h. The appearance of the fourth series differs in both the front and the side view of the vehicle body. The wheel arrangement of this series is Co'Co '. Due to the increased use of multiple units and the withdrawal of Railion Denmark A / S from the area, this row is about to be decommissioned. It is similar to the Spanish series 333.
Remaining DSB locomotives of the M Z series have been sold to railway companies in Australia, Spain, Norway and mostly Sweden. A sale to Lithuania failed - allegedly due to a lack of transit permits through Germany. In Poland they should be switched to Russian broad gauge. The locomotives for the Spanish railway construction company Comsa had to be re-gauged for Spanish broad gauge.
Belgium and Luxembourg
For the construction of locomotives for Belgium and Luxembourg of the NMBS / SNCB series 202 of the Belgian manufacturer acquired Anglo-Franco-Belge (AFB) sublicense the NoHAB, the engines were supplied directly from GM. These series differ in some details from the NoHAB locomotives. Because of its green-yellow color, the locomotive was nicknamed the Colorado potato beetle in Belgium .
literature
- Konrad Koschinski: Eisenbahn-Journal special edition 4/03. NOHAB's round noses & potato beetles . Publishing group Bahn, Fürstenfeldbruck 2003, ISBN 3-89610-115-3 .
- Sebastian Werner: Well-rounded! Out and about on a NoHAB. In: Railway courier . No. 7 , July 2020, ISSN 0170-5288 , p. 54-59 .
Individual evidence
- ^ The MY, MV and MX of the Danish State Railways in: NOHABs (Railway Journal Special Edition 4/2003), p. 26.
- ↑ a b The direct ancestors: Australian Class B 60 in: NOHABs (Eisenbahn Journal special edition 4/2003), p. 15 ff.
- ↑ Ulf Häger, Fran-Marc Siebert ,: Status of all round noses from NOHAB. Retrieved May 4, 2019 .
- ↑ CLR fleet
