DB Class V 51 and V 52

The class V 51 (from 1968: Series 251 ) refers to a small series of three modern narrow-gauge diesel locomotives, which were built in 1964 for the German Federal Railroad. The Series V 100 V external similar 51 should streamline operations with the completely outdated steam engines on the remaining three 750 mm narrow gauge lines in Baden- Württemberg. The three V 51 are identical except for the gauge with the two machines of the series V 52 and went in 1964 to each of the Federseemuseum rail (V 51 901 ), the narrow-gauge railway Warthausen - Ochsenhausen (V 51 902 ) and the Bottwartalbahn (V 51 903 ), where they all proven excellent.

History

Prehistory

In the early 1960s, operated on the remaining narrow gauge railways in the German Federal Railroad in Baden- Württemberg for the most part still trains were pulled by another 13 operational, but completely obsolete steam locomotives. In order to modernize the operation on these otherwise threatened by the closure local routes with a track width of 750 mm or 1000 and streamline the state of Baden -Württemberg, subsidies granted to the German Federal Railroad.

The occasion was the 1954 planned shutdown of the meter gauge railway Mosbach - Mudau in the Odenwald. After the serious accident between bus and train in Lauffen in 1959 in connection with the Zabergäubahn the Federal Railroad aspired to for the routes with 750 mm gauge a transitional solution with diesel, in the case of Zabergäubahn exceptionally well for passenger traffic. In general, the diesel locomotives were intended as a temporary solution to the freight traffic on the narrow gauge lines still to a certain amount of time to continue economically until the expansion of roads would allow abandonment of railways. The long-term continued operation, modernization in real sense or more attractiveness for passengers was not the goal.

Development

Was supported by the German Federal Railroad zugstarke then a locomotive with not too high axle load, which should be suitable even for smaller curve radii both for use on passenger and freight trains. In this case, less emphasis was placed on high speed than on robust and maintenance- friendly design. Due to the subsidies the country came for the job is only one company in Baden -Württemberg in consideration.

First, C- and D -coupled rod locomotives of the company Gmeinder in Mosbach / Baden were talking. For passenger to Mudau but these guys seemed too cumbersome. The D -coupled type offered Gmeinder also the Brohltalbahn in Rhineland -Palatinate, but received no order.

Meanwhile, the MaK had to Alsen'sche Portland Cement factories KG ( later Alsen AG) delivered in Kiel in 1959 in Itzehoe a four-axle bogie diesel locomotive that was developed in 1958 by MaK for industrial and private railways at best. Those locomotive had with delivery of a track width of 860 mm. The type designation of MaK MaK was 400 BB. The shortcut was to the overall performance and the wheel arrangement. With the center-cab, which afforded a good view in all directions, even when maneuvering, and the good Bogenläufigkeit by the bogies this type appeared to be very well suited for use on the public state narrow-gauge railways in Baden- Württemberg. Since the MaK and the Department of the Federal Railways for internal combustion engines ( in Munich) for many years worked well together on the field of standard gauge, MaK should have brought the new grade into play. Because the state of Baden -Württemberg presented on a pro rata grant funding in view, the locomotives but should also be made in this state. Therefore Gmeinder now received this order yet, but taking basic assumption of the construction of Kiel. Gmeinder could recreate this license. In some details the machines from Mosbach were as far as possible adapted to the standard parts of the Federal Railways, such as the headlamps.

Construction

In 1963, the German Federal Railroad adopted the strongly reminiscent of the V 100 series design of Gmeinder & Co., whereupon the known Mosbacher Lokomotivfabrik MaK received a license to build the new narrow gauge diesel locomotives for Baden-Württemberg. The construction of the locomotives went smoothly, and Gmeinder & Co. delivered in 1964 a total of three diesel locomotives of the series V 51 for the track width 750 mm to the DB. In addition, in the same year two diesel locomotives of the series V 52 have been delivered. They differed in the track width, the width of the bogies as well as the equipment to train heating, the V 51 was missing, there was the appropriate course free.

The factory numbers of Gmeinder were:

• V 51 901: 5327
• V 51 902: 5328
• V 51 903: 5329

In the planning phase by the Federal Railways, a fundamental requirement of two machines per the intended railway line had been planned for five companies, now ten locomotives. By reducing the train to Buchau ( 1964 Bad Buchau ) on its southern sector, the widespread abandonment of the passenger and now this week brought Umspurung the Zabergäubahn the target size decreased, however. In addition, the state government made ​​it clear that they will, in each case only help finance a planned Lok needed for routes that are expected to soon be operated only freight services, no Reservelok because the Federal Railroad still achieved by the freight revenue. Thus, the planned inventory halved largely. In addition, the promotion was dependent from the outset that the lines in question are in a designated assisted area of the country. This was planned until then only the Odenwald and the case for Buchau / Upper Swabia, but not definite. Therefore, the promotion was ultimately granted only for the two locomotives of the series V 52. The country took on a cost share of about 4/5 of the purchase price. The three machines of the type V 51 for the 750 - mm gauge acquired the Federal Railroad finally completely at their own expense.

However, the prototype of MaK 1959 followed directly to keel any further orders more. The industry turned to the trackless conveyance operation, which needed no more locomotives. Ultimately, more pieces of this type were therefore built as the developer MaK by the licensee Gmeinder. The Prototyplok was sold after being used by the cement plants Alsen, 1966 to the little train empty - Aurich and umgespurt there on meter gauge (1000 mm). In 1969 she went to the Brohltalbahn, later to the Rhaetian Railway in Switzerland. Considerably modernized it serves there today as work train and Hilfslok.

Use

The three diesel locomotives for 750 - mm - gauge in 1964 distributed immediately after delivery to the corresponding narrow-gauge railways: in each case a machine came to Federseemuseum rail (V 51 901 ), a narrow gauge railway Warthausen - Ochsenhausen Biberach (V 51 902 ) and one for Bottwartalbahn (V 51 903 ), where they replaced the outdated steam locomotives. All three locomotives proved from the beginning as a successful designs and good in every respect. However, this then most modern narrow-gauge diesel locomotives in the world could the decline of the corresponding narrow-gauge railways in the end not prevent because despite all rationalization no longer able to restore on all three narrow gauge railways an economically viable operation, only the Bottwartalbahn could show a further substantial ridership. Thus, the use of 51 V at the German Federal Railroad not held at all three Württemberg 750 - mm - long narrow gauge railways.

When the Federseemuseum railway was shut down in the same year (1964 ), supported the stationed there V 51 901 the degradation of the track and came afterwards for the same task to Bottwartalbahn that - was shut down - despite the large ridership (especially during rush hour ). On January 1, 1968, the machines were named after the new series of the DB schema with computer-readable vehicle numbers as series 251.

In 1970 both locomotives Bottwartalbahn came as a replacement for steam locomotives for Oechsle ( Lok 99 633 from Bad Buchau remained there only substitute steam engine), which still had a substantial freight at this time. The refrigerator factory Liebherr Ochsenhausen ensured the continued operation of freight transport by Warthausen with some of standard gauge freight car on dollies for nearly 20 years after the cessation of passenger traffic and the reduction of the section to Biberach ( was which is always used only for passenger and cargo traffic ). However, the three locomotives of this series were not fully utilized on this now somewhat shorter route, was that the 251 901 1971 to Austria at the Styrian State Railways ( StLB ) sold and umgespurt there on 760 - mm ( Bosnian gauge ). The available now on the track of Warthausen after Ochsenhausen ( Oechsle ) other two diesel locomotives 251 902 and 251 903 remained until the closure of the route on 31 March 1983 before the local freight trains in operation.

Whereabouts

The 251 901 in 1971 to Austria at the Styrian State Railways ( StLB ) sold and umgespurt there on 760 - mm ( Bosnian gauge ). There they kept coming in the original color scheme as " VL 21" for use before it was bought at the beginning of the year 1999 by the Rügenscher small railways to support the local steam locomotives after re- gauging to their original track width of 750 mm as V 51 901. Since 2008 the locomotive belongs to the district of Rügen and comes for the PRESS - Rügensche Bäderbahn used.

The 251 902 remained on their home track, the Oechsle. She was there behind is after the official closure of about two years and came on 29 June 1985 opened there Oechsle Museum Railway. According to internal disputes, it was positioned behind in 1996 by its private owner in Bad Waldsee, from 2002 at Biberach.

Locomotive was 251 903 in 1984 through an intermediary ( NEWAG from Oberhausen ) to the Italian firm Gleismac Italiana SpA sold in Gazzo di Bigarello / province of Mantua. There she was equipped in 1985 with AC bogies for 1000 - mm - meter gauge, 1435 mm standard gauge and 1668 mm broad gauge and sold to Spain, where it was used by the track maintenance company COMSA from Barcelona in work train service. In 2009 she was bought by the Oechsle Bahn AG and is located since September of 2009 in Ochsenhausen.

Technology

The four-axle narrow gauge diesel hydraulic locomotive with two bogies were at that time a pioneering modern design, the cab with her lying centrally between the two long stems and the rounded structures revealed the typical style of the manufacturer MaK diesel locomotives. Technically largely identical machines with a MaK in 1959 delivered to the Alsen'schen Portland cement plants in Itzehoe MaK 400 BB for 860 - mm gauge, in which the force transmission also was on hydraulics and a range gear were.

The concept of this Industrieloktype was completely different from the usually delivered to the Federal Railroad machines, such as the standard gauge V 100 series, despite some superficial similarity. While the state railway sat on large diesel engines, MaK built in the industry aware of a type two relatively small industrial diesel engines. So could not only fuel-efficient to be run with only one engine plant at low loads. Even loss of one engine, the locomotive was still operational. The recommendation of the MaK Industrielokkunden was to add itself an additional motor as a replacement. To constantly have a motor to be serviced and if necessary can be replaced quickly overnight, without the locomotive would have during the day are stationary, so that the commercial customers their industrial railway constantly able to keep going. The industrial engines could be serviced by conventional workshop fitters, spare parts were commercially available. Very different was the way of the Federal Railroad to give the whole locomotive for maintenance or in case of failure in one of its own major railway repair workshops. These options had the industrial and private railways in not doubt they had to economize fuel efficient and more effective.

The somewhat long-legged and relatively narrow appearance of the vehicles came from the fact that it is a standard gauge triaxial Industrielok These were the basic concept of this Loktype, which was also available as a twin-axle and just for narrow gauge in a modular system. For the narrow-gauge version of the main dimensions of the triaxial Regelspurlok should be largely maintained to accommodate all components without major changes. Because the narrow-gauge version was structurally designed for the smallest required track width of 750 mm, additional constraints on the space revealed. Thus, however, the locomotives could be made without much additional changes for larger gauges within the narrow gauge range. All the aircraft were two MWM diesel engines with a power output of 270 hp ( 199 kW ) at 1600 rpm in the front longer stem, and in the shorter rear porch of the auxiliary diesel engine, the batteries, the compressor and the compressed air and diesel tanks into place had. The auxiliary diesel was only installed in the V series 52, because he was needed for the power supply for the heating and lighting of the passenger cars. The V 51 series was provided by the Federal Railroad only as a temporary solution for the proposed until further flow of goods, not for passenger trains. Therefore, they could run before passenger trains during the heating season.

Power transmission was via a torque converter type Twin Disc 11500 MS450 and a product manufactured by MaK range gear MaK 3.162.04. The locomotives were designed for a maximum service speed of 40 km / h, which actually possible top speed was about 65 km / h The starting tractive effort and maximum was 11,770 kg for a diesel locomotive of this size at a remarkable 13.2 thousand kilograms ( 132.00 kN ) ( 117.70 kN) on average. The locomotives possessed a safety control mechanism ( Sifa ), but not on a train control ( inductive magnet ), as this is not used on branch lines with low speeds. All machines in this series possessed a typical narrow-gauge railways cone coupling.

The locomotives were designed for both track width 750 mm as 1000 for an on-vehicle speed of 40 km / hr. However, this could not be driven on 750 mm because the tracks were not admitted it. Technically, would also have to 750 mm could be much faster, as was the case in Austria and Bosnia and to this day (up to 80 km / h). In the V 51, ​​however, the unfavorable high center of gravity made ​​quickly noticeable. Although the machines of traction and reliability forth very operationally proven, they could not deny the character of an interim solution out of the box. Other similar types of diesel locomotives for narrow gauge from that era that were designed specifically for narrow gauge showed more favorable handling characteristics, be it the number 2095 of the Austrian Federal Railways, the series VL 11-16 of the Styrian paths or the number 740 of the Yugoslav State Railways (all for 760 mm). Above all, the respectively mounted underneath the frame between the bogies fuel tank ensures a much lower center of gravity and a more favorable momentum on the track. The Austrian companies were suspicious of the then relatively new force transmission via driveshafts. They sat on the robust and well proven drive technology with jackshafts (ÖBB series 2095 ) and on diesel-electric ( Styrian State Railways).

Vehicle Chronicle

• V 51 901 ( 1968: 251901-0 ): 1964 DB V 51 901; 1968 DB 251 901; StLB 1971 VL 21 ( Umspurung to 760 mm); 1998 middlemen WBB; 1998 RüKB V 51 901 Rügensche light railway, since 2008 the locomotive belongs to the district of Rügen and comes for the PRESS - Rügensche Bäderbahn used.
• V 51 902 ( 1968: 251902-3 ): 1964 DB V 51 902; 1968 DB 251 902; 1984 Oechsle narrow gauge railway GmbH; 1996 deducted from Oechsle and behind is in Bad Waldsee; Since 2002 is behind in Biberach.
• V 51 903 ( 1968: 251903-1 ): 1964 DB V 51 903; 1968 DB 251 903; 1984 Gleismac, Gazzo di Bigarello; 1985 Comsa, Barcelona (bogies for 1000 mm, 1435 mm and 1668 mm); Since September 2009, the property of Oechsle Bahn AG. The work-up of the locomotive is already running and after working up the locomotive is used in the Oechsle Museum Railway.

Specifications

Design data of the V series 51 of 1964 after Gmeinder & Co. GmbH

Dimensions

• The smallest navigable rounding at the hump: 50 m

Weights

• Weight per running meter: 4.07 t

Machinery

• Operating speed: 500-1600/min

Auxiliary engine

• Number of auxiliary engines: 1
• Manufacturer auxiliary engines: MWM
• Type: MWM AKD 412 | MWM AKD 412Z
• Power: 21.75 PS ( 16,20 kW)
• Operating speed: 2000 rpm

Power transmission

• Manufacturer torque converter: Twin Disc
• Type: 11500 MS450
• Manufacturers range gear: MaK
• Type: 3.162.04
• Gear ratio: 1,31:1
• Control: pneumatic

Power transmission

• Manufacturer transaxles: Gmeinder & Co.
• Vorlegeachstrieb Type: GM 170 EVA/398
• Gear ratio: 3,98:1
• Axle drive type: GM 170 E/285
• Gear ratio: 2.85:1
• Manufacturer cardan shafts: GWB
• Engine Transmission: 367.5
• Gear axle drive: 167.5
• Axle drive - axle drive: 167.5

Traction

• Maximum starting tractive effort at wheel rim: 13.2 thousand kilograms ( 132.00 kN)
• Mean starting tractive effort at wheel rim: 11,770 kg ( 117.7 kN)
• Traction at Vmax: 2000 kg

Brake

• Knorr air brake with driver's brake valve and direct brake on precision control valve
• Maximum operating pressure: 10 atm
• Drive: hydrostatic ( max. 8.7 hp)