DR Class V 100

As V 100 series (1970: 110 series ), the German Reichsbahn designated four-axle diesel-electric mainline locomotives for middle grade.

History

The mid-1950s by the Deutsche Reichsbahn (DR ) established Diesellokprogramm to replace the steam locomotives contained the V 15, V 60, V 180 and V 240 However, it lacked a locomotive with about 1000 hp for light to medium passenger and freight service and heavy shunting, which could replace the steam locomotives of the series 38, 55, 57, 78 and 93. This gap should be filled first by importing based on the Soviet TGM3 machines. When it became clear that the Soviet Union would not be able to supply the locomotives began in 1963 with the development of its own 1000 -horsepower diesel engine, with as many parts of the V should find use 180.

As a result, the locomotive Karl Marx Babelsberg was a four-axle diesel locomotive with center cab and hydraulic power transmission. The first model (blue paint) of 1964 had known from the V 180 900 horsepower engine, the second model from 1965 ( red finish ) already received the 1000 -horsepower engine type 12 KVD 18/21 A-3 on VEB engine plant Johannistal the series. The two prototypes were not taken over by the Deutsche Reichsbahn. They were destroyed in a major fire in Raw Cottbus. The numbers were later filled.

After it became clear that the series production should take place at the locomotive electrotechnical works Beimler Hans Hennig village, built this 1966 another Musterlok ( V 100 003). This (third and oldest surviving ) locomotive is now in the possession of the Society Berlin- Anhalt Railway in Lutherstadt Wittenberg and wears the original paint ( cream with green stripes ). A year later, the production began. The V 100 replaced in the following years, almost all regional rail in the medium power range and came up against all types of trains throughout the GDR used. The last built specimen with 1000 hp in 1978, the locomotive 110 896

After merger of the German railways existing in large numbers, very robust and reliable DR locomotive was no longer welcome on German rails. There were unusual rolling problems that were due to the hollow barrel of the wheel profile. Installed on new, ground tracks, the locomotive was rocking at higher speeds. The German Bahn AG finally sat down the maximum speed limit to 80 km / h, which was equivalent to a phase-out available, since the use on main lines due was only possible through this speed. Individual locomotives were later retrofitted for this reason with roll dampers on the bogies.

A total of 1146 pieces were of the locomotives built, not to confuse 748 as V 100.1, 120 and V 100.2, 86 as V 100.4 and V 100.5 and 190 engines as V 100.2 and V 100.3, which were exported to China (factory internal names of the variants with the class numbers ).

Technical Features

The diesel engine is running in two -axle bogies, which are articulated about a respective pivot pin. The main frame is supported by coil springs with sliding plates from on these bogies. The locomotive has a central cab. In the front porch of the diesel engine and the cooling system is housed. In the back porch fan generator, light occasion machine cabinet 3, air frame, air tanks, batteries, the boiler ( or corresponding Vorwärmgeräte ), ballast weights and Zugsicherungsanlage and usually also the cab radio have their place.

In the vehicle frame under the cab of the fluid transmission depends. The transmission has a starting and two march converter and gearbox. The first locomotives (V 1000-1 ) were equipped with a stepped transmission, which offered the options of lines and Shunting. But since this series (except for the eventual types 108 and 111) hardly shunting was used, was abandoned in 1969 (V 1002) on these transmission part. From the transmission of additional power flow via driveshafts to the four final drives done. Left and right of the gearbox, the fuel tanks are mounted.

The locomotive is double traction capability. Therefore, the speed adjustment of the original diesel engine is carried out electromechanically. These can be selected, which then adjusts an electric Drehzahlversteller on the controller of the injection block on the drive switch six speeds. The locomotive is approved for a maximum speed of 100 km / h, which was, however, reduced for DB locomotives to 80 km / hr.

For heating the trains automatically operating low-pressure steam boiler has been installed at the rear end of the locomotive. The feed water treatment was carried out on board by ion exchangers. The boiler was originally controlled by a relay logic ( RELOG control). In the course of modernization took place in the 1970s, a shift to Translogsteuerung (transistor - diode logic, TRANSLOG control). All vehicles were converted in stages. As early as the late 1980s were practically obtain new blocks more, they were forced again to develop a replacement. In order not again the rapid technological consequences of falling prey ( TTL and KME3 circuits were already outdated ), a new Relogsteuerung was conceived and built as a release version.

Many of the discarded at DB locomotives were ( now Alstom ) taken from the Stendal mill. The vehicles are there and worked up according to customer offered in different versions with the original engine or alternative engines and controls. Optionally, the conversion to a top speed of 100 km / h will be offered, such machines are referred to by some railway companies as 203 series.

Design variants

112 series (DB- 202 series )

Tentatively were retrofitted in 1972 a total of three 110s with a 1200 - hp diesel engine, which is also reflected in the express train service excellent proven. The fluid transmission was - like other parts also - adjusted accordingly. Between 1981 and 1990, the restoration was done at 1,200 hp ( 883 kW) in raw Stendal using the motors 12 KVD 18/21 AL -4 and AL- fifth After various source location 492 or 504 locomotives were rebuilt in Stendal.

Series 114 and 115 (DB- 204 series )

The development ended with the series 114 ( new designation BR 204) with a 12 KVD 18/21-AL5. First engines were 1,400 hp ( 1029 kW) installed rated power, resulting in the number system of the DR according to the classification in the series 114. With the availability of an improved exhaust gas turbocharger, the power could be increased to 1500 hp (1100 kW). Such machines are the 115 series as only the 1500 -horsepower engine was installed yet, the German Reichsbahn decided to annex these locomotives of the series 114. So the series designation 115 disappeared. A total of 65 locomotives were rebuilt 1983-1991 Raw Stendal.

Some locomotives of the series 114 are still used today by DB Railion on branch lines to Saalfeld. Other machines were sold to RAILION - daughters. There is therefore now trains in Bulgaria and Hungary.

The locomotives with the numbers 204 366, 399, 492, 616 and 626 are stationed at Railion Nederland in Terneuzen and are used there for the freight on the Dutch branch line by Sas van Gent and Zelzate.

The MEG 103 (DB 204 774 ) was left to steam friends Salzwedel loan. It is parked in the former depot Wittenberg.

111 series ( DB class 298)

Some machines have been completely rebuilt for use in shunting or new equipment purchased. For this remote to the Zugheizanlagen and replaced the boiler with a concrete weight. The maximum speed limit was in favor of increased tension in these locomotives by changing the gear ratio to 80 km / hr and 65 km / h reduced. These vehicles were classified as 111 series.

Series 108 ( DB Class 293/298 )

In contrast to the original 110 series locomotives a flow reversing gear and a fuel-efficient engine have reduced power. According to the new provision as a switch engine and the boiler could be omitted in its place additional cooler groups and a pre-heater were installed. A vehicle of BR 108 (108 161) received a side-operated cab with change of entry and thus differed visually from the original design. As of 1992, the locomotives, the new series designation 293 received With the installation of radio remote controls in the late 1990s they were redrawn in series 298.

2005 received four locomotives new Caterpillar engines with 773 kW of power. 2007 more repowered 21 locomotives. The locomotives will also get a new main propeller shaft, a new cooling circuit and a modified exhaust system with new muffler.

Series 110.9 ( DB class 710)

For DR (1000 hp) were built from locomotive number 110 961 from 1981 ten locomotives with 736 kW, who possessed a PTO in the front gable. These machines were used to drive Grabenräumeinheiten (GRE ) and high-performance snow blowers ( HSF ). They did not belong to the rolling stock in the DR, but were upper structures ( Obw ) assigned. As of 1992, they were designated as the class 710 and sold to private railway companies in 1994. The PTO has been removed again.

DB Class 203

It is converted to locomotives of the series 112 ( 1,877 hp) were equipped with engines of Caterpillar or MTU of up to 1,380 kW. The conversion took place at Alstom in Stendal (formerly Raw Stendal ). The locomotives can be purchased, leased or rented. On request they also get new constructions or additional equipment.

In the next DB DB Netz and their maintenance daughters also the DB Regio in the locations in Nuremberg, Regensburg and Würzburg had locomotives of the BR-203, however, used in the inventory, the Regensburg locomotives were Railion in Regensburg Ost. The Munich S-Bahn sat 203 002 as Schlepplok, it is currently not operational. Meanwhile, the DB has assigned or sold almost all locomotives of the V-100 family.

The stock in NE railways locomotives to the BR-203 is constantly growing, with the railway construction and operating company Pressnitztalbahn mbH ( PRESS), Central German railway and the Spitzke AG have larger stocks. SBB Cargo have 203.1 at Alstom locomotives Service ( ALS) rented for their locations Dillingen, Cologne and Freiburg five locomotives of the BR who received the SBB Cargo paint.

Series 199.8 (now 199.8 HSB )

For replacement of steam locomotives were used there for the narrow gauge railways in the Harz ten locomotives of the series V 100.2 with 800 order number - the number has remained the same - by the German Reichsbahn converted into six-axis meter gauge vehicles and has since been referred as the class 199.8. Overall, the German Reichsbahn was planning a conversion / use of thirty machines. The political change in the GDR began, it remained at ten rebuilt locomotives.

The vehicles are also referred to as resin camel or red camel came closed in 1993 the newly founded Harz narrow gauge railway (HSB ), some of which are still in use there. In the 1992 renumbering, the new series number was provided 299.1 ( 299110-7 to 299119-8 ). Three locomotives were modernized in 1998 Adtranz and sold four surplus at the same time and this then back built to standard gauge vehicles.

The three modernized locomotives were given a remote control and two of these additional normal trace buffer for the dolly traffic; all three are still in use. The other three locomotives without remote control were turned off due to lack of demand. The two locomotives with additional standard gauge buffers are stationed in Nordhausen, the other locomotive without additional standard gauge buffers in Wernigerode Westerntor. All three are also used in winter in the snow clearing service.

Currently, the following locomotives are present (as of 2010 ):