DB Class 111

The 111 series is an electric locomotive series of Deutsche Bahn. Of the four-axle locomotives total of 227 aircraft were produced 1974-1984. Aid will be 160 km / h fast locomotives today mainly in regional and local transport, while at entry and the light passenger long-distance part of their area of ​​responsibility. On the Rhine and Ruhr it was used in the 1980s in the S -Bahn, for which the corresponding model series were deviating painted and equipped with train destination indicators.

History

The 111 series is the successor to the express train series 110 Since the end of the 110's production was still a need for further fast-moving electric locomotives, the early 1970s, the series was decided by the then German Federal Railways, based on proven parts 110 succession row 111 to develop.

Paid particular attention to focus on improving the smoothness at high speeds with new bogies and improved working conditions for train drivers. To this end, the DB unit cab was developed by the Federal Railroad Central Office in Munich and the manufacturer Krauss -Maffei, which was designed according to the latest ergonomic findings and to this day is used in most new locomotives and driving coaches.

The first locomotive, 111 001, left the Krauss -Maffei works in December 1974. Until 1984, followed by further 226 vehicles on their construction next Krauss -Maffei also Henschel and Krupp and Siemens, AEG and BBC were involved for the electrical part. The last series was not actually required by the DB, but should serve to safeguard jobs in the German locomotive industry.

The 111 series was supposed to be the last, newly purchased E -Lok series of the Federal Railroad in conventional AC technology, then they wanted to only locos in three-phase asynchronous procure ( the 120 series, the first German three-phase locomotive, was already waiting in the wings ). After the turn, however, it was decided in 1991, again for political reasons, together with the Deutsche Reichsbahn of the former GDR nor the 112.1 series to obtain using conventional technology.

S -Bahn

Since in the new S- Bahn Rhein -Ruhr complete equipment with multiple units would have been too expensive and political reasons which were procured 111, it was decided in 1979 in favor of constructing from a version of the Series 420/421 x- carriage and the 111 series to use in front of the locomotive-hauled push-pull trains. The locomotives 111111-111188 were therefore painted at the factory in S-Bahn colors and equipped with S-Bahn facilities, such as train destination indicators and the time-division shuttle train was the first use of the IS- line of the train.

These locomotives were handled internally to distinguish from the normal 111ern than 113 series, there was even thinking, 111er officially redraw the S-Bahn. Since then, all 111er mainly used in regional transport and hence the remaining 111er were equipped with push-pull train, the need has ceased to distinguish.

Long-distance traffic

In the same year 1979, the 2nd class was introduced in order to help him to greater economic success at Intercity. In addition, the inter-city network should be expanded and moved to the main lines every hour. It was already known that the built purely as high-speed locomotive series 103 inclined at moderate speed of 140-160 km / h to problems: On the use before slow but heavy trains responded souped up engines, the BR 103 with heavy wear. Moreover, were the 145 copies of the 103 numbers too little. Now paid off, that they had consistently optimizes the running quality of the bogies in the 111 series and also outperform still had room for improvement. As of May 1980, the maximum permissible speed of all 111er from previously 150 km / h to 160 km / h was increased, from now on they came before InterCity trains (some in double traction ) are used.

In addition, the locomotives of the series 111 hauled south of Munich, the intercity trains, which have been conducted over the IC main line further out in the Upper Bavarian and Austrian tourist areas, such as the Intercity Karwendel.

With the introduction of inter-regional rail transport also quite a number of these compounds with locomotives of the series 111 were covered, especially on the lines where the maximum speed 160 km / h did not exceed.

Withdrawals from service

1981 Austria has seen a serious accident, as a result, only three years old 111 109 was so badly damaged that it was still broken on the spot. For a long time the only outlet in the collections of the series 111

111 004 came on 24 November 2006 together on a level crossing at Eschenlohe with a truck, the mitbenutzte this to turn; their reprocessing was rejected for economic reasons. The 30 -year-old machine was made ​​a long time in the z- Bw Munich and was scrapped on 30 May 2008.

On June 16, 2010 against 23:30 clock pushed the 111 090 who pulled a regional express, in Peine in Lower Saxony with several derailed freight cars together. The force the locomotive broke through a noise barrier and remained in the garden of an apartment building. In the accident 15 passengers easily and the train driver were seriously injured. The locomotive was doing so badly damaged that it was 28 June 2010 provided z decomposed and after completion of the accident investigation in Peine.

111 154 was involved in a Rangierunfall in Aachen and was scrapped on May 12, 2012 in her native Cologne plant. Since the engine was found to be no longer able to run, she could not be converted to the usual Zerlegeort in Opladen.

With the z- position of the Munich 111 034 16 April 2012 due to the deadline, it seemed as if the regular withdrawal of the 111 series start. While still a reactivation was considered in the forthcoming general inspection but strong frame damage were found, so that the HU was stopped at the locomotive. The locomotive was transferred on August 13, 2012 by MEG -Lok 315 to Opladen for recycling Bender for scrap.

In the spring of 2012 was 111 001 decommissioned and transferred to the branch of the DB Museum in Nuremberg to Koblenz -Lützel where she is now on Museumslok.

111 006 was destroyed on July 16, 2013 Betriebsbahnhof Pasing by fire. The cause was believed to be a technical fault on the transformer. After hauling in the BW Munich Hbf and removal of parts of the now strong stainless rest of the locomotive was transferred on October 15 for the scrapping of the company Thyssen Dück after Aubing. The siding is located between the site of the fire station operating Pasing and the car factory Pasing.

Since the end of 2012 are now several locomotives of this series with the deadline on sidings. During the year 2013 was started with the first scrapping locomotives.

Use in recent times

After the third stage of the railway reform the BR 111 of DB Regio has been assigned, so that their use is increasingly focused on the regional traffic. From about 1998, the stakes went over long distances especially with inter-regional trains sharply and are limited now to rare replacement benefits for Fernverkehrsloks. In the grueling S -Bahn, the 111 was replaced gradually starting from 1993 through retrofitted for these purposes electric locomotives of the series 143 of the ex- DR; However, the last 111er were only released in June 1997 from the S -Bahn service. From December 2010 to early 2013 put the S -Bahn Nürnberg again 111er as a substitute for the not yet approved multiple units of class 442 in their suburban railway network one. Appearances before freight trains were in the 111 apart from their first years of operation has always been an exotic exception. In recent years, no inserts were held more in freight transport.

In particular, the double-deck cars delivered in large numbers from the early 1990s characterizes the 111 until today the image of the modern rail passenger transport on major routes and delivered increasingly services to newly delivered locomotives of the series 146, as well as elsewhere vacant locomotives of the series 114 recently been. Even still it is often encountered with conventional single-level push-pull trains. Again and again she has benefited from its technical versatility and maximum permitted speed that extend their capabilities considerably. Since late 2009, the series in Ludwigshafen is stationed.

A detachment of 111 was not long in sight, because initially only releases power shifts to the detriment of other vehicle series by newly delivered locomotives of the series 146 - had the effect - the Series 141 and the previous 110 series, 143 series and the last. Since the beginning of 2013 many 111er now be retired and scrapped by the deadline. However, an end date, and a run- BW are not yet foreseeable.

Construction

The design of the 111 series leans essentially on the 110 series to, but was significantly improved in parts or extended. The mechanical part is a special reference to the new bogies; the wheelsets are made ​​herein about Lemniskatenlenker. For the support of the locomotive body Flexicoilfedern used. In the electrical part of the 111 series travel motors 372 of the WB series 110 and 140 and the transformer were used. After the drivers were originally transmitted via a rubber ring shaft drive similar to the Class 103, they remained after experiments with the this converted 110 466 the proven rubber ring spring drive of the 110 series, as the drive of the series 103 only beyond 160 km / h substantial advantages had. On the roof, new pantographs type SBS were 65 provided, which, however, were used in the machines of the first to third series ( 111001-146 ) only partially and were dismantled shortly afterwards and replaced with pantograph to type the DBS 54 because the pantograph were needed for the Series 103. Therefore locomotives of the first series go partially to date with scissors pantographs DBS 54a. From 111 147 SBS 65 was then used without exception, from the fifth production run ( from 111 179) its further SBS 81 In the four machines 111103-105 and 109 was tested in the early 1980s with the WBL 79 a new pantograph was directed against all hitherto Einholmstromabnehmer be used for joint Lokmitte out.

Placing the transformers in the upright middle of the machine room was maintained, the layout of the engine room, however, modified so that there is only one central engine room passage upstream and downstream of the transformer. The circuit of the driving motors are high-voltage side in the established manner by means of electric motor driven derailleur in 28 steps via thyristor circuit breaker. The motors can be used as an electric brake, then work each to their own braking resistor. Braking performance and power were increased compared to the 110 series. The heat is dissipated via roof vents, which are now driven by the braking current. The brake is controlled by a Hall generator as he came into use already at the last 110s series. In addition to the electric brake is also a mehrlösige air brake, a pneumatic, direct-acting auxiliary brake and a spindle per bogie handbrake are available. When operated braking the indirect and the coupled entrained brake plates are driven, the electric brake on the driver's brake valve, with the effectiveness of the indirect air brake of the locomotive is disabled. Only during rapid braking both compressed air as well as the electric brake work. Turns out the electric brake, instantly available in full from the indirect compressed air brake. Currently, an electronic antiskid is retrofitted to the 111ern, which affects both the compressed air as well as the electric brake after the 111 would tilt in the autumn months for flat spots.

The control concept and the main circuits were compared with the previous 110 series hardly changed, but the newly added and previously used already in the series 103 and 151 limit monitoring device allows for a much more comfortable operation of the 111: The locomotive can be secured either by an impulse control ( up-down control) or an electronic draft control control. These so-called Z- control system ensures that the preselected motor traction is kept approximately constant even with increasing driving speed without any further intervention from the driver or slightly reduced, because as speed increases, the coefficient of friction between wheel and rail decreased slightly. Also known as the " Anfahrüberwachung " designated threshold monitoring device ensures through derailleur intervention continued to ensure that the maximum values ​​for engine and upstream as well as driving motor voltage are observed. Integrated into the Anfahrüberwachung is also an automatic anti-skid, which acts at low levels of adhesion and swerving on the rear derailleur and the anti-skid brake. All machines are equipped with the conventional push pull and double traction control via the 36 -pin control cable. The measures provided for the S -Bahn 111111-188 received partly from the factory, some only later required for this time-division shuttle train ( CFB) and a function extension ( CFB additional ) to control functions of the wagon train, today's frequency- multiplexed train control ( FMZ ). For the stringing of double -decker trains in engine head traction, some former S-Bahn machines were mid-90s, the time-division double traction control system ( ADS). Meanwhile, almost all the other 111er with CFB / ZDS and FMZ and partly were retrofitted with passenger information systems. The pre-series locomotives 001-005 had a delivery from Automatic drive and brake control.

Factory Punctual Train control of type I 60 was present. Since this is based on relay circuits system monitors the speeds only time-dependent, was in actions by the so -equipped locomotives with more than 140 km / h always the occupation with an additional train crew required. To save this staff and to increase security, a Zugbeeinflussungsanlage in computer technology has been developed, I 60 R. It monitors the driving style of the driver also path-dependent and can therefore react earlier on an impending Signalüberfahrung. Testing and proof were made in the early 1990s that the locomotives 111 210 to 219 with the new train control system after the standing in 160-km/h-Einsatz 111 of the operating facility in Frankfurt were fitted first. A few 111er also have the Linienzugbeeinflussung LZB 80

Color variations

The 111 series has experienced in its 30-year use several color versions. On delivery, the 111er locomotives were delivered in the then usual coloring in ocean blue-beige. The S-Bahn Rhein- Ruhr allocated machines 111111-111188 were placed directly into the S-Bahn - painted in pure orange (RAL 2004) and gray pebble into service.

The new red color scheme of the DB was then tested on two Munich 111 ( 068 and 069), first in 1985, to them this new color scheme for all DB locomotives was finally chosen. As a result, their main studies were conducted in the introduced end of 1987 orient red color scheme (RAL 3031) with white bibs vice injected as contrast surface then gradually the ocean blue / beige machines in the frame.

With the new traffic red color scheme, the ocean blue - beige, orient red and painted in the S-Bahn colors 111 gradually disappeared from the late 1990s. An exception to the four locomotives 111 156, 158, 175 and 176 represent the S -Bahn livery was modernized: Instead of reinorangenen paint the belly band was in these S-Bahn 111ern designed traffic red. The locomotives were so used for several years. Today, the locomotives of the series 111 ( all former S-Bahn machines) found consistently in the current traffic red color scheme.

111 049 drove the early 1990s as the motive power of the Lufthansa Airport Express into the Lufthansa colors yellow and light gray. 111 030, the so-called Vampirlok, ran until 2005 with a full publicity (blue with lettering Dance of the Vampires ).

To the 850th anniversary of the city of Munich was presented in an anniversary paint to the public on 30 May 2008 111 027. The silver locomotive shows, inter alia, pictures of the Munich kindls and the towers of the Frauenkirche. Planned to operate in the DB Regio network was in southern Bavaria on routes to Rosenheim, Traunstein, Mittenwald, Augsburg and Ulm. Recently, in Bavaria, three 111- Werbeloks with advertising for the Bavarian Railway Company ( "Railway Bayern" ), the German Alpine Association ( "By train in the mountains " ) on the road and the bid for the 2018 Winter Olympic Games in Munich.

BR 111 in the S-Bahn livery

111 111 AW Munich Neuaubing ( April 1984)

111 068, the first orient red 111 in Munich Hbf

111 111 in traffic red paint at the DB Museum in Koblenz- Luetzel

111 039 as Werbelok for the DAV: "By train to the mountains " (2011)

111 017, version " train Bayern"