DR Class 119
The Class 119 diesel locomotives built in Romania called the Deutsche Reichsbahn. At Deutsche Bahn AG they received in 1993 the series designation 219
History
The series 119 of the German Reichsbahn corresponds to the basic concept of a development of the successful DR Class 118 DR required from the late 70s locomotive with electric train heating, an axle load of less than 16 tonnes and a capacity of over 2,000 hp. The economy of the GDR was allowed by the CMEA decisions do not build diesel locomotives with more than 1500 hp. The locomotive manufacturer of the USSR could supply only heavy machinery (BP 130-132 and 142 ). The only locomotive manufacturer, who also wanted to take on the modular principle, the locomotive factory in Bucharest was August 23 in Romania. The Romanian producers also agreed to install diesel engines of GDR production. For installation of these engines did not happen because there were coordination problems in the state Planning Commission of the GDR. In order to fulfill the mission, built a Bucharest factory license motors of the West German manufacturer MTU. Other countries of the CMEA received subcontracting tasks. From the production of the GDR, inter alia, fluid transmission and axle were delivered.
A total of 200 locomotives 1976-1985 were obtained from the Deutsche Reichsbahn. The operation of the vehicle was marked by the beginning of shortcomings and problems. In the beginning, 50 % of the vehicles were about repairs in the workshops.
Prior to the commissioning of individual locomotives with the Deutsche Reichsbahn were made (mainly in the depot Dresden- Friedrichstadt) numerous conversion and maintenance work - the " Germanization " or "Germanization " as they called the maintenance staff. The problem was particularly partial unacceptable quality of the purchased locomotives that - strictly speaking - only from number 028 crafted as a " series " may be referred to. The high susceptibility quickly led to problems of spare parts. This one tried according to the principle of " two into one" to decrease. The design principle with two relatively independent drive units offered there for DDR ratios a decent opportunity. For example, if there was a second locomotive with engine failure in the workshop, the engines were replaced frequently so that you again got ready to drive a train and make it ready report " could ". This resulted in involuntary " source of spare parts ." These locomotives were partially temporally early higher maintenance levels.
In the contract design the German Reichsbahn had the interchangeability of the license-built Maybach engines - required by 12KVD engines from GDR production - Type M 820 SR. This enabled an extensive reconstruction of the drive vehicles in which besides the diesel engines - built were 12KVD21 - AL4 1225 hp ( 900 kW) - the axle suspensions and other failure-prone components were replaced with components from own production. This also explains the failures decreased. Nevertheless, most were 20 to 30 percent of the vehicles in repair. The high pollutant inventory of this series saw quickly that the vehicles as a submarine (due to the round window and the engine room because they are so often spectacular diving in the workshops ) were mocking or even called Carpathian fright and Ceauşescu's revenge. With a rated capacity of 2700 hp, they were the most powerful machines in the DR, which could be readily used on branch lines, since their maximum axle load was only 16 t.
The original plan to modernize with modern components of the 119 the old 118 the DR and alive, failed. On the contrary, the locomotives of the BR 119 were only made with spare parts for the BR 118 usable in practice.
Early 1990s, all engines were replaced with the latest version 12KVD21 - AL5 with 1500 hp (1100 kW) and also adjusted the gear, so now permanently a traction power of 2400 hp (1800 kW) was available again.
229 series
With the merger of the two German railways, there was again an attempt to modernize the series. Here, a comprehensive vehicle series 20 machines at Krupp in Essen was completely rebuilt while maintaining the order number. In addition to a significant performance increase by using other motors, the maximum speed for these vehicles was increased to 140 km / h in order to use the locomotives and intercity traffic to and from Berlin, since at this time gaped still gaps in the electrified main railway network of the DR. Especially during the electrification of the Berlin metropolitan railway took over from the 229 series solid intercity trains in me village station at Potsdam travelers from ICE trains to bring it across the city train to Berlin. The ICE trains were diverted to the electrification of the rail on the Berlin outer ring of Lichtenberg.
The cost of modernization surpassed almost the price of a Neubaulok, so this was canceled after the first series. The vehicles were given the series designation 229 and were based in Berlin- Pankow. 1995, all equipment was delivered to Erfurt / Thuringia. Mid-2001 were all decommissioned. Some 229er are in the DB railway construction or the Central German Eisenbahn GmbH (MEG, DB subsidiary ) in use.
219 158
2001, there was a final offer of the supervising work Chemnitz. There, a reconstruction with conversion to the new DB unit cab, two new engines from Caterpillar with ratings of 1.500 kW and other new features has been designed. The prototype (219 158) was unique because DB Regio had no interest in diesels and the widespread conversion was decided on railcars. The single vehicle in 2003 was handed over to the DB Museum. This loco of the DB Museum is for special trips than 119 158 applications. She received the reichsbahn typical painting and reichsbahn typical labeling, currently she is stationed in the depot Berlin beautiful pasture.
Construction
The locomotive is constructed of welded steel construction with three axle bogies. Two diesel engines are each behind the cab and shall give their power at two spaced under the cabs flow gearbox. The two- converter transmission had a large spread to 120 km / h maximum speed. The traction force characteristic of the locomotive suffered.
Between the motors is a heat generator, which is driven by two motors directly through a fluid coupling. This dual drive with virtually rigid coupling of the two motors caused problems from the beginning with both the original Woodward diesel engine controls as well as with the later electronic controllers. About the heat generator, the cooling system is installed. Contrast was the Zugheizanlage on the then state of the art. She is a thyristor converter with DC intermediate circuit, which can also supply reactive current loaded vehicles.
Mid-90s began operating Chemnitz, all vehicles with time- multiplexer shuttle train (ZDS / CFB) equip. Only a portion of the fleet also received the computer cabinets. The modification of the control of stage control was converted to an up-down control. From locomotive number 116, the third peak signal was no longer located above, but below the windscreen, it also accounted for the roof over the front porch windows.
Color variations
The BR 119 was delivered from the factory in a brighter red than the standard color. Only when repainting in the context of raw stays partially the burgundy according to the color scheme of the Deutsche Reichsbahn was used. The abdominal binder was kept in the standard color light ivory, as is the roof, which expired at the end faces in a flachwinkligen same color triangle. The frame was black, the gray suspension. Later, the frame including the front bumper were also held in gray. From 1984, some locomotives were the so-called spar varnish, the abdominal bandage was attached only at the ends. After the transition to Deutsche Bahn AG, the vehicles were in the color scheme orientrot with white bibs painted. From the end of 1997, the traffic red scheme with white bar followed on the front. In addition to 20 copies of the DB BR 229 ( Neurot ) also eleven 219er received this painting.
Use
Classical sites on DR- times were Probstzella, Saalfeld, Halle / G, Gera, Oebisfelde, Salzwedel, Halberstadt and Schwerin, where Halberstadt some years domiciled no loco of this type. It was not until 1997 with the release of the 232 series of DB Cargo, this series was fed again. Meanwhile, the era of the series has gone 219 to end. The majority of mid-2000 for about 150 219 was obtained until 2004 scrapped (mostly in aspen grove, Rockensußra, Cologne and AW Chemnitz).
Whereabouts
From the Series 119/219/229 total of six specimens are in museums obtained ( 219 003, 084 & 158 and 229 100, 188 & 199), in addition, 12 pieces to a subsidiary of DB Schenker to Romania and Bulgaria were delivered, to where they freight trains were used for the year 2012.
Four locomotives of the 229 series (100, 126, 147 and 181) were painted yellow and found at DB Netz as a work train locomotives use. During 229 100 and 126 were shut down after only a short period of use, 229 147 and 181 today (as of spring 2013 ) in use. 229 100 is now parked as inoperable Museumslok in Thuringia, while 229 126 was scrapped in 2012 in Bremen.
Furthermore, the MEG has taken four 229. While 229 120 and 173 still in use are (as of spring 2013 ), by the 229 184 and 199 for the removal of spare parts available. 229 199 has now been restored as a museum locomotive in its original color scheme, but remains available as spare parts for the two active locomotives.