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Medium Diesel-Hydraulic Mixed-Traffic Locomotives[Inhalt]
British Rail class 22 (North British type 2)
originally D6300
Great Britain | 1958 | 58 produced
D6332 in July 1967 at Old Oak Common
D6332 in July 1967 at Old Oak Common
Hugh Llewelyn
VariantD6300 - D6305D6306 - D6357
General
Built1958-1962
ManufacturerNorth British
Axle configB-B 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length46 ft 8 1/2 in
Wheelbase34 ft 6 in
Fixed wheelbase8 ft 6 in
Service weight152,320 lbs145,600 lbs
Adhesive weight152,320 lbs145,600 lbs
Axle load38,080 lbs36,400 lbs
Power
Power sourcediesel-hydraulic
Top speed75 mph
Starting effort38,000 lbf36,000 lbf
EngineMAN L12V18/21AMAN L12V18/21BS
Engine typeV12 diesel
Fuel540 us gal (diesel)
Engine output1,000 hp (746 kW)1,100 hp (820 kW)
Power Plant
Boiler
Calculated Values
diesel locomotive
passenger
freight
last changed: 08 2023
British Rail class 35
originally D7000
Great Britain | 1961 | 101 produced
Preserved D7017 in June 2009 on the West Somerset Railway
Preserved D7017 in June 2009 on the West Somerset Railway
Geof Sheppard
General
Built1961-1964
ManufacturerBeyer, Peacock & Co.
Axle configB-B 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length51 ft 8 1/2 in
Wheelbase36 ft
Service weight168,000 lbs
Adhesive weight168,000 lbs
Axle load42,000 lbs
Power
Power sourcediesel-hydraulic
Top speed90 mph
Starting effort46,600 lbf
EngineMaybach MD870
Engine typeV16 diesel
Fuel960 us gal (diesel)
Engine output1,700 hp (1,268 kW)
Power Plant
Boiler
Calculated Values
diesel locomotive
passenger
freight
last changed: 09 2023
German Federal Railway class 215
Germany | 1968 | 150 produced
225 004 with a garbage train in Bundesbahn livery and number 215 004 written on it in May 2018 near Braunschweig
225 004 with a garbage train in Bundesbahn livery and number 215 004 written on it in May 2018 near Braunschweig
TeWeBs

Since the class 218 was not yet ready for series production in 1968, 150 class 215 locomotives were built. These already had many features of the class 218, but basically the same engine as the V 160 with 1,900 hp. Only a few locomotives had a MAN engine with 2,500 hp. They should later be able to be converted to the class 218, but this did not happen. The locomotives pulled passenger and freight trains until 2003 and the car train to Sylt until 2008. Some were previously converted to the class 225, with the steam boilers being removed, among other things.

VariantMercedes-BenzMAN
General
Built1968-1970
ManufacturerKrupp, Henschel, Krauss-Maffei, MaK
Axle configB-B 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length53 ft 9 11/16 in
Wheelbase37 ft 4 13/16 in
Fixed wheelbase9 ft 2 1/4 in
Service weight174,165 lbs
Adhesive weight174,165 lbs
Axle load43,651 lbs
Power
Power sourcediesel-hydraulic
Top speed87 mph
Starting effort52,830 lbf
EngineMAN V6V 23/23 TLMercedes-Benz MB 839 Bb
Engine typeV12 dieselV16 diesel
Fuel806 us gal (diesel)
Engine output1,877 hp (1,400 kW)2,467 hp (1,840 kW)
Power Plant
Boiler
Calculated Values
diesel locomotive
passenger
freight
last changed: 02/2023
German Federal Railway V 80
later class 280
Germany | 1951 | 10 produced
280 002 with historical number V 80 002 at the anniversary "150 years of German railways" in September 1985 in Nuremberg
280 002 with historical number V 80 002 at the anniversary "150 years of German railways" in September 1985 in Nuremberg
MPW57

The V 80 was the first mainline diesel locomotive that the Bundesbahn had developed after the Second World War. Only ten were built, half of which were built by Krauss-Maffei and half by MaK. Nevertheless, the V 80 anticipated many design features that were later adopted by other West German diesel locomotives.

The visual appearance was characterized by a central driver's cab, in which there were controls which could be used in both directions. The hoods were lower than the driver's cab and took up the full width of the locomotive. The machine rooms within the hoods were thus walkable.

From a technical point of view, the V 80 used a medium-speed turbo diesel, which delivered its power to all four axles via a hydraulic transmission and cardan shafts. This arrangement was also adopted for later diesel locomotives of the Bundesbahn up to the class 218. The V 80 initially featured V12 diesels with 800 to 1,000 hp, which were later replaced by an MTU engine with 1,100 hp. Silencers were not retrofitted until 1958.

The area of operation was concentrated on Franconia and the Frankfurt/Main area. With their low axle loads, they were used in front of passenger and freight trains on branch lines, but also often in suburban traffic. Due to the small number of units and the availability of the former V 100, the locomotives now known as class 280 were retired between 1976 and 1978. They were all sold to private railways and track construction companies in Italy between 1977 and 1981. Some of these came back to Germany since 2005 and were refurbished as museum locomotives.

General
Built1951-1952
ManufacturerMaK, Krauss-Maffei
Axle configB-B 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length39 ft 8 3/8 in
Wheelbase30 ft 2 3/16 in
Fixed wheelbase9 ft 6 3/16 in
Service weight127,868 lbs
Adhesive weight127,868 lbs
Axle load31,967 lbs
Power
Power sourcediesel-hydraulic
Top speed62 mph
Starting effort42,714 lbf
EngineMaybach MD 650 oder MTU MB 12 V 493 TZ
Engine typeV12 diesel
Fuel594 us gal (diesel)
Engine output1,085 hp (809 kW)
Power Plant
Boiler
Calculated Values
diesel locomotive
freight
passenger
secondary line
last changed: 02/2023
German Federal Railway V 10010
later class 211
Germany | 1958 | 381 produced
212 372 in Bundesbahn livery in June 2015 in Koblenz-Lützel
212 372 in Bundesbahn livery in June 2015 in Koblenz-Lützel
Paul Smith

In order to be able to replace steam locomotives on branch lines, MaK developed the V 100 on behalf of the Bundsbahn. In order to save development costs, the drive train of the locomotive corresponded to half a V 200. In the basic design, the V 80 was taken as the basis, but its weaknesses were eliminated. In view of the more powerful V 10020, the locomotives were soon designated as V 10010 and became class 211 from 1968. By 1963, 381 units had been built for the Bundesbahn. Ten more MaK V 100 PA were built for private railways with a slow-running MaK marine diesel with 1,300 hp

Most of the locomotives used the two models from Maybach and Mercedes that were also installed in the V 200 as engine. Only a few received an engine from MAN, which was later replaced. Since the cardan shafts of the outer axles on the V 80 could be bent under load due to their length, only the inner axles on the V 100 were driven by the central cardan shafts. Inside the bogies, another cardan shaft ran from the inner to the outer axle. Since the electric engine control of the previous diesel locomotives was not sensitive enough, a new, electro-pneumatic control was developed.

Since the wide hoods of the V 80 impaired visibility, they were made narrower on the V 100 and were not accessible. Maintenance was now carried out from the outside via hoods that could be opened. The option to temporarily overload the engine to 1,250 hp was installed ex works. To reduce wear and tear, this feature was later blocked. Many locomotives received multiple and push-pull train controls, which were compatible with all subsequent diesel locomotives up to the class 218.

The top speed of initially 90 km/h was increased to 100 km/h in 1965 after the installation of an Indusi. In the seventies, some of the engines without piston cooling had to be replaced. The 1,350 hp engine of the V 10020 was sometimes used here, but it had to be de-rated to 1,100 hp when using the original transmission. By 2001, all locomotives were retired from Deutsche Bahn.

In the early 1990s, 36 units had already been sold to ÖBB, where they received a new Caterpillar 3512 engine. They were used until 2003 as class 2048. Other locomotives were sold to private companies, mainly track construction companies. Some of these had been refurbished by Alstom. The new operators came from several European countries, from Asia and Africa. Some of the locomotives that remained in Germany were preserved in museums.

General
Built1958-1963
ManufacturerMaK, Deutz, Esslingen, Henschel, Jung, Krauss-Maffei, Krupp
Axle configB-B 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length39 ft 8 3/8 in
Wheelbase26 ft 10 13/16 in
Fixed wheelbase7 ft 2 5/8 in
Service weight136,686 lbs
Adhesive weight136,686 lbs
Axle load34,172 lbs
Power
Power sourcediesel-hydraulic
Top speed62 mph
Starting effort39,791 lbf
EngineMaybach MD 650, Mercedes-Benz MB 820 Bb oder MAN L 12 V 18/21
Engine typeV12 diesel
Fuel660 us gal (diesel)
Engine output1,085 hp (809 kW)
Power Plant
Boiler
Calculated Values
diesel locomotive
freight
passenger
secondary line
last changed: 02/2023
German Federal Railway V 10020
later classes 212 and 213
Germany | 1962 | 381 produced
212 041 with a second V 100 at the rear in June 1985 in Calw
212 041 with a second V 100 at the rear in June 1985 in Calw
Werner & Hansjörg Brutzer

Although the V 100 quickly proved to be a successful replacement for many tank locomotives, with its 1,100 hp it was only sufficiently motorized for use on branch lines. Although the locomotives initially had an additional acceleration notch for a short-term increase in performance, this was soon removed due to excessive wear. The torque converter in particular had already reached the limits of its performance.

Thus, Voith developed a new variant of this transmission that could also withstand more power and thus the V 10020 with a 1,350 hp engine was created. Due to the higher power output of the engine, the hood was lengthened by 20 cm and a stronger cooling system was installed. The resulting locomotives could now also be used on main lines or on steep ramps. Locomotives for the latter area of application were also equipped with a hydrodynamic brake and assigned differently to class 213 from 1968.

Since in the meantime some V 10010 engines without piston oil cooling had become damaged, these locomotives were also equipped with the engine from the more powerful series. If they kept their old gearbox, the engines had to be derated to 1,100 hp. However, if the gearbox was also exchanged for a new one, they could use the full power of the engine, but there was no re-classification to 212.

The last 212s were initially phased out in 2004, but some were reactivated in the years that followed and fitted with modern MTU 8V 4000 R41 engines. However, these 1,360 hp machines did not stay with Deutsche Bahn, but were sold to private railways.

General
Built1962-1965
ManufacturerMaK
Axle configB-B 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length40 ft 0 5/16 in
Wheelbase26 ft 10 13/16 in
Fixed wheelbase7 ft 2 5/8 in
Service weight138,891 lbs
Adhesive weight138,891 lbs
Axle load34,833 lbs
Power
Power sourcediesel-hydraulic
Top speed62 mph
Starting effort39,791 lbf
EngineMTU 12V652 TA/TZ10
Engine typeV12 diesel
Fuel660 us gal (diesel)
Engine output1,332 hp (993 kW)
Power Plant
Boiler
Calculated Values
diesel locomotive
freight
passenger
secondary line
last changed: 04/2022
German Federal Railway V 160
later class 216
Germany | 1964 | 224 produced
Pre-production V 160 003 with more rounded shapes
Pre-production V 160 003 with more rounded shapes
Manfred Kopka

The steadily increasing power of diesel engines in the 1950s gave the Bundesbahn the reason to order a series of large single-engine diesel locomotives instead of the previous two-engine series. A locomotive with 1,400 kW was planned, which had to be able to run at 120 km/h and to have steam heating for passenger trains.

The pre-production locomotives were delivered in 1960 and received a locomotive body with rounded fronts, which earned them the nickname “Lollo”. In the production series, this was replaced by one with a more angular front end, which not only had better aerodynamics, but was also much cheaper to produce and shaped the image of all other models in the V-160 family. A 16-cylinder from Maybach was used as the engine, which later became part of the MTU program and delivered exactly the required 1,400 kW. As with all Bundesbahn diesel locomotives, power was transmitted hydrodynamically. In order to be able to make better use of the engine power, the gear ratio could be switched while stationary in order to achieve a top speed of 80 or 120 km/h as required. Many locomotives were also equipped with the then current technology for multiple working and push-pull trains.

224 units were manufactured between 1964 and 1968, the last of which received the new class designation 216 ex works. They were used with all types of trains on non-electrified lines, but were soon overtaken by the more powerful diesel locomotives that were based on them. From about 1990, they were no longer used for passenger trains, since from that point on there were no longer any steam-heated passenger cars available and, unlike their successors, they did not yet have an electric heater. In the years from 2000 to 2004 they were decommissioned by Deutsche Bahn, with some pieces being sold abroad or to private railways. The rest fared like all post-war classes at the end of their lives, they were almost all scrapped. Today there is only one running example and two museum locomotives.

General
Built1964-1968
ManufacturerKrupp, KHD, Henschel, Krauss-Maffei, MaK
Axle configB-B 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length52 ft 5 15/16 in
Wheelbase37 ft 4 13/16 in
Fixed wheelbase9 ft 2 1/4 in
Service weight169,094 lbs
Adhesive weight169,094 lbs
Axle load42,329 lbs
Power
Power sourcediesel-hydraulic
Top speed75 mph
Starting effort53,954 lbf
EngineMTU 16V652 TB10 oder MTU 16V538 TB10
Engine typeV16 diesel
Fuel713 us gal (diesel)
Engine output1,877 hp (1,400 kW)
Power Plant
Boiler
Calculated Values
diesel locomotive
passenger
freight
last changed: 03/2022
German Reichsbahn V 100
later classes 110, 112 and 114 and DB AG classes 201, 202 and 204
Germany | 1966 | 1,146 produced
110 508 and 110 878 in May 1990 in Aue
110 508 and 110 878 in May 1990 in Aue
Werner & Hansjörg Brutzer

When a gap between the V 60 shunting locomotive and the V 180 main line locomotive became noticeable in the GDR diesel locomotive range, a V 100 with a power output of around 1,000 hp was proposed. It was originally intended to be used for both shunting and route service. However, since the existing shunting locomotives were finally considered sufficient, the V 100 was only designed as a mainline locomotive.

The engine used was the 12 KVD 18/21 A3, which was also installed twice in the V 180. The first prototype had 900 hp, but the final version with 1,000 hp was already used in the second. The originally planned use as a shunting locomotive was noticeable in the fact that there was only one driver's cab, which was moved towards the middle. The engine and the cooling system were housed in the larger front hood, while the smaller rear hood housed various auxiliary machinery, the electrical equipment and the boiler. The torque converter was below the driver's cab and transmitted the power to the two bogies

When the computer numbers were introduced in 1970, the V 100 became the class 110, with the 10 indicating the power output of 1,000 hp. Between 1981 and 1990, around 500 units became the class 112 with the installation of the new 12 KVD 18/21 AL4 engine with 1,200 hp. A further 65 units were made between 1983 and 1991 with the 12 KVD 18/21 AL5, initially with 1,400 and later 1,500 hp equipped and designated as the class 114. Today the three variants are listed as the classes 201, 202 and 204.

Soon after German reunification, the original series of the V 100 began to be phased out. This was accelerated by the fact that the locomotives, now known as the class 201, tended to sway unacceptably on the renewed tracks and therefore quickly became unpopular. The top speed, which was then reduced to 80 km/h, also considerably restricted the possible uses on main lines. However, many were modernized and equipped with significantly more powerful engines, so that they were bought by a large number of smaller railway companies and are still in use today. In addition, six of the original ten class 1998 locomotives are still in use on the Harz Narrow Gauge Railways, which have been converted to meter gauge

Variant110112114
General
Built1966-1985
ManufacturerLKM Babelsberg, LEW Hennigsdorf
Axle configB-B 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length45 ft 8 13/16 in
Wheelbase30 ft 6 1/8 in
Fixed wheelbase7 ft 6 9/16 in
Service weight141,096 lbs
Adhesive weight141,096 lbs
Axle load35,274 lbs
Power
Power sourcediesel-hydraulic
Top speed62 mph
Starting effort51,032 lbf
EngineJohannisthal 12 KVD 18/21 A2 oder A3Johannisthal 12 KVD 18/21 AL4Johannisthal 12 KVD 18/21 AL5
Engine typeV12 diesel
Fuel660 us gal (diesel)
Engine output987 hp (736 kW)1,184 hp (883 kW)1,475 hp (1,100 kW)
Power Plant
Boiler
Calculated Values
diesel locomotive
freight
switcher
passenger
last changed: 03/2022
Finnish Railway Sv12 and Sr12
later Dv12
Finland | 1964 | 192 produced
Dv12 No. 2568 in April 2009 in Riihimäki
Dv12 No. 2568 in April 2009 in Riihimäki
Annelis

The Sv12 is a diesel-hydraulic road locomotive built by Valmet and Lokomo between 1964 and 1984. It has bogies from the German V160, which can be switched between a top speed of 85 and 125 km/h. A version with an additional steam generator for passenger trains was called Sr12. After the steam generator was removed due to lack of demand, both variants were referred to as Dv12.

Since the installed power of 1,000 kW became too low over time, the locomotives are now mostly used double or triple headed. From 1978, No. 2501 was converted into an electric locomotive with 1,100 kW and tested in this form for four years. Since most of the main lines in Finland are now electrified, retirements began in 2009 and the remaining locomotives are now mainly used on branch lines and in shunting services. The diesel-electric, twin-engine Dr19 is currently being introduced as a successor on non-electrified lines.

Variant2501 - 25682601 - 26202621 - 26642701 - 2760
General
Built1964-1984
ManufacturerValmet, Lokomo
Axle configB-B 
Gauge4 ft 11 13/16 in (Russian broad gauge)
Dimensions and Weights
Length45 ft 11 3/16 in
Wheelbase31 ft 7 15/16 in
Fixed wheelbase8 ft 8 5/16 in
Service weight134,041 lbs145,064 lbs143,741 lbs137,127 lbs
Adhesive weight134,041 lbs145,064 lbs143,741 lbs137,127 lbs
Axle load34,172 lbs36,376 lbs35,935 lbs34,392 lbs
Power
Power sourcediesel-hydraulic
Top speed78 mph
Starting effort44,063 lbf
EngineTampella MGO 16V BSHR
Engine typeV16 diesel
Engine output1,341 hp (1,000 kW)
Power Plant
Boiler
Calculated Values
diesel locomotive
passenger
freight
last changed: 01/2024
Austrian Federal Railways class 2043
Austria | 1964 | 77 produced
2043 070 in February 1991 in Kötschach-Mauthen
2043 070 in February 1991 in Kötschach-Mauthen
Phil Richards

To replace steam locomotives, the ÖBB had the diesel-hydraulic classes 2043 and 2143 developed. They were mainly intended for use on branch lines, as all main lines were to be electrified. The 2043 was created at Jenbacher with their own twelve-cylinder two-stroke diesel with 1,500 hp. To supply passenger cars, this was supported by an additional eight-cylinder two-stroke diesel, while a small two-cylinder was used for starting.

As long as not all main lines were electrified, the class 2043 was also used in heavy service there. Four locomotives were equipped with a magnetic rail brake for use on steep lines and were designated as class 2043.5. With the introduction of the class 2016 from 2002, they were at first pushed out of passenger service and increasingly used in shunting services. At ÖBB, the last one disappeared from active service in 2020 and some were handed over to new owners for further preservation.

Variant2043.01-042043.05-342043.35-77
General
Built1964-19651966-19701970-1977
ManufacturerJenbacher
Axle configB-B 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length48 ft 5 1/8 in51 ft 8 1/2 in
Wheelbase31 ft 2 in34 ft 5 3/8 in
Fixed wheelbase8 ft 2 7/16 in
Service weight149,914 lbs147,710 lbs149,914 lbs
Adhesive weight149,914 lbs147,710 lbs149,914 lbs
Axle load37,479 lbs37,038 lbs37,479 lbs
Power
Power sourcediesel-hydraulic
Top speed62 mph68 mph
Starting effort44,962 lbf
EngineJenbacher LM1500
Engine typeV12 diesel
Engine output1,480 hp (1,104 kW)
Power Plant
Boiler
Calculated Values
diesel locomotive
passenger
freight
last changed: 10/2023
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