DB Class V 162
| Company type | Diesel-hydraulic locomotive |
|---|---|
| Industry | Railway transport |
| Founded | 1965 |
| Headquarters | Germany |
| Products | Locomotives |
DB Class V 162 / DB Class 217
The DB Class V 162, which was redesignated as DB Class 217 starting in 1968, represents a series of four-axle diesel-hydraulic locomotives developed as an evolution of the DB Class V 160 for the Deutsche Bundesbahn between 1965 and 1968.
This model is distinguished by its inclusion of a separate diesel engine dedicated to auxiliary power and electric train heating, replacing the steam generator found in the original V 160 design.
Following the establishment of Deutsche Bahn AG in 1994, these locomotives remained in service; the last unit operated by DB Schenker was retired in December 1997.
Among the prototypes, two were utilized exclusively as internal locomotives—meaning they did not perform commercial passenger or freight duties—and were temporarily designated as DB Class 753.
Background
During the early 1960s, the German Federal Railways (Deutsche Bundesbahn or DB) alongside the German rail industry developed the V 160 series, a diesel locomotive designed primarily for medium-duty passenger and freight services on both main and secondary routes. These locomotives were equipped with steam heating systems for passenger cars but lacked the capability to supply power to electrically heated coaches. With the anticipated rise in use of electrically heated rolling stock and ongoing electrification of rail lines, there arose a need to create a variant capable of generating electrical power for train heating.
Prototypes
In 1963, Krupp AG received a commission to design a version of the V160 featuring electric train heating, which was designated as V 162. By 1965, two prototype units, V 162 001 and V 162 002, had been constructed, followed by a third unit, V 162 003, in 1966.
Each prototype was powered by a 16-cylinder engine type 16V652 TB10, manufactured by MTU (formerly Maybach), delivering 1,940 hp (1,450 kW) exclusively for traction purposes. Since more powerful engines were unavailable in the mid-1960s, electrical power for heating was supplied by an auxiliary diesel engine. Incorporating two engines extended the locomotive’s length by 0.4 meters compared to the V 160, resulting in an overall length of 16.4 meters over buffers.
The auxiliary engine chosen by Krupp was a 12-cylinder MAN D3650 HM3U producing 500 hp (370 kW). DB stipulated that this auxiliary power should also be usable for traction, especially on freight services; thus, it was linked to the transmission system. This configuration allowed traction output to increase up to 1813 kW when needed. The three prototypes were each equipped with electrical generators from different manufacturers: V 162 001 had a generator from BBC, V 162 002, one from AEG, and V 162 003 utilized equipment supplied by Siemens.
Testing of these prototypes took place between 1965 and 1968. Ultimately, the Siemens generator—capable of providing 310 kW for electric heating—was selected for production models.Template:Fix/category[citation needed]
Production locomotives
Following the successful trials of the prototypes, Krupp commenced construction of twelve units in 1967. With the introduction of a new numbering system in 1968, these locomotives were designated as numbers 217 011 through 217 022, while the prototype units were renumbered to 217 001 through 217 003.
In 1971, disc brakes replaced the original block brakes on these locomotives, enhancing braking performance and enabling an increase in maximum operating speed by 20 km/h to reach up to 140 km/h.[1]
Although further production appeared feasible, development shifted in favor of the Class 218, introduced in 1968. This newer model featured a single diesel engine delivering approximately 2500 hp that provided both traction and electrical heating power within one unit. Consequently, no additional units of this dual-engine variant were manufactured due to the lower maintenance demands of the single-engine design.
These locomotives were later fitted with distinctive exhaust systems featuring scoop-like roof protrusions installed in 1993.[2]
DB Class 753
In April 1989, the prototype locomotives numbered 217 001 and 217 002 were reassigned to handle internal DB operations, resulting in their reclassification as 753 001 and 753 002.[3] Since 1974, these units had frequently served in test and measurement roles as well as functioning as 'engine brakes' during trials of other locomotives; thus, their 1989 reclassification was largely administrative. During this process, modifications were made, including the installation of hydrodynamic braking systems.[4]
By the late 2000s, these two locomotives reverted to their original Class 217 designation[5] and resumed freight service.[2]
Operational history and modifications
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Between late 1970 and early 1971, the trio of prototype locomotives departed from Mühldorf heading to the DB railway workshops in Regensburg, where six production models were also allocated. By 1972, all fifteen units of the class had been consolidated at Regensburg. Their primary assignment involved hauling heavy freight trains along the route Regensburg - Schwandorf - Nuremberg - Sulzbach-Rosenberg - Schwandorf - Furth im Wald.
In 1993, Class 217 locomotives underwent trial operations with double-decker passenger coaches on the line between Mühldorf and Munich. This test lasted only two days,[6] after which Class 218 locomotives took over the double-decker services and Class 217s returned to Regensburg.
Following the Deutsche Bahn bahnreform in 1998, which split the company into various subsidiaries, this class was assigned to the freight division, becoming part of DB Cargo—renamed Railion Germany in September 2003 and currently operating as DB Schenker.
In May 2000, all units except DB 217 001 were reassigned to the Mühldorf engine shed.[5] From there, they hauled freight trains serving destinations around Mühldorf such as Munich, Simbach, Landshut, Freilassing, and the Wacker plant located at Burghausen, frequently operating in multiple unit formations.
The final operational unit of Class 217 (numbered 217 017) within DB Schenker was retired on December 19, 2011 at Mühldorf Depot, succeeded by Euro 66 locomotives.[7] Additionally, a Class 217 (numbered 217 014-0) is preserved and exhibited at the DB Museum, Koblenz.[8]
See also
- DB Class V 160 family Comprehensive summary of all associated classes
References and notes
- ↑ The Voith L820 hydrodynamic drive is a two-speed device, designed for top speeds of 100 or 140 km/h. In this case, the operating top speed is limited by the safe braking distance and thus by the brakes.
- ↑ 2.0 2.1 Entwicklungsgeschichte (Development History) Archived 2009-02-08 at the Wayback Machine baureihe217.de subsection Geschichte (history)
- ↑ The "7xx" series denotes locomotives used for internal or departmental purposes.
- ↑ Besonderheiten der BR 753 Archived 2008-05-10 at the Wayback Machine Detailed information on Class 753 baureihe217.de
- ↑ 5.0 5.1 Statistik - BR 217 Archived 2009-02-24 at the Wayback Machine Statistics: Class 217 v160.de
- ↑ Double heading was necessary; however, two Class 217s could not synchronize their electrical train supply properly.
- ↑ "DB Schenker withdraws last Class 217 locomotives", Railway Herald (306): 37, 14 March 2012
- ↑ "Galerie - Kategorie: Dominik Weinkopf". bswgruppekoblenz.de. Archived from the original on 2016-03-04. Retrieved 2015-11-27.
Sources
- v160.de The V 160 family website – concise overview, extensive details on individual locomotives including historical images, manufacturing data, current conditions, and operational histories. Additionally, technical specifications covering engine, transmission, fuel system, and driver’s cab. v160.de
- Die homepage der Baureihe 217 Historical background, technical details specific to Class 217, roster information, data on Class 753, and further relevant content.