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DB Class V 60
DB Class V 60
DB Class V 60
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DB Classes V 60 / 260, 261 / 360, 361
DBAG Classes 360–365
DBAG 360 303-2 in 2013 at Koblenz.
Type and origin
Power typeDiesel-hydraulic
Builder
Build date1956–1964
Total produced942, incl. 319 heavy class*
Specifications
Configuration:
​
 • UICC
Gauge1,435 mm (4 ft 8+1⁄2 in)
Wheel diameter1,250 mm (49.21 in)
Minimum curve100 m (328 ft 1 in)
Wheelbase4,400 mm (173+1⁄4 in)
Length:
​
 • Over buffers10,450 mm (34 ft 3+3⁄8 in)
Width3,100 mm (10 ft 2 in)
Height4,540 mm (14 ft 10+3⁄4 in)
Axle load
  • 16 t (15.7 long tons; 17.6 short tons)
  • 18 t (17.7 long tons; 19.8 short tons)*
Adhesive weight
  • 48.3–49.5 t (47.5–48.7 long tons; 53.2–54.6 short tons)
  • 53.0 t (52.2 long tons; 58.4 short tons)*
Service weight
  • 48.3–49.5 t (47.5–48.7 long tons; 53.2–54.6 short tons)
  • 53.0 t (52.2 long tons; 58.4 short tons)*
Fuel typeDiesel
Fuel capacity1,500 or 1,800 litres (330 or 400 imp gal; 400 or 480 US gal)
Prime mover
RPM:​
 • Maximum RPM1,400 rpm
Cylinders6 To 12
TransmissionHydraulic
Loco brakeAir
Train brakesAir
Safety systemsETCS
Performance figures
Maximum speed
  • Line: 60 km/h (37 mph)
  • Shunt: 30 km/h (19 mph)
Power output
  • 650 PS (478 kW; 641 hp)
  • 632 PS (465 kW; 623 hp)**
Tractive effort:
​
 • Starting
  • 117.6 kN (26,400 lbf)
  • 132.3 kN (29,700 lbf)*
Career
NumbersV 60 001 – V 60 1241, with gaps
* later 261
* 362/363

The DB Class V 60 is a German diesel locomotive operated by the Deutsche Bundesbahn (DB) and later, the Deutsche Bahn AG (DB AG), which is used particularly for shunting duties, but also for hauling light goods trains. Seventeen locomotives were bought used by the Norwegian State Railways and designated NSB Di 5. Also the Yugoslav Railways bought used units, and designated them JŽ 734; they were subsequently designated Series 2133 by the Croatian Railways.

History

[edit]

The DB had a shortage of small shunters. As a result, in 1951, a diesel shunter was designed, almost all the major locomotive firms being involved in its development and production. The new class was initially called the V 60. In 1955 the first prototype locomotives, V 60 001–004, were delivered by Krupp, Krauss-Maffei, Mak and Henschel, each having different engines. Later that same year orders for the first production locomotives were issued; they were to have GTO 6 or GTO 6A motors from Maybach. Several of the locomotives were given a stronger frame and had a higher adhesive weight of 53 tonnes (52 long tons; 58 short tons) instead of 48.3–49.5 tonnes (47.5–48.7 long tons; 53.2–54.6 short tons). In addition these engines could carry up to an extra 6 tonnes (5.9 long tons; 6.6 short tons) of ballast for heavy duties, however they continued to be classed as V 60s. A total of 942 locomotives of this class were built. In 1968 the V 60s, like all other DB locomotives were given computer readable numbers. At this point the class was divided into Classes 260 (light variant) and 261 (heavy variant).

Norwegian State Railways

[edit]

In the 1980s, the Norwegian State Railways (NSB) saw a need for shunters to replace the aging Di 2 units and chose to buy seven used V 260 from DB in 1985 and given the designation NSB Di 5. Two years later NSB bought another ten units, but one of them was only used for spare parts. The locomotives were numbered 5.861–877. They were scrapped between 1996 and 1998—none have been preserved.[1]

Croatian Railways

[edit]

In 1985, the Yugoslav Railways (JŽ) bought some used locomotives. They were designated JŽ 734. After the split, they were transferred to the Croatian Railways and designated Class 2133. There were two subtypes: 2133-0 with traction effort 118 kN (27,000 lbf), and 2133-1 with traction effort 132 kN (30,000 lbf).

Technology

[edit]

The V 60 (260/261) is 10.45 metres (34 ft 3 in) long and can run at speeds of up to 60 km/h (37 mph). The frame is fully welded. The transmission is under the driver's cab, which itself is not quite in the centre of the vehicle. Under the front end is the motor and cooling system, under the rear end the brake compressor and main air reservoir, the fuel system and a tank. The driver's cab is sound-proofed, the footplate is at the front and the loco can be operated from either side.

The drive is achieved using a 12 cylinder Maybach GT06-diesel motor capable of producing 478 kW (650 PS). This engine is an evolutionary development of the type G05, which was installed from 1932 in various railcars including the Flying Hamburger. The locomotive is driven by means of a hydraulic transmission by Voith via a jackshaft and coupling rods to the three axles, a concept that had also been used on earlier shunting engines such as the Class V 36. The centre axle has about 30 millimetres (1.18 in) of lateral play. Between the second and third axle there is a jack shaft. The locomotives have shunting and running gears.

In order to start the diesel motor, it has to be pre-heated. The first batches had a small coke oven (later ones used an oil burner) and, for that reason, the locomotive carried up to 150 kg (330 lb) of coke. The Class 362/363 engines had an electrically-controlled preheater and heat retention system.

The locomotives had a compressed air through brake, an auxiliary brake and a hand brake that braked the third axle.

Operations

[edit]
Class 261 (V 60) in 1984 at Uelzen

The engines were not just used for shunting, but also for light goods and passenger train services. They were even employed hauling departmental trains.

After the V 60 had been in service for about 25 years, in 1982 the DB tested a variety of shunting engines under the Class 259, which were to be the successors of the V 60. They were unable to decide on one, however, so that in the following years several measures were carried out in order to improve the economy of the V 60.

In 1987 the engine was classified as a minor locomotive (Kleinlok) and reclassified. Class 260 became Class 360 and the 261s became 361s. Its categorisation as a Kleinlok saved staff costs, because the railway no longer had to employ "engine drivers", only "Kleinlok operators", whose training was cheaper. The installation of radio control enabled one-man shunting movements using remote control; the fully radio controlled models were called the Class 364 (light class) or 365 (heavy class), however the only loco in Class 364 was soon renumbered to 365 700.

Since 1997 the Maybach motors have been replaced during refurbishment by Caterpillar 12-cylinder engines generating 465 kW (632 PS), this conversion only being done on engines with radio control. These locos are designated as Class 362 (light variant) and 363 (heavy variant).

In 2001 one engine was equipped with a Caterpillar V8 engine run on natural gas and tested in the Munich area; it was designated as Class 760. It has since been scrapped.

Y60 diesel locomotive A-104 of OSE at Thessaloniki New Passenger Station, Greece.

Of the 942 locomotives originally supplied to the DB, many are still active. Those without radio control were gradually retired by early 2003; of the radio controlled locos around 400 were still working for the DB in 2004, several of which have ended up in private or industrial railways in Germany and elsewhere, as well as the state railways in Turkey, the former Yugoslavia (e.g. the Croatian Railways HŽ series 2133) and Norway (17 engines as NSB Di 5). In 2008 over 70 were owned by German private and industrial lines, of which the majority were working in construction logistics and in local goods services.[2]

Locomotive number 362 362 is the first V 60, that has clocked up 50 years of services in the DB/DBAG - it entered service on 12 April 1957 and is currently (2008) the third oldest locomotive in DB AG service.

Identical or similar locos were and are also used by other state railways. As early as the 1960s they were delivered to places like Greece (Hellenic State Railways, class A-101)[3] or Turkey, or built under licence as in Belgium. Even Israel ran very similar engines.

The museum locomotive V 60 150 was burnt up in the great fire at the Nuremberg Transport Museum's locomotive shed.

Sources

[edit]
  • Arno Bretschneider, Manfred Traube, Die Baureihe V 60. Das Arbeitstier der DB, Eisenbahn-Kurier Verlag, Freiburg, 1997, ISBN 3-88255-804-0
  • Horst J. Obermayer: Taschenbuch Deutsche Diesellokomotiven. Mit Kleinlokomotiven. Franckh, Stuttgart 1972, ISBN 3-440-03932-3
  • Rolf Löttgers: Bundesbahn-Rangierhobel. Eisenbahn Magazin 9/2007, S. 60–62

See also

[edit]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

DB Class V 60

View on Grokipedia
from Grokipedia
The DB Class V 60 is a class of three-axle diesel-hydraulic shunting locomotives developed for the (DB) in the mid-1950s, featuring a GTO 6 or GTO 6A delivering 650 PS (478 kW) of power, a top speed of 60 km/h, and variants differentiated by weight for light (48 tonnes, class 260/360) or heavy (52-54 tonnes, class 261/361) duties, with a total of 942 units produced between 1955 and 1964 by manufacturers including Klöckner-Humboldt-Deutz, Maschinenfabrik Augsburg-Nürnberg, and Henschel. Introduced to modernize shunting operations across the DB network, the V 60 locomotives were equipped with hydrodynamic , a drive system, and a fuel capacity of 1,500 to 1,800 liters, enabling reliable performance in yards, industrial sidings, and light freight services with a starting of 108-118 kN depending on the variant. In 1968, under the DB's EDP , the class was redesignated as 260 for lighter units and 261 for heavier ones, later becoming 360 and 361 in 1987; subsequent modernizations included radio (classes 262/263/364/365) and engine replacements with 3412 units (classes 362/363) for improved efficiency. The V 60 series proved versatile and long-lasting, with many units remaining in service into the for and private operators in , while exports to countries like , , and extended their global footprint; by 2003, non-remote-controlled variants were largely retired, but as of 2015, approximately 221 were still active with DB, with many more in private and industrial use, underscoring their role as a workhorse in European rail logistics.

History

Development and Prototypes

Following , the (DB) faced a severe shortage of shunting , as much of the pre-war fleet had been destroyed or rendered obsolete, necessitating a new design to meet urgent operational demands in rail yards and industrial areas. In 1951, the DB initiated the development of a standardized diesel-hydraulic in collaboration with leading German manufacturers, aiming to create a robust, versatile machine to replace aging steam-powered shunters. This effort was driven by the need for a capable of handling diverse tasks beyond basic yard work, reflecting the DB's post-war reconstruction priorities for efficient freight handling. The specifications called for a compact diesel-hydraulic unit suitable for shunting, light freight transport, and trip working on secondary lines, with a maximum speed of 60 km/h to ensure flexibility across the DB network. Key design influences emphasized durability and reliability, particularly for heavy shunting duties, as well as adaptability to harsh industrial environments where frequent starts, stops, and tight maneuvers were common. Engineers prioritized a hydraulic for smooth power delivery and a reinforced frame to withstand intensive use, drawing on pre-war experiences with similar diesel prototypes while incorporating modern turbocharging for improved efficiency. To evaluate these concepts, four prototypes—designated V 60 001 through V 60 004—were constructed and delivered in by , Krauss-Maffei, (MaK), and Henschel, respectively, each incorporating variations in engines and other components to compare performance under real-world conditions. Extensive testing phases followed from to 1956 across DB networks, involving performance trials in shunting yards and light freight runs to assess traction, reliability, and fuel economy. These evaluations led to critical decisions, such as adopting the GTO 6 engine and L 27 transmission, which proved optimal for the locomotive's intended roles and paved the way for series production.

Production and Manufacturers

Following the successful validation of the four prototypes delivered in 1955 by Krupp, Krauss-Maffei, MaK, and Henschel, series production of the DB Class V 60 commenced in 1956 to meet the Deutsche Bundesbahn's (DB) urgent need for standardized shunting locomotives during post-war reconstruction. A total of 942 units, including the prototypes, were built between 1955 and 1964 across six batches, with deliveries structured to align with DB's operational expansion: the first batch (275 light variants) ran from June 1956 to June 1958, followed by subsequent batches through April 1964, incorporating both light (48 t) and heavy (54 t) weight classes as requirements evolved. The locomotives were manufactured by eight firms, leveraging Germany's industrial recovery to distribute production and ensure timely supply, with assembly occurring at each builder's facilities using largely interchangeable parts for efficiency. The primary contributors were MaK (382 units), (252 units), Henschel (151 units), and Krauss-Maffei (51 units), supplemented by smaller runs from Jung (40 units), Maschinenfabrik Esslingen (36 units), Klöckner-Humboldt-Deutz (27 units), and Gmeinder (3 units). This breakdown reflected strategic allocations, with MaK handling the largest share due to its expertise in diesel-hydraulics. Construction emphasized durability and cost-effective , featuring a box-section welded steel inner frame with continuous side members and end plates made from high-strength to withstand shunting impacts, while standardized components such as the GTO 6 engine and or Mekydro transmissions enabled modular assembly across sites. These design choices supported DB's budget constraints in the , prioritizing reliability over complexity. Production concluded in 1964 after the fleet reached sufficient size for nationwide shunting duties, as DB shifted focus to more powerful classes like the V 100 for broader applications.
ManufacturerLight (48 t)Heavy (54 t)Total
MaK185197382
17082252
Henschel11734151
Krauss-Maffei49251
Jung40040
Maschinenfabrik Esslingen32436
Klöckner-Humboldt-Deutz27027
Gmeinder303
Total623319942

Design and Technology

Mechanical Components

The DB Class V 60 diesel locomotive features a C axle arrangement, equivalent to 0-6-0, with three powered axles coupled via connecting rods and a central jackshaft for synchronized drive. This configuration provides robust traction for shunting duties while maintaining a compact footprint. The driving wheels have a diameter of 1,250 mm, and the axle load ranges from 16.1 tons in the lighter configuration to 18 tons in the heavier variant, ensuring compatibility with standard freight lines without excessive track stress. The locomotive's frame employs a welded inner structure for durability, with side walls of 20 mm thickness (later increased to 30 mm) and a 6 mm top plate reinforced by cross-braces to withstand the rigors of frequent low-speed maneuvers. Overall over the buffers measures 10.45 m, contributing to maneuverability in tight yards. The body includes an enclosed, elevated cab designed for crew protection, featuring sound insulation up to 60 mm thick, large windows for visibility, and symmetrical control stands accessible via recessed doors; this layout also supports a low center of gravity, enhancing stability during shunting operations. Braking is handled by a Knorr air brake system, specifically the indirect "K" type, which offers both continuous and independent braking modes for flexible control in yard environments. An auxiliary direct brake supplements the main system, while a spindle handbrake acts on the third axle for emergency or parking use. Original models lack dynamic braking, relying instead on the air system's reliability with operating pressures of 6.5–8 bar (upgraded to 8.5–10 bar in later refits). The running gear emphasizes adhesive weight distribution, with the full service weight of 48.3–54.0 tons allocated across the three axles to maximize traction, particularly on gradients or slippery rails. The middle axle is laterally displaceable to navigate a minimum curve radius of 100 m, ideal for complex shunting layouts. Sanders provide additional in wet conditions, storing up to 270 kg of for distribution to the rails. Fuel storage consists of tanks holding 1,300–1,700 liters of diesel, depending on the configuration, positioned under the frame for balanced . Auxiliary systems include a 24 V battery with 300–400 Ah capacity to power starting and onboard electrics, complemented by a setup featuring a 600-liter main and dual Knorr VV100/100 compressors delivering 770 liters per minute each, which also facilitates engine starting and operation. These elements integrate seamlessly with the to support reliable short-haul performance.

Powertrain and Performance

The DB Class V 60 diesel locomotive was powered by a Maybach GTO 6 or GTO 6A twelve-cylinder diesel engine, producing 478 kW (650 PS) at 1,400 rpm. This engine featured a displacement of 48 liters and delivered a maximum torque of 3,320 Nm under operating conditions, providing reliable propulsion for shunting and light line duties. Power was transmitted through a Voith hydraulic system, specifically the L27zuB or L37zuB torque converter, which combined hydrodynamic and mechanical stages for smooth power delivery optimized for shunting operations. The transmission enabled gear shifts at approximately 16-18 km/h in shunting mode and 33-35 km/h in line mode, with an efficiency range of 83-91% across stages. The original design integrated the powertrain directly with the locomotive's chassis via a jackshaft and coupling rods driving the three axles. Performance characteristics included a maximum speed of 60 km/h in line service and 30 km/h in shunting mode, with starting tractive efforts of 159 kN for the light variant and up to 178 kN for the heavy variant in shunting gear. The electrical system utilized a 24 V starting battery with a capacity of 300-400 Ah, supported by two 700 W DC generators for auxiliary functions beginning at 1,000 rpm; no (HEP) was provided in the original configuration. With a of approximately 9.9 kW/tonne for the light 48.3-tonne version, the V 60 was capable of hauling trains of 600-1,200 tonnes on level track, emphasizing its efficiency for medium shunting and transfer freight tasks. This design laid the foundation for subsequent engine upgrades, such as replacements with 3412 units in later modernizations.

Variants and Modernizations

Weight Classes

In 1968, the classified its existing V 60 locomotives into light and heavy weight variants to better suit diverse track conditions and shunting demands, designating the lighter units as Class 260 and the heavier as Class 261. The light variant featured reduced service weights of 48.3 to 49.5 tons, accomplished through lighter frames, components, and adjusted springs, enabling a maximum of 16 tons per axle for enhanced availability on secondary lines with load restrictions. The heavy variant, Class 261, achieved a service weight of 53 tons via reinforced structural elements, additional of up to 6 tons, and modified springs, supporting an 18-ton for superior performance on main lines. This design provided approximately 10% greater starting compared to the light version, reaching up to 132 kN, which improved handling of heavier loads in demanding shunting operations. Starting in , around 100 units were adapted as light variants and 50 as heavy from the original production stock, drawing on the base V 60 design for these modifications. In 1987, under the updated DB for small locomotives, the classes were reclassified as 360 for the light and 361 for the heavy variants.

Engine Upgrades and Controls

In the 1990s, the initiated a major refurbishment program for the DB Class V 60 locomotives, replacing the original GTO 6 engines with more efficient and environmentally compliant diesel engines to extend operational life and meet stricter emissions standards. Approximately 300 units underwent this modernization, primarily at the Ausbesserungswerk starting in 1997, with the first converted locomotive being 363 811 following a 1992 trial on unit 360 416. The new 12-cylinder 3412E DI-TTA engine delivered 465 kW (632 PS) at 1,800 rpm, offering improved reliability through better and reduced needs compared to the baseline powerplant, while also incorporating enhanced cooling systems to support prolonged service intervals of over 40 years. These upgrades included digital diagnostic interfaces for real-time monitoring of engine performance and fault detection, further bolstering the locomotives' suitability for intensive shunting duties. A key aspect of the modernization involved reclassifying upgraded locomotives to reflect their enhanced capabilities, with light variants (originally around 48-50 tonnes) redesignated as Class 362 and heavy variants (around 54 tonnes) as Class 363, particularly those fitted with the Caterpillar engines. This program enabled the fleet to remain viable into the 21st century by addressing obsolescence in propulsion technology without requiring full fleet replacement. The Caterpillar installations not only lowered emissions to comply with evolving regulations but also integrated with improved hydrodynamic transmissions for smoother power delivery and reduced wear. Parallel to engine replacements, radio control conversions were implemented from the 1980s onward to facilitate unmanned and remote operations, transforming the V 60 into more versatile shunting assets. Initial conversions in the 1980s resulted in light and heavy variants reclassified as Classes 262 and 263, respectively, before the 1987 renumbering; post-1987, further upgrades led to Classes 364 and 365. These were equipped with radio remote control systems from suppliers such as Roco or Siemens, allowing operation without an onboard crew for enhanced safety and efficiency in confined yard environments. These systems featured joystick-based controls replacing traditional handwheels, safety interlocks to prevent collisions and unauthorized movements, and compatibility with automatic shunting couplers, enabling one-man or fully remote operation that significantly reduced personnel requirements in busy railyards. By the 1990s, over 200 such converted units were in service, demonstrating the program's success in modernizing control technology for contemporary rail operations.

Operations

Domestic Service in Germany

The DB Class V 60 locomotives were primarily deployed for heavy shunting duties in marshalling yards, handling trip freight trains of up to 1,200 tons, and occasionally substituting for passenger services on branch lines within the (DB) network. These versatile diesel-hydraulics filled a critical gap in medium to heavy yard operations, where they efficiently managed the assembly and disassembly of freight consists in high-volume facilities. Deployment of the V 60 reached its peak during the and , with units distributed across all DB regions and concentrated in industrial heartlands such as the , where dense freight traffic demanded reliable shunting power. By the mid-, over 900 locomotives were in service, supporting the economic boom's logistical needs in , , and sectors. Their widespread availability enabled consistent operations in both urban hubs and rural sidings, contributing to the DB's modernization of freight handling. In 1987, the V 60 underwent a significant reclassification to Kleinlok status as classes 360–365, effective October 1, which permitted operation by shunting assistants without full locomotive engineer training, thereby reducing crewing costs and enhancing operational efficiency. This shift, part of broader DB regulatory adjustments, extended the locomotives' viability in domestic service by aligning them with lighter-duty personnel requirements. Maintenance challenges arose from the hydraulic transmission systems, which required frequent servicing and contributed to rising operational costs amid evolving freight patterns. Withdrawals accelerated in the as newer shunting locomotives superseded them, though many V 60s persisted in secondary roles. Following in 1990, the locomotives saw widespread continued use in the integrated DB network, indirectly incorporating operational practices from former DR equivalents to support unified shunting demands.

International Exports and Use

The Norwegian State Railways (NSB) acquired 17 used DB Class V 60 diesel-hydraulic shunting locomotives between 1985 and 1987, designating them as class Di 5 to replace aging Di 2 units. Built between 1956 and 1960 by manufacturers including MaK (11 units), Henschel (2), Deutz (1), Esslingen (1), Krauss-Maffei (1), and (1), these approximately 30-year-old machines were employed primarily for yard shunting across . High maintenance demands stemming from their age and wear led to progressive withdrawals starting in the mid-1990s, with the final unit dismantled in 1998; none were preserved due to their poor condition. In 1985 and 1986, the (JŽ) purchased 30 used DB Class V 60 locomotives from surplus German stock, classifying them as series 734 with subtypes (734-0 from V 260 originals at 48 tonnes and 734-1 from V 261 at 54 tonnes) to suit varying needs for shunting and light freight. Constructed between 1955 and 1964, these units supported industrial operations and occasional line haulage during Yugoslavia's era. After the country's dissolution, (HŽ) took over a portion, renumbering them as series 2133; by the , a handful remained in limited shunting service at ports like and Ploče, though many faced early retirement due to parts scarcity and maintenance challenges. A small batch of new DB Class V 60 locomotives was supplied to the Hellenic State Railways (SEK) in the early for shunting duties, classified as A.101 and primarily built by . These compact units, adapted with local signaling compatibility, operated until the before withdrawal amid fleet modernization and supply issues. License production of DB Class V 60 designs occurred in during the at facilities including La Brugeoise et Nivelles and Cockerill-Ougée, yielding around 69 units designated HLR 80 for industrial and railway shunting, with adaptations for local operational standards. Limited exports to Turkey's state railways (TCDD) involved a handful of units supplied ex-works in the for shunting duties, which faced similar challenges with parts availability that hastened retirements. A number of used DB Class V 60 locomotives were exported to Algeria's Société Nationale des Transports Ferroviaires (SNTF) in the late , classified in the 060 DA series for shunting operations. At least 13 units, acquired second-hand, remained in service as of the early , supporting industrial and yard activities despite maintenance difficulties with aging German components. In non-standard gauge networks, select exports required wheelset modifications, while all faced ongoing issues with integrating German components into foreign supply chains.

Current Status and Preservation

Active Operations

In , the DB Class V 60 remains in active , primarily for shunting and short-haul freight duties with and private operators such as NOBEG and ITB. As of 2015, operated 221 units (77 class 362 and 144 class 363), with numbers declining thereafter; many are radio-controlled variants dominant in marshalling yards for one-man operations. Private operators continue to rely on the class for similar roles, with NOBEG operating 4 units built between 1959 and 1963. ITB operates units such as 345 383 and 345 392, active as of August 2024. Internationally, limited active units survive in , with 2 locomotives (A 110 and A 116) reported active in as of 2020 for industrial applications. No operational examples remain in , while possible industrial applications persist in . License-built variants in , produced under agreements for local shunting, have been retired from mainline use, though some see heritage roles. Export histories from the –1970s provide the basis for these surviving international fleets. The HŽ 2133 class in , derived from V 60 designs, has been withdrawn from service. Recent developments include repowers post-2008 to meet emissions standards, achieving up to 99% reduction in harmful exhaust through engine upgrades and aftertreatment systems; in 2024, Express Service OOD completed a modernization of a V 60 unit with reduced fuel consumption to 1.5 liters per hour and enhanced . These modifications support ongoing use in specialized , such as shunting and wind farm component transport. Fleet management practices emphasize annual overhauls, enabling service lives exceeding 50 years for select units, as demonstrated by locomotive 362 362 reaching this milestone in 2007 while remaining operational. Globally, survivors number in the low hundreds as of the mid-2010s, a decline from the original 942 production total, sustained by these maintenance efforts. Historical variants with robust mechanical designs contribute to this longevity. The class's economic role lies in its cost-effectiveness for low-volume freight and yard operations.

Preserved Examples

Several notable examples of the DB Class V 60 have been preserved through museum collections and initiatives in , highlighting their role in post-war diesel-hydraulic engineering. As of 2024, 27 locomotives are preserved, with 13 maintained in operational condition by volunteer groups to demonstrate historical shunting and light freight operations. Key preserved units include V 60 761, which was restored to operational status in June 2016 by the Passauer Eisenbahnfreunde e.V., a volunteer organization focused on railway heritage, and is used for demonstration runs at heritage sites. Similarly, V 60 588 underwent restoration by the Bergische Bahnen Förderverein Wupperschiene e.V. in December 2016, retaining its original engine configuration for authenticity in educational displays on diesel-hydraulic technology. Another example is V 60 762, restored in June 2020 by the Dampfeisenbahn Weserbergland e.V., which operates it in excursion services to showcase mid-20th-century German locomotive design. Post-2020 restorations include V 60 734 by Fränkische Freilandmuseum in June 2021 and V 60 773 by Museumseisenbahn e.V. in June 2021. Restoration projects since the 2010s have emphasized volunteer efforts to rebuild original Maybach engines, ensuring these locomotives remain functional for heritage events and public education on post-war engineering innovations. Around 13 units participate in excursion or demonstration services operated by private heritage groups, such as the Dampfeisenbahn Weserbergland, allowing visitors to experience the V 60's capabilities in non-revenue settings. These preservations underscore the class's significance as a symbol of resilient German post-war industrial recovery, often featured in programs explaining diesel-hydraulic transmission principles. Internationally, preservation is limited; while exported units reached countries like (as NSB Di 5) and former , no complete locomotives from these series remain on display, though some Di 5 components are held in Norwegian collections for study. Events like V 60-focused gatherings at German heritage sites, including those organized by eisenbahnfreunde groups, periodically bring preserved examples together for static displays and short runs, fostering appreciation for the class's enduring legacy.

References

  1. https://www.esu.eu/en/products/engineering-edition/diesel-locomotives-in-h0/class-v60-in-h0/
  2. https://www.eisenbahnfreunde-berlin.net/en/db-class-v-60/
  3. https://eisenbahn-museumsfahrzeuge.de/index.php/deutschland/staatsbahnfahrzeuge/verbrennungsmotorlokomotiven/baureihe-v-60-db
  4. https://www.rangierdiesel.de/index.php?nav=1404643&lang=1
  5. https://loco-info.com/view.aspx?id=15665&t=Type
  6. http://www.v60.de/statistik/statistik.html
  7. http://www.v60.de/technik/V60Beschreibung.html
  8. https://www.esu.eu/en/products/former-locomotives/engineering-edition/class-v60-in-h0/
  9. https://www.piko.de/DE/images/Galerien/2019/55900_Serienmodell/Fahrzeugheft_V60.pdf
  10. https://www.loks-aus-kiel.de/index.php?nav=1400690&lang=1
  11. https://www.eisenbahnarchiv.de/bibliothek/deutschland/lokomotiven-locomotives/diesel-loks/v-60/
  12. https://www.marklin-users.net/intruder/svein/Tog/sites/n/di5.html
  13. http://www.railfaneurope.net/list/serbia_jz_del.html
  14. https://www.epostshop.hr/en/locomotives-diesel-hydraulic-locomotive-series-hz-2133-jz-734/pid/3557
  15. https://www.nic.funet.fi/index/railways/Greece/diesel/index.html
  16. https://steamcommunity.com/sharedfiles/filedetails/?id=1211641692
  17. https://www.reynaulds.com/products/ESU/31061.aspx
  18. http://www.railfaneurope.net/list/algeria_sntf.html
  19. https://nobeg.de/lokomotiven/
  20. https://www.lok-report.de/news/deutschland/mit-der-kamera-notiert/item/52162-itb-v60-zwischen-troeglitz-und-altenburg.html
  21. https://www.railway.supply/new-perspective-on-future-transport-modernization-of-the-v60-locomotive-by-express-service-ood/
  22. https://www.bielefelder-eisenbahnfreunde.de/index.php/das-bahnbetriebswerk/stationierungsdaten/diesellokomotiven/93-v-60
  23. https://eisenbahn-museumsfahrzeuge.de/index.php/deutschland/staatsbahnfahrzeuge/verbrennungsmotorlokomotiven/baureihe-v-60-db/museal-erhaltene-lokomotiven-v-60-db
  24. https://eisenbahn-museumsfahrzeuge.de/index.php/deutschland/staatsbahnfahrzeuge/verbrennungsmotorlokomotiven/baureihe-v-60-db/v-60-761
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