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DR Class V 180
The DR Class V 180 of Deutsche Reichsbahn (from 1970 Class 118, later DBAG Class 228) was a class of the largest diesel locomotives built in the German Democratic Republic. The manufacturer was Lokomotivbau Karl Marx Babelsberg (LKM).
The V 180 was intended to accelerate the change of traction on the Deutsche Reichsbahn and therefore replace various steam locomotive classes in use on the main lines.
In 1953 the Deutsche Reichsbahn commissioned the Vereinigung Volkseigener Betriebe des Lokomotiv- und Waggonbaus (Association of Nationally Owned Enterprises of Locomotive and Wagon Building, LOWA) with the development of modern diesel rolling stock.
After the first drafts has been submitted in 1956, a concept was presented in 1957 that provided for the heavy passenger and freight train service on the mainlines to be powered by locomotives with engines of 1,800 to 2,000 PS (1,320 to 1,470 kW; 1,780 to 1,970 hp).
In 1959, LKM completed the two prototypes locomotives V 180 001 and V 180 002 with the B′B′ wheel arrangement. Since the East German industry was not yet able to produce all the components for a large diesel locomotive that it has developed itself, the locomotives had a Voith transmission and were delivered without a train heating boiler. They had multiple working controls from Brown, Boveri & Cie. These two locomotives were not taken over by the DR, and were scrapped at the Babelsberg plant in 1965 and 1966. They were inter alia too heavy.
In 1961 the state planning commission approved the funds for the construction of 128 locomotives. Two more prototypes (V 180 003 and V 180 004) were built in 1962. The electrical equipment for these came from LEW in Hennigsdorf. This was followed by a small series of five locomotives, and the first series production up to V 180 087 in the years 1963–1965. The locomotives received a pair of VEB Motorenwerk Johannisthal 12 KVD 18/21 A-1 diesel engines. These V12-cylinder short-stroke four-stroke diesel engines had a displacement of approximately 74.8 L (4,560 cu in) and a nominal output of 900 PS (662 kW; 888 hp).
From 1965, more powerful engines with 1,000 PS (735 kW; 986 hp) were installed. To distinguish them, these locomotives were designated as V 180.1. From 1983 three of these locomotives even received engines with 1,400 and 1,500 PS (1,030 and 1,100 kW; 1,380 and 1,480 hp) output.
A version with the C′C′ wheel arrangement was developed for use on branch lines with a permissible axle load of 16 tonnes. In 1964, the V 180 201 was completed with two 900 PS (890 hp; 660 kW) engines. From 1966, after extensive testing, a total of 205 locomotives with 1,000 PS (735 kW; 986 hp) engines followed from V 180 203, the last of which were delivered under the new series designation 118. From V 180 298 onwards, an East German-made fluid transmission from VEB Turbinenfabrik Dresden could be installed.
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DR Class V 180 AI simulator
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DR Class V 180
The DR Class V 180 of Deutsche Reichsbahn (from 1970 Class 118, later DBAG Class 228) was a class of the largest diesel locomotives built in the German Democratic Republic. The manufacturer was Lokomotivbau Karl Marx Babelsberg (LKM).
The V 180 was intended to accelerate the change of traction on the Deutsche Reichsbahn and therefore replace various steam locomotive classes in use on the main lines.
In 1953 the Deutsche Reichsbahn commissioned the Vereinigung Volkseigener Betriebe des Lokomotiv- und Waggonbaus (Association of Nationally Owned Enterprises of Locomotive and Wagon Building, LOWA) with the development of modern diesel rolling stock.
After the first drafts has been submitted in 1956, a concept was presented in 1957 that provided for the heavy passenger and freight train service on the mainlines to be powered by locomotives with engines of 1,800 to 2,000 PS (1,320 to 1,470 kW; 1,780 to 1,970 hp).
In 1959, LKM completed the two prototypes locomotives V 180 001 and V 180 002 with the B′B′ wheel arrangement. Since the East German industry was not yet able to produce all the components for a large diesel locomotive that it has developed itself, the locomotives had a Voith transmission and were delivered without a train heating boiler. They had multiple working controls from Brown, Boveri & Cie. These two locomotives were not taken over by the DR, and were scrapped at the Babelsberg plant in 1965 and 1966. They were inter alia too heavy.
In 1961 the state planning commission approved the funds for the construction of 128 locomotives. Two more prototypes (V 180 003 and V 180 004) were built in 1962. The electrical equipment for these came from LEW in Hennigsdorf. This was followed by a small series of five locomotives, and the first series production up to V 180 087 in the years 1963–1965. The locomotives received a pair of VEB Motorenwerk Johannisthal 12 KVD 18/21 A-1 diesel engines. These V12-cylinder short-stroke four-stroke diesel engines had a displacement of approximately 74.8 L (4,560 cu in) and a nominal output of 900 PS (662 kW; 888 hp).
From 1965, more powerful engines with 1,000 PS (735 kW; 986 hp) were installed. To distinguish them, these locomotives were designated as V 180.1. From 1983 three of these locomotives even received engines with 1,400 and 1,500 PS (1,030 and 1,100 kW; 1,380 and 1,480 hp) output.
A version with the C′C′ wheel arrangement was developed for use on branch lines with a permissible axle load of 16 tonnes. In 1964, the V 180 201 was completed with two 900 PS (890 hp; 660 kW) engines. From 1966, after extensive testing, a total of 205 locomotives with 1,000 PS (735 kW; 986 hp) engines followed from V 180 203, the last of which were delivered under the new series designation 118. From V 180 298 onwards, an East German-made fluid transmission from VEB Turbinenfabrik Dresden could be installed.