V 60 LokSound 5 European Sound files 
H0 N XL L M4
- Article numbers:S0031
- Last change: 2/5/2021
- Manufacturer: ESU
Zu Beginn der 1950er-Jahre musste die junge Deutsche Bundesbahn (DB) ihre Lokomotivflotte erneuern. Neben Streckenloks kamen auch Rangierloks auf die Reißbretter. Für den leichten Rangierdienst gab es etwa 500 Exemplare der Kleinloks der Typen Kö/Köf. Die modernsten, speziell für den leichten und mittelschweren Verschiebedienst beschafften Einheits-Dampflok-Baureihen BR 80 und 81 waren nur in einer bescheidenen Stückzahl von zusammen 27 Exemplaren vorhanden. Den schweren Rangierdienst übernahmen abgehalfterte Streckenloks der BR 55 und 57 und die wackeren mehrheitlich preußischen BR 94. Dazu kamen aus Wehrmachtsbeständen noch 25 V20 und 70 V36. Da viele Strecken und noch mehr Rangierbahnhöfe noch nicht mit Fahrleitung überspannt waren, tat die Beschaffung einer neuen Diesellok Not.
Nach den guten Erfahrungen mit den dreiachsigen V36, deren Achsen mit Kuppelstangen verbunden waren, stand eine ebenfalls dreiachsige (der besseren Übersicht halber), aber mit einem Mittelführerstand versehene Lok auf dem Wunschzettel der DB.
1953 schlossen sich die Fahrzeughersteller Maschinenbau AG (MaK), Gmeinder, Henschel, Jung, Klöckner-Humboldt-Deutz, Krupp und Maschinenfabrik Esslingen unter Federführung des Bundesbahn-Zentralamt (BZA) München zur Arbeitsgemeinschaft für die Entwicklung der V60-Diesellokomotive der Deutschen Bundesbahn (AGM V60) zusammen.
Die Arbeitsgruppe hatte zunächst ermittelt, dass die Motorleistung zum Bestehen der geforderten Aufgaben ungefähr bei 600 PS liegen müsse, wodurch sich die Bezeichnung V60 ableitet. Im Lastenheft stand eine Lokomotive, mit der der größte Teil des leichten Rangierdienstes abzudecken wäre. Bei den Streckendiesellokomotiven V80 und V200 hatte sich der Gelenkwellenantrieb bewährt, doch aufgrund der mangelnden Erfahrung mit einem dreifach gelagerten Antrieb entschied man sich für das von der V36 bekannte Antriebsprinzip mit Kuppelstangen und Blindwelle.
Das Fahrwerk sollte so ausgelegt sein, dass eine maximale Achslast von 16 Tonnen nicht überschritten wurde, damit die Maschine ihre Arbeit auch auf sich in schlechtem Zustand befindlichen Neben- und Anschlussgleisen verrichten konnte. Als Maximalgeschwindigkeit im Streckengang waren 60 km/h gefordert, womit die Lok genau so schnell war, wie die damals üblichen Durchgangsgüterzüge, und die zulässige Geschwindigkeit auf Nebenstrecken ausnutzte. Auch auf eine narrensichere Bedienung hat der Auftraggeber bestanden. Mit einem Treibraddurchmesser von 1250 mm ergab sich bei 60 km/h eine Radumdrehungszahl von 255 U/min, womit die Entwickler im für Stangenantriebe üblichen Rahmen blieben. Man kann vom heutigen Standpunkt sagen, dass man sich bei der V60 auf keinerlei Experimente eingelassen hatte.
Der ebenfalls zur Ausstattung gehörende kohlegefeuerte Warmhalteofen (Dofa-Ofen) diente nicht zum Vorheizen der Züge, sondern lediglich zum Warmhalten der abgestellten V60. Da die Kohle für den Ofen per Hand eingefüllt werden musste, ging die DB für Loks bis zur dritten Nachbauserie dazu über, ölgefeuerte Sturzbrenner der Firma Hagenuk einzubauen. Da weiterhin der Brennraum des Dofa-Ofens genutzt wurde, lassen sich die Loks mit den unterschiedlichen Warmhaltegeräten äußerlich nicht unterscheiden. Loks ab der 4. Nachbauserie erhielten ab Werk einen ölgefeuerten Warmwasserkessel, der einen runden Querschnitt hat, womit sich die Loks deutlich von den Vorgängerserien unterscheiden.
Ab den 1990er-Jahren ersetzte die DB die Öfen durch mit Fremdstrom betriebene Warmhaltegeräte, wodurch die Öfen am vorderen Ende unterhalb des rechten Umlaufs entfielen. Weitere äußerliche Änderungen waren der Einbau von Indusimagneten ab Mitte der 1960er-Jahre sowie ab 1985 die Ausrüstung der Mehrzahl der Loks mit automatischen Kupplungen. Den fünf ab 1955 gelieferten Vorauslokomotiven folgten verteilt auf fünf Nachbauserien bis April 1964 weitere 937 Maschinen. Die Vorausloks unterscheiden sich sowohl untereinander, als auch von den äußerlich weitgehend identisch ausgeführten Nachbauserien.
DB-intern werden die Serienmaschinen in leichte und schwere Loks unterteilt. Äußerlich unterscheiden sich beide Typen nicht. Die 54 t auf die Waage bringende schwere Ausführung besitzt einen stärker dimensionierten Rahmen als die nur 48 t wiegenden leichten Loks. Zunächst trugen die leichten Loks drei-, die schweren vierstellige Ordnungsnummern. Mit Einführung der computergerechten Bezeichnungen im Jahre 1968 erhielten die leichten Loks die Baureihennummer BR 260, die schweren wurden als BR 261 geführt.
Bis in die frühen 1980er-Jahre mussten die Loks beider Baureihen mit als Lokführer ausgebildetem Personal besetzt werden. Die den Kleinloks zugeteilten Kö-Typen durften dagegen auch von speziell geschultem Rangierpersonal bedient werden, was geringere Personalkosten zur Folge hatte. Durch eine 1987 durchgeführte Umzeichnung der Loks in die Baureihen 360 und 361 teilte die DB die Maschinen den Kleinloks zu und schuf für die als Lokpersonal ausgebildeten Rangierer die Berufsbezeichnung Lok-Rangier-Führer. Die mit Automatischer Kupplung (AK) und Funkfernsteuerung ausgerüsteten Maschinen erhielten die Bezeichnung 364 (leichte Bauart) und 365 (schwere Bauart).
Die BR 362 und 363 entstanden erst ab 1992 und bezeichnen Loks, die mit dem Caterpillar-Motor 3412 DI-TA anstatt des originalen Maybach GTO 6 / GTO 6A ausgerüstet wurden. Andere in einzelnen Loks erprobte Motoren waren stückzahlenmäßig nicht relevant.
Die mittlerweile bei nahezu allen Maschinen fast 50 Jahre betragende Einsatzdauer zeigt, dass es sich bei der V60 um eine glückliche Konstruktion handelt. Laut dem Stand - Sommer 2012 - befinden sich noch 405 Maschinen der Baureihen 360 bis 365 im Bestand der DB, privater Betreiber oder bei Museumsbahnen.
Haupttätigkeitsfeld der V60-Typen war von jeher der Rangierdienst, doch kamen die Loks auch stets mit Übergabezügen rund um den Kirchturm der jeweiligen Bahnbetriebswerke (Bw) zum Einsatz. Mangels Zugheizung waren Einsätze im Personenverkehr sehr selten, da es in diesem Fall einer Zugheizeinrichtung im Personenwagen bedurfte. Trotzdem gab es gerade in den 1960er-Jahren zahlreiche Direktionen, die die V60 vor mit Kohleöfen ausgestattete Donnerbüchsen spannten. Regelmäßige Personenzugeinsätze gab es in den Direktionen Augsburg, Nürnberg, Essen und Wuppertal.
Nach der Wende 1990 hielten die West-V60 auch in den neuen Bundesländern Einzug. Und das, obwohl die DR vierachsige Rangierloks der Baureihen 105 und 106 mit ähnlichen Leistungsdaten im Bestand hatte. So taten in den 1990er-Jahren Loks der BR 364 und 365 in den Regionalbereichen Schwerin (Betriebhof Stralsund, Rostock, Pasewalk, Neustrelitz), Berlin (Bh Berlin-Pankow, Seddin, Cottbus), Erfurt (Bh Erfurt), Halle (Bh Leipzig Süd), Dresden (Bh Dresden, Chemnitz, Reichenbach) ihren Dienst.
Fabrikneu wurden V60 an die belgischen (SNCB-NMBS), griechischen (CEH) sowie an die türkischen Staatsbahnen (TCDD) und nach Israel geliefert. Die zuverlässigen Loks waren nach ihrem Ausscheiden in Deutschland beliebte Exportartikel. So gelangten die Loks in die Schweiz, nach Norwegen, Jugoslawien, Italien und Algerien. Hide description more…
H0 N XL L M4
- Article numbers
- S0031
- Last change
- 2/5/2021
- Manufacturer
- ESU
BR261 LokSound 5 European Sound files H0 N XL L M4
- Article numbers:S0248
- Last change: 2/7/2019
- Manufacturer: ESU
After Millenium the German State Railway (DB) need to order new locos to replace old fashioned shunting locos of Classes 362 - 365 (former BR V60) and 290 - 295 (former BR V90). The German Voith Turbo Lokomotivtechnik GmbH & Co KG developed the BR261 diesel locomotive. The prime mover of version 10BB is MTU 8V 4000 R42 and develops 1000 kW at 1800 rpm. With a maximum speed of 100 km/h and a tractive power of 258 kN the BR261 is used in heavy shunting service as well as for mid range freight service on main and branch lines. DB ordered 130 locos, but manufacturer Voith assembled some more locos to use in German leasing fleets. Because of different equipment concerning emission standard the class had been splitted into BR 260 and 261. Hide description more…
H0 N XL L M4
- Article numbers
- S0248
- Last change
- 2/7/2019
- Manufacturer
- ESU
SNCF BB9200 / BB25100 LokSound 5 European Sound files H0 N XL L M4
- Article numbers:S0114
- Last change: 2/14/2022
- Manufacturer: ESU
In 1957, the BB9200 was the first version of a family of locomotives from the French state railways SNCF, which shared the box body but had different gearboxes and equipment for different power systems. The 92 examples of the BB9200 express train locomotive for the 15kV direct current network are accelerated to a maximum speed of 160 km/h by four CEM 931B GLM electric motors with a combined output of 4100 kW. Since the locomotives were also to be used on ramps, the SNCF ordered 30 units with an electrical resistance brake. Six locomotives were equipped with bogies for 200 km/h and pulled the famous "Capitole" express train. In the 1970s, six of the former Capitole machines received push-pull control and painted them in the newly introduced Corail livery in order to cover the supra-regional push-pull trains, for which a total of 28 control cars had been procured from 1975. As late as the 1990s, four of the already very old locomotives were equipped with equipment for transporting heavy double-decker commuter trains and were designated BB9700 from then on. Other locomotives also hauled freight trains in later years. In 2010, the SNCF retired the last examples.
Based on the DC locomotive BB9200, the French state railway SNCF had a total of 62 examples of the express train locomotive BB16000 built for the 25kV 50Hz AC network from 1958. The four-axle vehicles with a power of 4420 kW and a speed of 160 km/h were mainly used in the North and East regions. The 15 machines that were retrofitted with the TDM train control system were listed as the BB16100 series. In 1958, the French state railway SNCF had four test locomotives of the BB20100 series built by SLM Winterthur as two-system AC versions of the BB9200 DC locomotive with different technical equipment. BB20101 and 102 received four individual motors, while the BB20103 and 104 tested the monomoteur concept with only one traction motor per bogie, which was later implemented in many other series. The four locomotives delivered between 3340 and 3860 kW in the 25kV 50Hz and 3060 and 3210 kW in the 15kV 16 2/3 Hz system. The maximum speed was a uniform 160 km/h. The locomotives were mainly used in cross-border traffic to Switzerland. After the experience with the BB16000 poly tension series and the BB20005 prototypes, the French state railway SNCF had a total of 96 examples of the two-system locomotives BB25100, 25150, and 25200 built from 1967. The four Jeumont TO 136/8 electric motors have a uniform output of 4420 kW at 25 kV AC and 3650 at 1.5 kV DC. The first two types were equipped with gears for a top speed of 130 km/h, designed for pulling heavy passenger trains. The reason for the difference in the designation was the slightly different technical equipment due to the outfitter. Light express trains fell within the scope of the 160 km/h fast BB 25200, of which 50 examples were built. The SNCF retrofitted 14 units with facilities for push-pull operation.
Engineer/driver mode:
F4 - Pantograph up / down. Engineer/driver mode switch on with CV170 = 1, Engineer/driver mode switch off with CV170 = 0)
The Engineer/driver mode serves as a prototypical control of the train. The realistic start up process and the current-dependent processes are activated.
***Please note! In Engineer/driver mode, the train only reacts when the pantograph is up***
Heavy load operation:
F5 - Activates heavy load operation. The acceleration now takes noticeably longer and the electric motors work harder.
Braking function:
F17 - Brake function 2 with brake valve sound. Trains brakes to a standstill.
Radiator fan automatic:
F15 (1,5 kV DC)- In standstill and radiator fan button off:
1 x press = radiator fan on / 2 x short press = stop radiator fan run-on after driving while stationary. If radiator fan button is permanently active = radiator fan stays on until button is switched off.
F15 (25 kV DC)- In standstill and radiator fan button off:
3 x short press = radiator fan step strong / 2 x short press = stop radiator fan run-on after driving while stationary. If radiator fan button is permanently active = radiator fan stays in step strong, until button is switched off.
F15 (25 kV AC) While driving and radiator fan button off:
2 x short press = radiator fan step strong. If radiator fan button is permanently active = radiator fan stays in step strong, until button is switched off.
*** Attention: After switching on while driving from radiator fan step winter to summer, the step summer remains switched on until radiator fan function is switched off! ***
Deactivate braking Sound:
F27 - Deactivates brake squeal Sound when the train stops. (4 different brake squeal sounds with CV165 value 0-3 selectable) Hide description more…
H0 N XL L M4
- Article numbers
- S0114
- Last change
- 2/14/2022
- Manufacturer
- ESU
V162 / BR 217 DB LokSound 5 European Sound files H0 N XL L M4
- Article numbers:S0372
- Last change: 4/30/2021
- Manufacturer: ESU
Even during the series production of the V160, the German Federal Railroad DB was considering heating trains on non-electrified lines electrically instead of with steam, as was previously the case. In order not to have to divert power for the operation of the generator from the main diesel engine MTU MB 16 V 652 TB (1900 HP) taken over from the V160, it was decided to use the 12-cylinder engine MAN/MTU D 3650 HM 3 U with an output of 500 HP as a heating diesel engine, which had proven itself from the VT 624 series of railcars to be installed from 1968 as a series 217 V162. After the three prototypes had proven themselves, the DB ordered a further twelve 217 pre-series locomotives in 1968. Maximum speed was limited to 130 km/h in the early years, after improvement of brake system 140 km/h were permitted. Because the 218 was ready for series production with electric train heating and without a separate heating diesel engine, no further construction was made. DB AG retired the last 217 in 2011. Hide description more…
H0 N XL L M4
- Article numbers
- S0372
- Last change
- 4/30/2021
- Manufacturer
- ESU
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