40 years of exploitation by the CFR of the electrical transmission Diesel Locomotives, series 060 - DA (II)

Technologic development, modernization and projects

During their more than 40 year-long existence, locomotives belonging with the series
060 - DA have experienced numerous constructive changing operations, in order to better comply with the railway exploitation needs or to keep up with the inherent technological progress. Changing operations have been performed both in the manufacturing companies and in the railway repairing units of the CFR (IMMR Craiova, today called RELOC, or depots). The changing operation affected both the mechanical structure of the locomotive, but also the electrical and pneumatic ones, in the same range.
The locomotive box. Initially, such locomotives were provided only with the screw-coupling device for traction-connection. These locomotives have the inner metallic shell (the train) long of 15 700 mm. In order to equip the locomotives with a central automated coupling device (cca), the designers have projected a locomotive that had its metallic shell long of 16 100 mm, permitting this way the implementation of the coupling amortization device. These locomotives may be easily noticed, because they have a longer train than the locomotive’s box, whereas on the frontal traverse there is a squared tile penetrated by the hook stick. After a period, they turned to the standard train of 15700 mm., but which was provided with a rounded collar fixed on the frontal traverse, whose removal may insure the access to a possible location of cca. So, CFR locomotives with serial numbers ranging from 001 to 813 are provided only with a screw-coupling device, without any possibility for a prospective implementation of a cca. But, in the case of the extended train locomotives ranging from 814 to 887, it is possible to implement a cca system. The locomotives whose serial numbers begin with 888, provided with standard trains, may be implemented both a cca and a unified rounded collar. Due to these adjustments, the central position of the parking break implemented in the command board, together with the subsequent rod gear device have to be changed.
Starting with 1972, along with the planed repairing works, there have been introduced in the location of the central headlight other two smaller headlights, modification which was also brought latter on, to the electrical locomotives too. The advantages of these two smaller headlights are the increased lightening power they provide and a better focalization of the luminous fascicle. Simultaneously, they give up also the Swiss whistle device, which has been replaced with metallic membranous acoustic devices, which have been entering the serial manufacturing process for electrical locomotives too. The advantages that we may add at this point are the increased power of the son and the non-possibility of freezing during wintertime, reason for which the traditional whistling devices had their own heating installation.
Another visible modification to the locomotive’s box was the finning process beginning with 1300 serial number. Due to an ordinance regarding the diminishing of raw materials consume, they used in the manufacturing process for locomotives’ boxes thinner metal sheets, the finning of which was absolutely necessary in order to maintain the required mechanical resistance. Resembling measures have been taken also in the manufacturing process for electrical locomotives, the result of which being just three “undulating” locomotives. Another visible aspect, is that on lateral wall of the locomotive the barred doors within the block device have been replaced with filled doors, preventing this way the penetration of water inside; this modification was applied for the first time to no. 200 locomotive.
The electric equipment. The first and perhaps the most important modification ever to be performed to the electric equipment, was the implementation of another level of field reduction, whose main purpose was to maintain the maximum speed of 100 (120) km/h, without any special occurrence.
Taking into account the fact that CFR never agreed for the usage of the multiple traction on unique command, beginning with no. 100 locomotive, they disposed of the multi-polar electrical coupling device, which was designed for this purpose, replacing it with a 170 V plug for power supplying of the (WIT) wagons that were used for heating the trains.
This types of wagons demand to be power fed for the well functioning of the pumps, of diesel fuel injectors and for lightening the fire within the steam basins.
Starting with 1970, different parts and components of the respective locomotives started to be redesigned in the country, the locomotives being equipped with electronic regulators instead of the electrical-mechanical ones manufactured by BBC, and also with original relays and contractors.
As a direct consequence of the acute lack of chargers or of their weakened quality, by the end of the 80’s and the beginning of the 90’s it was necessary to come up with some technical solutions for compensating the wakened power of the chargers, especially for launching the Diesel motor with the support of the main power generator. In 1994, along with the repairing works of type RK and RG, they also tested such a project of replacing the chargers with an autonomous energy source. An auxiliary electrogen group was conceived, composed of a Diesel motor used on agricultural tractors and an electric generator, which supplies a part of the energy necessary for impelling the Diesel motor of the locomotive, supplementing the chargers. These locomotives were also equipped with a pneumatic drive of type DP 44, used together with the main generator for impelling the respective Diesel motor. Mr. Marcu, engineer with the Brasov Depot, designed this project, which was applied for a number of 25 locomotives, the first one being 1396.
The 90’s brought also further improvements such as: introduction of an electrical heater for maintaining the cooling water’ positive temperature, in the event of a extending shed of the locomotive in cold air, the illumination of bogies, as well as the implementation of the hard memory speed telemeters of type VMN. These ones replace the classic speed telemeters with registration on paper rolls, of type Hasler or IVL. In order to improve the working conditions of the personnel, electric airing devices and refrigerators were implemented within the cockpit. All these improvements are executed upon the beneficiary’s request, along with RK or RG repairing works.
Pneumatic device. So, apart from the starting electrogen group, the locomotives were also equipped with pneumatic driver of type DP 44, together with the subsequent command installation. Along with the repairing works performed in specialized ateliers, on the beneficiary’s request, some locomotives were also equipped with more powerful pneumatic drivers of type DP 1000. These types are air-fed, under 10-atmosphere pressure from the main tank of the locomotive.
Another modification to the pneumatic installation consists of the introduction of the automated purging installation within the main air locomotive’s tank. The main advantage this device has is that it avoids for the airing installation to possibly be infested with condensing water and impurities resulted from the accumulation of water within the main locomotive’s tank. The classical cleaning procedure inside the airing installation is made during periodic revisions, by manipulating a bung-tap at the inferior side of the main tank. The new device allows for the automated purging installation to unfold even after the compressor was shut down, each time when the main tank of the locomotive was filled. For the same purpose, another impurities discharging device was designed for the intermediary cooling installation of the locomotive’s compressor. Even the compressor underwent some changes, as is the case of 2A320M+55a compressor redesigned by the “Timpuri Noi” company, which has an improved air debit and a safer functionning modality.
Another modification which results from the renunciation to the locomotives’ multiple command device, is the elimination of pipes and semi-coupling devices of 3.5 bars, necessary only in the case of the unique multiple traction command. Regulating the speed of the Diesel engine is made by modifying the pressure by the rotation regulator. In the case when two or more locomotives are linked by these conduits and semi-couplings a pneumatic link was established and resulted in simultaneous command and obtained the same rate of rotation for bot Diesel engines. It is interesting to mention that Sulzer recommended that a maximum of three locomotives be used for this operation for unique command, as the pressure differences due to loss would result in un-uniform rotation for Diesel engines of the grouped locomotives.
All these modifications and modernization were executed by the repairing companies according to the wished of every beneficiary - company, regional railway company or depot and are not mandatory.
Beside these, CFR also made some trials and experiments that are worth mentioning. The ’80 created what was proudly named “the cybernetic island Videle” a completely automated triage, commanded by process computers that also included remote controlled triage locomotives. To this aim, the Technological Transport Research and Projects Institute (ICPTT) in collaboration with CFR designed for the 060-DA-177 locomotive that belonged to the Bucharest Triage Depot a robot device for remote control without a mechanic. The electronic device was mounted in the cockpits and executed all the commands that a mechanic would have during maneuvers. The functioning principle was a remote control in the central cabin of the Videle Triage. The locomotive serviced there until 1989 when the device was dismantled and was then used as a regular locomotive until time came for its repair and it was eventually withdrawn from circulation. It was documented as existent in the papers of the Bucharest Triage Depot until October 1998 when it fell under the jurisdiction of the SAAF. As an irony of fate it is presently lying dismantled in the SAAF depot in the …Videle Triage, the same place where it once served as the pride and glory of the “cybernetic island!” it is easily discernible from all other locomotive as it had been painted in vivid warning colors: the chassis was red, the lateral walls were yellow, an ornamental red stripe and the front and ploughs were reclined black and yellow stripes.
In its attempts to introduce the central automated coupling system, CFR put this device on a utility vehicle that was used to haul cement. The Uces/Ucs locomotive was designated to commute on the route Fieni-Titu-Chitila-Bucharest West (Ciorogarla) - Bucharest Cotroceni-the civic yard. Its appellation was 060-DA-817 out of the Bucharest Triage Depot. The commuting locomotive insured the cement supply from the Fieni plant to the end location on the yard that built the gigantic “House of the People” and the new “civic center” of the capital. This locomotive is also awaiting quietly its destiny at the SAAF depot in Videle.
The railway between Cluj and Oradea (153 km) presents a very different longitudinal profile: long portions of open fields, with insignificant ramps and wide curves and also areas of hills with large disproportion and tight curves. The greatest difficulty for traction is represented by a few ramps of 150/00, almost contiguous, covering a distance of more than 25 km, an area that greatly stresses locomotives. To tow passenger trains a high speed and powerful locomotive was required this explains why this section was a favorite of the steam engines of the 142 series. To maintain and reduce the duration of a voyage, two 060-DA locomotives were used. During the ‘70s Diesel locomotives of 3000 and 4000 hp were used here but they were difficult to manage.
Trying to combine the qualities of the 060-DA locomotives with the greater thrust offered by ALCO engines, in 1985-1986, Electroputere Craiova made two prototypes numbered 61-0001/0002. On the outside they look just like the 060-DA except they are painted olive green or light blue with a frontal Z. on the inside however, they have Diesel 12R 251FLO engines made at UCM Resita under ALCO license. These engines are identical to those of 3000 hp but have a limit at 2640 hp. The transmission is alternate-continuous including a GST1 synchrony generator and traction engines identical to those of the classical locomotive. Misfortunately this variant also failed to provide a heater for the train. The locomotives made good times on the Cluj - Oradea line and were used extensively on the Cluj-Oradea-Satu Mare and Cluj-Dej-Jibou-Baia Mare sections. They covered some 600-700 km per day, a true record for the time. Like all prototypes for which there are no replacement parts and no available maintenance, these two were retired - 001 in 1993 and 002 in 1995. They are now stored in the depot of the Cluj Triage waiting better times.

Export production

Starting with 1965, this type of locomotive became one of the main export items for Romania. The first order between 1965-1978 was a series of 422 ST 43 locomotives (Lokomotywa Spalinowa - Towarowa = locomotive with a thermal engine for freight) for the Polish Railways (PKP). Destined to tow heavy freight trains on un-electrified lines they were used more to tow passenger trains. The most renowned was Neptun - between Warsaw and Gdynia (1966). The main line of these locomotives was dubbed the “Nadodrzanska Magistral” - Wroclaw - Zielona Gora - Szezecin were they towed freight trains until the line was electrified. The good marks received from PKP were shadowed by the lack of a heater for passenger trains, as heater cars were required during wintertime or even lower performance, steam engines. The PKP series had a sensor array that put out the fires in the engine room, with Oerlikon brakes, complete installation for unified command and multiple traction. These engines are painted in two shades of green with black bogies and silver roofs and as of late - yellow frontal surfaces. The two frontal headlights are somewhat dampening the Swiss-balanced effect of these machines. The decline of freight transport and the electrification of the main lines of PKP made the number of these locomotives drop dramatically. Now only a few dozen ST 43 machines are servicing the Poznan, Krakow and Wroclaw. The patrimony conservation spirit said its word and ST43-01 and ST 43-02 are now exposed a the Jaworzyna Sl. and Chabowka museums.
The second order for export came in 1966 from Bulgaria and included 130 locomotives of the series BDZ 06 delivered between 1966-1975. They were equipped with unified command installations and multiple traction but they had no automated coupling. These machines are crimson red with horizontal white stripes that circle the BDZ emblem embossed on the front. The two headlights are big also but they are smaller than the Polish versions. The good exploitation results made these machines useful until today on non-electrified lines, despite the recession that hit Bulgaria.
The last series for export was destined to China and included a number of 285 locomotives of ND2 type built between 1971-1987. Keeping all the Swiss characteristics, the ND2 are somewhat modified due to the fact they were to be used outside Europe - the cabins are larger, the commands ore on the left side, doors on both sides and increased cooling capacity in order to be able to function in ambiences of over 40 degrees. The color is deep green with chromed ornaments and the emblem of the Chinese Railways embossed on the front, gray bogies, silver roofs and red ploughs. In the south of China (Shanghai/Nanking) the locomotives are used for all services from freight to express trains to Hong Kong. The cars have here their own heaters. All ND2 locomotives are equipped with bogies for 120 km per hour.
On the “Chinese chapter” we can add that locomotive parallel series destined to towing heavy freight trains and heavy maneuvers ND3. Built between 1984-1990 the 88 locomotives share with the 060-DA series only the Sulzer 12 LDA 28 engine (in the variant Resita 12 LDS 28B.) they are monocabins and have bogies derived from those for LDE 3000 hp.

(to be continued)

Eng. Antonio Bianco

After almost 40 years of service in the midst of railway men, on March 25 2001, the engineer Ioan Virgil Leancu retired.
Born on August 5, 1940 in Bucharest, graduated from the Transport College at the Bucharest Polytechnic Institute he started his activity as railway man in 1962 as an engineer at the Brasov Locomotive Depot.
By work and dedication he climbed the career ladder and was at the Brasov Railway Regional Department in turn chief of the locomotive repair shop, depot joint chief, depot chief, SC regional reviser, technical manager and finally general manager.
Between 1997 - 1998 he led the destinies of the Romanian Railways as SNCFR president and then he returned to Brasov as head of the SAAF Agency.
His whole activity was marked by numerous accomplishments in the field of railway technique and of the life of CFR workers and became a prominent figure throughout the country and abroad. We thank him and we wish him good health and a long life!

Eng. Mircea Suteu