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Wehrmacht Diesel Locomotives and Successors
From the Wehrmacht to the Industrial Railway
go back
WR 360 C 14 as V 36 123 of the Dampfbahn Fränkische Schweiz with an elevated cab
WR 360 C 14 as V 36 123 of the Dampfbahn Fränkische Schweiz with an elevated cab
Vámos Sándor

In the 1930s, when the Wehrmacht underwent major rearmament, first secretly and later openly, there was a need for various locomotives for use on the track systems which were operated directly by the Wehrmacht. This mainly concerned ammunition and fuel depots, training areas and airfields. In this environment, steam locomotives proved to be unsuitable for two reasons: on the one hand, flying sparks and ashes posed a risk of explosion and, on the other hand, in the event of war the steam plume of a steam locomotive could be spotted from a great distance. Although there were already fireless locomotives, these were only suitable for industrial companies in which larger excess amounts of steam were available. So the choice fell on diesel locomotives, even if the development here was still in its infancy.

At that time, diesel engines had already been introduced to aviation as sophisticated, supercharged two-stroke engines, and even the slow-running, simply constructed naturally aspirated engines had now developed sufficient power. It was the latter that were suitable for low-maintenance, uncomplicated use in shunting locomotives. Although there was still no agreement on the most suitable form of power transmission for large diesel locomotives, hydraulic power transmission proved to be suitable in the targeted power classes of the shunting locomotives. For this purpose, the Voith company from Heidenheim an der Brenz developed a torque converter transmission that also enabled several gears to be shifted for the optimum traction and speed in each case.

Two two-axle locomotives with an output of 200 and 360 hp each had now been developed. Both had a cab at the rear end and a narrower hood for the machinery. Some of the locomotives got an adapted exhaust system with additional explosion protection. The gearbox drove a crank axle, which was located between the wheelsets and drove them via coupling rods. Since the axle load of the more powerful locomotive had become too high for some areas of application, it was converted into a three-axle one. A four-axle variant was later developed, but only three prototypes were produced.

In addition to these three standard models, an additional locomotive with two or three axles was also developed, known as the WR 220, which, however, differed from the others due to its mechanical power transmission. The double locomotives of type D 311, which had electric power transmission and were intended for pulling railway guns, were significantly more powerful. At the other end of the power scale, a few locomotives were developed for the field railways, some of which were designed for use in trenches on the frontline and were built for gauges between 600 mm (nearly 2 feet) and 1,067 mm (3 ft 6 in). Large diesel locomotives based on the diesel-hydraulic standard gauge locomotives were developed but not built.

After the end of the war, some of the companies involved in the production of Wehrmacht diesel locomotives made more examples or, like Henschel, introduced new types that were very similar to the old models. Soon after, several West German companies created a new generation of locomotives that followed new standards, especially in terms of appearance and the arrangement of the machinery, but technically took over a lot from the old models. They all had the following features in common: a cab at the rear end of the locomotive or shifted slightly towards the middle, a large front hood and either a small or no rear hood for the machinery, hydraulic transmission from Voith with mostly two gears, a crank axle, transmission via coupling rods and two to four axles, all of which were mounted in the frame. Most manufacturers gave their locomotives designations similar to those of the prototypes, which indicated the installed engine power in hp

Just as none of the Wehrmacht locomotives found their way to the Reichsbahn, almost no post-war models were delivered directly to the Bundesbahn. An exception was the V 65, which was derived from the MaK 650 D. Most locomotives came to private operators, mostly either light railways or industrial companies. The latter found many buyers, especially in the mining industry, since compact, high-power shunting locomotives were required there. The usually very robustly built locomotives also found export customers in the Third World, but state railways from Europe could also be won as customers. Many of the locomotives lived for many decades and were used well into the 21st century, some with new engines. Even today, not only are many preserved, some still regularly haul excursion trains and a few even have to earn money in regular service somewhere in the world.

WR 550 D 14 as armored railcar Pz.Tr.Wg. 16 in the Museum in Warsaw
WR 550 D 14 as armored railcar Pz.Tr.Wg. 16 in the Museum in Warsaw
Rav3390
Henschel DH 240
Germany | 1952
14 produced
DH 240 of the Hespertalbahn in the Bochum-Dahlhausen Railway Museum
DH 240 of the Hespertalbahn in the Bochum-Dahlhausen Railway Museum
MPW57

After the Second World War, Henschel offered shunting locomotives for industrial companies that were similar to the Wehrmacht locomotives such as the WR 200 B 14 and the WR 360 C 14 except for a few details. From 1954 locomotives of the so-called second post-war generation emerged, which attracted attention with their modern-looking exterior with many curves. As with competing products, the cab was moved slightly to the middle and raised compared to the hoods in order to improve visibility in both directions.

The smallest variant was the DH 240 with only two axles, whose designation suggests an engine output of 240 hp. That power came from a small eight-cylinder, 22-litre, turbocharged engine from Motorenwerke Mannheim, mated to a Voith torque converter driving a jackshaft. The wheel sets were then driven via coupling rods

A total of 14 pieces were originally delivered to several industrial and mining companies. After many years of service with their original operators, some locomotives were sold abroad.

General
Built1952-1957
ManufacturerHenschel
Axle configB 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length24 ft 8 7/8 in
Service weight61,729 lbs
Adhesive weight61,729 lbs
Axle load30,865 lbs
Boiler
Power Plant
Power
Power sourcediesel-hydraulic
Top speed37 mph
EngineMWM RHS 518A
Engine type8-cyl. diesel
Fuel108 us gal (diesel)
Engine output237 hp (177 kW)
Calculated Values
diesel locomotive
switcher
industry
last changed: 03/2022
Henschel DH 360 Ca and DH 500 Ca
Germany | 1958
107 produced
DH 500 Ca, formerly Adam Opel AG, in the Bochum-Dahlhausen Railway Museum
DH 500 Ca, formerly Adam Opel AG, in the Bochum-Dahlhausen Railway Museum
Manfred Kopka

The third post-war generation of Henschel shunting locomotives was based directly on the second, but used a larger number of standardized assemblies. There were again two- to four-axle locomotives, the engine power of which sometimes overlapped and made it necessary to include the wheel arrangement in the designation.

The DH 360 Ca and DH 500 Ca models were therefore three-axle locomotives with 360 and 500 hp respectively. The weaker variant used a V12 diesel from Henschel that was not turbocharged. The variant with 500 hp received the Mercedes-Benz MB 836 Bb, which already powered the previous series. Overall, the third-generation locomotives were available with 120 to 850 hp, with the three-axle models later also being offered with 700 hp

No locomotives of this generation were delivered to the Bundesbahn ex works and customers were primarily found in the mining industry. The DH 500 Ca also found customers in Spain, Switzerland, Norway, Sudan and Ghana. A total of 18 DH 360 Ca and 89 DH 500 Ca were built.

VariantDH 360 CaDH 500 Ca
General
Built1958-19641959-1971
ManufacturerHenschel
Axle configC 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length29 ft 2 3/8 in
Service weight119,049 lbs
Adhesive weight119,049 lbs
Axle load39,683 lbs
Boiler
VariantDH 360 CaDH 500 Ca
Power Plant
Power
Power sourcediesel-hydraulic
Top speed37 mph
EngineHenschel 12 V 1416Mercedes-Benz MB 836 Bb
Engine typeV12 diesel6-cyl. diesel
Fuel291 us gal (diesel)
Engine output355 hp (265 kW)493 hp (368 kW)
Calculated Values
diesel locomotive
switcher
industry
last changed: 03/2022
Henschel DH 440 and DH 500
Germany | 1955
19 produced
DH 440 of the RWE power plant Frimmersdorf in the Rhenish Industrial Railway Museum
DH 440 of the RWE power plant Frimmersdorf in the Rhenish Industrial Railway Museum
MPW57

The three-axle models of the second Henschel post-war generation started with the DH 390 and shortly afterwards the weaker DH 360. Soon the engine power was increased to 440 and finally 500 hp thanks to new engines. The engine used in the DH 440 was the MAN W 8 V 17.5/22 A with a displacement of 42 liters and eight cylinders, which reached its rated output at 1,100 rpm. The DH 500, on the other hand, received the Mercedes-Benz MB 836 Bb with a displacement of just under 30 liters from six cylinders, which, however, with 1,500 rpm was already one of the high-speed engines and was turbocharged

The DH 440 only reached a quantity of six, half of which went to various companies and half to the Danish State Railways. However, the latter had 120 copies built by Frichs as MH (II) without licensing. The DH 500 was offered from 1956 as a „Hüttenlok” (smelter locomotive) because it was a suitable locomotive for the narrow tracks of the metallurgical works with sufficient power for the heavy loads. This was partly thanks to the shorter overall length due to the smaller engine. It could anticipate some improvements that led to the DH 500 Ca from Henschel's third generation.

VariantDH 440DH 500
General
Built1956-19581955-1956
ManufacturerHenschel
Axle configC 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length30 ft 11 5/8 in27 ft 2 3/4 in
Service weight89,287 lbs119,049 lbs
Adhesive weight89,287 lbs119,049 lbs
Axle load30,865 lbs39,683 lbs
Boiler
VariantDH 440DH 500
Power Plant
Power
Power sourcediesel-hydraulic
Top speed37 mph
EngineMAN W 8 V 17,5/22 AMercedes-Benz MB 836 Bb
Engine type8-cyl. diesel6-cyl. diesel
Fuel291 us gal (diesel)
Engine output434 hp (324 kW)493 hp (368 kW)
Calculated Values
diesel locomotive
switcher
industry
last changed: 03/2022
Jung R 42 C
Germany | 1955
32 produced
R 42 C of the Bundeswehr in the Vossloh Service Center in Moers
R 42 C of the Bundeswehr in the Vossloh Service Center in Moers
MPW57

The Arnold Jung Lokomotivfabrik also offered some diesel-hydraulic shunting locomotives in the 1950s, which were based on the Wehrmacht diesel locomotives. Two-axle vehicles with 300 hp, three-axle vehicles with 300, 400 and 440 hp and a four-axle vehicle with 600 hp were available. The designation of these locomotives consisted of an R for “shunting locomotive”, a number that indicated the approximate horsepower in tens and the letter B, C or D for the number of axles. There were also the RK 12 B and RK 20 B with chain drive. Although these were the first successful young diesel locomotives of the post-war period, the manufacturer referred to these locomotives as the “third generation” with regard to the former models from earlier times.

The R 42 C was the most successful variant of the series with 29 units. In reality, it had an output of 440 hp, which came from an eight-cylinder in-line MAN engine. This was the same engine like that used in the competing 440 hp Henschel and Krauss-Maffei locomotives. The Bundeswehr was the largest customer with seven vehicles. In contrast to their competitors, the young locomotives found fewer sales in industrial companies and were used more often on light and district railways.

General
Built1955-1962
ManufacturerJung
Axle configC 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length30 ft 5 9/16 in
Wheelbase11 ft 1 7/8 in
Rigid wheelbase11 ft 1 7/8 in
Service weight99,208 lbs
Adhesive weight99,208 lbs
Axle load33,069 lbs
Boiler
Power Plant
Power
Power sourcediesel-hydraulic
Top speed37 mph
EngineMAN W 8 V 17,5/22 A
Engine type8-cyl. diesel
Fuel217 us gal (diesel)
Engine output434 hp (324 kW)
Calculated Values
diesel locomotive
switcher
industry
last changed: 03/2022
Klöckner-Humboldt-Deutz T4M 525 R and T4M 625 R
Germany | 1953
101 produced
T4M 625 R of the Bossel–Blankenstein light railway at the Hamm museum railway
T4M 625 R of the Bossel–Blankenstein light railway at the Hamm museum railway
Stefan Kunzmann /

After the three-axle six-cylinder models based on the WR 360 C 14, KHD developed the two-axle models of the T4M series. While four-stroke in-line engines had previously been installed, two-stroke engines in a V design were now used. These were not only lighter than their predecessors, but also saved quite a bit of height. This allowed the hood to be flatter, which significantly improved the driver's view. With 225 hp, the engine of the fifth generation was already more powerful than in the two-axle Wehrmacht locomotive and this was increased again in the sixth generation to between 240 and 260 hp. The use of the same designations for the locomotive and engine soon turned out to be a marketing problem when some T4M 525 R model locomotives were built with engines of the sixth generation. The locomotives were still sold as T4M 525 R, but the engine was now called T4M 625 R and led to confusion with the more powerful locomotive.

Nevertheless, a total of 25 pieces of the weaker and 76 pieces of the stronger variant were sold. Within Germany, six locomotives could again be sold to the British Army of the Rhine, while most customers only bought a smaller number or even individual locomotives. In addition to these locomotives with four-cylinder engines, the three-axle T6M 625 R with 400 hp and the T8M 625 R with 530 hp were also built, in which the same V-engines with six and eight cylinders werde used. With them, the driver's cab was not at the very end, as there was still a smaller hood behind it. Of them, however, only eleven and two pieces were made.

41 of the T4M 625 R found their customers at various operators in Sweden. Most of them ended up with the state railway SJ and were given either the designation Z6 or Z64. Towards the end of the 1970s they not only received 272 hp Scania engines, but also revised and soundproof cabs. Only in the 1990s were the latter transferred to lower-value services and later mostly resold.

VariantT4M 525 RT4M 625 R
General
Built1953-19551953-1961
ManufacturerKHD
Axle configB 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length24 ft 2 3/16 in
Wheelbase8 ft 8 5/16 in
Rigid wheelbase8 ft 8 5/16 in
Service weight61,729 lbs
Adhesive weight61,729 lbs
Axle load30,865 lbs
Boiler
VariantT4M 525 RT4M 625 R
Power Plant
Power
Power sourcediesel-hydraulic
Top speed31 mph
EngineKHD T4M 525 RKHD T4M 625 R
Engine typeV4 diesel
Fuel79 us gal (diesel)
Engine output223 hp (166 kW)256 hp (191 kW)
Calculated Values
diesel locomotive
switcher
industry
last changed: 03/2022
Klöckner-Humboldt-Deutz V6M 436 R and V6M 536 R
Germany | 1948
62 produced
Former Volkswagen locomotive V6M 436 R of the second series in Gliesmarode
Former Volkswagen locomotive V6M 436 R of the second series in Gliesmarode
TeWeBs

After the end of the war, Klöckner-Humboldt-Deutz was one of the first locomotive builders to be able to resume full-scale production. The first newly developed model was the V6M 436 R, which, however, was based directly on the WR 360 C 14. The designation actually stood for the engine and meant “four-stroke, 6 cylinders, water-cooled, 4th generation, 36 cm piston stroke, standard gauge” and also referred to the locomotive. The transmission was still via a Voith torque converter on a jackshaft between the second and third axle, which in turn drove coupling rods. The 536 R already used a fifth-generation engine that produced 450 hp. From 1955, both had a higher driver's cab, which improved the view to the front.

The 436 R was built a total of 27 times from 1948 to 1958 and was mainly sold to customers in Germany. The Bundesbahn, Bundespost, Volkswagen and the ports of Hanover each ordered two to four locomotives, otherwise all other customers only ordered one example. The 536 R was built a total of 35 times from 1952 and was mainly used directly abroad. The export customers were in Sweden, the Netherlands and Luxembourg. In Luxembourg they were run by the CFL as class 450. Two pieces were delivered to the US Army in Europe and one to the British Army of the Rhine.

VariantV6M 436 RV6M 536 R
General
Built1948-1958
ManufacturerKHD
Axle configC 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length31 ft 0 1/16 in31 ft 4 3/4 in
Service weight92,594 lbs105,822 lbs
Adhesive weight92,594 lbs105,822 lbs
Axle load30,865 lbs35,274 lbs
Boiler
VariantV6M 436 RV6M 536 R
Power Plant
Power
Power sourcediesel-hydraulic
Top speed31 mph
EngineKHD V6M 436 RKHD V6M 536 R
Engine type6-cyl. diesel
Fuel396 us gal (diesel)
Engine output355 hp (265 kW)444 hp (331 kW)
Calculated Values
diesel locomotive
switcher
industry
last changed: 03/2022
Krauss-Maffei ML 440 C and ML 500 C
Germany | 1954
109 produced
An ML 500 C in its typical working environment
An ML 500 C in its typical working environment

The ML 440 C and ML 500 C were industrial diesel locomotives based in part on the mass-built Wehrmacht WR 360 C 14 or V 36 locomotives, respectively. This connects them with the comparable models from Henschel and Jung. The manufacturer's designation allows conclusions to be drawn about the installed engine power of 440 or 500 hp and the wheel arrangement C. The four-axle ML 550 D was also offered. Also because of the engine power, the two ML 500 Cs that came from the Wilhelmsburg Industrial Railway to the Bundesbahn were given the designation V 50.

Compared to the V 36, the systems were arranged differently in order to be able to move the driver's cab a little in the middle. This provided a better overview in both directions and gave it a typical shunting locomotive appearance with a long and a short hood. Early in production, the locomotives were given hoods that sloped forwards, which provided even better visibility.

The power transmission onto the three axles was still done by a jackshaft and coupling rods. It is noteworthy that both locomotives received engines from different manufacturers, but the ML 440 C had the same engine as the Henschel DH 440 and the Jung R 42 C, while the ML 550 C had the same engine as the Henschel DH 500 C. Two gears allow the two locomotives to have a selectable top speed of 28/55 km/h and 29/58 km/h.

A total of 53 and 56 engines were built from each of the two models, some of which achieved a long service life, as is usual with industrial railways, and some are still in use. The Augsburger Localbahn continues to use some of their ML 440 C, which have had radio remote control since the 1980s.

VariantML 440 CML 500 C
General
Built1954-1966
ManufacturerKrauss-Maffei
Axle configC 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length27 ft 6 11/16 in28 ft 6 1/2 in
Wheelbase9 ft 10 1/8 in
Rigid wheelbase9 ft 10 1/8 in
Service weight95,901 lbs119,049 lbs
Adhesive weight95,901 lbs119,049 lbs
Axle load31,967 lbs39,683 lbs
Boiler
VariantML 440 CML 500 C
Power Plant
Power
Power sourcediesel-hydraulic
Top speed34 mph36 mph
EngineMAN W 8 V 17,5/22 AMercedes-Benz MB 836 Bb
Engine type8-cyl. diesel6-cyl. diesel
Fuel343 us gal (diesel)
Engine output434 hp (324 kW)493 hp (368 kW)
Calculated Values
diesel locomotive
switcher
industry
last changed: 03/2022
Maschinenbau Kiel 240 B and 240 C
Germany | 1954
69 produced
MaK 240 B of the North German Railway Co. in Kiel
MaK 240 B of the North German Railway Co. in Kiel
Stefan Kunzmann

The 240 B and 240 C models are the smallest locomotives of the first generation from Maschinenfabrik Kiel. They were introduced in 1954, shortly after the first four-axle models, and were available with either two or three axles. While the two-axle variant with an axle load of around 14 to 16 tonnes was primarily used in companies in the mining industry, the axle load of the three-axle variant was around ten tons, which also allowed it to be used on small railways with a lighter superstructure. Depending on the requirements, many locomotives were weighed down by additional weights on the buffer beams. In contrast to most of the smaller diesel locomotives of their time, these models also had a relatively central driver's cab with good visibility in both directions.

While the larger front structure housed the engine, the rear structure housed a generous 1,000 liter tank. Unlike the other MaK locomotives, the engine was a smaller six-cylinder with a rated speed of 1,000 rpm. The power was transmitted to the Voith converter transmission, which was located under the driver's cab and first acted on a jackshaft and finally on the axles via coupling rods. A total of 55 two-axle and 14 three-axle vehicles were built, a few of which are still operational today.

Variant240 B240 C
General
Built1954-19671955-1962
ManufacturerMaK
Axle config  
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length25 ft 3 1/8 in
Wheelbase9 ft 4 3/16 in
Rigid wheelbase9 ft 4 3/16 in
Service weight61,729 lbs79,366 lbs
Adhesive weight61,729 lbs79,366 lbs
Axle load30,865 lbs26,455 lbs
Boiler
Variant240 B240 C
Power Plant
Power
Power sourcediesel-hydraulic
Top speed35 mph
EngineMaK MS 24
Engine type6-cyl. diesel
Fuel264 us gal (diesel)
Engine output237 hp (177 kW)
Calculated Values
diesel locomotive
switcher
industry
last changed: 03/2022
Maschinenbau Kiel 400 C and 450 C
Germany | 1955
58 produced
MaK 450 C, formerly United Potash Works Salzdetfurth
MaK 450 C, formerly United Potash Works Salzdetfurth
Torsten Bätge

From 1955, MaK offered the 400 C model with three axles and an engine power of 400 hp, whose area of application roughly corresponded to that of the WR 360 C 14. Like its big and small sisters, it had a long and a short hood for the engine, tank and other equipment, between which the cab was elevated above the gearbox. As with most MaK locomotives of the first generation, the power came from a relatively slow-running marine diesel with a rated speed of only 750 rpm. From 1961 the more powerful MaK 450 C with 450 hp was also available.

Of the 34 MaK 400 C built, 18 were built in the 1,067 mm gauge (Cape gauge) and delivered to Nigeria to the state railway and the port administration. The 16 standard-gauge 400 C, as well as the 24 built 450 C, came primarily to private and small railways and to industrial companies. Some locomotives were scrapped as early as the 1980s, but others were able to achieve a significantly longer service life. As of 2019, several locomotives are still being used commercially, others are running on museum railways or have been sold abroad. In 2019, at the age of 64, the prototype locomotive of the 400 C was still in regular use on the Kleinbahn Leeste.

Variant400 C450 C
General
Built1955-19631955-1967
ManufacturerMaK
Axle configC 
Gauge3 ft 6 in (Cape gauge), 4 ft 8 1/2 in (Standard gauge)4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Service weight85,980 lbs99,208 lbs
Adhesive weight85,980 lbs99,208 lbs
Axle load28,660 lbs33,069 lbs
Boiler
Variant400 C450 C
Power Plant
Power
Power sourcediesel-hydraulic
Top speed39 mph
EngineMaK MS 301MaK MS 301 F
Engine type6-cyl. diesel
Fuel256 us gal (diesel)
Engine output396 hp (295 kW)444 hp (331 kW)
Calculated Values
diesel locomotive
switcher
industry
last changed: 03/2022
Maschinenbau Kiel 600 D to 1200 D
Germany | 1953
237 produced
MaK 800 D of the Osthannoversche Eisenbahnen
MaK 800 D of the Osthannoversche Eisenbahnen
Sam Gamdschie

From 1953, Maschinenfabrik Kiel offered the four-axle models 600 D and 800 D as the first version of the first-generation shunting locomotives. To improve cornering ability, two axles were connected to a Beugniot lever and thus shifted sideways without creating problems for the transmission with coupling rods. The MaK marine diesels MS 301 and MA 301 each delivered 600 and 800 hp from six cylinders respectively. What was new for shunting locomotives was that the 800 D could be supplied with a gear ratio for a top speed of up to 80 km/h on request. From 1957 and 1958, first the MaK 850 D and then the 650 D were available, each with 50 hp more thanks to revised engines. The V 65 was developed from the 650 D, which was designed for use by the Bundesbahn.

Nineteen of the 600 D locomotives were delivered to Cuba, nine to Turkey and 29 to private German customers. Of the 104 800 Ds in total, 46 were exported to Sweden, 25 to Cuba and five to Turkey. The 21 pieces of the 650 D remained mostly in Germany, but of the 33 pieces of the 850 D, 23 alone went to Cuba.

The MaK 1000 D with the same dimensions was already available from 1955. It had the same engine as the 800 D, but it now had 1,000 hp thanks to a turbocharger. It received standard gearing for 60 km/h and greater tractive effort, but an example was built with a design for 92 km/h on an experimental basis. 22 examples were built, eight of which were delivered to Cuba. Two years later, the 1200 D was introduced, which had a further increased output of 1,200 hp thanks to the engine speed being increased to 1,000 rpm and was built 15 times. It were precisely these strongest locomotives that were often ordered with a service weight increased by ballast to up to 80 tons.

Variant600 D800 D850 D1200 D
General
Built1953-19611953-19651957-1966
ManufacturerMaK
Axle configD 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length34 ft 9 5/16 in37 ft 3 1/4 in
Wheelbase19 ft 0 3/8 in20 ft 8 1/16 in
Rigid wheelbase19 ft 0 3/8 in20 ft 8 1/16 in
Service weight119,049 lbs127,868 lbs114,640 lbs132,277 lbs
Adhesive weight119,049 lbs127,868 lbs114,640 lbs132,277 lbs
Axle load29,762 lbs31,967 lbs28,660 lbs33,069 lbs
Boiler
Variant600 D800 D850 D1200 D
Power Plant
Power
Power sourcediesel-hydraulic
Top speed42 mph50 mph41 mph
EngineMaK MS 301 AMaK MA 301 AMaK MA 301 AKMaK MA 301 FAK
Engine type6-cyl. diesel8-cyl. diesel
Fuel396 us gal (diesel)
Engine output591 hp (441 kW)789 hp (588 kW)838 hp (625 kW)1,184 hp (883 kW)
Calculated Values
diesel locomotive
switcher
industry
last changed: 03/2022
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