Originally Posted by: MM-MarkMontreal 
Originally Posted by: mike c Mark...[...]...
It was very interesting to see how the East Germans came up with many designs as response to West German innovations, how some productions were cancelled and the production equipment moved to other East Bloc countries according to Soviet central planning of manufacture. The DDR versions of the V160 and V200 never went into large scale production and a lot of the equipment used to build the prototypes was taken to Russia and used to build the Lludmilla and Taigatrommel classes which went on to become the Eastern Bloc workhorses.
Thanks so much Mike.
Been ruminating on this. What an amazing story. Any idea where I read more about this or see photos of the DDR versisons of V160 and V200? Books? Photos?
Found a partial answer to my own question here:
http://de.wikipedia.org/wiki/DR-Baureihe_V_200Is anyone is interesting in checking the translation works or has corrections for me,
Google translator did this:
The series V 200 of the Deutsche Reichsbahn was a series of diesel-electric locomotives. She is built for the DDR version of the Soviet type M62. With the introduction of computer numbers at the Deutsche Reichsbahn 1970 she was re-drawn on the series 120th The last ones were 1992, the pan-German series designation 220th series
Contents
1 History
2 Technology
3 Applications
4 V 200 at industrial railways
5 Literature
6 Web
History
In the 1960s, the conversion of the traction of steam was propagated on diesel. For this purpose not only locomotives in Babelsberg and Hennigsdorf were built, but also locomotives from Luhansk in the Soviet Union (now Ukraine) imported. This was necessary because in the future due to specialization agreements within the Council for Mutual Economic Assistance (CMEA) in the GDR no longer diesels higher power should be built. The first of these series, the V 200 was imported, later BR. 120 to 1,470 kW (2,000 hp) for freight service These were the best type M 62, which was delivered many years of Soviet and foreign cars. From 1966 to 1975 involved the German Reichsbahn total of 378 locomotives of this type.
Technology
The locomotive had a very heavy frame of double-T beams with cover and base plate, two three-axle bogies with skid plates, axles and conducted Drehzapfenanlenkung. The primary suspension is realized by compensating lever, leaf and coil springs.
14D40 a two-stroke V-type diesel engine with two turbochargers and Roots blower is at the heart of this locomotive. The capacity is 1470 kW at a speed of 750 min-1. The traction energy was converted by a separately excited DC generator. The power control was performed by a magnetic flux in the exciter field control the exciter. The traction motors are DC series wound motors. The electric traction power was set to 1250 kW. To the armature currents of the driving motors in the upper speed range again to raise the engine possessed two Shuntierungsstufen that were connected in parallel to the excitation windings of the six nose-traction motors. A similar design is used the locomotive family of DR series 130th
The fans for traction motors and traction generator are mechanically driven by drive shafts from the diesel engine. The cooling fan is driven directly by the diesel engine, for controlling a fluid coupling is connected therebetween. A special component for the Roots blower. It promotes combustion air and produces a pre-compression of 0.2 bar. This is necessary, because a two-stroke engine has to be flushed, it can not simultaneously open inlet and outlet valves draw slots automatically. After the start, the two turbochargers running high boost pressure and increase to around 1.2 bar. The diesel engine was 400 min-1 idle speed, but even at 750 min-1 its maximum speed. The engine has cylinders in V formation. The pistons of the B-side sit with Anlenkpleueln Hauptpleueln on the A side. This changes the piston speeds between the A and B side. The engine produces on both cylinder banks differ much power. The fuel gauge is 3900 liters of diesel oil. A Sifa was present Indusi not.
Since the first 177 locomotives shipped from the factory still had a muffler and thus produced a high noise level, they are also known colloquially as "Taiga Drum" or "Stalin's last revenge" means. For these locomotives were the silencer through the Raw Meiningen rebuilt and installed in part prior to the loss.
Use
DR 120 268, Dresden 1981st
220 355 in the Railway Museum Hermeskeil
The locomotive was designed from the start for heavy freight service. Since they had no train heating, it was only occasionally strained during the summer months before passenger trains. Top speed was in favor of pulling force at 100 km / h
Once up to the reunification of the Federal Railroad locomotives already all series were scrapped 220, the German Reichsbahn 1992 drew more than 200 vehicles in its class 120 "Series 220" by. Until its final shutdown in 1995, these locomotives also contributed to the merger of Deutsche Bahn AG, the series designation 220 in the second assignment.
The German Bahn AG has seven specimens for museum purposes. In the tradition depot Staßfurt from the last series, the 120 366 has not been maintained in working order. Even the Railway Museum Chemnitz-Hilbersdorf owns the 120,269 a copy. The Dresden Transport Museum has kept its 120,338 long time in his custody at the depot Dresden Altstadt in the neighborhood of Dresden Railway Museum. The depot has Arnstadt with 120,274 also a copy of the 120th series For the railway enthusiasts Thuringia in Weimar is the 120 198 and at the Mecklenburg Railway enthusiasts in the former depot Schwerin 001 and the 120.
Some machines have been sold to Lithuania and North Korea as well as to German private railway. Also from the factory purchased by other countries locomotives (former PKP ST44 series of PKP and 781 ČD), some in German private cars in use.
Scheduled to be in Germany in 2007, the V series locomotives used only 200 of the Leipzig Railway Company (LEG).
V 200 in industrial railways
The M62 was also supplied to industrial lines of the GDR. Initially the plant railway SDAG Wismut received for use on its part of the Deutsche Reichsbahn owned network between Kayna, Raitzhain and Seelingstädt 1972 and 1973 five locomotives, which were classified as V 200 501 to 505.
Subsequently, three machines were delivered to the lignite Combine Geisel for operation in the coal traffic in the Halle / Merseburg, the numbers were V 200506-508.
1976 to 1978 received the bismuth train further ten locomotives that were without regard to the previously supplied through the BKK0 Geiseltal machines numbered V 200506-515. In 1993 the railway was operating at the BKK set Geisel, the V 200 V 200 506 and the 5089, which was acquired in 1996 by the DR, were sold to the railway bismuth. The stakes of the V 200 at the track ended bismuth 1998th
The V 200 of bismuth and train BKK Geisel were not considered working locomotives involved in the renumbering of the DR.
