#dr20

[trainsinanime]

GE PowerHaul

After I offered, @valtionrautatiet-official asked me to post some pictures of the locomotive that is nowadays known as the Dr20, used by the private freight operator North Rail in Finland. Here it is in 2012, long before anyone ever even considered sending it to Finland, in Berlin. The reason that it's in Berlin specifically is that it's at Innotrans, the biggest trade fair and exhibition for railroads that exists. At this point it had the paint job of HHPI (Heavy Haul Power International, despite the important sounding name really just one of many European freight rail companies with headquarters in Germany), with their trademark blue and red and their company policy of putting Newton's second law on it. "Project Power" also sounds cool, doesn't it? Well, it turns out they never entered service for HHPI. Way too much history under the cut.

The story behind these eight locomotives is weird and opaque, and there is a lot of stuff we may never know, but on a very fundamental level it seems to be one of the victims of what I call the six-axle diesel curse. This basic of that theory of mine is that it's impossible to sell big, heavy, powerful diesel locomotives, the kind that are so powerful that they need six axles for all the weight from their big engine and diesel tank, in (West) Germany and to a certain extent central and Western Europe, at least nowadays, unless you do it by accident.

The German locomotive industry has wanted to build big six-axle diesel locomotives since the end of steam traction. There was a prototype six-axle version of the V 200, named V 300, in the 1950s, but DB didn't want it (a related but less powerful version was sold to Yugoslavia to haul Tito's private train). For the Americans here, the Krauss-Maffei locomotives of the Southern Pacific and Rio Grande were related to that.

A few years later, in 1962, we get the V 320, a six-axle version of the V 160 locomotive family. The four-axle version was very popular and is still in service, but they only built the prototype of the six-axle version. Interestingly, that one prototype is still around as well, hauling construction trains. Deutsche Bahn was never interested, they preferred the flexibility of having more smaller units. And anyway, they were busy electrifying the busy main lines that would have made the most use of those heavy machines.

In the 1970s Henschel and BBC (the electric equipment one, not the British TV one) built three copies of the DE 2500 both with four and six axles, but those were really more experimental machines.

In the late 1980s and early 1990s, MaK tried to sell their DE 1024, and I actually have a picture of that ne.

They built three prototypes, and Deutsche Bahn seemed to genuinely toy with the idea… but in the end it was decided to electrify the lines in the (mostly flat) north that hadn't been electrified yet anyway.

And at the same time, the wall fell, and suddenly Germany had access to all the locomotives of the east, now mostly surplus since mostly the industry they served did not survive the transition to western markets. East Germany had bought powerful six-axle diesel locomotives in enormous numbers from the Soviet Union, specifically modern-day Ukraine, and those were available, good enough and already paid for. In particular the class 232 and related, known as "Ludmilla" among rail fans, have proven very useful.

MaK was able to sell an altered version of that locomotive to Norway, but that turned out to be be a huge disaster as they developed a habit of catching on fire. Eventually Siemens (who briefly owned MaK) had to take them back, and since then they've changed hands an astonishing number of times - apparently right now Hector Rail and RDC Autozug have a lot of them. Here's one in Hamburg Altona when it was used on regional trains there.

The three prototypes went to locally owned operator HGK, where two of them also burned down. DB probably dodged a bullet there. Interestingly enough, the only one that didn't burn down was number 13, but that was finally scrapped a few years ago.

In the mid-1990s, ADtranz (later Bombardier) and GE got together to build the Blue Tiger locomotive, a very distinctive-looking and noisy machine. They sold 11 to various private operators in Germany, 30 to Pakistan and 20 to Malaysia. Not terrible, but not a huge success either.

But in the 2000s, things were changing. Liberalisation meant that more and more companies were running services all throughout Europe. The busy main lines were electrified, but many of the border crossings weren't yet, so there was a new need for big six-axle diesel locomotives.

The big beneficiary of this was EMD from North America, who were already supplying such locomotives to Great Britain. The rail companies there needed these machines to replace unreliable British-built power, and to replace environmentally friendly electric locomotives, because most of the British network is not electrified and the few sections that are have way too much traffic on them.

The Class 66 is an ugly mess, designed by figuratively building a metal shed in the inside of a tiny British rail tunnel. It's so noisy that drivers in Norway get hazard pay for being in them. But it works and it was mass produced, and a lot of them made their way to the continent in short order.

Other companies wanted in on that business. Voith decided to enter locomotive building after previously supplying traction equipment. They had high hopes for their Maxima series of locomotives, which they started building in 2008, and they had their own leasing company. They did a lot of marketing and the machine won prestigious design awards.

At one point they had a hundred pre-orders. In the end their own leasing company folded, and they only built twenty, which they didn't even manage to sell that quickly. Nowadays they've stopped producing locomotives again.

General Electric, the other North American locomotive company, wanted in on that action as well. Sure, it hadn't worked with the Blue Tiger, but years had passed and things were different now. For their new product, the PowerHaul, they decided to follow what EMD had done. They started with the class 77 for the British market, first shown at Innotrans in 2010.

Then they wanted to work their way out to wider Europe, with a special continental version that was designed with a bigger shell to match the larger tunnels on the continent. That way they weren't quite as cramped. EMD had considered a similar idea, a European-sized class 66, but decided against that.

GE also did not intend to make them themselves. Instead after the initial batch of British 77s, they transferred production to their Turkish partner Tülomsaş, who supplied some more British ones and the ones for central Europe. 29008 is one of them.

In the end all of these plans fell through. A lot of the international border crossings did get electrified much quicker than the diesel sellers had hoped. The one near where I live, the Montzenroute, started electric running in December of 2008, and it was actually the makers of electric locomotives who made bank off of the new international railway world. Here is a Bombardier TRAXX electric locomotive during the first week that freight trains from Germany to Belgium were running with electric power, just a few hundred meters from the border.

But the business changing is one thing, the story of the PowerHauls seems to be even more complicated. After all, GE did have a launch customer for their PowerHaul, in the form of HHPI. The locomotives were built, painted in HHPI colors, and tested. And then… well, nothing. They never entered service, instead sitting for years in Cottbus, Germany. I have no idea whether they ever got approved for service in Germany. Finnish Wikipedia says "HHPI had no use for them", but that sounds like a euphemism. Clearly HHPI had some use for powerful locomotives, they've recently taken delivery of some Stadler EuroDuals.

The EuroDual and the closely related Euro9000, pictured below, seem to be the solution to the six axle diesel curse though the conceptually simple but technologically difficult trick of simultaneously being a very powerful electric locomotive as well. They have already delivered more of them than Voith Maxima, GE Blue Tiger and GE PowerHaul combined. Sorry for the pictures, they don't park the locomotives well for good photos at Innotrans.

Also, GE was not able to find any customer in Germany, nor in Sweden, where some units of that type were tested at some point. Locomotives of that type were built for Turkey, though, and I haven't heard anything negative about them there. Those were also at Innotrans, in 2014.

And then, years after everyone had forgotten about these machines, they suddenly turned up in Finland, in the hands of North Rail (formerly Operail), one of the few private companies there. That required at least new couplings, new axles (Finland has a different rail gauge, the measurement of how far the rails are apart), probably adjustments to the breaks, new train control systems and so on.

It's possible that North Rail was thoroughly convinced by the advantages of GE's concept or something, but I think it's far more likely that they just got a really good deal because GE was happy someone took them off their hands.

The reason they're in Finland is almost certainly that Operail needed some cheap machines that weren't doing anything, and these units were just that. But why were they not doing anything? Why were these machines doomed to sit in Cottbus for years, essentially still in new condition, painted for an operator that didn't want them? I'm sure you'll find plenty of theories if you look on online forums, and it's even possible that one of them is the truth, but unless some rail journalist decides to really dig into that, we'll probably never know for certain.

If you allow me to speculate: It certainly doesn't sound like a success story, and there have been all sorts of other stories where trains didn't get approval to run in the country they were ordered for, or had severe technical defects. Ask an Austrian rail fan about the Talent 3, a danish about the IC 4 or a dutch or Belgian about the Fyra to get some really fun rants. I don't know if these locomotives belong in that hall of shame, but it would certainly be an explanation.

My guess is that there won't be any more of these machines ever. GE Transportation doesn't even exist anymore, the whole part of the business got sold to Wabtec a few years ago. But if these machines are doing well in Finland now, good for them! Finally someone found something to do with these weird-looking units.

#railroads #railroad #locomotive #finland #germany #dr20 #ge powerhaul

[valtionrautatiet-official]

I've been meaning to ask, all of VR's locomotives seem to be named SrXX, SvXX, DrXX, ...

What does the prefix (Sr, Sv, Dr, ...) mean? Presumably its something along the lines of "Diesel Locomotive" in Finnish or something, but I'd love to know!

You got it very close! I was going to make a detailed entry about the different systems that have been in use (as there have been three different ones for locomotives over the years, plus a separate one for multiple units), but entirely forgot. So I'll just do it here.

In the current system (taken into use in 1976):

The first (capitalised) letter is the (primary) power source D for diesel S for sähkö (electric)

The second (lowercase) letter signifies axle weight: k (kevyt) light loco of less than 11 metric tons per axle (there are currently no k locos) v (väliraskas) midweight loco of 11-16 metric tons r (raskas) is heavy locomotive of more than 16 metric tons

Multiple units follow a similar system, except the lowercase letter is always m for moottorivaunu, motorized carriage.

The numbers should theoretically just be a running numbering, but this only holds true for electric locos. The diesel numbering is a mess with gaps and numbers not being in consecutive order (the numbering started with Dr12, there never was a Dr17, and Dr20, Dr21 and Dr35 all predate Dr19).

Then to make things more complex, in 1942-75 a different system was in use where the first letter signified what types of trains the locomotive was primarily designed to haul.

H for henkilöjuna (passenger train) T for tavarajuna (freight train) S for sekajuna (mixed train, though this came to mean mixed use towards the end) P for paikallisjuna (local/commuter train) V for vaihtoveturi (shunter)

In practice pretty much all locos except for the V's were mixed use ones already during the steam era: for example the Pr2 local traffic locos were mostly used to haul long-distance express trains and occasionally did freight trains too. For diesels, the flagship locos were classed as Hr's (even when they could not be used to haul passenger trains, as was initially the case with the Hr13), but apart from shunters all other locos were simply classified as S's. It's also maybe amusing that the first electric locos were delivered under the old system as Sr1 (mixed-use heavy loco 1), and kept the same designation under the new system, thanks to Finnish having an invented word for electricity that also begins with an S.

At the same time with the changeover to the current system they also changed the breakpoint between v and r, resulting in Sr12 (mixed use heavy loco) becoming Dv12 (diesel midweight loco). I sometimes wonder if there will be another overhaul once the last Dv12 is retired, as apart from those locos all in-use Finnish locos are in the r weight. Should we change the "borders" between the different weights again, or maybe just change the small letter to v for veturi (locomotive) to differentiate from the m for multiple units?

Finally, up to 1942 loco classes were given a single capital letter and a running number based on the wheelbase (which I think is/was the system also used in Sweden). And for whatever reason letters A through F were recycled for new wheelbases at different times, but we never went through the full alphabet; R was the last letter to be taken to use.

#vr #railroad #train #locomotive

[skomedia]

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[tasimefox]

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[dsm7]

zhongli on bass guitar... pt.1 of liyue immortal band

[ID: A backlit digital drawing of Zhongli playing the bass guitar from Genshin Impact. He’s wearing a fringed leather jacket with metal spikes, and ripped jeans. He has multiple silver ear piercings and two silver rings on each hand. The lineart is sketchy, and the drawing is color-blocked with many bold, warm colours. He is playing while looking directly at the viewer. /END ID]

#zhongli #genshin impact #zhongli genshin impact #gi #i forgot i drew this #d.art #mine #ignore the DR20. i forgot its 2021

[mugen787]

My 2000 Civic Ex

I had it on full black works adjustable suspension, sittin on 15’s dr20’s, aem intake, damper kit, sway bars, can’t remember the exhaust, (but it sounded amazing!!) sound system, pioneer double din, Mugen lip on front and back, tinted windows, added fog lights, yeah it was nice. Drove like a go cart lol. I called it my bullet. Her name was Kilae. I had a grip ton of pics of it that were pretty sick, but deleted them too repent. The car became an idol in my life and I would spend a lot of money on it.

Have not named my Beamer yet. But I am definitely bonding with it since I bought it.

#hondagang #honda civic #civicclub #transman #beamer boy #civicnation #civictyper #hondacivic #project cars #cars #car rims #trasngender #trans man #trans

[beingallelite]

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[kaibutsushidousha]

I think we could all agree that the worst DR installment was 20. The outdoor trial gimmick provided for some more interesting scenery but it was completely pointless since they did absolutely nothing with the trials that couldn't have been done indoors. The cast wasn't any better either (The Sculptors running gag of trying and failing to kill people got old REALLLY fast)! The only interesting one was the Ultimate Scientist who's backstory and development reduced me to tears, So glad he survived!

((Oh, I missed those))

DR20 was far from the worst. Sure it was mostly very forgettable, but it had its brilliant moments in chapters 2 and 4. And it had above average chapter 3, but above average chapter 3s are still below average chapters.

#danganronpa 4 to 52

[skomedia]

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[offtherackbyat]

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[dsm7]

hm.im kinda . im kinda stupid. ive been signing literally everything as DR20 out of habit. girl its 2021

#even my zine piece. jesus fucking christ