Vossloh_G6

Vossloh G6

Vossloh G6

Diesel shunting locomotive

The Vossloh G6 is a C diesel-hydraulic shunting locomotive, and the first locomotive of Vossloh's fifth generation programme. The G6 is the successor of the MaK/Vossloh G765, a third generation MaK locomotive still offered in the 2000s.[4]

Quick Facts Type and origin, Power type ...

At Innotrans 2012, a twin 350 kW diesel-engined version with electrical transmission was shown, with additional variants proposed including single-engined, hybrid, and battery-powered version.

History

The first locomotive of the class was shown on InnoTrans 2008.[10] Verkehrsbetriebe Peine-Salzgitter (VPS) was the launch customer and ordered 18 locomotives in April 2010, the contract was valued at approximately €25 million; the locomotives were ordered as part of a replacement program for VPS's fleet of 43 three axle diesels.[11][12] The first locomotive for VPS was exhibited at InnoTrans 2010, along with the other new members of the 5th generation family, the diesel-hydraulic G12 and the diesel-electric DE 18.[13][14]

In 2012, at Innotrans Vossloh displayed a multiengined diesel-electric version, the G6 ME;[15] the design uses two 350 kW truck engines, meeting Euro 97/68 IIIB emission standards (Euro stage V) with other main specifications unchanged, utilising the same underframe, cab, brakes and controls of the diesel hydraulic version. Other potential variants of the electric transmission design included a single engined version (350 or 700 kW), and hybrid (350 kW plus electric energy storage) and a non-diesel version G6 Akku with electric battery and electrical energy storage devices.[16][17]

A second major order for 16 G6 (and 4 DE12 and 2 DE18) locomotives was placed by BASF in Dec 2011.[18] In early 2014 the first locomotive to be fitted with the new design MTU R 1600 R50 engine was put in service at BASF Ludwigshafen.[19]

Certification for use on the French railnetwork was obtained in 2014.[20]

Operators

More information Owner, Qty. ...

Scrapped units

More information Owner, Qty. ...

See also

  • Voith Gravita, of which the 5C variant is a direct competitor to the G6.

Notes

  1. Lok-Datenbank.de have 81 Cummins-engined[2] and 52 MTU-engined unit in their lists.[3] In 2017, the multi-engined G 6 ME was equipped with a Cummins QSK23-L engine, bringing the total number of Cummins-engined G6 units produced to 82. The Caterpillar engined version was not chosen by any customer, so none were produced.
  2. Brake-specific fuel consumption, best point +5%, with EN 590 standard diesel fuel with a calorific value of 42.8 MJ/kg
  3. Maximum dead-in-tow speed is 100 km/h (62 mph) for units equipped with two stage transmission.
  4. Although the specifications of the Caterpillar C27 engine meant to be installed in the G 6 is not known, the engine has been tuned to a rated power of 652 or 708 kW (874 or 949 hp) at 1800 min-¹ RPM for rail applications without exception. The engine is rated at 652 kW in early Newag 6Dg units and in the Orion Kolej 6Dm locomotive and 708 kW in later Newag 6Dg units, Instytut Pojazdów Szynowych Tabor 6Dh, Fablok–Instytut Pojazdów Szynowych Tabor–Pojazdy Szynowe Pesa Bydgoszcz 6Di, and in the British Rail Class 88 locomotives.
  5. 60–67.5 tonnes service weight, semi-worn wheels, at a friction coefficient of 0.33 µ

References

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