Just that. From the 1950s into the 90s and extending up past the turn of the century, the 140 was the do-everything workhorse of the DB. Designed for light freight work, it often wound up pulling local passenger, service and MOW trains, expresses (in desperation- it wasn't fast), and just about anything else; starting in 1969 they were equipped to work with cab cars for push-pull. Any electrified route from the Bundesbahn era should have the Knallfrosch cropping up everywhere, so if DB were to continue with vintage German, this is a loco they can use again and again and again (as opposed to the specialist BR 110 express loco) Additionally, it would not be at all hard to do its passenger twin as well, the BR 141; they were nearly identical.
They are a lot, but not nearly identical. The 141 uses a completely different tap changer and control (direct up/down instead of the pre-selection). It's built way cheaper than a 140.
This is a fantastic website, probably the technically most detailed info on Bundesbahn Loks (german only). Maik Goltz probably knows it. https://bundesbahnzeit.de/seite.php?id=753 And, here's everything you want to know about WABCO/Knorr brake systems (highly technical, german only) http://bremsenbude.de/
Yes. Whereas the "Knall" is for the loud Bangs that the high voltage tap changer produces, and the "Frosch" for Frog because of the green colour.
Hmmm- thanks for that link; interestingly it points out that the 140 was very, very close in design to the 110, aside from lacking electric brakes and being geared for lower speed. Which ought to simplify development for DTG. I am puzzled by this though: "Aber bereits mit der Umstellung der Höllentalbahn vom 50 Hz auf das sonst übliche 16 2/3 Hz System im Jahr 1960 wurden für den Steilstreckenbetrieb Loks mit einem zweiten, unabhängigen Bremssystem benötigt." Why would a voltage change make secondary brakes necessary?
I am not sure - being a layman in electromagnetics, but as I understand it with the introduction of 16 2/3 Hz single phase current, the locos were able to achieve higher speeds without risking commutator flashovers (which they were apparently prone to at 50 Hz), and thus needed more braking power (as the kinetic energy rises exponentially) - that's why they started fitting the E40 with electrical brakes on the very steep Höllentalbahn.
Don’t think it was that complicated. As far as I recall, steep gradients required a secondary braking system just for safety (cf. also Br 213). The 140s didn’t have one and thus needed retrofitting. The voltage change only resulted in new locos being necessary, not in the secondary braking system being necessary. That was just on account of the gradient.
It was actually a bit complicated, as I've studied a long thread on the 50 to 16 2/3 (16.7 later) changeover. I did not understand everything, lots of formulas and expert stuff. But to simplify, electrical brakes were needed for that route to prevent airbrakes from running hot.
We might be talking past each other since that is what I meant. On steep gradients, as far as I recall, the Bundesbahn required a dynamic braking system to ease up on the air brakes. Depending on traction, that was usually either an electric brake or a hydrodynamic brake. Does that agree with your findings?
Primarily the DR 85 and the E44. As I understand it now, the E40 wasn't in use before 1960 on there. The 16 2/3 Hz change just enabled it to run on the line. Interestingly, the Höllentalbahn is an hour's drive away from my place, but I've never studied its history. https://en.wikipedia.org/wiki/DRG_Class_85 Source: Wikipedia
Apparently after that the veteran E44W 5.5% is one hell of a grade, no wonder they wanted dynamic brakes
Another use for the DB BR140 was Military duty trains both the American and British trains from Braunschweig to the Inner German border at Helmstedt where the RSN Ludmilla picks them up to West Berlin Lichterfelde US Army station Zoological Gardens British Army via Marienborn Potsdam and Berlin Wannsee Video of DB BR140 running the Duty Train British version at night it will do the American train from Frankfurt to Helmstedt. Note video is from a British army veteran Matching coaches are N-wagen and US Army Caboose Berlin Duty Train caboose Acm Coach sleepers with mail car https://www.flickr.com/photos/dlberek/23632576928/ Coach Belongs to Wunderline Bremen Oldenburg Groningen (Bundesbahn Hannover divisions) and Linke Rheinstrecke Bundesbahn Frankfurt and Cologne divisions. 141 Knallfrosch Linke Rheinstrecke Bro possibly RSN RRO and Main Spessart Bahn.
DB BR144 the one in the picture is a DR BR244 DCZ Riesa-Dresden RT former GDR Reichsbahn route. Behind it a DB BR104 fits LFR and all west German electric routes if set in the 1960s-1980s with DB BR140/139/141.
Right. Got it. In 1960 a handful of E 40s were retrofitted with dynamics for the Hell Valley; a few years later a half-dozen more were so equipped from the factory. These all were classed as E 40.11; in 1968 they became BR 139. Later 139s were created by conversions of BR 110.1s (which had dynamics from the start)
Thanks for telling me about that and I'm wondering what's the difference about it. For DTG they might as well get access to Fort Eustis for Acm M-wagen sleeper unless some are preserved in Germany
