The twin unit concept had moved on, the designs now called for a six axle unit that had similar horsepower to one half of the twin unit but had much improved adhesion weight. Initially six locomotives were ordered, built in Switzerland by a consortium of Sulzer Brothers, Winterthur; Brown Boveri & Co, Baden and the Swiss Locomotive and Machine Works (SLM), Winterthur. Although the mechanical portions were built by SLM the final erection and installation of the electrical equipment was done at Brown Boveri's Hauenstein shops. The locomotives then returned to Winterthur for final adjustment & testing. This first order was slotted into the order for the Ae 6/6 series locomotives, to which they bear a striking resemblence externally (see view towards bottom of page).
The power unit was a twelve cylinder twin bank four stroke Sulzer 12LDA28 fitted with a single Sulzer exhaust-gas turbo-charger. The UIC rating of the engine was 2,300hp at 750rpm, though one engine on a test bed had been run at 2,500hp at the same speed. For the conditions on the CFR (altitude to 3,450ft and temperatures to 95F) the output was set at 2,100hp at 750rpm. Cylinders were 280mm by 360mm (11in by 14.2in), piston speed was 29ft per second, charging air pressure was 25lb per sq in. Dry weight was 46,250lb. The two banks of six cylinders were arranged vertically and parallel to each other, each bank having its own crankshaft. The two crankshafts drive the generator through a common gear at a speed 1.44 times faster than that of the engine.
Crankcase and cylinder block were welded from cast steel sections and steel plate and are bolted together. The crankcase carries the main bearings in U-shaped transversals which are extended in a straight line into the cylinder block and transmit the gas pressures directly to the bearings. Extended longitudinal supports from the crankcase carry the gearing and generator. Four groups of rubber mountings carry the entire unit on the locomotive frame. The three gear wheels are of chrome-nickel steel, manufactured by the Maag process, they are hardened and ground. Each cylinder has its own individual water cooled cylinder head of cast iron, into which one inlet valve, one exhaust valve and the fuel injector are fitted. There is one fuel injection pump per cylinder. Cylinder liners are cast iron and are water cooled. The two-piece pistons are of light alloy. The chrome-nickel steel connecting rods are fully machined and are drilled longitudinally to convey lubricating oil to the gudgeon pin bearings and for cooling the pistons.
The small end bearings are of the one piece steel-backed lead-bronze type, the big-end bearings are of a two piece, steel-backed lead-bronze lead-flash pattern. The two camshafts are driven from the upper gear shaft. The alloy steel crankshafts with balance weights on the webs are provided with Holset vibration dampers and each is carried in seven plain bearings with two-piece steel-backed lead-bronze lead-flash bearings shells. Removeable side covers allow for easy inspection of the main & big-end bearings.
The single Sulzer exhaust-gas turblo blower is mounted on the gear housing, its shaft runs in plain bearings which are lubricated by the pressure lubrication system of the engine.
The generator set comprised a ten-pole d.c. main generator and an eight-pole d.c. overhung auxiliary generator. Maximum current for the main generator is 3,700 amp, a one hour rating is 2,700 amp, continuous current is 2,460 amp, a maximum voltage of 890V and a rated output of 1,080rpm. The auxiliary generator has a continuous output of 75kW and a steady tension of 175V. Weight for the combined set is 16,600lb with a maximum diameter of five feet, length over coupling flange is 64.4in. The six traction motors are six pole d.c. series-wound units with the drive taken up by a pinion to a resilient gear wheel on the axle. Each motor has a one hour rating of 194kW at 900amp, a continuous rating of 200kW at 820amp, a maximum starting current of 1,230 amp. Individual motor weight is 4,620lb. The reduction gears have a ration of 15:69. Force ventilation is provided, the motors are also self ventilated with a built in fan which maintains a higher pressure within the motor, preventing the ingress of dust & dirt, possible under certain operating conditions.
Cooling equipment was provided by Behr of Stuttgart. Two coolers with interchangeable elements and a fan utilised the well known Behr hydrostatic fan drive & control. Cooling air was drawn in through louvres in the body sides. A heat exchanger allowed the engine lubricating oil to be cooled through the engine cooling water circuit. This arrangement makes both oil & water temperatures mutually dependent, allowing only the regulation of the water temperature to maintain both properly. The hydrostatic fan regulator monitors water temperature, at a pre-determined level oil pressure in the hydrostatic circuit increases so accelerating the fan, at the same time the louvre openings are increased. The cooling water pump is designed to run after the power unit is shut down, to prevent heat accumulation in the system. In the Roumanian locomotives, to avoid the possibility of the cooling water from freezing, a Vapor heating unit was installed in the cooling circuit. When conditions demand it (an oil temperature below 30C) this unit can pre-heat the lubricating oil.
The lubricating oil pump was driven from the damper end of one of the crankshafts, delivering oil from the sump to the heat exchanger, then passing through the Knecht main oil filter. Here the oil line split, one line taking oil to various points on the engine and gearing, the other to the turbo-charger. An electrically driven auxiliary lubricating pump feeds the governor with oil direct from the sump. This pump operates prior to engine start-up, to fill the system, and after engine shut-down to prevent the formation of carbon in the oil-cooled pistons. Combined with this pump is a fuel transfer pump which draws fuel from the main tank through a coarse strainer to the service tank. The fuel then passes through Knecht strainers and fine filters before reaching the injectors.
The underframe, sidewalls and roof form a self supporting warp free integral welded construction. Despite this the underframe is still of substantial construction, the main solebars are of I section thirteen inches deep. Battery boxes and sand boxes are fixed to the side of the underframe. Traction motor cooling air is also routed through ducts welded into the underframe. Each side of the body contains an access door that permits removal of small components, the engine/generator set can be accessed through removeable roof panels. Smaller covers within the roof allow for removal of the cylinder heads & pistons. Each end of the body carries a cab, access is from one side only, the driving position is on the right side of the cab. The cab floor is of treated wood. The cabs are insulated against noise from the engine room by special sound insulation partitions and double windows. The cab roof is also clothed with a special insulation against noise & heat. The roof and side-walls of the body are sprayed with an anti-drumming compound. A toilet, wash basin and water reservoir are fitted in the locomotive body.
An 880 gallon fuel tank, of welded construction is bolted to the underframe between the bogies. Additional capacity is also available from the service tank.
The bogies are a simplified adaptation of the well known SLM type used by the Co-Co Gotthard 6,000hp electric locomotives of the Swiss Federal Railways. Superstructure weight is transmitted through lateral bearers to the double inverted laminated springs, which are arranged longitudinally on each side of the bogie. Swing bolsters slung from the bogie frame connect these springs. Traction, braking & buffing forces are transmitted through a king pin between the bogies & superstructuure. Two vertical cylindrical guides bolted to the bogie frame hold each axlebox. The axlebox bearings are of the SKF self-aligning roller-bearing pattern.
In order to minimise flange wear when running through curves the bogies are connected by a transverse coupling, allowing the bogies to take the most favourable position through curves. No tractive effort forces are transmitted through this mechanism, which is simply a series of rods, dashpot and helical springs. Friedman flange lubricators are also fitted to the wheels on the outermost axles Wheel diameter is 43.5in with cast steel centres.
Brake equipment comprised of an automatic Knorr KSS brake, a direct-acting Oerlikon brake for the locomotive alone and a Brown Boveri-Charmilles anti-slip brake. Two 12in diameter brake cylinders can be found on each bogie which act through compensated rigging to clasp blocks on every wheel. The hand brake acts only on the first axle and one wheel of the center bogie. Air required by the braking system and other pneumatically operated equipment was provided by an Oerlikon two-stage compressor with intermediate cooling. The main air reservoir, service air reservoirs, brake compressor and control valves were situated behind the number one cab.
All six of the Swiss built locomotives underwent acceptance trials of a minimum 62 miles on the Swiss Federal Railways, principally the route from Winterthur to St Gall or Romanshorn. The first locomotive also made a trip up the northern bank of the Gotthard line as far as Goschenen. This involved a climb of 2,080ft over 17.8 miles with the gradient split between 1 in 38.5 & 1 in 40. With a 66 axle freight totalling 550 tons standing mostly on the steeper grade the locomotive was able to reach 13.7 mph in three minutes. Elsewhere a 94 axle freight of 1,066 tons was handled by one locomotive over the 34 mile route from Winterthur to Romanshorn. Under full power 37mph was maintained over minor gradients near Weinfelden. On the return trip, with the whole of the train stopped on the ruling grade of 1 in 83 a speed of 17mph was reached after three minutes.
Two locomotives were tested in multiple on the Romanshorn route with a trailing load of 1,227 tons. With one engine shut down the train was restarted on a 1 in 200 grade accelerating to 23mph within three minutes. These performances were equal to or better than the paper calculations established for these new locomotives.
In Roumania the locomotives made round trips on 550 ton freight trains from Bucarest north over the Carpathians to Brassov. Two locomotives in multiple on the southbound leg handled 1,000 ton freight trains over Predeal summit at a minimum speed of 17.7mph. This route crests at 3,460ft after 46 miles of grades of 1 in 49 & 1in 40.
Following the delivery of these six machines a further ten were ordered, to be built in Roumania, with the diesel-electric equipment supplied from Switzerland. Further orders would continue, eventually 2,404 of the design would be built, including many for various private industries within Roumania, and the state railways of Poland, Bulgaria & China. The first ten built in Roumania, at Electroputere Craiova with order numbers 1001 - 1001 and road numbers 060 DA 007- 016 had equipment furnished by Switzerland. Orders beyond this had the power unit constructed by Masini Resita with Caromet Caransebes constructing the bogies. These initial orders were to be used on replacing steam locomotives on a variety of freight workings. Because of the excellents results from these early orders they were selected to replace the Pacific steam locomotives on the passenger routes from Bucharest to Constanta, Urziceni - Galati & Rosiori - Craiova. The locomotives maximum speed was increased to 120km/hr by modifying the traction motor gear ratios.
The last of the Roumania order was completed in 1981, with 060 DA 1407 being allocated to Satu Mare depot. The first of the class 060 DA 001 was retired from Cluj depot in 1994, but because of its historic nature it was restored for museum display.
Led by 060 DA 002, two of the six Swiss built locomotives on test with a 1,200 ton freight train on the Swiss Federal Railways Winterthur - Romanshorn line.
SLM Works #'s 4246 - 4251
BBC Works #'s 6095 - 6100
Sulzer Works #'s ML585 - ML590
Based on an article in Diesel Railway Traction, November 1959.
After some thirty five years of service the pioneer locomotive 060 DA 001 did not take the inevitable trip to the scrapyard. Instead because of its historic nature it was saved for preservation and is shown here surrounded by other venerable relics from the Roumanian railway system. From a cusory look at the locomotive it appears to be little changed from the black & white view above.
| Production List of the 060DA locomotives. |
| Year | CFR (Roumania) | Private Industry (Roumania) | PKP (Poland) | BDZ (Bulgaria) | China |
| 1960 | 10 | Nil | Nil | Nil | Nil |
| 1961 | 8 | Nil | Nil | Nil | Nil |
| 1962 | 35 | Nil | Nil | Nil | Nil |
| 1963 | 59 | Nil | Nil | Nil | Nil |
| 1964 | 85 | Nil | Nil | Nil | Nil |
| 1965 | 65 | Nil | 45 | Nil | Nil |
| 1966 | 80 | Nil | 35 | 10 | Nil |
| 1967 | 76 | Nil | 35 | 15 | Nil |
| 1968 | 75 | Nil | 40 | 17 | Nil |
| 1969 | 75 | Nil | 40 | 30 | Nil |
| 1970 | 96 | 5 | 42 | Nil | Nil |
| 1971 | 86 | 9 | 40 | 8 | 8 |
| 1972 | 91 | Nil | 35 | 10 | Nil |
| 1973 | 73 | Nil | 52 | 10 | 10 |
| 1974 | 88 | Nil | 26 | 10 | 20 |
| 1975 | 77 | Nil | 8 | 20 | 20 |
| 1976 | 51 | 4 | 2 | 0 | Nil |
| 1977 | 84 | 20 | 10 | Nil | Nil |
| 1978 | 60 | 3 | 10 | Nil | 16 |
| 1979 | 49 | 4 | Nil | Nil | 43 |
| 1980 | 58 | 2 | Nil | Nil | 21 |
| 1981 | 26 | 10 | Nil | Nil | 21 |
| 1982 | Nil | 5 | Nil | Nil | 30 |
| 1983 | Nil | 15 | Nil | Nil | 14 |
| 1984 | Nil | 11 | Nil | Nil | 24 |
| 1985 | Nil | 10 | Nil | Nil | 27 |
| 1986 | Nil | 10 | Nil | Nil | 23 |
| 1987 | Nil | 9 | Nil | Nil | 26 |
| 1988 | Nil | 7 | Nil | Nil | 31 |
| 1989 | Nil | 12 | Nil | Nil | 26 |
| 1990 | Nil | 15 | Nil | Nil | 19 |
| 1991 | Nil | 7 | Nil | Nil | Nil |
| 1992 | Nil | Nil | Nil | Nil | Nil |
| 1993 | Nil | 2 | Nil | Nil | Nil |
| TOTALS | 1407 | 160 | 420 | 130 | 379 |
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A portrait of 060 DA 001, the first of the class. One wonders how BR's Class 44 of 1959 might have faired with european influenced styling and a little less bulk. From the collection of F Burdubus. |
 | A factory portrait of a 12LDA28 power unit presumably destined for one of the early Roumanian 060 DA class locomotives - though there appear to be some differences between these view and the one directly below with regard to the detail of the power unit. |  |
CFR 060 DA 002 receives its power unit at Winterthur. Another fine use of two-tone green. From Sulzer publicity material. |
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Three brand new 060 DA's await entry into traffic. It is interesting that three locomotive classes that carried the Sulzer 12LDA28 also wore a variety of green liveries, the SNCF 65500 series, the CFR class featured here & British Railways Class 44. From the collection of F Burdubus. |
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Three views of a pair of 060 DA's led by 0518 that have been sent for testing in Iran. Regret that I currently have no details on this event apart from the fact that these three views are taken at the town of Arak. From the collection of F Burdubus. |
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From the collection of F Burdubus. |
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From the collection of F Burdubus. |
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Class Ae6/6 11404 'Luzern' at Olten July 20th 1989. The original six Swiss built 060 DA's were built in the middle of a large order of the Ae6/6's, to which they do bear a certain external resemblance. Photograph courtesy Stuart Falcus (Platform 5 Publications). |
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It looks like 060DA 222 is fresh out of the workshops in this 1968 view. Photograph courtesy Peter Bagshawe. |
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A document relating to the delivery of 060 DA 005 (I think?). |
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| Active around Arad station. |
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A recently outshopped 60.0727 stands at Simeria on September 20th 2001. Photograph courtesy Clive Hanes. |
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60.0864 stands at Timisoara Nord on September 18th 2001 with the 14.10 to Resita Sud. Photograph courtesy Clive Hanes. |
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Another 14.10 Timisoara Nord - Resita Sud working, this time on September 19th 2001 features 60.0936 as the motive power for the trip. Photograph courtesy Clive Hanes. |
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Another view at Simeria on September 9th 2001, this time with 60.1386 in charge of the 08.00 Timisoara Nord - Bucuresti Nord service. Photograph courtesy Clive Hanes. |
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60.1389 awaits departure from Timisoara Nord with the 15.50 to Resita on January 2nd 2004. Photograph courtesy Clive Hanes. |
 | Salilas del Jalon, Spain May 24 2001. COMSA 51 LOS 4841, the former CFR 60-1371-8 now in the ownership and colours of Spanish contractor COMSA at work on the Madrid - Lerida AVE route. In the background is another former CFR 060 DA, whilst of equal interest in the picture are two former British Railways English Electric Class 37's. Photograph courtesy Jean-Pierre Vergez. |
 | Salilas del Jalon, Spain May 24 2001. COMSA 51 LOS 4840, the former CFR 60-1354-4 now in the ownership and colours of Spanish contractor COMSA at work on the Madrid - Lerida AVE route. Photograph courtesy Jean-Pierre Vergez. |
 | Savignan, Aragon, July 2001 former 60-1371-8 now COMSA 51 LOS 4840 at work in scenery far removed from its working days in Roumania. Photograph courtesy Jean-Pierre Vergez. |
 | Savignan, Aragon, July 2001, a close up of the former 60-1371-8 now COMSA 51 LOS 4840. Photograph courtesy Jean-Pierre Vergez. |
 | A close up of ex CFR 060DA 60-1249-6 in the livery of ITEF, seen here at Chivasso in January 2002. Photograph courtesy Alessandro Albe. |
 | A view from the other end of this short train showing another ex CFR 060 DA and the special wagons built to test the new bridges and viaducts on the high speed line. Photograph courtesy Alessandro Albe. |
 | A fine study of 060 DA 895 undergoing maintenance in Tehran. It looks like all the roof hatches are open and some of the rocker covers are stacked up over the cooling fan vent. Stencilled on the side in blue lettering is IPSL 709. Photograph courtesy Alessandro Albe. |
 | A view of 060 DA 895 from the other end. Photograph courtesy Alessandro Albe. |
 | A close up of the cab of 060 DA 895. Photograph courtesy Alessandro Albe. |
 | A line up of locomotives at Tehran, including an unidentified ex CFR 060DA. It looks like the locomotive is receiving attention and sports an airconditioner on the cut down cab roof. Photograph courtesy Alessandro Albe. |