Class 80 | TrainsDepot.org

Source: P. Cvikevic

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Source: Cristian Prata - cfr.stfp.net

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Source: Bärtschi, Hans-Peter - facebook.com

Class 80

Also known as:

LDH 125

UIC / EVN numbering:

92 53 0 800

Vehicle type:

Diesel locomotive

Registration country:

Romania

Railway companies:

CFR - Caile Ferate RomâneSNTFC - Societatea Naţională de Transport Feroviar de Călători (CFR Călători)CFR Marfă - Societatea Națională de Transport Feroviar de Marfă (CFR Marfă)

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In service:

from 1966

Built by:

Faur (23 August / Malaxa)

Display registration numbers

92 53 0 800 080-9 4 x
80-0014-3 2 x
80-0015-0
80-0017-6 1 x
80-0038-2 1 x
80-0065-3 1 x
80-0080-4
80-0131-5 2 x
80-0133-1 1 x
80-0136-4
80-0144-8
80-0152-1 1 x
80-0182-8 1 x
80-0204-0 1 x
80-0216-4 1 x
80-0225-5 1 x
80-0231-3 1 x
80-0310-5 1 x
80-0324-6 1 x
80-0332-9 1 x
80-0350-1
80-0354-3 1 x
80-0355-0 1 x
80-0362-6 1 x
80-0365-9 1 x
80-0374-1
80-0437-6 1 x
80-0470-7 1 x
80-0476-4 1 x
80-0483-0 1 x
80-0501-9 1 x
80-0516-2 1 x
80-0520-9 1 x
80-0520-9 1 x
80-0531-6 1 x
80-0537-3 1 x
80-0560-5 3 x
80-0565-4 1 x
80-0576-1 1 x
040-DHC-601 - RO-CFR
80-0601-7 3 x
80-0604-1 1 x
80-0624-9 1 x
80-0628-0 1 x

Vehicle's history

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1966

LDH125 diesel locomotives with Gat-08 or AV00 train steam heating installation used by the Romanian State Railways (CFR) from 1966.

NB: All 633x LDH125 diesel locomotives delivered to the Romanian State Railways (CFR) are initially registered as 040-DHC-001 - 663 before being divided in three classes:
- Class 80 detailed here;
- Class 81 for standard gauge and without a steam generator;
- Class 84 for broad gauge railways in the eastern part of Romania.

1990

August 21

On August 21st, 1990, at 7h47, unit 060-EA-001, while pulling the Rapid 24 express train - second part*, on the Sighisoara - Brasov section, collides head-on with 80-0601-7 diesel locomotive between Augustin and Apata stations at kilometre 218-900.

The accident is due to serious violations of the regulations and service instructions. Mr Emil Rotaru, employee of the Augustin station in charge of railway traffic management, decides to send 80-0601-7 diesel locomotive on the main railway line, using the second of the two lines, to Ormenis stop as a ride for the cashier of Augustin station who finished her shift and had no other means of transportation. The diesel locomotive is driven by mechanic Trif Sorin, 37 years old, and assistant mechanic Ghimes Cosmin, 23 years old. They accepted the mission without a running order.

After falsely communicating to his colleague from Apata station that "he has to manoeuvre a convoy of wagons and will exceed the station limit", Emil Rotaru registers the course on the light diagram and dispatches the diesel locomotive. Soon after, he leaves his desk to go to the toilet and on the way back he stops to chat with acquaintances and forgets all about the dispatched locomotive.

During this time, another employee, Ms Sylvester Edith, takes charge of traffic management despite the fact that she is not authorised to do so.

As Rapid 24 is approaching Augustin station, where it is intended to pass non-stop to Apata station, Ms Sylvester Edith, after receiving the consignment note from Racos station, authorises the convoy to continue its route on the second line, although she saw that the third block sector to Apata station is occupied (but assumed erroneously that there is another train going towards Apata station). Rapid 24 passes through Augustin station and leaves it with a yellow signal triggered by the automatic line section management system that detected the occupied sector further ahead. The mechanic slows the convoy down to 90 km/h.

During this time, the 80-0601-7 diesel locomotive, after dropping off the cashier at the Ormenis stop, heads back at maximum speed (around 95 km/h) to Augustin station, also on the second line, the same line on which Rapid 24 is now fast approaching. In addition, so as not to be slowed down by the automatic line section management system (BLA - "Bloc de Linie Automat") and the red signals triggered by the system, the mechanics cut it off inside the diesel locomotive (normally, the diesel locomotive should have stopped at every signal with the possibility to continue its route at a maximum speed of 15 km/h).

The frontal collision is inevitable. The mechanics on the 060-EA-001 electric locomotive are the first to notice the other locomotive fast approaching on the same line from the opposite direction. They initiate the emergency braking procedure, disconnect the pantograph and the locomotive circuit breaker and take refuge in the engine room. They manage to reduce the train speed by about 30 km/h before impact, at around 60 km/h. With delay, the mechanics of the diesel locomotive also notice the express train in front of them and initiate the emergency braking procedure but due to the small distance between the two railway vehicles, the impact can no longer be avoided.

As a result of this serious accident, both mechanics of the diesel locomotive are killed while the mechanics on the electric locomotive are only slightly injured. Among the passengers, two women and a little girl are injured, all three sited in the first wagon of the express train.

Mr Emil Rotaru and Ms Sylvester Edith, the employees of the Augusting railway station, are found guilty of causing the accident and are sentenced to prison.

The diesel locomotive is declared a total loss and is scrapped on the accident site.

*Due to high affluence or delays caused by very long journeys, some passenger services benefited from two or more consists covering totally or partially the initial route. For example, as D 262/263 "Orient Express" from Bucharest to Wien used to register delays of several hours, a second consist from Hungary, D 11262, ran in front in order to respect the initial schedule. In France, in the 1960s and 1970s, the "night Capitole" between Paris Austerlitz and Toulouse Matabiau had on Fridays up to five different consists in order to meet the high demand. In Germany many express trains ("D-Züge") were preceded by a train covering the same journey ("Vorzug") roughly 15 minutes before and followed by another train ("Nachzug") approximately 15 minutes after.

Sources: "060-EA locomotive - 40 years from the first electric locomotive produced in Romania" (2010 - Mircea Dorobantu), https://trenuletz.forumz.ro/t1048p105-060-ea-001, https://forum.lokomotiv.ro/threads/tren-rapid-nr-24-partea-a-doua.15423/

1999

In 1999, the first 4x units from this series are modernised by Faur in Bucarest (Romania) in collaboration with Alstom (France) (initial contract signed in 1996).

2x units are modernised as Class 82 and 2x units as Class 83. Later on, 14x additional units are modernised as Class 82.

Sources: Jurnal Ferovia (februarie 1999), https://ro.wikipedia.org/wiki/Material_rulant_al_CFR_Călători

2005

As fewer and fewer passenger coaches with steam heating are available, 25x units are equipped with a diesel electric generator for train electric heating by Remarul 16 Februarie in Cluj-Napoca (Romania) from 2005 onwards. These units are registered as Class 89.

Sources: http://www.le-rail.ch/text/projekt86.htm, https://ro.wikipedia.org/wiki/Material_rulant_al_CFR_Călători

2005

54x locomotives are thoroughly modernised by Remarul 16 Februarie in Cluj-Napoca (Romania) from 2005 onwards: new Caterpillar engine, Deutz diesel engine generator for electric train heating, completely new superstructures. These locomotives are designated as Class 82.

Despite being registered in the same class as previous modernised locomotives by Faur in Bucarest (Romania), there are differences both in components used (different engine types and hydraulic transmission), performance (less powerful diesel engines) and exterior look.

Sources: http://www.le-rail.ch/text/projekt86.htm

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