Traduction automatique. Texte original en: EN - afficher l'original In 1956, the Romanian State Railways (CFR) commission the Swiss industry to design and built a diesel-electric locomotive with a Co'-Co' axle arrangement, all 6 axles motorised, 2'100 hp (1'550 kW) generated power.

For this purpose, a consortium is formed, consisting of:
- the Swiss Locomotive and Machine Works (SLM) in Winterthur, mainly in charge of the mechanical parts of the locomotive and the overall general assembly of the locomotive;
- Brown Boveri & Co in Baden (BBC), mainly in charge of the installation of the electrical equipment;
- Sulzer Brothers in Winterthur, in charge of the diesel engine. / Sources: https://www.railnet.ro/viewtopic.php?f=119&t=4097, https://www.derbysulzers.com/cfr2100.html

Traduction automatique. Texte original en: EN - afficher l'original The contract is signed in April 1956 and included:
- the purchase of 6x diesel electric locomotives and the necessary parts (ten diesel engines and the complete electrical equipment) to build another 10x units in Romania for 6.9 M$;
- a licence to manufacture this type of diesel-electric locomotive in Romania;
- the transfer of technology and equipment necessary for the production of 40x diesel-electric locomotives for 1,2 M$. / Sources: https://railnetromania.blogspot.com/2013/11/Locomotiva-Diesel-electrica-060-DA-2100-CP.html, https://www.railnet.ro/viewtopic.php?f=119&t=4097

Les premières locomotives 6x de la série ont vu le jour en 1959 dans les ateliers des Ateliers de locomotives et de machines suisses (SLM) à Winterthur. À l'époque, le constructeur de locomotives fabriquait également les locomotives électriques Ae 6/6 pour les Chemins de fer fédéraux suisses (SBB) et il existe des similitudes dans la conception, notamment en ce qui concerne la construction du bogie à trois essieux et la manière de supporter le carénage de la locomotive dessus. Les numéros de fabrication des locomotives 6x (4246 - 4251) se situent également juste au milieu de la série suisse, d'où vient le nom non officiel (d'usine) : Ae 6/6.

Initialement, les locomotives sont équipées d'un contrôle de traction multiple, ce qui permettait de conduire deux locomotives ou plus depuis une seule position de conduite.

Considérées principalement comme des locomotives pour trains de marchandises, elles ne sont pas pourvues d'installations de chauffage de train, ce qui a déterminé l'utilisation par les Chemins de fer d'État roumains (CFR) de wagons WIT et même de locomotives à vapeur remorquées pour chauffer les trains de passagers !



Avant d'être livrées en Roumanie, toutes les locomotives 6x subissent des essais d'acceptation sur le réseau ferroviaire suisse de mai à octobre 1959, principalement sur la ligne de Winterthur à St Gall ou Romanshorn.

La première locomotive a également effectué un voyage le long de la rive nord de la ligne du Gotthard jusqu'à Goschenen. Cela a impliqué une montée de 600 mètres sur 28,6 km. Avec un train de fret de 66 essieux totalisant 550 tonnes, la locomotive a pu atteindre 22 km/h en 3 minutes. Lors d'un autre test, un train de fret de 94 essieux pesant 1066 tonnes a été tracté par une locomotive sur la ligne de 55 km de Winterthur à Romanshorn. En pleine puissance, 60 km/h ont été maintenus sur des pentes légères près de Weinfelden. Au retour, avec l'ensemble du train arrêté sur la pente dominante de 1 sur 83, une vitesse de 30 km/h a été atteinte après trois minutes.

Deux locomotives, couplées en traction multiple, ont été testées sur la ligne de Romanshorn avec une charge remorquée de 1 227 tonnes. Avec un moteur éteint, le train a été redémarré sur une pente de 1 sur 200, accélérant à 40 km/h en trois minutes. Les performances enregistrées lors des tests étaient égales ou meilleures que les calculs théoriques établis pour ces nouvelles locomotives.  

Traduction automatique. Texte original en: EN - afficher l'original The first 6x locomotives of the series saw the light of day in 1959 in the workshops of the Swiss Locomotive and Machine Works (SLM) in Winterhur. At the time, the locomotive manufacturer was also building the Ae 6/6 electric locomotives for the Swiss Federal Railways (SBB) and there are similarities in design, especially regarding the construction of the three-axle bogie and the way of supporting the locomotive casing on it. The manufacturing numbers of the 6x locomotives (4246 - 4251) are also located right in the middle of the Swiss series, whence comes the unofficial (factory) name: Ae 6/6.

Initially, the locomotives are equipped with multiple traction control, which allowed the driving of two or more locomotives from a single driving position.

Being considered mainly locomotives for freight trains, they are not provided with train heating installations, which determined the use by the Romanian State Railways (CFR) of WIT wagons and even towed steam locomotives for heating passenger trains!



Before beeing delivered to Romania, all 6x locomotives undergo acceptance trials on the Swiss railways network from May to October 1959, mainly on 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 600 meters over 28.6 km. With a 66 axle freight totaling 550 tons, the locomotive was able to reach 22 km/h in 3 minutes. During another test, a 94 axle 1066 tons freight train was pulled by one locomotive over the 55 km route from Winterthur to Romanshorn. Under full power, 60 km/h were 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 30 km/h was reached after three minutes.

Two locomotives, coupled in multiple traction, were tested 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 40 km/h within three minutes. The performances registered during testing were equal to or better than the paper calculations established for these new locomotives. / Sources: https://www.railnet.ro/viewtopic.php?f=119&t=4097, https://www.derbysulzers.com/cfr2100.html, https://railnetromania.blogspot.com/2013/11/Locomotiva-Diesel-electrica-060-DA-2100-CP.html

Traduction automatique. Texte original en: EN - afficher l'original The first 6x units are registered 060-DA-001 to 060-DA-006.

The following 10x units, registered 060-DA-007 to 060-DA-016 are built using the equipment provided from 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 trains. Because of the excellent 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.

With the CFR fleet of 060 DA locomotives just exceeding 1,400 when the last one was built, there were bound to be changes within such a large fleet. The maximum speed of the locomotive was 100 km/h but full power was only available to about 80 km/h, beyond this the useful power of the locomotive diminished. At Electroputere the traction motors were modified to allow the full power range for speeds of almost 100 km/h.

Other locomotives had their maximum speed increased to 120km/h by modifying the traction motor gear ratios (these locomotives were classified 060 DA1). / Sources: https://railnetromania.blogspot.com/2013/11/Locomotiva-Diesel-electrica-060-DA-2100-CP.html

Traduction automatique. Texte original en: EN - afficher l'original 2x 060-DA locomotives are sent for trials to Poland in 1963.

One year later, during the Poznan International Fair in Poland, a contract is negotiated for the delivery of 30x units in 1965, registered as ST43 by PKP. Many more will follow.

Afin de rembourser un prêt chinois, les autorités roumaines ont commencé à exporter des locomotives diesel 060-DA vers la Chine en 1972.

Les locomotives exportées vers la Chine sont désignées sous le nom de ND2, où "N" représente les locomotives à combustion interne, "D" représente la transmission électrique, et "2" représente le deuxième modèle de locomotive à combustion interne importé. Ce lot de locomotives est constitué de locomotives de passagers basées sur les locomotives 060 DA et améliorées selon les exigences d'utilisation des chemins de fer chinois. Les principaux changements incluent le remplacement de la porte de cabine unilatérale d'origine de la locomotive 060 DA par une porte bilatérale, et le déplacement de la console du conducteur de droite à gauche pour se conformer aux spécifications d'utilisation de la Locomotive des Chemins de fer de Chine. De plus, le design avant de la locomotive a été amélioré. L'avant de la cabine a été modifié, passant d'un plan à un angle légèrement incliné sur la partie supérieure et la partie inférieure inclinée vers l'intérieur. Forme de tête émoussée.

Le premier lot de locomotives ND2 est arrivé en Chine en 1972. D'abord, elles appartenaient au Dépôt de Locomotives de Changsha du Bureau Ferroviaire de Guangzhou et au Dépôt de Locomotives de Shanghai du Bureau Ferroviaire de Shanghai, et ont été mises en service sur les trains de passagers des chemins de fer Beijing-Shanghai, Beijing-Guangzhou et Zhejiang-Jiangxi. La même année, l'Institut des Sciences Ferroviaires du Ministère des Chemins de fer a collaboré avec le Bureau Ferroviaire de Shanghai pour effectuer des tests d'acceptation sur les locomotives ND2 importées. Les locomotives de test étaient 060-dc-0001 et 060-dc-0002, et le test a été effectué sur le chemin de fer circulaire de Pékin selon la puissance de calibration du moteur diesel (2 300 chevaux). En raison des bonnes performances des locomotives ND2 en service et de la capacité de production insuffisante des locomotives diesel en Chine à l'époque, le Ministère des Chemins de fer a commandé davantage de locomotives ND2 en Roumanie. Entre 1972 et 1987, la société roumaine Craiova a produit un total de 284 locomotives diesel ND2 pour la Chine, dont les 50 premières ont été fournies à la Chine dans le cadre d'un échange "dette contre dette", et le reste a été acheté par la Chine en Roumanie. Les sections de locomotives principales assignées sont le Dépôt de Locomotives de Changsha du Bureau Ferroviaire de Guangzhou (Section du Chef de Bureau Guangbo, renommée plus tard Section Longue du Chemin de fer de Guangzhou), le Bureau Ferroviaire de Guangzhou (Section Guangdaoguang), la Section de Locomotives de Haikou du Groupe Ferroviaire de Guangzhou (Section Hai de Guangzhou), le Bureau Ferroviaire de Shanghai (Section de Locomotives de Nanjing), le Dépôt de Locomotives de Nanchang du Bureau Ferroviaire de Shanghai (Section Shangchang), la Section de Locomotives de Hefei du Bureau Ferroviaire de Shanghai (Section Hehe de Shanghai), la Section de Locomotives de Jinhua du Bureau Ferroviaire de Shanghai (Section Jin de Shanghai), la Section de Locomotives de Shanghai du Bureau Ferroviaire de Shanghai (Section de Shanghai), et la Section de Locomotives de Nanchang du Bureau Ferroviaire de Nanchang (Section Sud).

Lors de l'introduction des locomotives ND2, un litige a eu lieu concernant le fret international. Les 23 et 24 avril 1986, le 65ème navire de charge Datian de la Tianjin Ocean Transportation Company (aujourd'hui COSCO Bulk Transportation Co., Ltd.) était chargé de transporter 15 locomotives diesel ND2 commandées par la China Machinery Import and Export Corporation en provenance de Roumanie et a quitté le port de Constanţa, Roumanie, à destination du port de Shanghai. Cinq d'entre elles étaient chargées dans le troisième compartiment de charge, les 10 autres étaient installées dans la cabine au sol du deuxième compartiment de charge, et la deuxième locomotive était chargée de fines plaques d'acier et d'urée en sacs. Pendant le voyage, en raison de la distribution irrationnelle de l'urée, l'effondrement du deuxième pont du deuxième compartiment de charge s'est produit. Après la fusion de l'urée, une grande quantité d'ammoniac a été produite, provoquant la corrosion à divers degrés de 10 locomotives au fond du compartiment de charge. Les 10 locomotives devaient être réparées avant de pouvoir être utilisées, et le coût de réparation a dépassé 1,29 million de yuans. L'accident a conduit à un litige entre l'assureur de fret (la branche de Shanghai de la China People's Insurance Company) et le transporteur (China Ocean Shipping Company) et a été porté devant le tribunal concernant l'unité de calcul de la limitation des dommages.

En 2004, Grupul Feroviar Roman, la plus grande entreprise ferroviaire privée de Roumanie, a racheté 20 locomotives ND2 au Bureau Ferroviaire de Shanghai, y compris celles provenant du Dépôt de Locomotives de Shanghai, du Dépôt de Locomotives de Hangzhou et du Dépôt de Locomotives de Nanjing. Les locomotives ont été expédiées en Roumanie depuis le port de Shanghai la même année. Après leur retour en Roumanie, les locomotives ont été rénovées par la société roumaine EUROEST à Constanţa, et des équipements de contrôle et de diagnostic par micro-ordinateur ont été installés, et elles ont été remises en service. Selon les spécifications ferroviaires roumaines, les locomotives ont été renommées Classe 60-1501-0-60-1520-0 ; ces locomotives de Classe 60 rénovées conservent encore les caractéristiques des locomotives ND2 des Chemins de fer de Chine, y compris les portes de cabine bilatérales et la cabine à forme émoussée, ce qui les rend facilement identifiables parmi de nombreuses locomotives de Classe 60.  

Traduction automatique. Texte original en: EN - afficher l'original In order to repay a Chinese loan, Romanian authorities began to export 060-DA diesel locomotives to China in 1972.

Locomotives exported to China are designated as ND2, of which "N" stands for internal combustion locomotives, "D" stands for electric transmission, and "2" stands for the second imported internal combustion locomotive model. This batch of locomotives are passenger locomotives based on 060 DA locomotives and improved according to the requirements of the use of Chinese railways. The main changes include changing the original one-sided cab door of the 060 DA locomotive to a double-sided door, moving the driver's console from right to the left to comply with the usage specifications of China Railway Locomotive. In addition, the front design of the locomotive has been improved. The front of the cab has been changed from the plane to a slightly inclined angle on the upper part and the lower part is tilted to the inside. Blunt head shape.

The first batch of ND2 locomotives arrived in China in 1972. First, they belonged to the Changsha Locomotive Depot of the Guangzhou Railway Bureau and the Shanghai Locomotive Depot of the Shanghai Railway Bureau, and were put into the Beijing-Shanghai Railway, Beijing-Guangzhou Railway and Zhejiang-Jiangxi Railway towed passenger trains. In the same year, the Institute of Railway Science of the Ministry of Railways cooperated with the Shanghai Railway Bureau to carry out the imported ND2 locomotives. Acceptance tests were carried out. The test locomotives were 060-dc-0001 and 060-dc-0002, and the test was carried out at the Beijing Ring Railway according to the diesel engine calibration power (2,300 horsepower). Due to the good performance of ND2 locomotives in use and the insufficient production capacity of diesel locomotives in China at that time, the Ministry of Railways ordered more ND2 locomotives from Romania. Between 1972 and 1987, the Romanian company Craiova produced a total of 284 ND2 diesel locomotives for China, of which the first 50 were provided to China as "debt-for-debt", and the rest were purchased by China from Romania. The main assigned locomotive sections are the Changsha Locomotive Depot of Guangzhou Railway Bureau (Guangbo Bureau Chief Section, later renamed Guangzhou Railway Long Section), Guangzhou Railway Bureau Guangzhou Railway Bureau Guangzhou Railway Bureau (Guangzhou Bureau Guangdaoguang Section), Guangzhou Railway Group Company Haikou Locomotive Section (Guangzhou Railway Hai Section), Shanghai Railway Bureau Shanghai Railway Bureau Shanghai Railway Bureau Shanghai Railway Bureau Nanjing Locomotive Section (Shanghai) Section), Nanchang Locomotive Depot of Shanghai Railway Bureau (Shangchang Section), Hefei Locomotive Section of Shanghai Railway Bureau (Shanghai Bureau Hehe Section), Jinhua Locomotive Section of Shanghai Railway Bureau (Shanghai Bureau Jin Section), Shanghai Locomotive Section of Shanghai Railway Bureau (Shanghai Section), Nanchang Locomotive Section of Nanchang Railway Bureau (Southern Section).

During the introduction of ND2 locomotives, there was a dispute over the international freight. On April 23 and 24, 1986, the 65th cargo ship Datian of Tianjin Ocean Transportation Company (now COSCO Bulk Transportation Co., Ltd.) was responsible for carrying 15 ND2 diesel locomotives ordered by China Machinery Import and Export Corporation from Romania and departed from the port of Constanţa, Romania. To Shanghai Port. Five of them were loaded in the third cargo compartment, the other 10 were installed in the ground cabin of the second cargo compartment, and the second locomotive was loaded with thin steel plates and bagged urea. During the voyage, due to the unreasonable distribution of urea, the collapse of the second deck of the second cargo compartment occurred. After the melting of urea, a large amount of ammonia was produced, causing 10 locomotives at the bottom of the cargo compartment to be corroded to varying degrees. All 10 locomotives need to be repaired before they can be used, and the repair cost exceeded 1.29 million yuan. The accident led to a dispute between the cargo insurer (Shanghai Branch of the People's Insurance Company of China) and the carrier (China Ocean Shipping Company) and appealed to the court about the unit of calculation of the damage limitation.

In 2004, Grupul Feroviar Roman, Romania's largest private railway company, bought back 20 ND2 locomotives from the Shanghai Railway Bureau, including those from Shanghai Locomotive Depot, Hangzhou Locomotive Depot and Nanjing Locomotive Depot. The car was shipped to Romania at the port of Shanghai in the same year. After returning to Romania, the locomotives were renovated by the Romanian company EUROEST in Constanţa, and microcomputer control and diagnostic equipment were installed, and re-entered in service. According to the Romanian railway specifications, the locomotives were renamed Class 60-1501-0-60-1520-0; these renovated Class 60 locomotives still retain the characteristics of China Railway ND2 locomotives, including double-sided cab doors and blunt-shaped cab, so it is easy to It can be identified from many Class 60 locomotives. / Sources: https://zh.wikipedia.org/wiki/ND2型内燃机车

Traduction automatique. Texte original en: EN - afficher l'original In 1975, the Romanian State Railways (CFR) introduce a new numbering system according to UIC standards at the time. The new registration numbers format for these locomotives changes from 060-DA-XXX to 60-XXXX-Y. / Sources: http://www.railnet.ro/viewtopic.php?f=79&t=111&start=100

Traduction automatique. Texte original en: EN - afficher l'original In 1981, the last unit, registered 60-1407-0, is delivered to the Romanian State Railways (CFR) and is allocated to the Satu Mare depot.

In total, over 2404x units are built, including many for various private industries within Romania, and those for the state railways of Poland, Bulgaria & China.

NB: for the locomotives built for Romania, the numbering started at 060-DA-001 for every new customer, this is why there are multiple locomotives registered 060-DA-001.

Traduction automatique. Texte original en: EN - afficher l'original Unit 060-DA-001 is retired from Cluj depot in 1994, but because of its historic nature it is restored for museum display.

Traduction automatique. Texte original en: EN - afficher l'original Between 1999 and 2000, 26x units are sold to KEG where they are registered KEG 2101 - 2106.