Jump to content
 

NGT6 1315

RMweb Premium
 View Profile  See their activity

  • Posts

    1,073

  • Joined

  • Last visited

  • Days Won

    13

 Content Type 

Blog Entries posted by NGT6 1315

  1. NGT6 1315
    Morning all!
     
    Followers of the Continental modelling scene may have registered that a few months ago, Roco has begun releasing a series of re-tooled Deutsche Bundesbahn class 103 electrics, adding several much-wanted enhancements to this model which had first been offered in 1977. It might not be surprising that when I was able to obtain one as a real bargain recently, I could not resist. Therefore, today's focus will be on what I assume most railfans will agree on being the? signature Deutsche Bundesbahn electric locomotive, and possibly the pinnacle of conventional single-phase AC locomotive development.
     
    The 103's history can be traced back into the early 1950s when Deutsche Bundesbahn were rebuilding the German rail network and working towards restoring express passenger services which had already reached a high level of sophistication before 1939.
     
    In these early years, pre-war electrics such as the class E 18 1'Do1' locomotives were used for top-tier „D“ (Durchgangszug) and „F“ (Fernschnellzug) passenger services, as were the four class E 19 locomotives which had been a more powerful evolution from the E 18. Of course, the latest express steam locos like the class 01 and 01.10 4-6-2s as well as the emerging generation of diesel-hydraulics like the V 200 type also took their share in express passenger traffic as electrification was by far not as widely spread as it is today.
    Yet even then, plans were made to increase top speeds beyond the 160 kph which had been the de-facto maximum at the time. One suggestion discussed in this context had been putting the E 19 back in production, as this class had been approved for 180 kph originally. However, they also had proven to be unable to meet the 1,000 metre baseline braking distance mandated by German railway construction and operating rules from that speed, meaning a more advanced design was a definite must. One of these was a concept called E 01 at the time, describing a twelve-wheel locomotive with a top speed of 180 kph and a power output of 5,000 kW, which but was not pursued any further and therefore not elaborated in great detail initially.
     
    In the early 1960s, the newly built class E 10 and E 10.12 Bo'Bo' locomotives began taking over national and international express services, including the prestigious TEE services. At the same time, Deutsche Bundesbahn began reconsidering the E 01 concept, modifying it such that it mandated a top speed of 200 kph and an axle load of 18 tonnes. Following a formal request for proposals, Krupp and AEG presented plans for (1Bo)(Bo1) and (A1A)(A1A) configured locos with four 1,250 kW traction motors, while Henschel proposed a Co'Co' configured design which was eventually chosen as the basis for the new locomotive. The Siemens-Schuckert Works were contracted to develop the electrical equipment.
     
    Several components for the new locomotives which had been designated class E 03 in the meantime were subsequently tested on locomotives E 10 299 and 300 - the former being fitted with a Henschel-designed quill drive, the latter with a differently designed quill drive from SSW. A series of test runs was subsequently carried out between Bamberg and Forchheim in order to gather additional data on OHLE, permanent way, suspension and drivetrain design for high speeds. However, as the two modified E 10s could not provide any conclusive data as to which of the two quill drives was actually better, two of the four E 03 prototypes each were ordered with either drive. Later tests with these prototypes would then result in the SSW drive being picked for the production E 03s.
     
    The first E 03 to be completed was E 03 002 which was handed to the Bundesbahn on 11 February 1965 at the Henschel works in Kassel, which are now a Bombardier plant. However, it was fitted with E 03 001's number plates for publicity reasons. The real E 03 001 was completed in March, with E 03 003 and 004 following till June. All four locomotives were presented at the June 1965 International Transport Fair (Internationale Verkehrsausstellung, IVA) in Munich, there being referred to not as mere express locomotives, but rather as „high speed locomotives“ - which is how I personally would translate the German terms „Schnellzuglokomotive“ and „Schnellfahrlokomotive“ in this context. During the fair, two of the four locos were always in operation, having been diagrammed onto demonstration services between Munich and Augsburg. These special workings had the reporting numbers D 10/D 11 and D 12/D 13 respectively and operated at 200 kph following a special permit by the Ministry of Transport. E 03 003 remained a static exhibit as her traction motors had been removed to serve as spares, and the third locomotive was held on standby as a backup. The reason for this was that the traction motors in particular had not been fully tested yet and required a large amount of care during that early stage. However, a total number of 347 200 kph runs could be successfully completed during the Transport Fair, proving that such speeds were indeed viable in everyday operation.
     
    After the fair the four E 03 prototypes were put in scheduled service on trains outbound from Munich, including several services to Stuttgart which had to travel across the Geislinger Steige with its 2.25% gradient. These revealed the locos to quickly overheat, requiring modifications to the engine room ventilation pattern. From the winter of 1974, the E 03 prototypes – now having been redesignated 103 001 through 004 – were allocated to the Eidelstedt depot in Hamburg, then to work semi-fast express and occasional stopping services in northern Germany. In 1979 they were then relegated to departmental duties. In this role, they were based at Minden and Munich and assigned to empty stock services, LZB cab signalling monitoring and OHLE inspection duties, and also assisted in trials for new rolling stock. 103 003, then redesignated 750 002 to highlight its departmental role, took part in the trials for the new class 120 electrics as well as the ICE 1 power units, often serving as a load simulation locomotive owing to her powerful electrodynamic brake. The last E 03 prototype to have been retired was 750 001, originally known as 103 001, leaving revenue service in 1997.
     
    The production 103s were specified with even higher performance, being required to be able to haul a 480 tonnes train at 200 kph – as opposed to 300 tonnes for the prototypes – and 800 tonnes at 160 kph. To that end, both the transformer and traction motors were uprated, and engine room ventilation was improved with a second row of grilles on both body sides. The motors were designed with improved insulation and collectors. Beginning with 103 216, the body was lengthened by a total of 70 cm (27.5 in), so as to provide more spacious cabs for additional driver comfort. 103 109 was the first production locomotive to be delivered, having been handed over on 27 May 1970 and accepted on 8 September that same year. In fact, all 103s were given both a preliminary and a final certificate of acceptance, so as to be able to carry out any necessary last minute fixes on manufacturer's expense. The last loco to be accepted by Deutsche Bundesbahn was 103 245 which was handed over on 11 July 1974.
    Over the delivery period and in subsequent years, the 103s were given several major and minor improvements, such as improved wheelset suspension, rotational dampers and new SBS 65 type pantographs.
    Even from today's perspective and with three-phase AC electrics having taken her place in regular service, the 103 offers outstanding performance, with a power/weight ratio of 15.6 kilogrammes (34.4 lbs) per kilowatt, continuous power output of 7,440 kW and short-term maximum output of 10,400 kW – the latter having but been limited to 9,000 kW in later years to reduce thermal load.
     
    In addition, the 103 featured two selectable transformer output settings. On the “High” setting, the transformer provided a maximum output voltage of 612 V instead of 501 V up to a speed of 140 kph. With this setting enabled, the 103 provided a short-time peak output of 12,000 kW. However, this switch was disabled in later years to avoid overheating, much to the dismay of many drivers who had come to appreciate the extra power with the longer and heavier 1st and 2nd class IC sets introduced in 1979. Originally, German InterCity services had been all-1st class, and much shorter. The transformer switch was informally known as „Reheat“, „Hamburg Hammer“ or quite simply „Booster“.
     
    The loco's initial tractive effort up to a speed of 120 kph (or 140 when the transformer output selector was still active) is 312 kN, and it had no problems pulling 400 tonnes at 200 kph on even track, or 300 tonnes on a 0.5% gradient. After the introduction of 1st and 2nd class IC services it frequently pulled 600 tonnes at 200 kph, which of course contributed to the locomotives suffering from increased wear and subsequent malfunctions. Disabling the “Reheat” switch did improve the overall reliability of the class and thus timetable stability, as this measure also reduced the numbers of failed traction motors. The problem with this kind of failure was not only the lack of about 17% of total tractive effort per disabled motor, but also the requirement of completely disabling the dynamic brake for the bogie with failed traction motors. This meant reducing the loco's total dynamic braking effort by half, which could lead to either reduced top speeds or to longer deceleration. In the event that both bogies should have at least one failed motor, the dynamic brake would be unavailable entirely.
     
    The loco's body and frame are fully welded, the frame carrying the complete electrical equipment and being set on top of the six-wheel bogies. The body consists of the two welded steel cab sections and three non-carrying aluminium hoods over the locomotive room, the latter of which can be removed separately to facilitate access to and maintenance of on-board equipment. This layout was also chosen for the class 151 freight locos as well as the class 181.2 dual system locos which were introduced in the early 1970s.
    The aerodynamic shape of the cab sections resulted in the cabs being somewhat cramped inside, which was why the last 29 locomotives were built with larger cabs, extended by 35 cm (13.75 in) each. In addition, the cabs were outfitted with air conditioning units as the traction motors immediately below them radiated a large amount of heat. However, follow-up research in later years showed that while the 103's unique and undeniably attractive shape did offer good aerodynamical properties for the head of the train, the rounded cab fronts actually produced excessive drag when the locomotive was coupled to a train, as the gap between the locomotive and the first coach resulted in the formation of significant turbulence. Reducing this drag thus was one of the criteria applied to later locomotives such as the class 101 electrics which were introduced in the second half of the 1990s, resulting in the vertically cambered cab fronts seen on these as well as several related types of locomotives.
     
    The bogies feature central wheelsets with eight millimetres of lateral displacement, with the axleboxes being supported by rubber-suspended levers, helical springs and hydraulic shock absorbers. All locomotives from 103 216 onwards were also fitted with rotational dampers at the factory, which were eventually refitted to earlier 103s as well. The traction motors are suspended from the bogie frames, and traction bars serve for force transmission.
    The 103’s electrical components are built around the transformer, which is oil-cooled and provides a 6,250 kVA traction output. The high-tension, thyristor-assisted tap changer has 40 power notches, and aside from its standard pre-selection operating mode can also function in an emergency impulse controller mode.
    The single-phase AC type WB 368/17f traction motors have twelve poles, forced ventilation and a maximum speed of 1,525 rpm, weighing 3.5 tonnes each and providing a continuous power output of 1,240 kW.
     
    As previously mentioned, the motors can also operate in dynamic braking mode. This brake is self-excited and thus independent of overhead tension. The dynamic brake is rheostatic and has two cooling towers with braking rheostats. The electrodynamic brake has a maximum power of 9,800 kW and a continuous rated power of 4,800 kW, with a maximum braking effort of 180 kN from 200 to 40 kph. Additionally, the 103 has a graduated, indirect pneumatic brake with tread brakes on all wheels. It is blended with the electric brake and also comprises direct shunting brake control. The locos are fitted for ECP and emergency brake override.
    On the roof, two cutoff switches, an air blast circuit breaker and voltage sensing device are provided, as well as two pantographs. The latter in particular were an important item for this class, due to the high speed the locomotive was meant to achieve. Originally, the 103s were fitted with DBS 54a type diamond pantographs with Wanisch heads, which but proved to be very prone to tangling with the overhead wires at high speeds and often caused extensive OHLE damage. From 1976, the 103s were thus refitted with SBS 65 single arm pans, many of which were actually “borrowed“ from newly produced class 111 locomotives. These were then outfitted with DBS 54a pans – though with standard Dotzler heads – in exchange, as these locos had a top speed of 150 kph initially and were uprated to 160 kph in later years, which was still well within limits for the DBS 54a type.
     
    For safety equipment, the 103 has a combined LZB/PZB cab signalling and train protection suite as well as an alerter. This class was one of the few initially fitted with an early LZB type developed by Siemens and designated LZB 100, which but was later replaced by the microprocessor-controlled LZB/I 80.
     
    The 103 also proved to be well suited for various kinds of departmental purposes, which is why several locos were treated to various experimental modifications over the years. The first notable trials involving a production 103 took place in the early 1970s when 103 118 was fitted with modified gearboxes and cleared for a top speed of 265 kph. She actually set a new speed record on 12 September 1973, recording 252.9 kph between Gütersloh and Neubeckum on the Hamm-Minden Railway which had been declared a preferred test route by Deutsche Bundesbahn earlier that year. On the same line, 103 003 pushed the limit to 283 kph on 14 June 1985, becoming Germany's fastest loco until her record was broken by the class 127 “Eurosprinter” prototype on 6 August 1993, which reset it at 310 kph.
    Beginning in July 1986, locomotives 103 001, 003, 004, 107 and 154 were assigned to trials and measuring services in preparation for the opening of the Hanover-Würzburg high speed line. Between 15 July and 8 August they conducted certification trials between Burgsinn and the Hohe Wart crossover at speeds up to 280 kph, and subsequently proceeded to test new high speed pantographs together with 120 001. The remainder of the campaign on the Hanover-Würzburg HSL was then spent with gathering aerodynamic data for future high speed rolling stock designs. In 1988, 103 003 was refitted with her original gearboxes for 200 kph.
    In 1989, 103 222 was fitted with the bogies originally used on 103 118. The locomotive was subsequently given an extended certification for 280 kph and redesignated as 750. She had her original number restored in May 2005, but retains her modified bogies and 280 kph top speed.
     
    The 103 had been designed with premium passenger express services in mind, and initially worked many of the then all-1st class InterCity trains which were first introduced in 1971, as well as the even more luxurious Trans Europ Express trains from 1972 onwards. They could also be seen working fast overnight mail trains. In addition, they worked a handful of semi-fast and stopping services and even a few freight trains, although freight trains were not really what the locomotive was designed for. In July 1972, locomotive 103 157 recorded a one-month mileage of 50,251 kilometres, with the monthly average amounting to between 35,000 and 42,000 kilometres.
    Almost all trains worked by 103s during the early years were reasonably short and light, leaving the locomotives with sufficient power reserves. This, however, changed when the InterCity concept was changed in 1979 to include 2nd class coaches as well, resulting in significantly longer and heavier trains with eleven or more coaches which placed considerable strain even on an locomotive as powerful as the 103.
     
    In the meantime, 103 106 had been lost in the Rheinweiler accident of 21 July 1971, which was caused by a malfunction of the AFB speed control device. Having been under LZB control on this section of the line, the locomotive had automatically accelerated to 140 rather than the mandated 120 kph, making it impossible for the driver to manually slow down to the 70 kph limit just north of Rheinweiler in time and resulting in the locomotive derailing and taking her train down the embankment. 24 persons were killed and approximately 130 were injured in the incident.
     
    Eventually, the heavier two-class IC services began to take their toll on the 103, though those trains which were not timetabled for 200 kph were reassigned to class 110, 111 and 112 locomotives. The average daily mileage for the 103 amounted to 1,400 kilometres by 1985. In 1988, the first new class 120 locos entered service, beginning to take over some services from the 103. The 120 offered the advantage of having pressure-strengthened cabs which had been declared mandatory for the newly built German HSLs. By that time, up to 30% of the 103 fleet was out of service for maintenance at any time, indicating the severity of the strain having been placed on the locomotives over the preceding years. In 1991, the new ICE services were first introduced, beginning to replace a considerable number of what had been IC services originally. On the other hand, many 103s did find new work after German reunification, beginning to serve the newly established eastern states where no ICE services were available yet. Also in 1991, 103 101 was repainted in a white and yellow Lufthansa style livery as she was assigned to working the Lufthansa Airport Express service between Frankfurt Airport and Cologne, Bonn, Koblenz, Nuremberg, Würzburg and Aschaffenburg along with a number of similarly repainted 111s. These trains were interesting in actually being given Lufthansa flight numbers in addition to their train reporting numbers. This concept lives on in today's AIRail system, where certain ICE services have taken over this role and appear as “flights” in Lufthansa's booking system. On these trains, parts of the seating are always reserved for Lufthansa passengers and unavailable for railway ticket holders.
     
    The condition of a growing number of 103s continued to deteriorate in the early 1990s, expanding to such serious things as cracked bogie frames. The situation was compounded by Deutsche Bundesbahn's decision to stretch maintenance cycles even further as a cost-cutting measure, leading to locomotives being kept in service until they were, in fact, disabled by a major malfunction. Several 103s were even limited to 160 kph due to worsening riding characteristics, and the AFB speed control device was eventually disabled on all locomotives as it was found the frequent occurrence of the tap changer switching back and forth between any two notches in order to maintain a selected speed often led to tap changer failures.
    Realising the 103 was on a downward slope, newly created Deutsche Bahn eventually chose to procure the new class 101 electrics. Thus the 103 was frequently relegated to working InterRegio and semi-fast express services during her last years in service. The locos also occasionally worked regional trains, but the lack of push-pull controls meant their utility in this role was limited. Also, the higher number of stops and associated braking and accelerating phases did not do them any good either.
     
    In the wake of the ICE disaster at Eschede on 3 June 1998 the 103 fleet was again called upon to handle a large number of replacement IC services as all ICE 1 sets were taken out of service and underwent extensive checks. Also, they handled a significant portion of the extra services put into circulation on the occasion of the EXPO 2000 world fair in Hanover.
    These allocations turned out to be the last hurray for the 103, and only a few locomotives remained in the DB inventory by 2003. They were most frequently used for ECS workings and charters in their final period of revenue service. 103 184 was the last such locomotive to work a scheduled IC service in August 2003, much to the disappointment of many railfans.
    At the time of writing, 103 113, 184, 235 and 245 are still part of Deutsche Bahn’s active inventory, while 103 132 is currently inactive and used as a spares donor. A few years ago, 103 184 had been outfitted with a 1,450 mm head on Pantograph 1, enabling the locomotive to operate in Switzerland where it could be seen working charters. As the 103 is not equipped with any Swiss train protection systems, these workings required the presence of a Swiss driver for route knowledge and observation.
    103 222 had long been assigned to the DB Research and Technology Centre at Minden and used for permanent way inspection and measuring services, but has been sold to Railadventure recently and is expected to be given a new revision soon. In this role, it was replaced by 182 506, which Deutsche Bahn had procured from the MRCE Dispolok locomotive fleet.
    103 113 re-entered service after a full revision was made in 2011, and along with 103 235 is at present diagrammed onto the pair of IC 118 and 119 (Stuttgart – Münster and back), and onto IC 2099 (Frankfurt – Stuttgart) and 2316 (Stuttgart-Wiesbaden). 103 245 can be most frequently seen on the pair of IC 2201/2301 and 2206 between Nuremberg and Munich.
    Between August 2010 and December 2012, 103 184 worked the pairs of IC 1806 and 1817 (Cologne – Hamburg-Altona) and IC 2410 and 2417 (Cologne – Flensburg), which as part of the 175th anniversary of German railways were formed of preserved IC stock in 1979 condition.
    As 103 235’s revision is about to expire, plans are being discussed for reactivating 103 220. This locomotive is currently stored at Deutsche Bahn’s museum at Koblenz, and has retained the colourful “Tourism Train” livery.
    In addition, 103 226 is in operational condition and on loan to the “Lokomotiv-Club 103“ association. However, it is not allowed to work any trains according to its lease contract. Aside from these, E 03 001, 103 002, 004, 101, 136, 167, 197 and 224 have been preserved in various conditions.
     
    Technical specifications
     
    Length, width and height – 19.50 or 20.20 m, 3.09 m, 4.49 m/64 or 66.3 ft, 10.1 ft, 14.7 ft
    Service weight – 116 t/114.1 long tons
     
    Bogie wheelbase – 2x 2.25 m/7.4 ft
    Wheel diameter – 1.25 m/49.2 in
    Minimum curve radius – 140 m/4.6 chains
     
    Short-term maximum power output – 10,400 kW or 9,000 kW/13,946 or 12,069 hp
    One-hour power output – 7,780 kW/10,433 hp at 181 kph/112 mph
    Continuous power output – 7,440 kW/9,977 hp at 191 kph/119 mph
     
    Maximum speed – 200 kph/125 mph
    Maximum tractive effort – 312 kN
    Power/weight ratio – 64.14 kW/tonne
     
     
     
    The model
     
    Roco's 103 is one of their longest-running models, with the first variants having been released in 1977 originally. While the model had seen a couple of interim upgrades during the last 37 years, modellers long waited in vain for a model representing the 103 as she appeared from about the late 1970s as by that time, the locomotives had been amended with additional grab rails, tread plates and access ladders on their cab faces.
     
    By the turn of 2013, Roco therefore announced another re-tooling to address these issues exactly. Furthermore, the new 103 variants announced for release during 2014 were promised to feature various photo-etched detailing parts such as rooftop grilles, windscreen wipers, and chromed headlight rims, as well as fine scale wheelsets and coupler extension mechanisms. The following variants were announced, or indeed released by now – second references where indicated being DCC sound fitted:

    72306/72307 – 103 225 (long cab), TEE livery with grey solebar and buffer fairings
    72308/72309 – 103 220 (long cab), "Tourism Train" livery
    72311 – 103 200 (short cab), TEE livery with grey solebar and buffer fairings, model outfitted with RF video camera
    72312 – 103 245 (long cab), TEE livery with grey solebar and buffer fairings, standard DCC sound
    72313/72314 – 103 113 (short cab), TEE livery with red solebar


     
    May I introduce you to a stunning blonde? Actually, many German railfans do refer to the TEE liveried 103s as such, so go figure…
     
    This model represents 103 113 as she appears following her reactivation, and is therefore lettered with the last revision dating from 11 May, 2012, and carried out at the Dessau workshops – abbreviated "LDX". However, I suppose modellers could easily backdate the model's lettering to Epoch IV as the livery itself would be the same. 103 113 was built by Henschel in 1970 with works number 31431.
     
    Needless to say, I did treat the model to a few improvements of my own, which I'll be calling out along with the next photos.
     
     

     
    As they corroded easily and were quickly damaged especially by falling pieces of ice in winter, the frontside skirts were removed during the early 1980s. Similarly, the buffer fairings were also removed from the majority of the 103s by the end of the 20th century. You can also see how the body is split into three independently removable sections.
     
     
     
     

     
    On the Cab 2 end, the technical lettering comprises indications for the braking gear (KE-GPR-EmZ), zero speed door locking (TB 0), ECP brake equipment, revision date, ownership (DB Fernverkehr AG) and depot allocation – interestingly in the Deutsche Bundesbahn format as "BD (Bundesbahn Directorate) Frankfurt (M)", Bw Frankfurt (M) 1" – , service weight (116 t), and the braking weights table:
     
    R+E160232 t
    R+E 206 t
    P+E 156 t
    R 150 t
    P 100 t
    G 85 t
    Handbrake 2x 13 t
     
    Also note the ladder on the right hand buffer and the tread plate, as well as the grab rail on the cab face.
     
     
     

     
    As for my own mods: I touched up the wiper blade holders with aluminium paint and the brake pipe valve levers with red…
     
     
     
     

     
    …and the pantograph head ends with some light grey.
     
    Furthermore, I amended the busbar with my usual set of sectional wire connectors, also touching up the busbar attachment clamps and the circuit breaker casing with red, and the pantograph actuator rod bellows with black.
     
     
    And again, a handful of Youtube videos:
     
    http://www.youtube.com/watch?v=ph26xpcl1JI
     

     

     
    http://www.youtube.com/watch?v=kYKDYwoemrM
     
     
    Thanks for reading!
  2. NGT6 1315
    Evening all!
     
    On a photo round I went on today, I devoted some of the time to capturing a few examples of typical tram signals, which I'd also like to follow up with additional sets of examples at later dates as I get to gather them.
     
    But I won't let you jump in at the deep end and would thus like to first provide a few introductory paragraphs!
     
    German trams most commonly run under what could be called visual operating conditions, meaning that cars proceed on sight from one signal to the next, and that no train protection systems as would be present on railways are available. Such systems generally are installed only on grade-separated routes of various light rail networks throughout the country.
     
    That, of course, means drivers must generally observe regular traffic rules on street-bound routes, and trams must be outfitted with the same basic arrangement of headlights, brake lights and turn indicators as automobiles. Obviously, trams must, given their weight, also be outfitted with highly effective brakes to be able to operate safely under these conditions and in the middle of automobiles. This is why they are generally outfitted with magnetic track brakes to allow for very short emergency stopping distances.
     
    Generally, tram and other light rail systems are subject to the regulations laid out in what is colloquially called "BOStrab" in German, which is shorthand for "Bau- und Betriebsordnung für Straßenbahnen" and best translated as "Tram Construction and Operating Ordinance." This is a set of regulations completely separate from the "Eisenbahn-Bau- und Betriebsordnung" (Railway Construction and Operating Ordinance), abbreviated "EBO" and applicable to all "heavy rail" systems in Germany.
     
    Most commonly, rail vehicles comply to only EBO or only BOStrab but not both at the same time. Exceptions to that rule can be found, for example, on the suburban network in the Karlsruhe area or on the Saarbahn network, either of which constitutes a tram-train system. Basically, these tram-trains must therefore, among other parameters, meet railway crashworthiness and impact resistance norms, and be outfitted with wheelsets suitably profiled for both railway and tram track geometries.
     
    Now, as I indicated in the title, this little series of postings will also address other aspects of tram infrastructure where appropriate, which is why I might just begin with this photo...
     
     

     
    Paved-in track is generally built with grooved rails while grade-separated tracks can be built with either Vignoles or grooved rails. On paved-in routes, points therefore differ a bit from regular points, which I'll get back to in a few moments.
     
    In order to increase route capacity at intersections or other key locations, it is now quite common to provide what is commonly called "sorting points." Technically, these are, basically, very long points with the point blades being placed far ahead of the diverging track. Assuming two cars following each other but working different lines, this allows for either car to be properly routed in advance of passing an intersection in order to maximise throughput for each signal cycle.
     
    Taken at the Goerdelerring intersection here in Leipzig, the straight track proceeds into Jahnallee and is used by Lines 3, 4, 7 and 15, while the diverging track turns onto Pfaffendorfer Straße and is for Line 12. Similar sorting points, some even longer, also exist in other locations in the city but some can be photographed safely only aboard trams.
     
     
     
     

     
    While no sensible alternative to grooved rails exists for paved-in track, this type of rail does, technically, entail an increased risk of stones, snow, ice or other materials getting stuck in the grooves. On points in particular, this could result in derailments, so in order to counter this risk, the rail elements utilised for points are fabricated with much shallower grooves.
     
    As you can see in the above photo, also taken at Goerdelerring, this configuration is most prominently evident at the common crossings. Looking closely, you can also spot the stock rail grooves varying in depth in between the common crossings, where they are most shallow. This also means that effectively, the common crossings are flange bearing, so that the wheel flanges rather than the treads carry the car weight. I understand this also has the additional effect of extending the common crossings' lives.
     
    *************
     
    Changing the topic back to signalling, one remark which I think I should make up front is that while the Tram Construction and Operating Ordinance does outline a common framework of guidelines as to the purpose and appearance of tram signals which is valid throughout Germany, the Technical Supervision Authorities ("Technische Aufsichtsbehörden", TAB) in the individual states as well as the operating companies themselves are at liberty to request and implement adaptations to suit specific requirements posed by local conditions which the general BOStrab framework could not cover.
     
    Such individual adaptations which are specific for one particular tram system are outlined in local application guidelines usually designated "DFStrab", spelt out as "Dienstordnung für den Fahrbetrieb – Straßenbahn" and suitably translated as "Operational Tram Service Regulation."
     
     

     
    While, to my knowledge, tram signals outside of Germany tend to look fundamentally similar, I would like to explain them in a bit more detail in any case. This example of a multi-aspect, multi-route signalling cluster is, again, at the Goerdelerring intersection.
     
    Fundamentally, tram signals should be understood largely as pure route signals, as opposed to German railway signals which generally imply specific running speed information as well.
     
    These route signals are generally referred to as "F signals", spelt out as "Fahrsignale" and extended to the individual aspects.
     
    On multi-route junctions such as this one, there is generally one signal screen for each route which can be set from this location, and indeed relevant only to that individual route.
     
    In this example, the three screens for each of the three routes which can be set from here all show F 0, "Stop." Do note that the three screens nearer the camera actually can be understood as distant signals for the actual route signals, one of which you can see beyond the lady which happened to be in view here. These route signals also display F 0.
     
    Also take note of the screen set atop the cluster of three "F" signal screens, and lettered to refer to the points from the first photo, 170. This is, essentially, a point indicator, obviously useful to inform drivers whether the proper route for their turn has indeed been set.
     
    As tram points must no longer be set by way of OHLE current sensing contacts (which were disallowed in the mid-1990s), route setting is now commonly performed automatically through induction-based telemetry with transmitter coils on cars and ground-mounted transceiver coils. These transmitters are tied to the Integrated Onboard Information System – "Integriertes Bordinformationssystem" or "IBIS" in German – so that as a driver, you need to enter the line and turn number through a cab terminal for the car to be properly routed for the duration of the shift.
     
    If, for some reason, the proper route was not set automatically, you can manually set points either by way of corresponding keys on the IBIS terminal or control desk while within transmitting distance of the ground-based transceivers – or by way of a simple lever carried in each cab and actually referred to as a "spear" in operating parlance.
     
    As for the point indicator in the present example, the variety used in Leipzig is, actually, an example for how individual operators may implement modifications to the general BOStrab framework. I'll address this in a few moments!
     
    But, first of all, take note of the "X" symbol lit up at the top of the screen. This is the "W 0" aspect indicating that the points are currently locked in position for the next tram to pass it and that none of the following trams can reset the points until they have been cleared.
     
    Now, looking at the first image in this posting, you will notice that the point in question has a straight branch and a right hand branch. However, the indicator in this example is equipped with aspects for left and right hand branch.
     
    While BOStrab does specify an aspect for the straight branch, LVB have chosen to normally utilise only the aspects for left and right on point indicators, so that in this example, the "left" branch actually refers to the straight route.
    The standard aspect for the straight route would appear as an upward pointing arrowhead.
     
    It is also important to keep in mind that there are actually two variations for each of the point indicator aspects: Without the straight "bar" at the open end of the arrowhead, the point is indicated to not be mechanically locked in position, imposing a 15 kph speed limit.
    When the bar does display, the point is mechanically locked, allowing regular running speed.
     
    This means there are the following point aspects as per BOStrab:
     
    W 1 – straight, not locked
    W 2 – right, not locked
    W 3 – left, not locked
    W 11 – straight, locked
    W 12 – right, locked
    W 13 – left, locked
     
     
    *********
     
    As I mentioned before, the triple route signal cluster in the foreground functions as advance indicators for the upcoming route signals nearer the intersection. Thus, take note of the following photo:
     

     
    Here, a Line 12 working is leaving to turn right onto Pfaffendorfer Straße.
     
    Obviously, tram signals must, where present, be interlocked with traffic lights for road users, so that in this example, the road signals are set such that the route would be clear for trams leaving straight ahead into Jahnallee and to the right. Correspondingly, the foreground signals show "A 2b" at the bottom for the straight and right routes, with A 2b being an "Order to depart."
     
    Likewise, the route signals beyond the pedestrians show "F 1, Proceed Straight" for the straight branch, and "F 2, Proceed Right" for the right hand branch. The point indicator shows "W 12" plus "W 0" to indicate the point is set and locked for the right hand branch.
     
     

     
    Meanwhile, in this view, the advance signal for the straight route shows A 2b corresponding with F 1 on the route signal, while the advance signal for the right branch shows the combination of F 0 and F 4.
     
    The standard definition for F 4 is given as "Expect Stop." By the standard definition, the aspect also does not light up simultaneously with any other F aspect, but many tram operators – if not the majority of them – have redefined this aspect to function similarly to the yellow light in road traffic lights. So, in Leipzig, it is possible to display the combinations of F 0 and F 4 indicating "Expect Proceed", while "Expect Stop" is signalled by displaying F 4 only on the relevant screen.
     
    In total, there are six F aspects:
     
    F 0 – horizontal bar: Stop
    F 1 – vertical bar: Proceed Straight
    F 2 – right diagonal bar: Proceed Right
    F 3 – left diagonal bar: Proceed Left
    F 4 – single dot: Expect Proceed for given direction
    F 5 – triangle pointing downward: Proceed Permissive (Observe Right of Way at location)
     
     
     
    ******
     
    Having spoken about points earlier, let us briefly return to this topic and have a look at this signal board:
     

     
    I am, of course, referring to the black and white plate attached to the OHLE, seen right above the rear end of 1331.
     
    While tram points are frequently designed as variable points to allow running through from the trailing end regardless of position, points which are not thus equipped – such as in this example at the Augustusplatz intersection – are highlighted with a "W 14" board, set to be visible only from the trailing end. So, W 14 indicates "No Trailing Point Movements."
     
     
    ************
     
    Given the narrow curve radii commonly found on tram routes, certain locations may call for special measures to reduce wear and noise. Typically, this would be in the shape of curve greasers, highlighted by the following signal plate:
     

     

     
    …spelt out as "Kurvenschmieranlage." This example would be located at the eastern end of the Wilhelm-Leuschner-Platz stop...
     
     

     
    …while another curve greaser, seen here, is located at the beginning of the grade-separated section just south of Augustusplatz.
     
     
     
    And that would be it for this time. Thanks for reading!
     
    (April 19: Edited for inexplicably jumbled formatting)
  3. NGT6 1315
    Evening all!
     
    I need to admit that for a long time, my locomotive inventory has had a total lack of shunters – though there has been one attractive option which I'd been eyeing for a while. So, tonight, let us have a look at the Voith Gravita diesel-hydraulic shunter as produced by Brawa.
     
    The Voith company, headquartered in the town of Heidenheim in the east of Baden-Württemberg, has its roots in the mid-19th century, but has proceeded to evolve into a full locomotive builder in recent years only.
    The company branch now known as Voith Turbo had been producing hydraulic power transmissions and drivetrains for other loco builders such as MaK since the 1930s, culminating in the development of the LS 640 reU2 drivetrain in the 1990s. This drivetrain was expected to form the basis for a new generation of mainline diesel-hydraulics to replace older classes from the Bundesbahn and Reichsbahn era, especially with the prospect of an expected traffic upturn following German unification. However, newly formed Deutsche Bahn now had numerous powerful ex-Deutsche Reichsbahn diesels at their disposal, with the class 232 Co‘Co‘ diesel-electrics and their derivatives satisfying the requirement for a heavy mainline diesel for passenger and freight work. As private TOCs were fairly few in number at the time and often able to satisfy their own motive power requirements with second-hand locomotives, no other orders for a newly developed diesel-hydraulic took place at the time.
    However, this situation had changed by the beginning of the 21st century, leading Voith to establish their own locomotive works and begin development of two new loco families on the basis of the broad range of transmissions and other components they had been developing for other loco builders in the past. The Voith locomotive works are located in Kiel, already known as the home of the equally famous Maschinenbau Kiel (MaK) enterprise which is now part of the Vossloh company.
     
    In 2006, Voith presented their prototype for the Maxima family, which is now marketed as a high-power, modular mainline diesel-hydraulic capable of being adapted to different operating profiles.
     
    In 2008, Voith then followed up with a new series of centre cab diesel-hydraulic shunters and light freight locomotives based on the same general technical layout, called the Gravita. Like the Maxima, this type was explicitly offered in various different configurations for operational profiles covering industrial shunting, yard shunting and short- to medium-distance trip freight workings.
     
    While the number of Maximas remained fairly low during its first production cycle, the Gravita was well received by various customers. Most prominently, DB Schenker, intending to renew their inventory of diesel shunters and to replace the ageing V 90 series of B’B’ configured diesel-hydraulic shunters inherited from Deutsche Bundesbahn, ordered a total of 109 Gravita 10 BB locomotives – designated class 260 and 261 but not to be confused with the much earlier 260s and 261s from the Deutsche Bundesbahn V 60 series of C-coupled shunters – and 31 Gravita 15L BB locomotives, designated class 265. The 260s are fundamentally identical to the 261s, with the main difference being the 260s not being outfitted with particulate emission filters.
    Furthermore, Swiss industrial operators Panlog and Stahl Gerlafingen ordered three and two 10 BBs respectively, designated class Em 847; while Städtische Häfen Hannover obtained one locomotive. It is worth noting that those DB Schenker locomotives designated as class 260 are actually owned by rolling stock lessor Northrail. Another two 10 BBs went to Saar Rail.
    Aside from the DB Schenker 265s, two 15L BBs were produced for Hohenzollerische Landesbahn, and one for Northrail. In addition, motive power lessor Paribus also has a batch of Gravita 15L BBs on order, and eleven 10 BBs, two 15 BBs and one 15L BB have been produced for Voith to serve as demonstrators and delivery reserves.
     
     
    Technical description
     
    While generally following the typical layout for off-centre cab diesels as also produced by Vossloh at this time, the Gravita does pick up visual cues from the bigger Maxima in that the two prominent hoods are similarly angular as the Maxima’s body.
    The Gravita’s body is set atop a sturdy running frame which differs in length between the 10 BB and 15(L) BB variants, making the 10 BB 15.72 metres (51.5 ft) long, and the 15 BB and 15L BB 16.86 metres (55.4 ft). One notable feature are the cylindrical impact absorbers built between the running frame and the buffers.
     
    The cab is generously glazed all around, offering good vision which is crucial in shunting work. There are control desks on the right-hand side of both cab ends, making it easy for the driver to change direction by just taking a few steps to the opposite desk. The cab doors are set to the left on either end of the cab, opening onto the walkway surrounding the two hoods.
     
    The long hood houses the prime mover. These engines are generally provided by MTU, and on the 10 BB are the 8V 4000 R41 and R43 types, as opposed to the 12V 4000 R43 and 16V 4000 R43 on the 15 BB and 15L BB. The 10 BB provides a maximum power output of 1,000 kW, the 15 BB of 1,500 kW, and the 15L BB of 1,800 kW at a nominal engine speed of 1,800 rpm.
     
    The prime mover is mated to a Voith L4r4 zseU2 distribution gear on the 10 BB, and to a L5r4 zseU2 unit on the 15 BB and 15L BB. This gear has two global modes – one with high transmission ratio for shunting and one with lower transmission ratio for mainline running. This translates into a maximum initial tractive effort of 258 kN for the 10 BB, and of 270 kN for the 15 BB and 15L BB. All three variants have two different maximum speeds which are dependent on the gear mode, with the „Shunting” mode allowing for 50 kph (31 mph), and the „Mainline” mode for 100 kph (62 mph). The fuel tank is slung underneath the running frame in between the bogies, and has a capacity of 3,300 litres on the 10 BB and of 5,000 litres on the 15L BB.
     
    The bogies are designed for low trackbed wear and good adhesion, utilising traction bars with low bogie attachment bearings for force transmission. The locomotive’s body is set atop two pairs of Flexicoil springs per bogie, with the wheelsets being held in roller bearings which in turn are suspended against the bogie frame by way of single-sided levers facing towards the centres of the longitudinal beams, and again utilising helical springs for primary suspension. The wheelsets have Monobloc wheels with cheek brake disks clasped by callipers facing the inside of the bogies. Each wheelset has its own reduction gear, with transmission shafts running from the inner wheelsets towards the distribution gear which is roughly in the centre of the locomotive. The locomotive's braking gear is a unified Knorr type with settings G and P, and also comprises a direct shunting brake controller and hydrodynamic brake.
     
    Safety equipment generally comprises an alerter and country-specific train protection systems. As the Gravita has only been sold to German and Swiss operators thus far, this means that the German PZB or the Swiss Integra-Signum/ZUB suite are fitted respectively.
     
     
     

     
     
     
     
     
    The model of the Voith Gravita was announced by Brawa for release in 2013, and has been produced in all the guises mentioned further up in this text. A new production run has been announced for this year. As I was really missing any kind of shunting locomotive up until now, a Gravita did seem like a logical choice and to offer the option of both shunting and mainline running to be carried out by the model. It turned out fairly difficult to yet find one of the DB Schenker locos in particular, but eventually, I was able to get hold of an example of #42704, representing 265 008.
     
     

     
    Especially since it is a shunter where one might not ordinarily expect any particular regard to appealing design, I do think the Gravita is a rather sharp-looking locomotive – owing, for example, to the long, stretched motor hood, walkway railing and cladding, raked-back engine exhaust pillar and the inward slanted headlight clusters. This peculiar shape has, I think, been rendered rather well by Brawa.
     
    The model represents 265 008, works number L04-18009, which was built in late 2012 and delivered on 3 January, 2013.
     
     

     
    The model also has extension coupler pockets and sprung buffers, whose pads have even been painted a lighter grey to suggest the presence of the usual buffer grease.
     
     
     

     
    The Brawa model is also painted cleanly and lettered crisply and legibly. Also note the finely detailed bogies.
     
    As per the revision grid on the front end of the fuel tank, 265 008 had its acceptance check completed at the Voith locomotive works (VTLT, which is not an official abbreviation from the National Register of Railway Facilities) on 19 December, 2012. You can also read that the locomotive is allocated to the Hanover branch office of DB Schenker.
     
     

     
    It is also worth noting that in the National Vehicle register, the Gravita 15L BB is listed as class 1265, which in this case corresponds with Deutsche Bahn's internal class designation of 265. However, with the EVN-formatted running numbers having mandatory four-digit class numbers, designations given to future locomotive types do not necessarily have to match the structure of Deutsche Bahn's traditional numbering scheme.
     
    You can also read the braking weights table:
     
    P 91 tonnes
    G 76 tonnes
    Parking brake 43 tonnes
     
     

     
    While there usually isn't all that much to be seen on a diesel locomotive's topsides, I do think the Gravita is worth taking a top-down look. Note the various radio communications and remote control antennas on the cab roof and on both hoods, as well as the horns with finely modelled air conduits. The cooling fans are properly concealed by photo-etched grilles.
     
     
     

     
    In my impression, Brawa's design engineers clearly took cues from Saechsische Waggonfabrik as far as underfloor details are concerned! Note the distinct wheelset gearboxes, brake callipers, sand tubes, and faux traction bar attachment bearings.
     
     
    To conclude this posting, let me just link a few Youtube videos about Gravita locomotives:
     

     

     

     

     
    Thank you for reading!
  4. NGT6 1315
    Morning all!
     
    It's been a bank holiday out here yesterday, and I felt like for me, the best way of spending it was to pay a visit to the ICE workshops where an open day was held to commemorate the 5th anniversary of the facility's opening. I took a lot of photos and not strictly in order of stations, so I think regrouping them into thematic "blocklets" might be best for you to keep track of everything.
     
    The workshops are located a few hundred metres north of Leipzig Central Station off Rackwitzer Straße, and provide services not only for the class 411 and 415 tilting ICE formations for which they were designed, but essentially anything related to long distance passenger services which go through Leipzig. They'll also be responsible for servicing the new double deck IC formations which Deutsche Bahn are planning to introduce in late 2015, so one of the exhibits present yesterday was a shortened formation of double deck IC stock and a class 146.5 electric locomotive.
     
     
    General impressions
     

     
    Coming from Berliner Brücke along Rackwitzer Straße and the northern track areas of the workshop grounds. The weather was unappealing, but that, of course, could not be helped.
     
     
     

     
    Gate sign.
     
     
     

     
    Overview of the maintenance shed where some 183 metres of track are trestled, roughly equalling the length of a class 411 ICE set consisting of seven cars and measuring 184.4 metres. The 415, consisting of five cars, is 132.6 metres long.
     
    ?The left track was occupied by a pair of standard IC coaches and ICE set 415 001 "Eisenach", while the other held the demonstrator formation of double deck IC stock with 146 564; 670 002, one of the seven class 670 double deck railbuses built for Deutsche Bahn in 1996 but returned to Bombardier in 2001 due to not having met all expectations; and 234 278, one of those class 232 diesels recertified for 140 kph and allocated to long distance services across the still-numerous non-electrified stretches which existed between former West and East Germany in the 1990s.
     
     

     
    Underfloor and bogie details on the IC driving trailer…
     

     
    …focusing on the PZB transceiver…
     
     

     
    …and the magnetic track brake. These brakes are mandatory for speeds in excess of 140 kph because the braking forces required above this speed can, under German regulations, not be achieved solely by wheel and dynamic brakes.
     
     
     

     
    Outside, 363 149, one of the numerous ex-DB V 60 series shunters relocated to ex-Deutsche Reichsbahn territory, was sitting in the drizzle…
     
     

     
    …together with 143 944.
     
     
     

     
    Further back into the workshop grounds, BB 437026 of SNCF Fret/Akiem was stabled in a siding. It is not uncommon for freight locomotives, regardless of operator, to be stabled around Leipzig Central Station.
     
     
     

     
    Not easily photographed due to the stabling arrangement in the workshop grounds, VT 18.16.03 represented one of the premier pieces of GDR-developed motive power. Taking many cues from the pre-war express DMU VT 137 155, designed by Franz Kruckenberg, the VT 18.16 was pitched as the equivalent to the West German VT 11.5 series diesel trains used for the prestigious Trans Europ Express services. With one 736 kW Johannisthal 12 KVD 18/21 prime mover in each power unit, these four-car diesel-hydraulic trains were capable of 160 kph.
     
    The VT 18.16 sets worked the "Berlinaren" services from Berlin to Malmö; "Karlex" and "Karola" from Berlin and Leipzig to Karlsbad, "Neptun" from Berlin to Copenhagen; "Vindobona" from Berlin to Vienna via Prague; and Berlin-Bautzen. The Berlin-Malmö and Berlin-Copenhagen services used the Sassnitz-Trelleborg and Warnemünde-Gedser railway ferries respectively.
     
     

     
    ?The second maintenance shed on the workshop grounds contains a bogie maintenance and wheelset reprofiling unit. Here, DR railbus 172 132 is actually having its wheelsets reprofiled.
     
     
     
    The double deck IC formation
     
    In 2011, Deutsche Bahn ordered a batch of 27 five-car formations of double deck InterCity stock derived from the well-known Bombardier double deck stock. With this stock now being marketed under the "TWINDEXX" brand and also being offered in an EMU configuration with powered driving trailers, the IC formations were to consist of four all-2nd class coaches (one of these being the driving trailer) and one all-1st class coach. Certification issues resulted in the introduction of these formations to be pushed back to late 2015, though the class 146.5 locomotives earmarked for these services have been largely produced already.
     
    With 27 locomotives ordered, the InterCity 146s will be numbered 146 551 through 577 and are largely identical to the 146.2s which have been in regional service for several years, but needed to be outfitted with some additional equipment specifically needed for the double deck IC stock.
     
     

     
    As the formation was blocked in between the shed gate and the 670, the only sensible location to get an impression of the locomotive was from the maintenance pit below the adjacent track! The locomotive on display was 146 564, works number 35041, delivered last year.
     
     

     
    The cab face of the TWINDEXX driving trailers has been redesigned to also accommodate LED running lights. They can be outfitted with automatic couplers if so desired.
     
     
    Bogie details on the coaches…
     

     
    …this being the leading bogie on the driving trailer with the LZB pickup antennas being visible immediately outside the wheelsets. It was quite intriguing to see chassis details barely affected by dirt and wear!
     
     
     

     
    ?Bogie on one of the intermediate coaches. The TWINDEXX driving trailers are generally provided with lower floor entrance while the intermediate coaches can be configured with mid-floor passenger doors above the bogies or on the lower deck. The intermediate IC coaches are of the mid-floor variety.
     
     
     
     

     
    Interior stairwell. The chairs are not too different to those on regional double deck stock, though the interior as a whole is styled similar to the current appearance of the ICE formations.
     
     
     

     
    Lavatory…
     
     

     
    Lower deck – note the felt mats laid out to keep the coaches mint for as long as possible…
     
     
     

     
    Office space.
     
     
    Technical lettering on the coaches:
     

     
    …translating into the following information:
     
    High performance brake (<R>); unified Knorr brake (KE) with setting "R", automatic load adjustment (A) and magnetic track brake (Mg); disk brake ( (D) ); ECP equipped; emergency brake override fitted (NBÜ); braking weights: R+
    Mg with brake application accelerator (red font) 116 t, R with brake application accelerator 84 t; R without brake application accelerator 79 t.
     
     
     

     
    Maximum running speed of 160 kph; owned by Deutsche Bahn; ETS equipped for 1,000 V at 16 ? and 50 Hz and 600 A; Type 3 PA system; insulated lavatories; ECP door locking.
     
     
     

     
    German coach owned by Deutsche Bahn; coach number: 50 (not RIC compliant) 80 (Germany) 26-81 440-2 (core running number); DBpza = double deck (D) second class ( B) coach with open seating and air conditioning ( p ), ETS power supply only (z); electronically safeguarded door locking for single-person operation (a).
     
     
    As for the 1st class coach:
     

     
     
    …and the driving trailer:
     

     
    DBpbzfa translates into: double deck (D) second class ( B ) coach with open seating and air conditioning ( p ), accessibility provisions ( b ) ETS power supply only (z), driving trailer (f), electronically safeguarded door locking for single-person operation (a)
     
    The superscripted numbers refer to subtypes of the coach category outlined by the letter block.
     
     

     
    Extensive pipework and cabling, comprising brake pipes and ETS jumper cable. Also note the brake disks, of which there are three per wheelset.
     
     
     
    Bogie and underfloor details on the 146:
     

     
    ?Traction motors are of the squirrel cage induction type and suspended at the bogie centre.
     
     
     

     
    LZB antenna inside the snow plough…
     
     

     
    …and PZB transceiver.
     
     
     

     
    ?Braking equipment; transmission bolts from the quill drive clearly visible, too. Technical lettering should be largely comprehensible now, though I should like to point out that the 146.5 is outfitted both for the domestic and the UIC standards for ECP and emergency brake override controls, explaining the seemingly duplicate lettering.
     
     
     

     
    Wheelset gear (left), traction motor (centre, background), quill and wheel shaft (centre, foreground) and elastic transmission ring with transmission bolts (right).
     
     
     

     
    Traction bar pivot bearing.
     
     
     

     
    Radar speed sensor provided by Honeywell.
     
     
     
     
     
     

     
    ?The only real place to be on a locomotive! Seating is quite comfortable. The three TFT displays can be variably configured for failure resistance, though the centre one is normally used for speed, tractive effort and train protection indications. The left screen is most commonly used for diagnostic information, and the right one for the electronic working timetable.
     
    The pair of controller levers positioned for the driver's left hand are for speed control (AFB – left) and tractive effort (right); those positioned for the right hand are train brake (left) and dynamic brake (right). The two braking circuits can be independently controlled through unlocking the brake levers but are blended by default. The smaller "joystick" controller further to the right is for the direct brake.
     
    The radio is located left of the power/speed controllers, while the field of switches below is for ventilation, pantograph and circuit breaker, and the vigilance, release and override keys for the train protection systems.
     
     
     

     
    Just a reminder!
     
     
     

     
    The 146.5s (and the additional batch of 146.2s also ordered for DB Regio) are now outfitted with two pairs of cable sockets for the standard UIC jumper cable and the Wire Train Bus cable.
     
     
     
    Sovietskiy Teplovoz: 234 278
     
     

     
    An imposing appearance, 234 278, works number 0491, was built and delivered to Deutsche Reichsbahn as 132 278 in 1975. Shortly after the adoption of ex-DB style running numbers, the locomotive was recertified for 140 kph and thus designated 234 278 on 27 May, 1992. Having been deactivated and stored from 24 November, 2007 till October 2009, the locomotive has been reactivated and is allocated to DB Fernverkehr.
     
     

     
    Viewed from the maintenance pit. And that, children, is why you should not even begin trespassing…
     
     
     

     
    With the exception of the train radio, train protection unit and electronic timetable display unit, everything on the 234 is simple and straightforward technology which can probably be fixed with only a Swiss Army knife if required! Note that 234 278 is one of those twenty-three 234s outfitted for multiple working and push-pull controls.
     
    The power controller is offset slightly to the left of the driver's position. The cab itself is somewhat on the cramped side of the spectrum, but the seat at least is sufficiently comfortable.
     
     
     

     
    This is the cab display unit for the GDR-developed PZ 80 system, which in my personal opinion actually was superior to contemporary West German systems.
     
    While this system is entirely compatible to the standardised German trackside train protection equipment with 500, 1,000 and 2,000 Hz RLC circuits, the PZ 80 system as built was quite different to the West German Indusi, or PZB, onboard devices. Train speeds could be entered in 10-kph steps from 50 to 160 kph – referred to as "Programmes 5 through 16" in Deutsche Reichsbahn terminology – rather than just three speed ranges calibrated to 95, 75 and 60 kph as on the West German devices. This means that the braking curves for speed monitoring could be calculated in the same number of intervals, and thus better matched a train's characteristics.
     
    The PZ 80 system also offered a shunting mode which enabled shunting at a maximum speed of 40 kph without having to acknowledge any Indusi trackside circuits; and a permissive mode which in cases such as failed signals allowed proceeding at up to 50 kph in daylight and 15 kph at night without having to observe Indusi checks.
     
    However, those locomotives outfitted with PZ 80 onboard devices were reprogrammed with an adapted version of the now-required PZB 90 software, emulating the same fundamental functionality as the former West German onboard devices. In this configuration, the system is also referred to as PZ 80R.
     
    The PZ 80 cab unit also doubles as the locomotive's speedometer, which is what the larger of the two LCD displays is there for.
     
     
     

     
    These are the electronic working timetable display unit (top) and radio (bottom). The electronic working timetable devices – also known as "EBuLa" – have been running on proprietary embedded versions of either Windows 95, Windows NT or Windows XP.
     
     

     
    Radiator circuit diagram.
     
     
     

     
    Bogie viewed from the maintenance pit.
     
     
     
     
    ICE, Evolved: Class 407 EMU
     
    As a follow-up to their fleet of Siemens-built class 403 (domestic only) and 406 (multi system units also certified for France, Belgium and the Netherlands) EMUs, also referred to as the "ICE 3" type, or "ICE 3M" for the 406, Deutsche Bahn ordered seventeen class 407 units in November 2008. Derived from the Siemens Velaro series, these units are multi-system capable. As, once again, technical issues caused significant certification delays, the first 407s could enter revenue service in late 2013.
     
    These eight-car units are 200.72 m long, provide a duration power output of 8,000 kW, and a maximum speed of 320 kph.
     
     

     
    407 002 was put on display on the workshop grounds to showcase the newest generation of ICE units.
     
     
    Passenger spaces:
     

     
    1st class…
     
     
     

     
    2nd class.
     
     

     
    Galley in the Bistro coach…
     
     
     

     
    …and the cab, computerised as usual.
     
     
     
    High Speed in the 1930s: "Hamburg" type class 137 express DMU
     
    As an intriguing contrast to modern technology, the exhibits present on the workshop grounds also comprised SVT 137 225, normally on display on the "Museum Track" in the east wing of Leipzig Central Station's train shed. Development of high speed railway motive power had reached a very high standard in Germany of the 1930s, though of course, many of these developments were made for reasons of prestige for the Nazi government.
     
    In 1935 and 1936, Deutsche Reichsbahn took delivery of a total of thirteen diesel-electric, articulated express units, designated SVT 137 149 through 152 and 137 224 through 232. These units, built by WUMAG, AEG and Siemens-Schuckert, were 2'Bo'2' configured, with the outer bogies supporting the two 302 kW prime movers. The units were 44 m long, weighed 91 tonnes, offering 2nd class seating (which by post-war standards equalled 1st class standard) for 77 passengers and 160 kph maximum speed.
     
    ?137 225 stayed in the Soviet Zone after 1945, and eventually redesigned 183 252. This set was used as a saloon unit for the GDR government and designated a piece of heritage stock in 1975.
     
     

     
    137 225 has been restored to the elegant violet-and-cream 1930s livery and is available for working charter services.
     
     

     
    I suppose it should be easily recognisable how this kind of motive power was very well suited for publicity in their time!
     
     

     
    However, I rather doubt working conditions for the driver would pass today's H&S standards as the prime mover/generator units protrude well into the cabs…
     
     

     
    …with the driver's seat being behind this massive pillar.
     
     
     

     
    ?The control desk needed to be amended with several pieces of contemporary hardware such as a modern-day radio in order to remain operable, but essentially, this is what drivers could expect on these units!
     
     

     
    Visibility is largely limited roughly to a 90-degrees arc ahead of the train, considering all three windscreens. I suppose this will well have been sufficient for high speed running in the 1930s!
     
     
     
    Electrics Entering Adolescence: E 04 01
     
    ?In the 1920s and 1930s, electric traction in Germany evolved rapidly, with the South German and Central German subdivisions of Deutsche Reichsbahn in particular continuing to advance electric operation. As the 1'Do1' configured class E 17 passenger locomotives had been relocated from Central Germany (which historically refers to what is now mostly represented by the states of Saxony and Saxony-Anhalt of our time) in 1929 and 1933 to work the Munich-Stuttgart mainline, Deutsche Reichsbahn contracted AEG for building a batch of locomotives to replace the former Central German E 17s. These locomotives, designated class E 04, closely resembled the E 17 but were somewhat "downsized" to a 1'Co1' configuration.
     
    Twenty-three locomotives, all providing a 2,190 kW one-hour power rating and a maximum speed of 110 kph for E 04 01 through 09 and 130 kph for all remaining locomotives, were built between 1932 and 1935.
     
    ?E 04 17 through 22 became property of Deutsche Bundesbahn after World War II, while all remaining locomotives (sans E 04 04 and 13 which had been destroyed by war action) remained in the GDR. E 04 23 was outfitted with push-pull controls and in this role utilised mainly for passenger services between Halle and Leipzig from 1958 till 1966.
     
    Four locomotives have been preserved, with E 04 01 having been an official Deutsche Reichsbahn heritage locomotive.
     
     

     
    The E 04 – 104 for Deutsche Bundesbahn, 204 for Deutsche Reichsbahn following the introduction of computerised running numbers – has long been among my favourite locomotives, so seeing E 04 01 outside the museum track at Leipzig Central Station was especially delightful. Her livery is the standard 1950s/1960s Deutsche Reichsbahn scheme for electric locomotives. She was outfitted with RBS 58 diamond pantographs during her GDR career. Also note the asymmetrically spaced driving wheelsets, of which two are set on the Cab 1 end and one is closer to Cab 2.
     
    Watch how the cabs are designated "V" (vorn) for Cab 1, and "H" (hinten) for Cab 2, which had been customary since before World War II.
     
     
     

     
    E 04 01 is indicated by this plaque to have the works number 4681, and to be 82 years old. Amazingly, the last West German 104s were retired only in 1982.
     
     
     

     
    The traverse for the right hand Indusi transceiver, which is hung between the second and third set of driving wheels. Interestingly, the locomotive is even lettered with an EVN-formatted running number.
     
     
     

     
    In a sharp difference to today's standards, the E 04 was not yet designed for the driver to work seated (though it did become common practice to at least provide simple folding chairs on such motive power in the post-war era). Compared with modern motive power, I suppose the control desk can also be considered simplistic, with the large power controller wheel being attached vertically. As the tap changers on these early electrics were not power-assisted, large controller wheels provided sufficient leverage to limit the effort required for operating them.
     
    ?As you can see from the simple "arrowhead" indicator, the E 04 had fifteen power notches. Also note the speedometer to the right, which interestingly has separate scales for both running directions.
     
     
     

     
    Voltmeters and ammeters for ETS, OHLE, and each of the three traction motors. Note that the line ammeter ends at 200 A, so the maximum permissible current draw on this class will have been fairly restricted!
     
     
     

     
    ?Switches for blowers and compressor, as well as brake pressure gauges, on the right hand pillar.
     
     
     

     
    In Continental Europe, ETS parameters were standardised to 1,000 V AC only well after World War II. No longer required after all German coaching stock had been thus standardised, this ETS voltage selector switch (also present on other contemporary locomotives) was no longer required and eventually disabled.
     
     
     

     
    Awaiting the route (I wish!).
     
     
     
    The Queen of Pre-War Electrics: E 18 047
     
    Intending to obtain an electric locomotive capable of speeds in excess of 130 kph, Deutsche Reichsbahn followed up their order for the E 04 with one for an evolved, 1'Do1' configured locomotive which was to combine the E 17's basic configuration with the electrical layout already present on the E 04. This resulted in what many consider the best German electric passenger locomotive to be developed prior to the disaster that was World War II.
     
    Designated class E 18 – subsequently, 118 for Deutsche Bundesbahn and 218 for Deutsche Reichsbahn – , fifty-three of these sturdy locomotives were built from 1935 till 1939. Furthermore, E 18 054 and 055 were assembled from prefabricated but unused components in West Germany, bringing the total number to 55. The last Deutsche Bundesbahn 118s were retired in 1984. The locomotives provided a one-hour power output of 3,040 kW and maximum speed of 150 kph.
     
     
     

     
    Also one of my favourite historic locomotives, this class was represented by E 18 047 as owned and operated by DB Museum. The locomotive has been restored to her 1950s/1960s Deutsche Bundesbahn appearance with cobalt blue body, black chassis and red wheelsets, and leaves a rather striking impression.
     
     
     

     
    ?One of the last E 18s to have been built, E 18 047 has the works number 5161 and was rolled out in the fateful year the lights went out all over the world.
     
     
     

     
    Much like the E 04 and E 17, the E 18 had double sided quill drives with spring pots attaching bilaterally to the driving wheel spokes. The outermost driving wheelsets and the carrying wheels were combined to form AEG-Kleinow bogies for better curve running abilities.
     
    ?The locomotive is lettered to be equipped with a Hildebrandt-Knorr brake controller (Hik) with settings G, P and R and direct shunting brake (mZ). The E 18 did not have any dynamic brake. E 18 047 is dated to have had her last revision completed on 21 June, 2013, in Halle.
     
     
     
     

     
    Also similar to the E 04, the Indusi transceivers were attached midway down the locomotives' length – between the second and third set of drivers.
     
     
     

     
    All wheelsets on the E 18 were outfitted with double-sided tread brakes to obtain sufficient braking performance for the design speed of 150 kph. The E 19s – a batch of four evolved 1'Do1' electrics based on and very similar to the E 18 – were even capable of 180 kph.
     
     

     
    Interestingly, actual operation of E 18 047 has been outsourced to Deutsche Bahn subsidiary Mitteldeutsche Eisenbahn, as indicated by the EVN number on the solebar.
     
     
     

     
    It's intriguing to remember that all this has once been cutting edge technology! The E 18 also pioneered cabs configured for the driver to work seated, as it had been determined that forcing drivers to work standing at the high speeds permitted by the new generation of electric locomotives would be too risky.
     
    ?The E 18 was also outfitted with an impulse power controller, actuated by the right of the two levers seen in this photo. The brass lever left of it is the reverser handle. This means that the tap changer itself is motor-actuated, also contributing to a tremendous work relief for the driver.
     
    As on the E 04, the array of indicators ahead of the power controller are for the ETS circuit; OHLE voltage and current; and operating current for each of the four traction motors – though the latter are actually designated "tractive effort."
     
    Also note the large tap changer notch indicator atop the speedometer, and the indicator cluster for the locomotive's PZB suite between these and the electrical indicators. As heritage stock must be outfitted with the latest standards in train protection and communications equipment, E 18 047 is operating with the same PZB 90 software as revenue-earning motive power. The locomotive's radio is just off screen in this view, inserted into the broadside of the left half of the control desk.
     
     

     
    In my impression, visibility from the cab is actually quite good.
  5. NGT6 1315
    Afternoon all!
     
    Always trying to provide a catchy tag line for my blog entries, what came to my mind this time was that the subject of today's entry will be marked by an ever-friendly colour which at this time of year will most certainly be doubly attractive for many of us!
     
    Those of you who may have tapped into the field of urban transport worldwide may be aware of the fact that, after Melbourne and Saint Petersburg, the Berlin tram system is the third-largest in the world, with a total route length of 189.4 kilometres as of late 2015. Opened in 1865 and utilising horse-drawn trams till electrification began in 1881, the network, such as it exists today, has been operated by Berliner Verkehrsbetriebe – today abbreviated BVG – since 1929. It is also worth noting that due to the decades-long division of Berlin during the Cold War and radically different political developments on many levels between former West and East Germany, the Berlin tram system of this day covers mostly former East Berlin only, whereas in old West Berlin, decisions which began to be made in 1954 resulted in the suppression of all tram operations by 1967 in favour of individual traffic, buses and, eventually, the Underground. However, by the 1990s and with Germany having been reunited, the realisation of new potentials of this mode of transport led to gradual refurbishment and evolution of the remaining tram system, which since that time has even begun to slowly expand back into old West Berlin again.
     
    That, of course, really is only a highly abridged summary of what in fact is a very complex and faceted history, which you may, for example, follow up on Wikipedia.
     
    At present, the system comprises 22 individual lines, of which nine were uprated to "Metrotram" status as part of a modernisation scheme introduced in December 2004. To complement the city's extensive suburban railway system, BVG had redrawn much of their tram and bus system to better cover those inner urban areas not within immediate reach of the suburban system, with the so-called Metrotram and Metrobus lines usually providing 24-hour service throughout the year and at 10-minute intervals at daytime and 30 minutest at the longest by night. The non-Metrotram lines serve to cover numerous outlying areas of the city.
     
    As of today, BVG's tram inventory for revenue service consists of 105 single-cab ADtranz GT6N cars and 45 dual-cab GT6N-ZR cars, obtained from 1992 till 2003, and a growing fleet of the new Bombardier Flexity Berlin trams in four different variants. As per the original order, the latter comprise the following numbers:

    24 7-segment, single-cab cars; designated GT8-08ER/F8E; 8000 series running numbers,
    35 5-segment, dual-cab cars; designated GT6-08ZR/F6Z; 4000 series running numbers,
    20 5-segment, single-cab cars; designated GT6-08ER/F6E; 3000 series running numbers,
    20 7-segment, dual-cab cars; designated GT6-08ZR/F8Z; 9000 series running numbers.

    Where GT6-08 and GT8-08 are shorthand for "Articulated Tram (Gelenktriebwagen) with six/eight wheelsets, 2008 design, single/dual cab (Einrichtungs-/Zweirichtungsausführung); while F6E, F6Z, F8E and F8Z are internal BVG designations spelling out as "Flexity car, six/eight wheelsets, single/dual cab (Einrichtungs-/Zweirichtungsausführung)".
     
    Do note that there is not really a uniform type classification system valid across all German tram systems, which I think I will write a few lines about in a separate blog entry!
     
    BVG have also retained an operational reserve of twenty CKD KT4D trams inherited from East Berlin's People-Owned Enterprise Berliner Verkehrsbetriebe (BVB), which are expected to be withdrawn by 2017 when a sufficient number of Flexity trams are available.
     
     
    The first four Flexity Berlin cars, serving as pre-production prototype and evaluation units, were rolled out in 2008 and delivered between September 2008 and January 2009. These four prototypes comprised one example each of the 5- and 7-segment versions with one and two cabs respectively. The BVG board agreed to obtain an initial batch – as described above – on 20 June, 2009, with the first deliveries having commenced on 5 September, 2011. The framework agreement with Bombardier specifies a total of up to 206 cars. In June 2012, 39 additional cars were ordered, bringing the total number ordered as of now to 142 – including the prototypes. Deliveries of these 2nd batch trams commenced the same year.
     
     

     
    F6Z set 4012 at Bornholmer Straße, working Line 50 for Französisch Buchholz, Guyotstraße. Photo by Kurt Rasmussen.
     
     
     

     
    F8E set 8019 at Otto-Braun-Straße/Mollstraße intersection, working Line M4 for Hackescher Markt Suburban Railway Station. This being a single-cab set, note the absence of rear view mirrors on the left hand side. Photo by Kurt Rasmussen.
     

     
     
    Technically, the Flexity Berlin is strongly influenced by the ADtranz Incentro tram – as operated in Nottingham and Nantes – which was added to the Bombardier portfolio when ADtranz was bought up by Bombardier in 2001. Most importantly, the Flexity Berlin is characterised by a 100% low floor configuration and bogies – possibly more properly referred to as running gears – with independent wheels rather than traditional wheelsets. The visual styling was provided by IFS Design and has been nominated for the 2011 German Design Award, and won the 2010 IF Design Award.
     
    With the 5-segment units measuring 30.8 metres in length and the 7-segment sets being 40 metres long, the body width is 2.4 metres, and the height 3.45 metres. The minimum curve radius is 17.25 metres, while service weights range from 37.9 tonnes for the F6E sets to 39.1 tonnes for the F6Z, 50.1 tonnes for the F8E, and 51.5 tonnes for the F8Z.
     
    The 5-segment sets are powered by eight wheel-mounted 50 kW asynchronous AC traction motors, while the 7-segment sets have twelve motors, for a total power rating of 400 and 600 kW respectively. The bogie/running gear underneath the pantograph carrying body segments are unpowered. Wheel diameter is 660 mm when new and floor height 355 mm.
     
    Passenger capacities are:

    60 seated, 129 standing (F6E),
    52 seated, 132 standing (F6Z),
    84 seated, 164 standing (F8E),
    72 seated, 173 standing (F8Z).

    In addition to the larger order by BVG, Strausberger Eisenbahn, operating a small 6.2 kilometre tram route in the town of Strausberg east of Berlin, obtained two 5-segment dual-cab Flexity Berlin sets, which entered service in 2013.
     
     
     
    Now, as for the model…! As I mentioned elsewhere, models of underground sets, LRVs and trams are probably more of a niche subject generally, so a lot of what does exist is available either as kits, as limited run productions, or from small suppliers (or all at once). It may also mean that the overall design of such models tends to be a bit simpler than, for example, railway models from large producers with corresponding design and production facilities, though of course, there appears to be a lot of variation here, too.
     
     
    The Flexity Berlin tram model is produced by Austrian specialty producer Halling. So far, only the 5-segment dual-cab variant has been produced, for distribution both by Halling themselves and by BVG through their merchandising department. Far as I am informed, two versions have been produced so far, representing sets 4002 and 4005. Like the majority of Halling LRV and tram models, the Flexity Berlin model is available both powered and unpowered, and it is possible to equip unpowered models with motor units if desired. For the moment, I personally am quite happy with the unpowered variants!
     

     
    In my impression, Halling models have evolved over the years, though I do not claim to have expert knowledge here. Generally, their models were designed with bodyshells made of transparent plastic painted as appropriate, and with few physical surface details or none at all, which is to say that items like panel lines, door buttons or others were only printed on. Of course, it may be argued that on modern trams in particular, body surfaces are generally smooth and with few raised or recessed structures in any case, so I can, in a way, understand this reasoning.
     
    Halling models usually do come with a smallish but varying number of add-on parts, mainly comprising rear view mirrors and, in many cases, sheets with a variety of adhesive destination signs. Naturally, you might always choose to enhance these models further with your own means, which I may well elect to do at some point as I've noticed a couple of items which might merit addition, such as turn signal casings on the body sides or perhaps cab details…
     
     

     
    BVG elected not to specify MU capability for their Flexities, so the removable parts of the frontal skirts conceal only fold-out emergency towing couplers. Note that the rear view mirrors, as provided, depict the stowed position only. Ordinarily, the right hand mirror on the cab travelling in front will be extended automatically when the corresponding cab is active, while the left hand mirror can be folded out as required. Obviously, drivers will need to ensure sufficient lateral clearance with oncoming trams!
     
     
     

     
    Having mentioned possibly adding turn signal casings further up, I suppose you can see where the lateral turn signals are located. You may also notice that small lateral wipers are provided on the cab side windows to ensure sufficient mirror vision, which is an item us at LVB in Leipzig also have on our low floor trams – though only on the right hand window as we have single cab trams only.
     
     

     
    I figure I might also elect to tweak the pantograph a bit as the head contacts have open run-off ends. The motor unit, should I eventually decide to outfit the model thus, would go on the bogie underneath the 3rd body segment.
     
     

     
    Rooftop equipment on modern trams mostly comprises only casings for traction and auxiliary inverters, as well as A/C modules.
     
     
    Thanks for reading and do watch this space for possible tweaks I might yet apply to this model!
  6. NGT6 1315
    Morning all!
     
    Most recently, I was thinking whether it might, in fact, be more suitable to change my approach towards writing articles about locos belonging to a type family, as I already have more than one Bombardier TRAXX and Siemens Eurosprinter type loco each. My idea would be to provide something of a "core" article with all relevant basic information about either family, in order to be able to offer this as a reference for all future model presentations. I'm going to begin the changeover to this structure with this slightly rewritten variant of an earlier entry on this blog, which I am going to amend with a few prototype photos I was able to take over time.
     
    In terms of product history, Bombardier rolled out the original TRAXX design in 1999, at that time initially offering only the F140 AC1 type which became known as class 185 in German service. It was derived from the earlier class 145 medium freight locomotive, which in turn had also spawned the class 146 regional passenger loco. Consequently, many of the following technical descriptions can also be applied to these forerunners. Along with the original 185, a "new" class 146 was produced as well, and designated the P160 AC1 type. As had been the case on the 145/146 product line, both classes were largely identical, with major differences including quill drive bogies on the 146, and nose-suspended motors on the 185. Of course, the 146 again carried some specific equipment for passenger services, including, but not limited to, destination displays above the windscreens.
     
    Production of this 1st generation ended in 2005, for a brief time being paralleled by the first 2nd generation locos built on the same production line, which were introduced in 2004. This production line is, in fact, being kept open as Deutsche Bahn are still holding an option for additional numbers of 2nd generation class 146 locos to be produced as required.
     
    However, the 3rd TRAXX generation - which but is designated by Bombardier as the "2E" generation, "E" meaning "evolution" - followed quite soon, with production commencing in 2006 and continuing till this day. As in the previous two generations, various configurations for either full electric and indeed diesel-electric operation are available, and outlined in slightly greater detail further down in this post.
     
    At this time, upcoming TRAXX versions include the AC3 type, which will be equipped with a "Last Mile" diesel-electric propulsion package to allow this fully electric loco independent operation at limited speed in non-electrified terminals and depots. With loco leasing enterprise Railpool being the launching customer, this type will be designated class 187.
     
    In addition, Deutsche Bahn have ordered an initial batch of twenty improved diesel-electric TRAXX locos, which will be equipped with four small diesel motors rather than one large prime mover. This will allow the loco to operate on one to four working diesel motors as required at any time during the trip, and thus offer reduced fuel consumption, reduced noise emissions and less pollution. These locos will be designated class 245, and are expected to be delivered beginning in 2013.
     
     
    Technically, all TRAXX locos to have appeared thus far share a large proportion of characteristics and design features, so I believe I can reasonably concentrate on these common items and point out differences only as required.
     
    The body is fully welded and includes the underframe as an integral part. The latter consists of two longitudinal beams, two outer transversal beams at the ends which double as headstocks, as well as two pairs of additional transversal beams serving to support the secondary suspension springs as well as the underfloor transformer. The latter pair also comprises the bodyside traction bar pivots. The floor is strengthened by a number of additional, smaller support beams. Meanwhile, the body sides and cabs are separate assemblies, welded to the frame, while the roof is split into three independently removable segments made of aluminium. The body is designed to withstand longitudinal forces of 2,000 kN, with all internal installations being capable of withstanding impacts of 5 g longitudinally, 1 g transversally and 2 g vertically. Ventilation grilles for the traction motor blowers and transformer and inverter coolant circuits are provided in the angled roof planes, with the grilles also including dirt and moisture interceptors.
     
    The bufferbeams feature the usual set of UIC-compliant buffers, chain link couplers and brake pipes as well as ETS and ECP sockets.
     
    Roofside equipment is quite different in complexity when comparing the various TRAXX generations. While the class 145 and 146.0 electrics - sometimes unofficially referred to as "Baby TRAXX" as they preceded the actual TRAXX design, but do share numerous details with it - had very little on their rooftops aside from one pair of Stemmann DSA 200 pantograph, overvoltage arresters, radio antennae and horns, changes to the body design on the actual TRAXX required that a greater proportion of items be located visibly on the roof. While the high voltage busbar could be hidden inside the roof on the Baby TRAXX, it had to be laid along the outer roof surface on the TRAXX 1 and 2 as the roof had to be lowered on these types to allow for operations in countries where the national variations of the UIC loading gauge required a lower roof height. Also, both these types were prepared for two pairs of pantographs to be installed - one with the knee joints facing inwards, and the other facing outwards and located immediately over the cabs.
    With the introduction of the TRAXX 2E, then, the requirement to accommodate equipment for AC and DC OHLE systems alike left the designers no other choice but to set the AC and DC busbars atop insulators. However, Bombardier were able to keep the circuit breakers inside the body. The fully electric TRAXX 2E locos are also designed to carry either two or four pantographs, though with the difference of AC pans generally being located on the outer positions, and DC pans on the inner ones.
     
    The bogies are suspended from the locomotive's body by way of one pair of helical Flexicoil springs per side, and were developed on the basis of those used on the class 128 prototype. One principal difference between TRAXX types primarily designed for passenger or freight work respectively is that the former have quill drives derived from the "Gealaif" design - this designation being a palindrome of "AEG", with the remaining four letters describing the assembly as a "Lokantrieb mit integriertem Fahrmotor", which translates as "Locomotive Drivetrain with Integrated Traction Motor." Here, traction motor and gearbox have a unified casing, with the pinion having bearings on both sides, thereby reducing mechanical stress on the rotor shaft. This applies to all class 146.0, .1 and .2 locomotives as well as the class 246 passenger diesel locos, while all other TRAXX locomotives have nose-suspended motors - the German term for this type of drivetrain being "Tatzlager" drive.
     
    Meanwhile, the bogie frame consists of two longitudinal and three transversal beams, two of these on the outer ends of the bogie and one in the centre,which also serve to carry the traction motors. The transversal beam on the inner end also has the traction bar pivot attached to it, with the bodyside pivots being located on the same beams also carrying the transformer. Finally, the wheelsets are held in outside bearings suspended from the bogie frame by way of two helical springs per bearing and levers attached to consoles located towards the centre of the bogie.
     
    Like all contemporary German-designed electrics, the TRAXX has both pneumatic and electrodynamic brakes. The former are a standard Knorr type with settings G, P and R, and laid out with cheek disks mounted on both sides of each wheel, with the disks being clasped by calliper-like brake units with double-sided pads. Meanwhile, the dynamic brake is set up to be able to recuperate energy and feed it back into the grid on fully electric TRAXX locos and as a rheostatic brake on diesel-electrics, and takes precedence over the pneumatic brake through most of the loco's speed range. One brake cylinder per wheelset is set up with an additional spring unit to serve as a parking brake.
     
    One screw compressor provides compressed air for all pneumatic systems on board, including the brakes, pantographs, circuit breaker, sanding units, flange greasers, horns and air conditioning units. There also is an auxiliary piston compressor able to run off the onboard batteries and provide sufficient air for raising the pantographs and closing the circuit breaker.
     
    The transformer is hung under the loco's frame and cooled by a polyester-based liquid. It is connected to the traction inverters ? of which there is one per bogie ? consisting of two H bridges, common intermediate DC link and pulsed inverter. They, too, are liquid-cooled. Additionally, there are two auxiliary inverters, one providing fixed frequency three-phase AC for items like coolant pumps and the compressors, while the other provides variable frequency three-phase AC for the traction motor and cooling tower blowers. The heat exchangers for the transformer and inverter coolant circuits are stacked inside said cooling towers. Backup power for the most basic systems is provided from lead-acid batteries. The traction motors are four-pole squirrel cage asynchronous three-phase AC designs with forced ventilation.
     
    The loco's control suite is based on the ADtranz MITRAC distributed control system, comprising two redundant control computers, connected to the various onboard devices by way of a so-called Multifunction Vehicle Bus. The system also comprises the "DAVIS" visual diagnostic interface to aid both the driver and works staff in troubleshooting.
     
    As stricter crashworthiness norms were agreed on at the EU level while production of 1st generation TRAXX locomotives was still ongoing, Bombardier went ahead and developed a modified locomotive body for their 2nd and 3rd generation TRAXX. Specifically, the cab sections were re-designed to allow for better impact energy absorption capacities, with other visible details in this area including the cab air conditioning units having been placed behind swing-up doors in the fronts, and the windscreen wipers having been changed from a radial to a pantograph type. The remainder of the 2nd generation TRAXX body is largely identical to that of the 1st generation.
     
    Inside, there are various other differences. With the Baby TRAXX having had a power output of 4,200 kW, 1st and 2nd generation TRAXX locos have been augmented to 5,600 kW ? though there is a plan to also upgrade the DB Regio 146.0s to provide the same output. However, 2nd generation locos were given improved inverters, based on IGBT modules rather than the GTO ones used on the Baby TRAXX and 1st generation locos. Several interior installations were rearranged as well, the pneumatic components being of particular notice. Finally, the 1st and 2nd generation TRAXX were given modernised cabs, with the MFA speed/tractive effort/train protection system display unit of the Baby TRAXX having been replaced by a third LCD screen. This, of course, was due to the locos having been expected to operate in non-German-speaking countries as well, where screens would make it easier to display information in different languages.
     
    The 1st and 2nd generation TRAXX locos have since proven to be very successful, with 372 1st generation locos and more than 300 2nd generation locos having been built for various operators both from Germany and from abroad. In 2006, the first 3rd generation TRAXX loco was rolled out. As previously mentioned, this generation is usually referred to as TRAXX 2E, and uses a slightly modified variant of the 2nd generation body, but has a largely different interior arrangement. These differences became necessary due to Bombardier having intended to also offer diesel-electrics based on the TRAXX design. While the general outline of the loco's body is mostly identical to that of the 2nd generation, the engine room sides are split into three independent panels on either side, with the 2nd panel viewed from the Cab 1 end being replaced by air intakes on diesel-electric TRAXX locomotives. Also, there is a recess for a fuel filler tube on both sides of the body, located right halfway down its length in the frame. This recess but is not blanked over on fully electric locos. The inverter package is now mounted on a central position inside the engine room rather than on either side of a central corridor, with diesel-electric TRAXX 2E locos having a combined prime mover/inverter package in this place.
     
    As previously mentioned, there also are specific type designations used by Bombardier for the various types of locomotives from their TRAXX family. These are the following:
     
    F140 AC1: 1st generation freight locomotive (e.g. German class 185)
    P160 AC1: 1st generation passenger locomotive (class 146.1)
    F140 AC2: 2nd generation freight locomotive (e.g. German class 185.2)
    P160 AC2: 2nd generation passenger locomotive (German class 146.2)
    F140 MS: 2nd generation AC/DC quad system locomotive (Swiss class Re 484)
    F140 MS2: 3rd generation AC/DC quad system locomotive (e.g. German class 186)
    F140 DE: 3rd generation diesel-electric freight locomotive
    P160 DE: 3rd generation diesel-electric passenger locomotive
    F140 DC: 3rd generation DC only freight locomotive (Italian class E.483 and Spanish class 253)
    P160 DC: 3rd generation DC only passenger locomotive (Polish class E.583)
     
    Note that there are no 3rd generation AC only locos as of yet.
     
    All TRAXX locos share the following basic specifications:
     
    Overall length: 18.9 m/62 ft
    Overall width: 2.98 m/9.8 ft
    Overall height: 4.39 m/14.4 ft for full electrics
     
    Bo'Bo' configuration
     
     
     
    Meanwhile, the following data depend on the exact type of loco:
     
    Power output: 5,600 kW/7,510 hp on full electrics and 2,200 kW/2,950 hp for diesel-electrics.
     
    Standard service weights are 85 tonnes for full electric TRAXX locos and 80 tonnes for diesel-electrics.
     
    Top speed: 140 kph/87 mph with nose-suspended motors, 160 kph/100 mph with quill drive.
     
     
    And here's the promised photo strip, showing a selection of TRAXX locos in their natural habitat, if you will...
     
     
     
     

     
    While the 145 is, strictly speaking, not yet a TRAXX locomotive, I should like to present you with one of these anyway. This here is 145 027 working light and running through Thekla Station in Leipzig.
     
     
     

     
    A 1st generation TRAXX, 185 096 is seen here rolling north at Riedstadt-Goddelau on 11 May. This is one of those numerous 1st generation 185s operated by DB Schenker which are equipped for working into Switzerland. Another significant batch of this type is configured for France.
     
     
     

     
    And this is 185 266, a 2nd generation TRAXX loco working through Frankfurt's Southern Station. At this time, parts of the DBS 185.2 fleet have running rights in Austria as well as Denmark and Sweden - the latter being due to their cooperation with Swedish freight operator Green Cargo.
     
     

     
    Another 2nd generation 185, 185 342 is seen here shunting at the Bischofsheim yard near Mainz.
     
     
     

     
    metronom are a TOC from the state of Lower Saxony, who are currently holding the franchise for various regional lines in that state as well as out to Bremen and Hamburg. They also operate the Lower Elbe Railway from Hamburg to Cuxhaven, where I snapped 246 002 "Buxtehude" standing by to pull out an ECS to the sidings. This is a diesel-electric version of the 3rd generation TRAXX 2E type.
     
     
     
     
     

     
    And here we have two Captrain 186s owned by leasing company CBRail working out of Bischofsheim.
  7. NGT6 1315
    Morning all.
     
    Recent events had kept me from actually posting the following article, which I had, in fact, prepared a while ago - based on an earlier version of it, which I would think some of you may remember from Old RMweb. In this earlier article, I had presented a DB Schenker class 155 electric in the now-standard traffic red and basalt grey livery, which but I have since exchanged for a different version of this trademark locomotive from the former East German Deutsche Reichsbahn.
     
    So, the model we shall be looking at today is Roco's item 62437, representing one of two 155s still wearing the oriental red livery which had first been introduced on Bundesbahn engines in the late 1980s, and eventually been applied to numerous ex-DR locos as well. This variant of Roco's model was released only this spring, and while I believe pronouncing this livery to have been controversial may be a prize understatement, I did want to have more visual variety in my motive power inventory - which is why it suited me fairly well.
     
     
    Development and historic background
     
    After Germany had been split into two states in the aftermath of World War II, railway operations on both sides of the inner-German border continued under new names. In the West, the legal successor to the late Deutsche Reichsbahn was called Deutsche Bundesbahn, and created on 7 September 1949. Meanwhile, and perhaps a bit oddly, the East German state railways, which were created the same year, retained the name „Deutsche Reichsbahn“. There are several explanations for this detail, one of which being the fact that an Allied decree had mandated railway operations in West Berlin to explicitly remain in the hands of Deutsche Reichsbahn. As the GDR leadership felt it to be politically important to keep its hold on these services, it was feared that a possible name change would void their claim. This but is just one example of how differently the railways in both German states would evolve in the following decades, given the political situation of the time.
     
    The first types of electric locomotives to be newly designed and built in the German Democratic Republic were the classes E 11 and E 42. They were largely identical to one another, with the E 11 – first built in 1961 – being the passenger variant and the E 42, whose production began in 1962, the freight variant – much as was the case with the West German E 10 and E 40. Interestingly, the GDR had, in fact, attempted to obtain permission for licence builds of the West German E 10 and E 40, but been unsuccessful, resulting in the need for developing suitable locos domestically. Also, there appears to be a claim among railway historians that, assuming a reunification of the two German states in the near future, Deutsche Reichsbahn chose their class numbers – E 11 and E 42 – deliberately, so as to allow for easy integration of both railways' motive power inventories – with Deutsche Bundesbahn having procured classes like the E 10, E 40 and E 41 around the same time.
     
    In general terms, it should also be mentioned that the German Democratic Republic‘s Deutsche Reichsbahn was initially slow in adopting electric traction on their network, which in 1979 comprised a total length of 14,164 kilometres, of which only 1,621 were electrified. This, of course, also had much to do with both post-war reparations which had resulted in significant lengths of overhead lines and associated equipment in the Soviet zone having been dismantled, and numerous electric locos from the pre-1945 Reichsbahn inventory having been shipped to the Soviet Union along with it. However, much of this equipment was returned in the early 50s in an effort to stabilise the GDR economy, resulting in electric operations recommencing in 1955.
     
    In addition, economic obligations for the entire East Bloc set by the COMECON resulted in GDR locomotive builders having to concentrate on manufacturing diesel locomotives, and the GDR having access to cheap oil from the Soviet Union till the second oil crisis of 1979 also affected the Warsaw Pact states. Consequently, railway electrification was speeded up again by the early 80s, obviously also generating a large demand for suitable electric locomotives in order to replace the fleet of pre-war class 204 (E 04), 218 (E 18), 244 (E 44) and 254 (E 94) locos, as well as augment the GDR-designed class 211 and 242 Bo‘Bo‘ and 250 Co‘Co‘ locomotives. In addition, a replacement for the class 251 Co‘Co‘ electrics used only on the 25 kV AC Rübeland Railway was also considered desirable.
     
    However, let us turn our attention back to the 1960s for the moment.
     
    By the middle of the decade, rail traffic in the GDR had increased to a degree which began to exceed the capabilities of both the E 11 and E 42 – especially in freight service. Operational experience showed that even multiple units of these classes was not always sufficient, so it was soon accepted that a Co‘Co‘ electric locomotive would have to be procured, in order to handle both heavy passenger and freight trains. Initial plans for a Co‘Co‘ configured locomotive had, in fact, been made in parallel to those for the Bo‘Bo‘ classes E 11 and E 42, but could not be implemented immediately as production capacities were insufficient at that time. While the new Co‘Co‘ locomotive was given the preliminary designation of E 51 during the design phase, the changeover to computer-formatted numbers – which Deutsche Reichsbahn implemented in 1970 – led to the production locos being designated as class 250. As those of you knowledgeable in the field of German railways may know, Deutsche Reichsbahn had reserved the 200 range for electric locomotives and EMUs, and the 100 range for diesels and DMUs, whereas Deutsche Bundesbahn used the 100 range for electrics and 200 for mainline diesels, with separate ranges – 400 and 600 – being used for EMUs and DMUs respectively.
     
    Three prototypes, designated as 250 001 through 003, were presented in 1974, and production began in 1977. A total of 270 production locos was built until 1984 – the prototypes visibly differing from the production locos in having significantly larger windscreens and the centre headlight above these rather than below. These three locos thus became known by the nickname of „Granny“ (German: „Oma“), while the production 250s are usually referred to as „Container“, „Suitcase“ („Koffer“), „Tin Loaf“ („Kastenbrot“) or „Pan Loaf“ („Kommißbrot“) by railfans – owing to their boxy and unadorned appearance. Like all GDR electrics, the 250 was designed and built at the People-Owned Locomotive and Electrical Engineering Works "Hans Beimler" at Hennigsdorf near Berlin. In terms of its technological level, it could be said to be a kind of forerunner to the famous class 243 Bo‘Bo‘ electrics, now known as class 143.
     
    After reunification, the class was redesignated as 155 in 1992, and became part of the DB AG motive power inventory in 1994. While 155s could be seen working passenger services during the early DB AG years – much as they had often done in the GDR – they were later allocated to the freight branch now called DB Schenker, at which point passenger operations for this class ceased altogether.
     
    In the early 2000s, a number of 155s was plagued by material fatigue around the bogies, leading to the entire class being temporarily restricted to 80 kph (50 mph). However, as the 155 remains an important part of DB Schenker's inventory – being frequently used for container, chemical and coal and steel services – a good number of locomotives remains in service until this day. Revisions are carried out at the Dessau repair works in Saxony-Anhalt, one of DB AG‘s principal repair facilities, which are now also open for locomotives owned by other operators.
     
     
    Technical description
     
    The 155's body and frame are welded steel assemblies, with the frame consisting of two longitudinal beams, two transversal end beams doubling as buffer beams, two primary inner transversal beams also carrying the pivot pins, and several auxiliary beams for reinforcement. The bufferbeams were prepared for installation of the standardised UIC automatic coupler which was planned to be introduced in the late 1970s, but then postponed indefinitely. The production locos were also fitted with snow ploughs located below the buffer beams.
     
    The body is a self-supporting structure and consists of three subassemblies, namely the two cabs and the engine room section. Additional strengthening beams and braces are provided throughout, and the engine room sides are corrugated to also provide additional structural strength. The engine room roof consists of three independently removable panels for better maintenance access. As is common on East German electrics, there also is a rooftop hatch, allowing personnel access to topside equipment from inside the locomotive. Large ventilation grilles are placed in the upper half of the engine room sides.
     
    Inside the body, there are a primary and secondary corridor through the length of the engine room. Four outer doors permit access to the cabs, which in turn are laid out with control desks located on the right-hand side. The power controller is wheel-shaped and placed centrally in front of the driver, with Cab 2 also containing a small fridge and sink for the driver, located to the left of the footwell and in the rear bulkhead respectively.
     

     
    An overview of the cab. Note the TFT screen, which is for the electronic working timetable, also known as EBuLa. This 155 here would appear to have retained the cab instruments from the original GDR-designed PZ 80 train protection set. This system is, of course, compatible with the standard trackside RLC circuits used in all of Germany as well as Austria, but as delivered was different in offering braking curve monitoring based on maximum speed settings at 10 kph intervals. By contrast, the West German Indusi I 60, I 60 R and PZB 90 devices offer only three speed ranges: U, M and O, calibrated for maximum speeds of 100, 120 and 160 kph respectively, and with different speed check thresholds. Meanwhile, those ex-DR locos which still have the PZ 80 onboard devices have but been given the common PZB 90 software, as this is now a standard requirement. Interestingly, the PZ 80 cab instrument – which is the one on the supporting arm in the right-hand corner of the desk – also includes a digital speedometer, thus eliminating the need for a standard analogue instrument. To the left and slightly in front of the power controller, the reverser is located, with the handle being removable and only one handle per loco being provided as a safeguard against both reversers possibly being set separately by accident. In fact, the handle is removed in this view.
     
    Image taken and uploaded to Wikipedia by user „Solaris2006“ under the terms and conditions of the GNU Free Documentation Licence 1.2. As such, re-use in this article is subject to the same terms and conditions.
     
     
     
    Meanwhile, the bogies feature a welded steel frame with two longitudinal and four transversal beams – three of which carry the traction motors – and a pivot pin bearing. There is an inter-bogie coupling assembly, for the purpose of the bogies steering each other through curves. The three wheelsets per bogie are spaced asymmetrically, with the distance between the outer and centre wheelsets being larger than that between the centre and inner wheelsets. The axleboxes are held by levers which are attached to the bogie frame, and supported by two helical springs per bearing. The outer wheelsets also have vertical shock absorbers, while the centre wheelsets have ten millimetres of lateral motion to both sides for better curve running. As a whole, the bogies are suspended from the frame by way of four double helical springs per bogie.
     
    The transformer is an oil-cooled three-core design with a high voltage LNSW 12 type tap changer, which has thirty-one power notches spaced at 500 V intervals and is assisted by thyristor modules for bridging notches and more accurate power control. There also is a background tractive effort monitoring function, whereby each power notch has a tractive effort target value assigned to it. Notches 29 through 31 are designed as reserve notches for low OHLE voltage situations. In case of malfunctions, the tap changer can also be operated in an „impulse“ mode without tractive effort monitoring, notching up and down for as long as the controller is held in the corresponding position.
    Additional transformer taps for auxiliary systems, ETS and dynamic brake excitation are provided as well.
     
    The traction motors are a nose-suspended twelve-pole design, utilising a variation of the double-sided LEW quill drive for power transmission. They have a gear ratio of 1 : 2.72 and provide a maximum rated output of 900 kW each. The motors can work in dynamic braking mode, with each motor having one rheostat allocated to it. These are located in a cooling tower inside the engine room. In braking mode, they have a maximum continuous output of 2,500 kW and a maximum continuous braking force of 159 kN. The dynamic brake is blended with the pneumatic brake, which takes over below 35 kph (22 mph).
     
    Rooftop equipment includes two pantographs, which were VM 28-31 type diamond types originally, but have been replaced by Stemmann DSA 200 single arm types on most of the remaining 155s. Also, two manually operated pantograph cut-off switches are provided – which were a common feature on GDR-built electrics – , as is a measuring voltage transformer, air blast circuit breaker and current limiter.
     
    Safety systems include a distance/time-based alerter („Sifa“) as well as the PZB train protection system, though several 155s also have had LZB cab signalling fitted. The GDR Sifa variant is set up differently from the West German variety, in that it performs vigilance checks at random intervals up to a maximum duration of 30 seconds, so as to avoid the issue of drivers often getting so used to the fixed 30-second interval of the West German Sifa that they unconsciously trigger the alerter pedal, possibly reducing the system‘s effectiveness.
     
    Auxiliary systems are powered by a 380 V/50 HZ three phase AC circuit, and include one 125 kW inverter, one 12 kW main compressor, one 14 kW braking rheostat blower, six 6 kW traction motor blowers, one 3.5 kW coolant oil pump, two 2.2 kW transformer heat exchanger blower, and one 500 W blower for the tap changer thyristor elements.
     
    The pneumatic brake is multiple lapped with direct shunting brake valve, and has the common settings G, P and R. Driver‘s brake valves are DAKO BS-4 types, while the direct brake valves are BP types. There are two brake pads per wheel.
     
     
    And this is what all these paragraphs describe in dry, technical prose:
     
     
     

     
    There can be no doubt that aesthetics played a fairly minor role in the 155‘s design. Like most other Roco models, their 155 – since released in a variety of guises, including DR maroon, DB traffic red with both single arm and diamond pans, and indeed the prototype variant – is finely detailed all around. As mentioned further up, this model is distributed with catalogue number 62437, and represents 155 214, one of the two 155s in DB Schenker‘s fleet still wearing the oriental red livery. Interestingly, both 155 214 and 219 combine this livery with single arm pantographs.
     
    On the 155, the handrails around the cab doors are actually made of metal, which appears to be a new standard on several recent Roco models. As usual, a small bag of add-on bits is included, containing the PZB receivers (which have to be slid on a retaining pin at the right rear of each bogie) as well as brake pipes and fake UIC couplers.
     
     
     

     
    Right side of the Cab 1 end, with the following inscriptions: last revision completed at the Dessau repair works (LDX) on 27 March 2007; Knorr-Einheitsbremse with settings G, P and R and direct brake valve; operating weight of 123 tonnes; braking weights:
     
    R 143 tonnes
    P 124 tonnes
    G 106 tonnes
     
     
     

     
    The Cab 2 end with several additional inscriptions, including the owner's inscription (Railion Deutschland AG, Berlin) above the second wheelset. The bogie frames are just as finely detailed as the rest of the model.
     
     
     

     
    Looking into the cab, you can see that Roco actually highlighted the control desk details with fine touches of paint, which has not been common on most of their other models of electric and diesel locos thus far.
     
     
     

     
    Large, round headlights like those installed on the 155 were actually fairly typical of GDR motive power. Also note the horn being attached vertically to the cab face.
     
     
     
     

     
    And finally a look at the roof - the circuit breaker being located between the air reservoirs and the central superstructure. I believe I will yet see to amending the busbar here and there, much as I did on my 181.
  8. NGT6 1315
    And hello again!
     
    The following article had been in preparation for a while, but it has only been this past October that I managed to track down the actual model I was intending to present. With Gützold currently being in liquidation but still looking for new ownership (last time I checked, anyway), their excellent H0 scale models are currently becoming rarities, so I was all the more glad when I was able to find the Mitteldeutsche Eisenbahn variant of their class 156 electric in a sale. This model was marketed with catalogue number 43300 and represented a special release of Gützold's 156, which had first been released in DB Cargo and Deutsche Reichsbahn variants from 2001 onwards.
     
    In any case, I won't bother you with a very long preface, and instead turn to the heart of the matter!
     
     
    Background information
     
    In general terms, the German Democratic Republic‘s Deutsche Reichsbahn was initially slow in adopting electric traction on their network, which in 1979 comprised a total length of 14,164 kilometres, of which only 1,621 were electrified. This, of course, also had much to do both with post-war reparations which had resulted in significant lengths of overhead lines and associated equipment in the Soviet zone having been dismantled, and numerous electric locos from the pre-1945 Reichsbahn having been shipped to the Soviet Union along with it. However, much of this equipment was returned in the early 50s in an effort to stabilise the GDR economy, resulting in electric operations recommencing in 1955.

    In addition, economic obligations for the entire East Bloc set by the COMECON resulted in GDR locomotive builders having to concentrate on manufacturing diesel locomotives. Also, the fact of the GDR having access to cheap oil from the Soviet Union contributed to Deutsche Reichsbahn preferring diesel locomotives – and, to some degree, oil-fired steam engines – till the second oil crisis of 1979 affected the Warsaw Pact states. As a result of the latter, railway electrification was again prioritised by the early 80s, obviously also generating a large demand for suitable electric locomotives to augment the fleet of pre-war class 204 (E 04), 218 (E 18), 244 (E 44) and 254 (E 94) locos, as well as the GDR-designed class 211 and 242 Bo‘Bo‘ and 250 Co‘Co‘ locomotives. In addition, a replacement for the class 251 Co‘Co‘ electrics used only on the 25 kV AC Rübeland Railway and derived from the 211/242 family was also considered desirable.
     
    It was at this time that the extremely successful class 243 Bo‘Bo‘ electrics were first introduced, of which 646 locos were built between 1984 and 1991, and which also continue to form an important part of Deutsche Bahn‘s loco fleet till this day – now of course designated class 143.
     
    With train weights continuing to increase during the 80s, the older 211s and 242s in particular often needed to be set up in multiples, which eventually was recognised as an argument for another Co‘Co‘ configured type to augment the 243s and 250s. In addition, negotiations concerning an upgrade of the Hanover-Berlin mainline for a top speed of 160 kph and including electrification to improve route capacity for transit workings from West Germany to Berlin were ongoing at the time, also making an evolved twelve-wheel loco derived from the 243 a sensible proposition.
     
    In the final years of the GDR, Deutsche Reichsbahn eventually ordered an initial batch of four Co‘Co‘ prototypes, which were built by the LEW works at Hennigsdorf and designated class 252. On 10 March 1991, 252 004 was transferred to the Leipzig Spring Fair for an official presentation, with the remaining three locos also being rolled out over the following months. The four 252s then underwent route trials which were conducted mostly between Halle and Berlin, and culminated in 252 002 being provisionally approved for scheduled service in late November that year, which also allowed driver training to commence. In March 1992, the 252s were assigned to Dresden‘s Friedrichstadt depot, which would turn out to remain their home during their years in Deutsche Bahn service. Also in 1992, all DR classes were redesignated according to DB AG standards, with the 252s now being known as class 156.
     
    In 1994, newly formed Deutsche Bahn eventually decided against procuring additional 156s in favour of an additional lot of class 112 Bo‘Bo‘ express locos, which had been easily derived from the 143 and required no additional trials, allowing quick production to provide urgently needed passenger locos for newly created IC and IR services to the Eastern states. Eventually, the 70 orders for additional class 156 locos were cancelled, both due to three-phase AC locos having been generally favoured at the time and a significant downturn in freight traffic following German unification.
     
    The four 156s continued to work from Dresden, and were mainly used for freight workings, though their turns also included a small number of passenger workings, which included InterRegio services on the Leipzig-Hof Railway with its maximum gradient of 1%. In 1998, they were allocated to DB Cargo, which was how DB AG‘s freight sector was called at the time. Due to their small number and only few drivers having been rated on them, the 156s but were likely candidates for an early withdrawal from service. However, they were granted one additional full revision. In 2002, DB Cargo considered assigning these locos to banking duty on the Leipzig-Hof mainline, but when trials revealed them to not be particularly well suited for this kind of service they were quickly earmarked for withdrawal by the end of the year. When this happened, they were put in conserved storage, so as to hopefully be sold to other operators.
     
    In late 2003, private freight operator Mitteldeutsche Eisenbahn (MEG), in which Deutsche Bahn are holding a majority of shares, agreed to purchase all four 156s. After receiving revisions to remove idle time damage, they were designated as locomotives 801 through 804, and had all re-entered revenue service till November 2004. They are now commonly found on various freight workings, some of which also see them to destinations in the Western states.
     
     
    Design
     
    As previously mentioned, the 156 was largely derived from the class 243 electrics, and thus shares numerous design features and components with this class. However, it is also a somewhat more distant relative of the 155, a description of which you can find in this blog entry I wrote up earlier: The East is Red
     
    The two six-wheel bogies feature a welded steel frame, with the wheelsets being held in roller bearings, which in turn are suspended from lemniscate levers. The middle wheelsets on 156 001 have their flanges thinned by 10 mm for better curve running, while no lateral displacement was provided on any of the wheelsets, but would have been likely to have been on the production locos if procurement had not been cancelled. The primary suspension stage consists of four helical springs per wheelset plus vertically mounted hydraulic motion dampers.
     
    Braking gear on this class comprises multiple-lapping unified Knorr type pneumatic tread brakes with direct and indirect controls and a mechanical parking brake function, with the pneumatic brakes being blended with the rheostatic brake.
     
    The 156‘s body is an all-welded lightweight steel design whose overall outline is slightly resembling that of the West German class 120 Bo‘Bo‘ locomotives, which were developed roughly during the same period as the 156. Much like on the 143, it consists of a welded steel frame with two longitudinal main beams and six transversal beams, the outermost of which also serving as bufferbeams. The second pair of transversal beams is located above the bogies and carries the pivot pins, while the remaining beams – as well as the set of auxiliary strengthening beams – serve to reinforce the engine room floor for the weight of the transformer. The body‘s layout is again largely similar to that of the 143, with the cabs being separate subassemblies and the roof being divided into three sections which can be independently removed for internal maintenance and removal of large components. Ventilation grilles for the traction motor and engine room blowers are set in the pitched lateral roof planes. Unlike the 143, the 156‘s body sides are not corrugated, however.
     
    The cab layout is closely related to that of the 143 in order to allow for easy cross-training of drivers. Consequently, the 156 is also equipped with the sophisticated speed control function of the 143, which largely automates power control by allowing the driver to set targets for speed and tractive effort, with both the tap changer and dynamic brake then being governed as required to match the selected speed and maximise adhesion at the same time. In addition to this standard programme acting both on the tap changer and dynamic brake, four special modes are available for a variety of route and timetable profiles:
    „Freier Auslauf“ (roughly: „Free Power-Down“) can be triggered to manually set the tap changer to idle, with the automatic brake governor also being disabled so as to allow the loco to coast with neither power nor dynamic brake force applied.
    „Bedingter Auslauf“ („Conditional Power-Down“) is intended for maximising acceleration for tight timetable situations or short distances between stations. To this end, the tap changer will remain powering up till just short of the selected target speed, after which the controls will automatically switch to „Freier Auslauf.“ In this mode, the wheelslip control circuit will allow a greater percentage of „creep“ as well to maximise adhesion by way of allowing the tap changer to shift up to two notches higher at any point during the acceleration phase than in normal mode. Consequently, it is recommended for the driver to manually order a power-down ahead of time by way of the provided „Delete“ key as required because the loco might else exceed the selected speed.
    „Nur Fahren“ („Power only“) is intended for uphill gradients, and has the controls disregard the dynamic brake altogether. In other words, using this mode, speed is regulated only by powering up and down, relying on gravity and friction to slow the train as required rather than engaging the dynamic brake, for which purpose the tap changer must have shifted down to idle, usually leading to an unnecessarily large speed loss due to the time required to run down to idle and power up anew.
    „Nur Bremsen“ („Braking only“) is the opposite to „Nur Fahren“ and is intended for longer downhill gradients, preventing the tap changer from powering up, with speed being regulated only through the dynamic brake.

    Like the 143, the 156 also has air-conditioned cabs, which was far from being the norm on German motive power – West or East – of the 1980s.
     
    While there are a few small differences, the general outline of the 156's cab looks like this:
     

     
    Photo by Wikipedia user "Trappi", published and permitted for re-use under the Creative Commons CC-by-sa 3.0 licence.
     
    The large black handle to the left of the driver is the speed/power selector assembly, with which the traction control programme switches are co-located. The TFT screen immediately beyond the power controller is for the electronic working timetable – abbreviated "EBuLa" – to the right of which there is a combined instrument cluster with the tractive/braking effort gauge on the left, and the speedometer on the right. The indicator lamps below these two gauges are mainly related to the Indusi train protection system – especially the three blue lights and the white, red and yellow indicators below. The two gauges to the right are the brake pressure indicators, while the array of switches at the driver's right includes the vigilance, release and manual override triggers for the Indusi, as well as those for the circuit breaker, pantographs, blowers and compressor. The brake controllers are set to the right of the driver as well, with the larger valve below being for indirect brake controls and the smaller valve with the green body for the direct shunting brake.
     
     
     
    Locomotive controls are based on an adapted version of the proven logic board setup from the 143 on 156 001, 002 and 004, whereas 156 003 is equipped with a microprocessor-based SIBAS 16 computer suite from Siemens, featuring one primary and one backup computer. As a result, status monitor screens are available in the cabs of 156 003. On all locos, the logic board arrays or onboard computers are located on the inner bulkhead of Cab 1. Finally, all locomotives are equipped with a PZB train protection suite and radio. Additionally, 156 001, 002 and 004 were refitted with a TDM-based MU control package from 2007 onwards, which allows these locos to work in multiple with all class 112, 114 and 143 locomotives – with their current operator MEG also having a number of 143s in their inventory. Consequently, these three 156s are frequently seen paired with one of those 143s on certain heavy workings.
     
    The transformer is a three-core oil-cooled design with split primary and secondary stage, with each half supplying one of the bogies to help limit current draw. It is connected to a 31-notch thyristor-assisted tap changer which allows for almost stepless power control, and also has separate taps for auxiliary circuits and ETS. Meanwhile, the traction motors are a slightly augmented version of those used on the 143, providing a one-hour output of 980 kW per motor instead of 930.
     
    Auxiliary systems, such as motor blowers, compressor and others, are fed from a 380 V/50 Hz three-phase grid, which in turn is supplied by a motor-driven rotating inverter on 156 001, and by a static inverter consisting of a common rectifier with DC link and four secondary side inverter modules on 156 002 through 004. As a result of this setup, the auxiliary grid is split into four groups on these three locos for greater redundancy.
     
     
    And this would bring us to the photo strip for this model...
     
     

     
    Gützold's 156/252 was highly praised when it was first released, and to my mind still is a very fine rendition of this locomotive which in reality had turned out to be among the oddballs of German motive power. Tests conducted at the time of the original release proved it to be highly accurate in scale, and due to a well-thought-out chassis design and significant weight offer excellent tractive power. On the very first production batch of the DB Cargo variant, however, the mouldings for the body sides had been accidentally exchanged, which but was quickly remedied.
    The model #43300 represents 156 001 in its current guise of Mitteldeutsche Eisenbahn, with the company's internal running number 801. This loco has the LEW works number 20004.
     
     
     

     
    As this side view of the Cab 1 end will hopefully reveal, the model's paintwork and lettering is impeccable, too. As per the inscriptions above the bogie, 156 001 had had her last revision completed at the Dessau works (abbreviated LDX) on 28 June 2007.
    The braking weights are also called out, being 135 tonnes on "R", 115 tonnes on "P" and 90 tonnes on "G", with the loco's service weight being indicated as 120 tonnes.
     
     
     
     

     
    As you can also see, the 156's wheelsets are asymmetrically spaced, much like on the 155.
     
     
     
     

     
    In general terms, MEG's current livery with white frontside warning panels could be said to resemble the final livery 252 002 had carried in the last years of Deutsche Reichsbahn, as this, too, included a white frontside warning panel. Note how the head and tail lights are stacked rather than arranged horizontally on the left and right of the body faces.
     
     
     
     

     
    On the rooftop, it is noticeable how Gützold chose to obtain the same miniatures of the trademark VSH 2F2 pantographs Roco use on their class 143/243 electric, which was praised in reviews as contributing to a plausibly uniform appearance when operating Deutsche Reichsbahn motive power. Also note the rectangular access hatches in the cab roofs and the round rooftop hatch next to the rheostatic braking tower towards the Cab 2 end. On German electrics, it has long been common practice to locate the circuit breaker towards Cab 1, while the device next to the #2 pantograph is the OHLE voltage sensor.
     
     
     

     
    And to round off this loco portrait, I was thinking that you might be interested in seeing the loco's interior. To take off the body, you need to remove the buffers, after which just a touch of spreading the body sides is required to lift it off the chassis. As you can see, the frame is a massive cast metal piece, resulting in the model weighing in at about 680 grams, or about 1.5 lbs. It is lighted by LED boards set below the cab interior pieces, with plastic chutes sealing the headlight and tail light chambers. There also is sufficient space for a DCC decoder, which goes into the recess on the Cab 1 end of the metal frame. The motor, of course, is located below the main PCB.
     
     
    Edit – 8 November: Turns out I forgot the technical specs for the 156, so here goes...
     
    Overall length – 19.50 m/64 ft
    Overall width – 3.1 m/10.2 ft
    Overall height – 4.65 m/15.3 ft
    Wheel diameter – 1.25 m/4.1 ft new, 1.16 m/3.8 ft maximum wear
     
    Service weight – 120 tonnes/118 long tons
    Power output – 5,880 kW one-hour rating, 5,580 kW continuous
    Initial tractive effort – 361 kN/81,156 lbf
     
    Maximum speed – 125 kph/77 mph
     
     
     
     
    Once again – thank you for your time and I hope you enjoyed this article!
  9. NGT6 1315
    Morning all!
     
    Still trying to reduce the update backlog on this end, so for this time, how about having a look at one recent loco rebuild which I at least roughly finished? I say "roughly" because I have since become aware of some small kinks yet to iron out, but even so, I guess the result will be presentable...
     
    During one of my photo rounds this spring, I encountered, live and in the flesh, one locomotive which I immediately concluded would be an excellent subject for a bit of loco modding:
     

     
    Seen here roaring through Thekla Station on 25 March, 132 158, owned and operated by Leipziger Eisenbahngesellschaft, is pulling a string of gas tankers. Interestingly, the company's name is actually slightly misleading as it is indeed based at Delitzsch, 12 miles north of Leipzig and bordering on the state of Saxony-Anhalt.
     
    This, of course, is one of the 709 Co'Co' configured diesel locomotives known in the Deutsche Reichsbahn era as class 132, and as class 232 after German unification. A number of these, and related, locomotives have also found their way to TOCs outside of Deutsche Bahn. Designed and built in what had been the Soviet Union at the time, it also is highly reflective of the peculiar political and economic conditions which characterised Deutsche Reichsbahn’s working environment.
     
    During the 1960s and 1970s, Deutsche Reichsbahn found themselves in a position where the GDR’s political leadership kept changing their position on whether the extensive fleet of steam locomotives should be replaced by diesel locomotives or whether electrification should be promoted. At the time, most of the electrified lines in the GDR were located south of a line stretching from Magdeburg across Bitterfeld to Dresden, while further electrification works north of that line had stagnated.
     
    Initially, dieselisation held the upper hand owing to cheap fuel oil imports from the Soviet Union which at the time were optimistically predicted to continue indefinitely, and prompting an extensive procurement programme for a heavy, high-powered mainline diesel locomotive capable of handling heavy passenger and freight services without the need for MU formations. Although experts had, in fact, recommended otherwise, it was argued that the higher direct operating costs for an expanded fleet of diesel locomotives would be offset by being able to forego investment for the required infrastructure and OHLE equipment. It was also argued that based on current economic plans and predictions, the GDR electrical industry would not have been able to meet the requirements for a large-scale electrification project within the intended time frame.
     
    As I also mentioned in other entries relating to ex-DR motive power (such as my presentation of the class 229 diesel-hydraulic), locomotive procurement for East Bloc countries was highly dependent on multilateral political agreements for industrial specialisation. As a consequence, Deutsche Reichsbahn could not order any locomotives with the requested performance characteristics from GDR locomotive builders. That being said, the Karl Marx Locomotive Works of Babelsberg had configured one V 180 type diesel-hydraulic with two 1,200 hp prime movers to be able to present a prototype capable of 140 kph/87 mph for a suitably powerful, home-built diesel locomotive.
     
    Instead, the October Revolution Locomotive Works in the city then known as Voroshilovgrad in the east of the Ukraine were contracted for development and construction of a 3,000 hp, diesel-electric locomotive. Today, Voroshilovgrad is again named Luhansk, while the locomotive factory is known as Luhanskteplovoz and continues to offer locomotives, DMUs and EMUs.
     
    These new, high-powered mainline diesels were to augment the fleet of V 200 series – designated class 120 after 1970 – medium diesel locomotives also produced by the October Revolution Locomotive Works, which had been primarily designed with freight service in mind. The new locomotives, initially designated the V 300 type, were to be capable of handling operating patterns Deutsche Reichsbahn had projected for the 1970s, and therefore to offer a 140 kph/87 mph maximum speed, and per UIC and OSShD agreements to allow for electric train heating on all top-tier domestic and international passenger services.
     
    However, the October Revolution Locomotive Works indicated they were lacking experience with ETS equipment matching the German norm of 1,000 V, 16 ? Hz, and needed more time for coming up with workable solutions. Therefore, it was agreed that the first batch of production locos be delivered without ETS so as to be able to put them in service as quickly as possible.
     
    The first pre-production sample, designated V 300 001, was presented at the Leipzig Spring Fair of 1970, with the first batch of prototypes having been allocated to Deutsche Reichsbahn’s Research and Development Department – known in German as VES-M – in Halle-upon-Saale for route trials. Eventually, the first batch of eighty class 130 locomotives were allocated to the Leipzig Central Station South depot. These locomotives were outfitted with bogies capable of 140 kph but, lacking any ETS equipment, were only usable for passenger services during the summer period. Their operational focus was therefore shifted to heavy freight service. As they were geared for speed rather than tractive effort, they but were less than ideal for this role. Three 130s, redesignated class 131.1, were therefore rebuilt with modified reduction gears for a 100 kph top speed and higher tractive effort. Following this experience, Deutsche Reichsbahn specified that until the Soviet locomotive builders would be able to provide suitable ETS-equipped locomotives, all following V 300 type locomotives were to be configured for 100 kph only. As a result, 76 identical locomotives were delivered as class 131.
     
    With 1973 approaching, October Revolution announced they could finally provide ETS equipment for 1,000 V, 16 ? Hz. As Deutsche Reichsbahn had become aware of the fact that few stretches of mainline would be able to allow for maximum speeds of 140 kph or more in the foreseeable future, they specified all following locomotives to be configured for a 120 kph/75 mph top speed. Deliveries commenced in 1974, with a total of 709 examples having been built until 1982. Due to these locomotives having to provide space for the ETS inverter, they are longer by 200 mm.
     
    In 1977 and 1978, Deutsche Reichsbahn also accepted a small batch of six locomotives with an uprated power output of 2,940 kW/4,000 hp, intended to work heavy freight services from the Baltic Sea ports to the various industrial centres in the GDR heartland. These locomotives were designated class 142. However, the country’s political leadership agreed on continuing electrification measures in the north of the GDR during the same period, so that no additional 142s were procured.
     
    Like all DR locomotive types, the 132 family was redesigned accordion to West German norms following the country’s reunification, turning the 130s into 230s, 131s into 231s, 132s into 232s and the 142s into 242s.
     
    During the 1990s and early 2000s, various modifications to the basic 232 were evaluated. The first of these was a batch of 65 locomotives which had the Kolomna 5D49/16 Ch N 26/26 prime mover replaced by a 12D49 engine in order to investigate whether this engine could be a suitable alternative for those locos whose engines were excessively worn. The new Kolomna engine offered the advantage of requiring only a few modifications to the locomotives proper. Those locomotives thus re-engined were designated class 233, and were also given various other detail improvements such as preparation for cab air-conditioning units, new flange greasers, improved cab instruments, and replacement of all insulation materials containing asbestos. The 233s also had their ETS equipment deactivated in order to reduce maintenance expenses, and are therefore only suitable for freight work. They are recognisable by an additional engine room window.
     
    Also in the early 1990s, Deutsche Reichsbahn observed that they would quickly require a diesel locomotive capable of 140 kph for handling the increasing number of InterCity and InterRegio services between former West and East Germany which the DB class 218 diesels were not sufficiently powerful to handle. The decision was thus made to modify a total of 64 232s for the higher top speed. To that end, they were rebuilt using traction motors, reduction gears and other bogie parts from the original class 230 locomotives which had been outfitted for 140 kph. These rebuilds were designated class 234, of which 23 were also outfitted with time-multiplexed push-pull controls. After several years, part of the 234 fleet was again rebuilt for the original 120 kph top speed when they were no longer needed in their passenger role.
     
    The final modification programme carried out on the 232s involved eleven locomotives rebuilt with Kolomna 2-5D49 prime movers and new traction motors, offering a power output of 2,982 kW/4,000 hp. These locomotives, redesigned class 241, were intended for heavy cross-border freight services to Belgium and the Netherlands. 241 801 through 805 were outfitted for Belgium and modified with dynamic brake fans relocated to the lateral roof planes and slightly reduced overall height in order to fit the Belgian loading gauge. As these locomotives were missing the Belgian automatic warning system, they were restricted to 60 kph on Belgian tracks.
    Conversely, 241 008, 338, 353, 449 and 697 were prepared for the Netherlands, and modified with the ATB Fase 4 train protection system and restricted to 100 kph/62 mph.
     
    In the GDR, the 130 family was universally used for passenger and freight services wherever railway lines were prepared for an axle load of at least 20 tonnes. After reunification, the 230s and 231s were soon retired, while the 242s were sold to private operators after a few years.
     
     
    Technical description
     
    The 132’s body is based on a welded frame consisting of two outer and one central longitudinal beam; two outer transversal beams functioning as bufferbeams, six inner transversal beams of which four are located above the bogies to either side of the pivot pins, and four diagonal supporting beams set below the cabs and aligned with the coupler mouths. The fuel tank, hung below the frame, also offers structural support and comprises space for battery boxes along the outer sides.
    The body proper is supported by a welded framework plated with steel sheeting, and divided into six areas – two cabs, two entry rooms, engine room, and radiator chamber.
     
    The bogie frames consist of two outer transversal beams, two outer and two inner transversal beams, the latter of which are connected to the longitudinally aligned pivot pin bearing. The pin bearings are slightly offset towards the locomotive’s centre by 185 mm in order to align the bogie’s centre of gravity with the pivot location, and offer 40 mm of lateral motion to either side. The pivot pins are also dampened by helical springs.
    The traction motors are suspended from the two inner transversal beams and the outer transversal beams facing towards the bufferbeams. The axle bearings are connected to arms extending from the bottom of the bogie frame, facing towards the locomotive’s centre, while baffle plates for the primary suspension springs are provided towards the outer ends. The brake rigging passes through openings in the longitudinal beams, while sand boxes are attached to the outer ends of these beams and mounting arms for the rotational dampers and brake cylinders are attached to their outer flanks. The flange greasers are attached to the cabside outer transversal beams.
    The axle bearings comprise roller bearings for the wheelsets which offer 2 mm of lateral motion on the outer wheelsets, and 14 mm on the inner wheelsets. They are held by levers connected to the attachment arms on the bottom of the bogie frames, with two helical springs per side offering primary suspension for each axle bearing. The lever bearings are designed to allow for a degree of elasticity in order to improve curve running. The wheelsets comprise the shaft, gear wheel, and two wheels with separate rims.
    The 132 technically does not have any secondary suspension, but is outfitted with a semi-elastic bearing arrangement consisting of a pair of friction and roller bearings per bogie. The friction bearings are located between the running frame and the topside of the intermediate bearing elements. To allow for the bogies to pivot vertically in order to negotiate humps, the bearing elements consist of spherical caps held in matching bowls, below which are located roller bearings comprising two large rollers and figure-8-shaped roller plates. Due to their shape, these roller bearings, together with the pivot pin dampening springs, provide centring action while negotiating curves.
     
    The prime mover originally fitted to the 132s is a turbocharged V-16 type Kolomna 5D49/16 Ch N 26/26 four-stroke diesel engine with a cylinder angle of 42°, total volume of 220 litres and a continuous rated power output of 2,205 kW/3,000 hp at a maximum speed of 1,000 rpm. This engine is connected to the traction generator which produces three-phase AC power and is cooled by a separate blower powered by the prime mover proper. The generator, in turn, is connected to the main rectifier consisting of two parallel bridge circuits with a total of 240 silicon diodes.
    The traction motors are common DC motors with two shunt notches.
     
    Safety equipment on board the 132 comprises a DR style alerter with random check intervals as opposed to the fixed-interval alerter common on West German motive power, and an Indusi train protection suite. The improved GDR variant of that system – called PZ 80 and having replaced the I 60 system originally adopted from the West – worked on the same principle of using 500, 1,000 and 2,000 Hz trackside RLC circuits and active transceiver coils on board, but the on-board electronics suite differed in offering maximum speed monitoring thresholds spaced at 10-kph intervals between 50 and 160 kph.
     
    Auxiliary systems comprise the coolant water pump, oil pump, fuel pump, compressor, cab ventilation and heating, as well as the blowers for the heating generator, traction inverter, traction motors, radiator and braking rheostats. The 132’s ETS equipment can provide an output of 1,000 V at 16 ? Hz and with a continuous power output of 600 kVA. The piston type compressor provides up to 145 litres of compressed air per hour and is powered by a 21 kW electric motor.
     
    The braking gear is based on a unified Knorr controller valve with settings G, P P2 and R, and one brake pad and brake cylinder per wheel. It is designed as a tread brake with two pads per wheel. There also is one handbrake per bogie, acting on the left wheels on wheelsets 2 and 3. The pneumatic brake is blended with the dynamic brake.
     
     
    Technical specifications
     
    Length, width and height – 20.82, 3.08 and 4.27 metres/68.3, 10.1 and 14 ft
    Engine power output – 2,200 kW/2,950 hp
    Initial tractive effort – 294 kN
    Service weight – 124 tonnes/122 long tons
    Maximum speed – 120 kph/75 mph
     
    _________________
     
    To obtain a model of 132 158, I had a choice out of the extensive range of class 132/232 models to have been produced by Roco since they first presented their H0 scale version of it in 1994. Since a DR liveried locomotive with low radiator fans and narrow waist stripe would be the most logical choice, I successfully hunted for an example of #43704 on eBay, which model represents 232 100 as she appeared in the final period of Deutsche Reichsbahn.
     
    The rebuild but also necessitated the replacement of the factory-fitted round buffers with rectangular ones, so some thinking as to how to attach these was required as well.
     
     
     

     
    However, when looking at the finished loco, I think it was well worth the effort!
     
    It is worth noting that Leipziger Eisenbahn's motive power inventory consists mainly of used ex-DR locomotives – specifically, four class 203 (DR V100 type) diesel-hydraulics, two class 232 diesel-electrics, and most recently, two class 155 electrics. All of these have been painted in now-historic liveries, with the 203s, 232s and 155 137 wearing the classic burgundy livery with white trim, and 155 078 having been painted oriental red with her last revision. It's also interesting that those locos which have been given back their Deutsche Reichsbahn livery have also been given back their DR style running numbers. Consequently, the locomotive known as 232 158-8 in Deutsche Bahn service has been restored to her appearance as 132 158-7.
     
    132 158 was built in 1974 and accepted by Deutsche Reichsbahn on 29 January, 1975. Its works number is 0373.
     
     
     

     
    There were two variations of the burgundy and grey livery on the 132s – one with the trim stripe narrowing in between the cab doors, the other with a broad stripe all around.
     
     

     
    This snapshot was taken in the middle of modding. Using a razor saw, I cut off about one millimetre of plastic from the bodyside part of the buffer shafts. These shafts had been hollow to accept the retaining pins for the round buffers.
     
    As the rectangular buffers I had obtained as spare parts from Roco were designed to be plugged onto retaining pins themselves, I took some sprues from detailing parts sets which I had stashed in my scrapbox, and cut straight pieces from these sprues to fabricate retaining pins with matching diameter. I first glued these in place inside the buffers proper, and after that glued these into the buffer shafts on the model's body.
     
     
     
     

     
    The decals for this specific loco were again provided by Mr Nothaft of http://www.modellbahndecals.de/index.php . I did find out that some of the smaller servicing inscriptions on the solebars are formatted slightly differently now than they were in the DR era, so I will need to amend these in due course.
     
    Going by 132 158's EVN number, the locomotive is registered as 92 80 0232 158-8 D-LEG.
     
     
     

     
    Thinking about it, I might yet prepare roller blinds for the cabs as well! And, perhaps I will yet check whether there may be suitable photo-etched windscreen wipers...
     
    Another item I had to modify on the model was painting the rain gutters above the cab windows off-white.
     
     
     

     
    Various structural details differed during the 132/232's extensive production run. Early 132s, for example, had the radiator fans on the Cab 2 end set within raised, cylindrical tubes, while later locos had them set almost flush with the roof panelling.
     
     
    And to round things off, I recommend you have a look at these Youtube videos showing 132 158 at work:
     

     

     

     
     
    Cheers everyone!
  10. NGT6 1315
    And a good morning once again!
     
    I admit that the decision for purchasing the model we’re going to look at today was, first and foremost, made on the basis of my having been strangely intrigued by an operational practice introduced by DB Regio on several RegionalBahn (stopping service) lines covering areas of Saxony, Saxony-Anhalt and Thuringia over the past few years. This involved pairing up Siemens ES 64 U2 type locomotives – in ÖBB service, and officially only there, known as „Taurus” – with „y” Stock coaches – also known as Halberstadt type regional coaches with central vestibules, thus creating a strange but intriguing contrast of old and new.
     
    I therefore wanted to assemble one of these train formations, using a suitable ES 64 U2 type locomotive – known in Germany as class 182 – from Roco, and „y” Stock coaches from Brawa and – for the driving trailer – Roco. For the coaching stock, Richard „Taigatrommel” Bucknall of this parish came to the rescue by offering me just those coaches I'll require, while for the locomotive, Roco came forward with an interesting variant earlier this year. This model, marketed with reference #73534, represents one of the small number of MRCE Dispolok ES 64 U2s still wearing the original silver and sulphur yellow livery.
    The coaches will be described on this blog in a couple of weeks after receiving them and getting their lettering updated!
     
    In order to mention this up front, I should like to refer you to my background posting, „Eurosprinteristics,” for more information and technical descriptions of Eurosprinter type locomotives.
     
    Among the total of 437 ES 64 U2 type locomotives, there are sixty which are owned by stock lessor MRCE Dispolok – formerly a Siemens subsidiary called Siemens Dispolok, unsurprisingly, and then merged with Mitsui Rail Capital Europe per 1 April 2008 – and meant to be hired by whichever TOC might be in need of modern motive power but not prepared to buy them. Therefore, Dispolok took care to prepare their locomotive fleet in a neutral livery which could be easily adapted to any particular wishes a customer might desire.
    The silver and yellow original livery has mostly disappeared from the MRCE Dispolok fleet, and been replaced with an all-over black livery offering an equally neutral appearance. Of course, customer so inclined can also specify MRCE locomotives to be repainted, especially for long-term contracts. It’s also interesting to note that Austrian operator Wiener Lokalbahnen Cargo, who have had a number of MRCE ES 64 U2s on long-term lease, have modified the original Dispolok livery to match their own corporate identity, replacing the yellow with cream white and the silver with dark blue.
     
    Also, fifteen of MRCE Dispolok's locomotives have been fitted with the „BosporusSprinter” equipment package between 2005 and 2008, enabling them to operate more or less throughout the Balkans. Specifically, these locos are certified for Austria, Germany, Hungary, Croatia, Romania, Serbia and Montenegro, Bosnia, Macedonia, Bulgaria, Greece and Turkey, and therefore probably the farthest-reaching electrics on the European continent. These locos carry a third pantograph with a 1,600 mm head, utilising an additional mounting position provided in the ES 64 U2’s design. Originally, a batch of ÖBB 1116s carried a 2,060 mm pan on this position which at the time was required for compatibility with the Hungarian OHLE before it was matched to the Austrian/German geometry, while several Dispolok ES 64 U2s are also known for being fitted with a 1,450 mm third pantograph for Switzerland.
     
     
    Technical specifications
     
    Length, width and height – 19.28, 3 and 4.25 m/63.3, 9.8 and 13.9 ft
    Service weight – 86 tonnes without and 88 tonnes with ETCS onboard equipment/84.6 and 86.6 long tons
     
    Power output – 6,400 kW/8,583 hp
    Initial tractive effort – 300 kN
     
    Maximum speed – 230 kph/143 mph
     
     
     
    The model we’ll be looking at now is one of those more or less recent variants which Roco have provided with a redesigned chassis, featuring coupler extension mechanisms and LED lighting. As previously mentioned, this model is offered with reference #73534, representing 182 595, or ES 64 U2-095, in the original silver and yellow livery and with the Swiss equipment package.
     

     
    Undoubtedly (at least to my mind), the ES 64 U2 series is among the most visually attractive locomotives to have been rolled out around the turn of the 21st century. The silver-and-yellow Dispolok livery, while fairly straightforward, does, in my opinion, not diminish that fact a bit.
     
    182 595 was built in 2002 with works number 20784 and put into service on 8 July that year.
     
     
     
     

     
    The lettering seen here on the Cab 1 end indicate the locomotive to have had its last revision completed at the Deutsche Bahn workshops at Dessau (abbreviated LDX) on 18 August 2010, and to carry the designation 182 595-9 for operation within the LZB cab signalling system, which cannot handle locomotive numbers like "ES 64 U2-095".
     
    Also note the small silhouette of Germany, Austria and Switzerland on the cab flanks, representing the countries this specific locomotive and her similarly outfitted sisters can operate in. In addition, you can make out the ETCS transceiver suspended from the loco's running frame just ahead of the transformer, which is one of the modifications carried out by Roco on this recent release of their long-running ES 64 U2 model.
    I did highlight the PZB magnets, mounted at the bottom of the bogie frames, with some aluminium paint, though of course, these devices become dirty fairly quickly.
     
     
     

     
    On the Cab 2 side, there are the usual service weight and braking weight indications. There also is the NVR number, reading as 91 80 6182 595-9-D-DISPO.
    The braking weights read as follows:
     
    R+E 180 t
    P+E 100 t
    R 140 t
    P 67 t
    G 67 t
    FspBr 25 t – this being the spring-loaded parking brake, or "Federspeicherbremse" in German.
     
    In between the transformer and Bogie 2, you can see the suspension framework for the Integra-Signum magnets and ZUB 121/262 balise readers to make the locomotive compatible with the classic Swiss train protection systems.
    The trackside Integra-Signum magnets are always set in pairs, with the device set to the left of the left hand running rail being a transmission magnet and the one on the track's centreline an exciter. The corresponding magnets on rolling stock are the exciter magnet aligned with the trackside exciter magnet, and the pair of receiver magnets outside the running rails.
    The ZUB balise readers are set inside to align with the trackside balises, also available as a pair like the Integra-Signum receiver magnets.
     
    Note that I highlighted the visual brake indicators, just next to the inner wheelset, with dots of green paint, indicating the brakes to be released.
     
     
     

     
    It is interesting to note that among the originally liveried Dispolok ES 64 U2s, 182 595 is peculiar in having had the frontside body panel, which originally was the same shade of silver as the body flanks, painted over in what trainspotters tend to describe as a whitish-silvery light grey. This paint was applied around the existing lettering for unknown reasons, leaving the original silver colour in place underneath the frontside lettering. I suppose you can take this as proof that even on highly standardised modern locomotives, there can yet be a multitude of peculiarities.
     
    Also note the left buffer shroud displaying only "SIEMENS" as a cutout, whereas earlier ES 64 U2s had shrouds with a "SIEMENS KRAUSS MAFFEI" cutout. The right buffer shroud has an integrated grille, behind which the horns are located.
     
     
     

     
    This top-down roof view shall highlight the arrangement of three pantographs on 182 595, with the narrower Swiss-spec pan being on the inner mounting position. The circuit breaker is located towards Cab 2. On the rooftop, I highlighted the busbar attachment clamps with some aluminium paint.
     
     
    Thanks for reading and have a good day!
  11. NGT6 1315
    Hello all!
     
    As promised, here is the first load of images from the excursion I've been on this past Saturday . The event took place to celebrate the 30th anniversary of one of the LRV types on the light rail network - or underground, if you will - in Frankfurt. A rather extensive Wikipedia article in German can be found here: Click. The event was organized by Frankfurt's Historic Tram Association (Click) where some of my friends are members - and therefore the excursion was as much a gathering of friends as a very interesting and delightful event for rail enthusiasts.
     
    To give a very brief summary of the history of Frankfurt's light rail network: Back in the 1960s and in keeping with widespread beliefs of the time, plans were made to convert the majority of the original tram network to light rail operation, with this evolved network being meant to have its own right of way wherever possible, so as to avoid interference with road traffic. Long term plans called for all trunk lines within the city to be operated in tunnels, which but proved to be so costly that several stretches - especially along the U1 through U3 lines as well as the U5 - have remained stuck in what were meant to be interim levels of construction for decades.
     
    There are five types of LRVs currently operated on the network: The Siemens-Düwag U2 type, also used in Calgary, Edmonton and San Diego; the U3 type (article in German only) which is the one having its anniversary this year; the U4 type (German only); the U5 type (German only) from Bombardier, which is the most recent generation; and the Ptb type (German only) originally designed to be capable of operating both as tram and underground and thus meant to pave the way for the transition from one system to another. The entire network is operated by the VGF (Verkehrsgesellschaft Frankfurt; Frankfurt Transport Authority) which evolved from the city's Department of Public Services in 1996.
     
    Our trip was scheduled to begin at 10 o'clock at the Schäfflestraße station, just outside the VGF's East depot in the borough of Seckbach, which was opened only in 2003 and serves the light rail lines U4, U5, U6 and U7 as well as tram lines 12 and 14. All in all, about 39 guests went on this excursion. Our train for the trip consisted of cars 457 and 476.
     
     

     
    There is a turnback siding at Schäfflestraße which was where we were permitted to board. The tracks to the left are the line to Enkheim, originally operated only by the U7 line since 1992. In December 2008, then, the U4 line which previously terminated at Seckbacher Landstraße was extended to Enkheim as well, actually passing through the East depot. Depending on the time of day, every second or third train on the U4 line continues past Seckbacher Landstraße.
     
    All following images showing this perspective were made through the open cab door.
     
     
    The first leg of the trip took us to Hausen, which is normally served by the U7 line.
     
     
     

     
    The first photo stop was at Eissporthalle, where the city's ice hockey stadium is located. This here is called the "C" route, the first section of which - between Industriehof in the west and Zoo in the east - was opened in October 1986. The extension to Enkheim followed in 1992, and the one from Zoo to Eastern Station in 1999.
     
     
     

     
    Having crossed the city and turned onto the Hausen branch at Industriehof, we were now waiting at Große Nelkenstraße. The platforms at this stop are located to both sides of the intersection. On the opposite track, a U7 service bound for Enkheim is picking up passengers.
     
     
     

     
     
    After a brief layover at Hausen our schedule called for us returning to Bockenheimer Warte, which we did. This here is Industriehof again, with the tunnel being visible in front of the train. The junction here dates back to the time when trains for the U6 and U7 lines were stored at the Gutleut depot near Central Station, a few kilometres away. To reach the "C" route, they actually had to travel a good part of what is now tram line 16, branching off at the intersection of Adalbertstraße and Schloßstraße and continuing across Breitenbachbrücke. Needless to say, this solution was less than ideal, which was one of the reasons why the East depot was eventually built. We would later travel this service route between Schloßstraße and Industriehof as well.
     
     
     

     
    An effect shot of sorts inside the tunnel.
     
     

     
    Bockenheimer Warte - the location of the old university campus which is to be abandoned over the next few years - is served by lines U4, U6 and U7. However, U4 and U6/U7 are operating on different routes, which but are connected by a service tunnel not used for regular passenger services. We would now use this connecting tunnel to change from the "C" route to the "D" route.
     
     

     
    Inside the connecting tunnel...
     
     
     

     
    ...and back on regular tracks at the "D" route part of Bockenheimer Warte Station. Next, we continued into the turnback area, which is located behind where I was looking in this photo.
     
     

     
    This is the turnback facility or "Wendeanlage" for the U4 line. The train on the left is a scheduled U4 service, also consisting of U3 type cars. These cars are used exclusively on the U4 line, so having them operate on the remainder of the network was what made this excursion special. You'll be seeing a couple of full external views of these cars soon .
     
     
     
    The next leg would take us along the regular path for the U4 line up till Konstablerwache Station.
     
     

     
    Needless to say, there were passengers at many of the stations we passed that day who confused us with scheduled services, in spite of us having displayed "Sonderwagen" ("Special") on the rollsigns! This here is Konstablerwache, by the way.
     
     
     

     
    However, we now continued on what is called the "B" route, usually served by the U5 line and operating more or less like a tram for a good portion of the line. Here, we are egressing the tunnel at the intersection of Eschenheimer Anlage, Scheffelstraße and Eckenheimer Landstraße, also called the "Scheffeleck," while a U5 service to Central Station is heading the other way.
     
     

     
    Back to the light of day...
     
     

     
    ...and on our way north. Actually, trains for the U4 line did need to use this route at the beginning and the end of their shifts while they were stabled at the Eckenheim depot - before the days of the new East depot.
     
     

     
    Under German regulations, light rail systems such as the one in Frankfurt are considered to be trams, and thus subject to such requirements as the cars having to be fitted with brake lights, direction indicators and electromagnetic rail brakes, plus both bell and horn.
     
     
     

     
    Another line U5 service heading down to Central Station. This line is operated with Ptb type cars in maximums of two cars per train as regulations do not allow for trains longer than 75 metres to be operating on shared right of way, with one Ptb car being 28.7 metres long.
     
     
     

     
    The large pillared building to the left is the Frankfurt branch of the German National Library.
     
     
     

     
    At this place, Eckenheimer Landstraße intersects Adickesallee and Nibelungenallee. We were now about to pass the Central Cemetery and the New Jewish Cemetery, both of which are located to the right of the line.
     
     

     
    ...this here being the Hauptfriedhof stop at the Central Cemetery.
     
     
     

     
    We were now approaching the intersection of Eckenheimer Landstraße and Marbachweg. Here, the U5 line branches off to the right while we were to continue ahead to the old Eckenheim depot.
     
     

     
    However, we first made a photo stop. This is how the U3 type LRV looks. Twenty-seven of these were delivered from 1980 onwards, with an additional order having been planned with the intention of equipping the future U6 and U7 lines. However, budgetary constraints prevented this order from ever being made. The U3 type has three bogies with two wheelsets each, with the two outer bogies being powered by one 174 kW motor each. The overall length is 25.68 metres, with the length being 2.65 metres. The type has chopper controls, allowing for smooth acceleration and braking without any notches.
     
     

     
    We now had to wait for the traffic to clear and the signal showing a proceed aspect as we were about to reach the Eckenheim depot at Schwabstraße.
     
     

     
    We first entered a turnback outside the actual depot and played a bit with the rollsign .
     
     
     

     
    And this is our train standing in the shed at the old Eckenheim depot, which was formerly used for trams and later for storing trains for the U4 and U5 lines. Today it serves mostly as a stabling area for retired LRVs and a small number of trains for the U5 line.
     
     
     

     
    Several retired cars were stored in another part of the shed.
     
     
     

     
    Next we were about to cross over to the "A" route, using a connecting line through Marbachweg, to the right of where I was looking here.
     
     
     

     
    This connecting line through Marbachweg is mostly single-tracked. You could tell the motorists coming the other way were not expecting to see a rail vehicle here!
     
     

     
    We were now on the "A" route and heading north for Heddernheim...
     
     

     
    ...along Eschersheimer Landstraße.
     
     

     
    Just beyond Weißer Stein and before Heddernheim the line crosses over the Main-Weser Railway and then drops back down to the station and LRV depot. We would now continue to Bad Homburg-Gonzenheim on what is the U2 line in scheduled traffic.
     
     

     
    The depot serving the U1 through U3 lines is located to both sides of the line between Dillenburger Straße and An der Sandelmühle. The signal shows a Hp 2 aspect, allowing us to proceed with 40 kph.
     
     
     

     
    The junction in front is where the U1 and U3 lines for Ginnheim and Oberursel branch off, while the U2 line continues ahead.
     
     
     

     
    The next photo stop was at Sandelmühle...
     
     
     

     
    ...after which a scheduled service came the other way.
     
     
     

     
    Another stop was made at Riedwiese/Mertonviertel. Not too far from here a new borough called Riedberg is currently under construction, and two new light rail lines are planned to begin operation in this area in December 2010.
     
     

     
    The route then continues along the A661 motorway, with the next stop being Kalbach.
     
     

     
    This here was Bonames Mitte...
     
     

     
    ...and this is the terminus at Gonzenheim on the outskirts of Bad Homburg. The routes now operated by lines U2 and U3 were formerly something similar to what would be called an interurban railway in North America, having been operated with trams with body extensions around the doors on the right side as the cars would have been too narrow for the tunnel into the centre of Frankfurt otherwise. The line to Bad Homburg originally terminated at the city's railway station, but was cut back to Gonzenheim in 1971 after trams had begun to fall out of favour with the powers-that-be in the 1960s. Back when it was operated as a tram it was called the number 25 line, which in turn was augmented by line 23 between Bonames and Neu-Isenburg, the latter being a city to the south of Frankfurt.
     
     

     
    Preparing to head back to Heddernheim...
     
     

     
    ...and crossing back over to the right hand track after leaving the station.
     
     
     

     
    Going through Ober-Eschbach...
     
     
     

     
    ...and Nieder-Eschbach where there is a turnback for U2 booster services for peak traffic.
     
     
     

     
    En route to Heddernheim...
     
     
     

     
    ...now visible in the background...
     
     
     

     
    ...and entering the depot/station area.
     
     
     

     
    We now reversed direction on platform 3 and prepared for our next leg to Oberursel.
     
     
     

     
    This junction here is where the U1 line splits off to Ginnheim on the left, with the U3 line continuing ahead. The junction has recently been rebuilt in anticipation of the new lines U8 and U9 which are planned to enter service in December 2010, operating between Southern Station and Riedberg and Ginnheim and Gonzenheim respectively.
     
     
     

     
    I wonder what the passengers were thinking about us railfans! This here was Niederursel.
     
     
     

     
    The line to Oberursel was known as line 24 back in the tram days. Here, we were calling at Weißkirchen-Ost, on the outskirts of Oberursel.
     
     
     

     
    The line to Oberursel also saw loco-hauled goods traffic up until the 1980s, with the former goods yard just beyond Oberursel Railway Station still giving an idea of those times. Today, this area is used as a turnback for U3 booster services.
     
     
     

     
    Looking ahead to the station. We then headed to the Bommersheim stabling area where lunch was waiting for us .
     
     
     

     
    No stairs anywhere, guys! Lunch was served from the boot of the car of one of the tram association's members.
     
     
     

     
    Engine 2020, now stabled inside the Bommersheim shed, was one of those which handled goods traffic on this line. Next to it, a bunch of disused bogie frames are stored.
     
     

     
    The stabling area is under CCTV surveillance and fenced, which reduces the risk of vandalism for those trains which are stabled there for use on the U3 line. These here are several of the new U5 type LRVs.
     
     
     

     
    We were now about to head up to Hohemark, which is the northern terminus of the U3 line, near the edge of the city.
     
     
     

     
    The old goods yard is located ahead, but we were turning left to head through the centre of Oberursel.
     
     

     
    The U3 line can be operated only with two-car trains at this time as the platforms at the stops within Oberursel were originally built shorter than those in Frankfurt. However, they are currently being rebuilt to allow three-car trains.
     
     
     

     
    Portstraße is located dead ahead...
     
     
     

     
    ...and this is Lahnstraße. In the background you can see the Rolls-Royce aviation engine plant on the grounds of what once was the Oberursel Motor Works back around World War I.
     
     

     
    Head-on view of our train at Glöcknerwiese, taken from the pedestrian crossing.
     
     
     

     
    Approaching Kupferhammer, which is the last stop before the single-tracked section.
     
     

     
    Here we had to wait for the next down service to clear the single-tracked section...
     
     
     

     
    ...which it eventually did.
     
     
     

     
    Switching to the other side of Hohemarkstraße...
     
     
     

     
    ...and there we were. Back in the tram days there used to be a reversing loop beyond the location of what is the Hohemark terminus today.
     
     
     

     
    Impression of some 28 years of development standing side by side - our pair of U3 cars to the left and a pair of U5 cars to the right. Hohemark is a good starting point for hiking or cycling up to the Feldberg, by the way!
     
     
    Well - this concludes the first part of this report. The second part will cover the three remaining legs - back to Heddernheim, then on to Ginnheim and Heerstraße, and back to Schäfflestraße where our excursion started .
  12. NGT6 1315
    Morning all!
     
    For our showcase of contemporary urban transit stock today, I should like to turn our attention to what I think is a particularly iconic and recognisable type of vehicle, namely the TW 2500 (and related TW 2000) Series LRVs as operated on Hanover's light rail system.
     
    With approximately 523,000 residents at the time of writing, Hanover as the state capital of Lower Saxony became a focus of international attention through the EXPO 2000 world fair which as a side effect had spawned various infrastructure development projects in preparation for this event during the 1990s. Also, Hanover has had an extensive tram system which originated in 1872 when the first horse-drawn tramways – initially provided by two competing enterprises – commenced operation. Electrification of the Hanover tram system, which at the time of its maximum expansion comprised a route length of 163 kilometres, was established from 1893 till 1903, with the tram system also including various "interurban" routes to outlying towns and communities such as Sarstedt, Hildesheim or Großburgwedel. The operating company assumed its present shorthand name of "üstra" – correctly written all lowercase – in 1921, the acronym originally referring to the name, "Überlandwerke und Straßenbahnen Hannover" which could be roughly translated as "Interurban Utilities and Tram Company of Hanover." Since 1980, the company's official title has been "üstra Hannoversche Verkehrsbetriebe."
     
    As was the case with numerous German tram systems, the Hanover network contracted drastically during the 1950s and 1960s, meaning that of all interurban routes, only the route to Sarstedt remained in operation. At the same time, newly designed eight-wheel and articulated twelve-wheel Düwag trams began rejuvenating üstra's stock inventory.
     
    In the 1950s, mirroring similar considerations in various other West German cities, plans began being discussed for transforming the existing tram system into a light rail system, commonly referred to in German as a "Stadtbahn." These plans involved the construction of tunnel sections through Hanover's city centre in order to remove mutual interference of rail and road traffic. Political agreements to this end were signed on 23 June 1965, resulting in the eventual construction of three separate but interconnected tunnel routes commonly referred to as A, B and C Route. However, the initial goal of establishing a completely grade-separated urban rail system with four tunnel routes was eventually shelved due to massively overrunning costs, resulting in the evolution of a light rail system with said three tunnel routes and a combination of street-bound and grade-separated overground trackage.
     
    The awarding of the EXPO 2000 fair to Hanover did, as previously mentioned, provide a massive impulse for further expansion and improvement of the Hanover light rail system such as it existed by the early 1990s. As of late 2015, the system comprises a total route length of 127 kilometres, of which 19 kilometres (15%) are tunnel routes, 87 kilometres grade-separated overground trackage (68%), and 21 kilometres (17%) street-bound trackage. The network even extends past the boundaries of Hanover proper, with Line 1 ending in the town of Langenhagen on the northern branch and serving the cities of Laatzen and Sarstedt; Line 3 terminating at Altwarmbüchen in the town of Isernhagen; Line 4 having its terminus in the town of Garbsen; and Line 9 reaching Empelde in the town of Ronnenberg.
     
    The lines, such as they exist at this time, are as follows:
     
    Line 1 – Langenhagen – Alter Flughafen – Niedersachsenring – Vahrenwalder Platz – Central Station – Kröpcke – Aegidientorplatz – Peiner Straße – Bothmerstraße – Laatzen/Eichstraße Station – Laatzen/Zentrum – Laatzen – Rethen – Gleidingen – Heisede – Sarstedt
     
    Line 2 – Alte Heide – Vahrenheider Markt – Niedersachsenring – Vahrenwalder Platz – Central Station – Kröpcke – Aegidientorplatz – Peiner Straße – Bothmerstraße – Laatzen/Eichstraße Station – Laatzen/aquaLaatzium – Rethen
     
    Line 3 – Altwarmbüchen – Paracelsusweg – Noltemeyerbrücke – Vier Grenzen – Lister Platz – Central Station – Kröpcke – Waterloo – Stadionbrücke – Linden Station/Fischerhof – Wallensteinstraße – Mühlenberger Markt – Wettbergen
     
    Line 4 – Garbsen – Leinhausen Station – Herrenhäuser Gärten – Leibniz University – Königsworther Platz – Steintor – Kröpcke – Aegidientorplatz – Marienstraße – Kantplatz – Nackenberg – Karl-Wiechert-Allee Station – Misburger Straße – Medizinische Hochschule – Roderbruch
     
    Line 5 – Stöcken – Leinhausen Station – Herrenhäuser Gärten – Leibniz University – Königsworther Platz – Steintor – Kröpcke – Aegidientorplatz – Marienstraße – Kantplatz – Nackenberg – Großer Hillen – Tiergarten – Anderten
     
    Line 6 – Nordhafen – Nordstadt Station – Christuskirche – Steintor – Kröpcke – Aegidientorplatz – Marienstraße – Kinderkrankenhaus auf der Bult – Brabeckstraße – Kronsberg – Messe/Ost (EXPO-Plaza)
     
    Line 7 – Misburg – Paracelsusweg – Noltemeyerbrücke – Vier Grenzen – Lister Platz – Central Station – Kröpcke – Waterloo – Stadionbrücke – Linden Station/Fischerhof – Wallensteinstraße – Mühlenberger Markt – Wettbergen
     
    Line 8 – Central Station – Kröpcke – Aegidientorplatz – Peiner Straße – Bothmerstraße – Am Mittelfelde – Messe/Nord
     
    Line 9 – Fasanenkrug – Bothfeld – Noltemeyerbrücke – Vier Grenzen – Lister Platz – Central Station – Kröpcke – Waterloo – Schwarzer Bär – Lindener Marktplatz – Am Soltekampe – Empelde
     
    Line 10 – Ahlem – Brunnenstraße – Leinaustraße – Am Küchengarten – Glocksee – Goetheplatz – Steintor – Central Station – Aegidientorplatz; supplemented by "Short 10" express line with fewer calling points: Ahlem – Brunnenstraße – Leinaustraße – Am Küchengarten – Glocksee – Goetheplatz – Waterloo – Kröpcke – Central Station
     
    Line 11 – Haltenhoffstraße – Christuskirche – Steintor – Kröpcke – Aegidientorplatz – Marienstraße – Hannover Congress Centrum – Zoo
     
    Line 16 (extra line during exhibitions) – Königsworther Platz – Steintor – Kröpcke – Aegidientorplatz – Marienstraße – Kinderkrankenhaus auf der Bult – Brabeckstraße – Kronsberg – Messe/Ost (EXPO-Plaza)
     
    Line 17 – Aegidientorplatz – Central Station – Steintor – Goetheplatz – Schwarzer Bär – Stadionbrücke – Linden Station/Fischerhof – Wallensteinstraße
     
    Line 18 (extra line during exhibitions) – Central Station – Kröpcke – Aegidientorplatz – Peiner Straße – Bothmerstraße – Am Mittelfelde – Messe/Nord
     
     
    üstra's rolling stock inventory as of November 2015 comprises 144 (out of 260 built) TW 6000 Series LRVs, built by a consortium of Düwag, Linke-Hofmann-Busch, AEG, Siemens and Kiepe from 1974 till 1993; 143 (out of 144 built) TW 2000 and TW 2500 Series LRVs; and most recently, a growing fleet of TW 3000 Series LRVs built by a consortium of Vossloh Kiepe, Alstom and HeiterBlick, which are to replace the remaining TW 6000 units. At this time, an order of 100 is being assembled, with 46 options also contracted for.
     
    The TW 2000 and 2500 Series units were obtained as part of the EXPO 2000 preparations, with deliveries having taken place from 1997 till 2000. These LRVs were built by a consortium of Linke-Hofmann-Busch and Siemens, and were explicitly specified to be built with an aesthetically pleasing exterior, for which British designer Jasper Morrison was contracted.
     
    First presented on the 1997 Hanover Exhibition, these cars were deliberately given a mainly silver livery instead of the traditional lime green, yielding a similar appearance to that of the batch of Mercedes Citaro G articulated buses procured by üstra from 1999 and designed by the late James Irvine. The TW 2000/2500 Series and the Irvine Citaros, of which Leipzig's transport operator LVB also obtained a batch of thirty, are thus aptly nicknamed "Silver Arrows." In both Hanover and Leipzig, these buses are being phased out already, though.
     
     
    1:87 scale models of the TW 2000/2500 and TW 6000 Series LRVs are, once again, available from Halling, and in Germany can be obtained directly from üstra's customer service centre. With several variants being offered for either, the TW 2500 cars are sold only as a pair, with one of the two cars being powered.
     
     

     
    While the TW 2000 cars are double-ended, the TW 2500s are configured as semi-sets to be operated in back-to-back formations. The Halling set as offered by üstra represents the pair of cars 2508 and 2509, and is made in a similar fashion as the more recent Bombardier Flexity Berlin model – with a painted transparent body shell and printed rather than scribed surface details. However, I do stand by my earlier statement that, considering trams and LRVs being more of a niche subject for modelling and modern light rail vehicles usually having fairly smooth bodywork in any case, these models are not at all badly done.
     
     
     

     
    To be able to serve road level stops, the TW 2000/2500 have fold-down access steps underneath all passenger doors, though with the remainder of the Hanover network being expected to be upgraded to high level platforms in order to fulfil accessibility legislation, these will most likely fall out of use in a few years. The TW 3000 sets currently being procured are no longer outfitted thus either.
     
    The fundamental configuration for the TW 2000 and TW 2500 is, essentially, identical, though of course the TW 2000 sets have a second cab attached on the "b" segment in lieu of the gangway provided on the TW 2500.
     
    As on the Flexity Berlin set I presented earlier, I would think the TW 2500 model could yet be upgraded with a few bits and pieces, such as lateral turn signal casings to add a bit of structural detail, or perhaps passenger figures.
     
     

     
    The set comes with a sheet of stickers for the destination signs, cleverly designed to be attached to the inside of the body segments in the appropriate places. The destinations offered are, Line 1, Sarstedt or Langenhagen; Line 4, Roderbruch or Garbsen; Line 8, Hauptbahnhof; and Line E, Messe/Nord. The stickers need to be cut out with a modelling scalpel.
     
     

     
    With rooftop equipment on modern LRVs being typically sparse, the model does represent the cab A/C and passenger space ventilation pods. Also, while the pantographs used on the model appear to be generic Sommerfeldt parts, I did apply a slight improvement already, clipping off the non-prototypical looped contact ends to leave them free-standing, and angling them down more strongly.
     
     

     
    As mentioned further up, the "b" ends on the TW 2500 comprise a gangway with flexible diaphragm. There is a portable auxiliary control panel provided on this end, which is stowed in a cabinet near the gangway when not in use. The TW 2500 pairs are usually split only for depot shunting and for maintenance, or to remove a failed semi-set from the line if necessary. The couplers on the gangwayed end are set at a slightly different height than on the cab ends, however.
     
     
    The TW 2000/2500 are designed as double-articulated cars, with the body segments primarily made of steel and the cab sections made of fibreglass. Each unit has one powered bogie each underneath the "a" and "b" segments, and one fixed two-wheelset running gear underneath the central segment. Propulsion is provided by four asynchronous AC traction motors per unit, in turn controlled through a Siemens SIBAS 32 suite tied into two propulsion control units. As is standard on BOStrab compatible vehicles, the primary mode of braking is the dynamic brake, supported by a holding brake with electro-hydraulic actuation, and magnetic track brakes for emergencies.
     
     
    An overview of the principal characteristics:
     
    Length – TW 2000 (Type 1) 25.82 m, TW 2500 (Type 2) 24.70 m
    Width – 2.65 m; 2.45 m at platform level
    Height – 3.74 m including rooftop equipment
    Floor height – 0.86 m
     
    Bogie wheelbase – 1.80 m
    Wheel diameter – 0.73 m
     
    Service weight – 39.8 tonnes per car
     
    Power output – 400 kW/536 kW continuous; 585 kW/785 hp peak
     
    Design maximum speed – 80 kph
     
    Passenger capacity – 54 seated, 101 standing at 4 persons per square metre.
     
     
    And finally, two interesting videos plus one (roughly) 30-minute report by German TV station NDR about the Hanover light rail system:
     
     

     

     

     
     
    Thanks for reading!
  13. NGT6 1315
    Evening all!
     
    As I indicated a few months ago, I have been planning to restructure my blog postings about Siemens Eurosprinter type locomotives in a similar manner as those about Bombardier TRAXX type locos, with one general technical description to give an overview and reference about common and especially noteworthy design characteristics, and separate articles highlighting specific examples for Eurosprinter type locos. This entry will be the "baseline" technical portrait.
     
    Strictly speaking, the Eurosprinter product line originated in the late 1980s, when the Spanish class 252 locomotives were created. While the type name of „Eurosprinter“ was not actually coined until 1992, these locos did represent the first major step for Siemens towards creating a unified technical platform from which locomotives could be adapted for individual technical and operational requirements. The Spanish 252s, delivered from 1991 till 1996, were still closely related to the German class 120 electrics, as were the Portuguese class 5600 engines which were procured between 1993 and 1995. While the 252 was configured both in a 3 kV DC only, broad gauge version and a dual 25 kV AC/3 kV DC standard gauge version also capable of working Spain‘s newly built high speed lines which were opened from the early 1990s onwards, the Portuguese 5600s are equipped for the 1,668 mm Iberian broad gauge and 25 kV AC only.
     
    In 1992, Siemens presented the actual prototype for what was now called the Eurosprinter locomotive family. Externally, this loco, given the running number 127 001 and designated ES 64 P, closely resembled the Portuguese 5600s and Spanish 252s, but had a slightly shorter body and was fitted with standard gauge bogies and for 15 kV AC only. After initial route trials, the loco was used in scheduled passenger and freight service, with Siemens hoping to attract further orders from either Deutsche Bundesbahn or other European railways. However, the Greek railways turned out to be the only customer for these 1st generation Eurosprinter type locomotives, ordering a total of thirty units with a slightly reduced maximum power output of 5,000 kW and 25 kV AC capability. The first six locos, procured in 1997, were originally designated class H – „eta“ – and numbered 561 through 566, with the remaining twenty-four being designated class 120 and delivered in 2004 and 2005. The original H class locos were eventually integrated into the same class.
     
    Meanwhile, the German 127 001 was purchased by Siemens for their Dispolok motive power leasing pool, which in turn was later sold to MRCE. At this time, 127 001 is still operational, now being part of the inventory allocated to the Siemens Test Centre at Wegberg-Wildenrath. Aside from duties related to evaluating and certifying newly designed motive power, it is often assigned to locomotive deliveries as well.??In 1994, newly formed Deutsche Bahn then ordered 195 units of a new type of locomotive derived from the 127, but tailored for freight work and also known as the ES 64 F type. However, the number of orders was later reduced to 170. These locomotives, which were delivered between 1996 and 2001, were designated class 152 and originally intended to fully replace the class 150 and 151 Co'Co' locomotives, but effectively replacing only the former. As they were also fitted with push-pull controls, ETS and other equipment required for passenger workings, their early service years also saw them on occasional semi-fast regional workings and charter services. Aside from the 170 152s for Deutsche Bahn – now owned by DB Schenker – , two additional locos were built and initially added to the Dispolok pool, but later sold to freight operator ITL. The German class 152 electric also served as the basis for the South Korean class 8100, 8200 and 8300 locos, as well as the Danish class EG dual voltage electrics, though the latter is a Co‘Co‘ configured locomotive.
     
    While DB Cargo – as Deutsche Bahn‘s freight branch was called at the time before changing their name first to Railion and eventually DB Schenker – intended to have the 152s certified for Austria as well, the Austrian network authorities refused this clearance on the grounds of the 152 supposedly causing excessively high wear on the roadbed and track. ??During this time, the Austrian Federal Railways (ÖBB) had also decided in favour of massively renewing their motive power inventory. As part of this process, ÖBB were planning to obtain large numbers of modern AC electric locomotives, to which end Austrian loco builders Simmering-Graz-Pauker, ABB, ELIN and the national Siemens branch proposed the class 1012 Bo‘Bo locomotives. While three prototypes were built, trials revealed them to essentially have been over-engineered and excessively expensive to procure, so a new tender resulted in Krauss-Maffei and Siemens jointly winning the contract for an intended total of 400 class 1016 15 kV only and class 1116 15 and 25 kV dual voltage locomotives. Designated ES 64 U2 and capable of 230 kph, these locos quickly proved to have been designed exceptionally well, and were also sold to numerous other operators. However, ÖBB would eventually adjust their orders down to a total of fifty class 1016 and 282 class 1116 locos as they had determined a need for an evolved electric loco also capable of operating on DC networks, such as Italy with its 3 kV DC electrification. The 1016s and 1116s are also well known under their ÖBB trademark name „Taurus“, which, strictly speaking, may only be used for ÖBB‘s locomotives.
     
    The ES 64 U2 type but also provided DB Cargo with a solution to the problem of their 152s not receiving clearance for Austria, causing the company to have the final 25 orders for 152s changed into ES 64 U2 type locos, designated class 182. Most recently, the 182s have but all been sold to DB Regio for semi-fast and stopping services in Saxony, including suburban services around Dresden.
     
    In 2003, responding to ÖBB and other operators desiring an evolved four-system Eurosprinter variant, Siemens rolled out the ES 64 F4 type, again optimised for freight work and with a design speed of 140 kph. This type – best known as class 189 as per Deutsche Bahn‘s designation – also took the idea of modularity to the next level, with Siemens offering an ever-growing number of country packages consisting of different arrangements of train protection systems and pantographs.
     
    The ES 64 F4 type also served as the basis for yet another evolutionary step. In 2005, Siemens presented the ES 64 U4 type, which in turn is best known by its Austrian designation as class 1216. Technically, this type is basically a hybrid of the ES 64 F4‘s four-system electric setup with a „Taurus“ style aerodynamic body and high speed bogies, again offering a top speed of 230 kph and thus maximum versatility for universal mixed traffic service.
     
    The two most recent developments to follow the ES 64 U4 type have been the „Eurosprinter 2007“ type, again with a redesigned body to meet the latest European crashworthiness standards, and finally the Vectron family. Eurosprinter 2007 type locos have been built for the Belgian railways as classes 18 and 19, and for the Portuguese railways as class 4700, while the first Vectron type locos are just being delivered at this time. Similarly to Bombardier‘s approach on their TRAXX platform, the Vectron family allows both fully electric and diesel-electric locomotives to be built using the same basic body and bogie design, and with different power ratings and country packages to suit specific operator requirements.
     
    As several of the Eurosprinter‘s design features have been modified over the course of the years, any technical description I could provide will largely be centred on common items which remained fundamentally unchanged across the various types.
     
    Generally speaking, the locomotive body is a fully welded steel assembly, with specific elements – such as doors, ventilation grilles or snow ploughs – being made of aluminium, or indeed composite materials, as in the case of the aerodynamically shaped cab roof elements on the ES 64 U2. It is based on a running frame consisting of one central and two outer longitudinal main beams, two outer transversal beams also serving as bufferbeams, as well as two transversal bogie support beams and transformer support beams each. Additional underfloor bracings are provided for added stability. Meanwhile, the body structure itself consists of the engine room side walls with topside longitudinal roof support beams, the rear cab bulkheads with upper transversal roof support beams, and the cab sections proper, which are all-steel assemblies on the ES 64 F, ES 64 F4 and U4 types. The roof is divided into independently removable aluminium sections to facilitate removal of bulky internal installations, such as the inverters, cooling towers and other major items. There are three sections on the ES 64 F4 and U4 which also include the pitched lateral planes and ventilation grilles, and four on the ES 64 F and U2, where the lateral planes and ventilation grilles are part of the body proper. Draw gear consists of the usual arrangement of UIC chain link couplers and buffers, the latter of which are designed to also serve as impact protection elements.
     
    The bogies are designed in accordance with the intended operational profile for the specific loco type. Generally speaking, freight locomotives like the ES 64 F and F4 types utilise nose-suspended traction motors with cheek brake disks on the outer and inner wheel faces, while mixed traffic types such as the ES 64 U2 and U4 have hollow shaft drivetrains with fully suspended traction motors and a separate brake shaft per wheelset, which is geared to the wheelset proper and suspended independently of it to reduce unsprung masses. However, either bogie design is based on a frame with two outer longitudinal beams with depressed centre sections, one central transversal beam and two outer transversal beams. The outer beam facing towards the cab is designed to also double as a dozer blade to keep items to about the size of a large branch away from the wheelsets. In addition, larger snow ploughs are also provided below either bufferbeam, the size and exact shape being different between the ES 64 F, U2 and U4 on one hand and the F4 on the other hand. With Siemens having chosen to prefer a pivot pin setup on their locomotives as opposed to traction bars as used by Bombardier, the bogie pin bearing is located towards the bottom of the bogie within the central transversal beam to ensure even axle load distribution under difficult high power/heavy train load conditions. The axleboxes contain roller bearings for the wheelsets and are attached to the bogie frame with rubber-dampened single-sided levers, with those used on the ES 64 U2 and U4 types also allowing a degree of radial adjustment to further enhance running abilities. Both primary and secondary suspension are provided by helical springs, while hydraulic motion dampers provide vertical stabilisation for the axleboxes, and both vertical and rotational stabilisation for the bogies as a whole.
     
    The wheelsets consist of hollow-bored shafts and Monobloc wheels pressed onto the shafts, with one wheel per wheelset on the ES 64 U2 and U4 serving to accept power from the motor gearbox, and thus carrying three pairs of bolts to be connected to the annular coupling element on the hollow shaft. Also on the ES 64 U2 and U4, noise absorbers are attached to the circumference of the wheel tyres, though more specifically, different absorbers had been utilised over the years. On the ES 64 U2, the sickle-shaped multilayered sheet absorbers attached to the outer wheel faces had been a major distinguishing feature during the initial years, but at present, small rubber-metal composite elements are used on both types. Furthermore, the ES 64 U2 and U4 are both fitted with one transversal derailment protection beam attached to the bottom of each bogie, intended to prevent the locomotive‘s wheels from burrowing in the roadbed in the event of a derailment, and to keep the loco upright.
     
    Braking gear consists of one pair of pneumatically actuated callipers per wheelset, clasping either the cheek brake disks on the wheel faces on ES 64 F and F4 type locos, or the brake disks attached to the brake shafts on the ES 64 U2 and U4. The brake valves are common unified Knorr types with settings G, P and R, and both direct and indirect controls. All Eurosprinter types are also equipped with spring-load devices to serve as arresting brakes. As with all contemporary electrics, the dynamic and pneumatic brakes are blended, with the dynamic brake taking precedence for as long as possible. On the ES 64 F4 and U4 types, the dynamic brake can work both in regenerative mode under AC power, and under both regenerative and rheostatic mode under DC power, depending on the amount of energy which the grid can accept. To that end, these two types are equipped with one additional pair of cooling towers for the braking rheostats.
     
    Also on all Eurosprinter types, the transformer is hung below the floor between the bogies and oil-cooled, the power output depending on the loco type. The engine room is designed to accommodate all electric and pneumatic installations in cabinets and racks on either side of a centrally located corridor. The traction inverters are located immediately above the transformer to ensure short transmission conduits, are liquid-cooled and consist of GTO thyristor modules on the ES 64 F and U2, and of IGBT modules on the ES 64 F4 and U4. Other items located in the engine room include one cooling tower per traction motor, the compressor and the pneumatic brake armatures.
    The circuit breakers generally are vacuum types, and set towards the Cab 2 end, either inside the loco‘s body on the ES 64 F, or on the rooftop on the U2, F4 and U4. On the ES 64 F, the busbar is also located inside the roof, and again on the roof on all other Eurosprinter types. AC pantographs generally are Siemens-designed SSS 87 and SBS 2T types, with DC pantographs for the ES 64 F4 and U4 types being either Schunk WBL85 types for locos configured for Italy, and again Siemens SBS 2T derivatives for all other DC networks.
     
    The cabs are fundamentally derived from the unified Deutsche Bundesbahn layout introduced on the class 111 and 120 electrics. The driver is sat on the right, while a secondman‘s seat is provided on the left-hand side. While details do differ between the various Eurosprinter types, the following image taken aboard a DB Schenker class 189 loco should be suitable to illustrate the general layout encountered on all types.
     
    On all Eurosprinter type locos, the windscreen consists of two separate panes. The cabs are generally air-conditioned, while the door arrangement differs between the ES 64 U2 and all other types. On the ES 64 U2, only one door per loco side is provided, these doors being located in the engine room, with the idea here having been to reduce draft and improve workplace comfort. Meanwhile, there also is one lateral escape hatch per cab on this type, located near the floor behind the driver‘s position. However, all other Eurosprinter types have two conventionally positioned doors, one of each side of the cabs. On the ES 64 U2 and U4, fold-out rear view mirrors are provided on either side of the cabs, while the F4 type has rear view cameras located immediately behind the cab doors on locos configured for countries where rear view aids are mandatory. Being configured for Germany only, the ES 64 F type has no rear view aids at all, as these may not be used while a train is in motion as per German operating rules.
     
    And as the final segment for this overview about Eurosprinter type electrics, I should like to provide a couple of photos from my collection, showing those classes from this product line I have been able to capture over the years. Unfortunately, ES 64 U4s have eluded me completely thus far, as has the prototype 127 001.
     
     
     
     

     
    As the sun was beginning to set on 29 December 2011, 152 042 – still to be refitted with additional tread plates and grab rails on the fronts – was rolling into the Engelsdorf yard, almost escaping my camera!
     
     

     
    For the last three to four years, Deutsche Bahn have leased various numbers of locomotives from MRCE Dispolok to augment their motive power pool – one reason having been an increased need for loco-hauled formations following tightened servicing intervals on most of the ICE fleet. In 2010, 182 536/ES 64 U2-036 was among those reinforcements, and is seen here in a top-and-tail setup on a rake of classic InterCity coaches with 182 534 up back.
     
     

     
    As I mentioned further up, DB Cargo had obtained a total of 25 class 182/ES 64 U2 type locos for their Austrian operations. However, due to an increasing number of 185s having been certified for Austria, it was eventually decided to sell these locos to DB Regio, who are now using them on semi-fast and stopping services in the Saxony/Thuringia area, as well as on suburban services around Dresden. Here, 182 021 – still wearing Railion markings – is seen at Engelsdorf Station on the eastern outskirts of Leipzig, heading an express service to Dresden.
     
     
     

     
    Following the severe snow which came across Germany at the end of 2010, 182 003 is seen here working a semi-fast service to Cottbus at Thekla Station in the northeast of Leipzig.
     
     
     
     

     
    An ES 64 F4 type loco, 189 097 is owned by leasing company MRCE Dispolok and wearing markings for Dutch freight operator ERS Railways. This is one of the ten locomotives MRCE bought from DB Schenker, seen here working a container service near Nauheim on the Rhine-Main Railway – also known as Route 651.
     
     
     
    Plus a handful of suitable Youtube videos showing several of the above loco types in action...
     
     
     
    http://www.youtube.com/watch?v=QkU_SHNptuk
     
     
    http://www.youtube.com/watch?v=UTPLnhaFMxU
     
     
    http://www.youtube.com/watch?v=ZUyMzpwqIhE
     
     
    http://www.youtube.com/watch?v=jGGGgsJRvAM
     
     
    http://www.youtube.com/watch?v=XCPMtwy7KEQ
     
     
    http://www.youtube.com/watch?v=MTJTreU2LiI
     
     
    http://www.youtube.com/watch?v=tH0qB9Y1duc
     
     
    http://www.youtube.com/watch?v=llCNlE6IHPU
     
     
    http://www.youtube.com/watch?v=m2Q3FdreFbI
     
     
    http://www.youtube.com/watch?v=CrUWzMS17Gk
     
     
    http://www.youtube.com/watch?v=HLhtcgn7yck
  14. NGT6 1315
    Afternoon all…
     
    In today's posting, I should like to present a model which took a lot of time and patience to obtain as it has actually been out of production for an extended period of time. Consequently, I had been particularly happy when I had, in fact, been able to obtain an example of Roco's SBB Cargo class Re 421 at my favourite Swiss retailer, Wemoba.
     
     
    Those of you who follow the Swiss railway scene will most likely be aware of the Swiss Federal Railways having begun introducing newly designed electric locomotives with all-bogie configuration in 1946. These Bo'Bo' configured locomotives, designated Re 4/4I, with a 1,900 kW power output, service weight of only 57 tonnes and maximum speed of 125 kph (78 mph), were well suited for working formations of the "Lightweight Steel Stock" coaches introduced in 1937, as well as the post-war Standard Coach I ("Einheitswagen I") stock, but even in MU formation were insufficiently powerful for the increasing train lengths which had become standard by the late 1950s, and not well suited for anything but light passenger service on mountainous lines of which there are many in Switzerland. At the same time, the Co'Co' configured Ae 6/6 electrics which were first presented in 1952 and produced from 1955 till 1966, while powerful and reliable and well suited for difficult route profiles, could not be certified for the "R" speed category due to their long bogie wheelbase and high weight. SBB therefore tendered for an evolved, Bo'Bo' configured locomotive which was to be capable of working at Category R speeds throughout the Swiss railway network.
     
    With the tender having been won by a consortium of the Swiss Locomotive and Machine Works (SLM) of Winterthur, Brown-Boveri of Baden, Oerlikon Machine Works (MFO) of Zurich and Sécheron of Geneva, six prototypes of this new locomotive – preliminarily designated only as "Bo'Bo'" – were rolled out in 1964.
     
    While at that time, certification parameters in Switzerland technically precluded motive power with an axle load of more than 16 tonnes to be approved for Category R speeds, route trials with the "Bo'Bo'" revealed that in spite of their axle load of 20 tonnes their riding dynamics were so favourable that they could be certified for Category R. Consequently, they received the final designation of Re 4/4II, and paved the way for the BLS Ae 4/4II? – an evolved version of the original Ae 4/4 – to be recertified as Re 4/4 shortly afterwards. These locomotives, while not directly related to their SBB equivalents, had been developed during the same period, and therefore provided similar performance characteristics.
     
    Production of the Re 4/4II commenced in 1967, and ended only in 1985 when 276 examples had been built. Until today, these locomotives and the closely related Re 4/4III subtype which will be addressed further down remain an important pillar of the SBB locomotive inventory, and have proven to be highly capable and reliable pieces of motive power.
     
     
    Technical description
     
     
    One item which is immediately obvious when looking at the „Bo-Bo Two“, as drivers still like to refer to these locos, is that they are quite compact, measuring only 14.8, 14.9 or 15.41 metres (48.5, 48.9 and 50.6 ft) in length respectively. The prototypes are the shortest of the lot, with the 1st production batch measuring 14.9 metres and the 2nd and largest batch ending up at 15.41 metres. The body had been thus lengthened after drivers had complained of a lack of leg space. This difference is easily visible when looking at the locomotives from the side, as the cab faces are noticeably more raked back on the 2nd batch, which began with 11156.
     
    On all three batches, the body is a self-supporting welded steel assembly consisting of the running frame, fronts, sides and the roof as the principal subassemblies. The roof also comprises three removable aluminium sections for better access and removal of large components. Three windows are present on both body flanks, while the ventilation grilles have been placed along the edge of the roof in order to reduce the amount of dirt being drawn into the engine room. Beginning with locomotive 11107, impact absorbers were installed behind the buffers in order to prevent the body from being deformed in light collisions at shunting speeds – the body itself being capable of withstanding a pressure of 200 tonnes without permanent damage. There is a Z-shaped corridor through the engine room connecting both cabs. On the bottom of the running frame, protective skirts are attached below the bufferbeams, while the frameside attachment bearings for the traction bars are located both ahead and inside of the bogies.
     
    The bogie frames are welded assemblies consisting of two longitudinal and two transversal end beams, the latter of which are cast metal pieces. The primary stage suspension is provided by helical springs between the bogie frame and the axle bearings, with hydraulic motion dampers being provided and the wheelsets in turn being held in double roller bearings. The wheelsets are also allowed some degree of sideplay for better curve running, being able to be displaced by 10 millimetres to either side, with springs located inside the axle boxes providing a centring effect of 2,000 kilograms.
    The secondary suspension assembly consists of two sets of three concentric helical springs per bogie – one on either side – with the upper ends being attached to a transversal beam on the underside of the running frame and the lower ends being attached to a transversal beam suspended below the bogie. This, in turn, is attached to the bogie frame by a set of vertical levers on either side, with additional transversal levers inside the bogie absorbing lateral forces and motion.
     
    The two traction motors per bogie are mounted in a separate block casing which is attached to the bogie frame at the outer ends. Power transmission to the wheelsets is accomplished through a single-sided BBC type quill drive, with the gear ratio being 1/2.64 on the Re 4/4II and 1/3.11 on the Re 4/4III.
     
    As previously indicated, traction bars are used to transmit tractive effort to the body. These bars are attached to a pair of bearings near the centre of the bogie on the underside of the traction motor block, and guided around the lower edges of the motor block by roller bearings, then to continue to the body attachment points which are located on pedestals behind the frontside skirts and immediately on the bottom of the frame between the bogies. There also is an inter-bogie coupler mechanism to allow both bogies to be more accurately steered through curved track.
     
    The braking gear consists of two pneumatic cylinders per bogie, acting on two pairs of tread brake pads per wheelset.
     
    On the bufferbeams, standard UIC couplers are provided, as are the usual pipes for the indirect pneumatic brake. In addition, there is a pair of pipes related to the direct brake circuit, allowing for locos coupled in a MU formation to be directly braked as a unit while shunting. Of course, ETS sockets are present as well, as are sockets for the MU and UIC jumper cables. The Re 4/4II and Re 4/4III types are both fitted for push-pull operation as well, but the Re 4/4III is not permitted to be thus operated due to the different gear ratio and correspondingly higher forces having been determined to increase the risk of derailing a pushed train.
     
    Eight Re 4/4IIs were specially fitted for the so-called “Swiss Express” formations which were used on the Geneva – St. Gallen services between 1974 and 1982. These were composed of the EW III (EW meaning “Einheitswagen” or “Standard Coach”) coaches. Ther EW III coaches were initially intended to be equipped with a tilting mechanism, which but was never enabled in regular service. These formations were not normally uncoupled except for removing individual coaches for repairs, for which reason the outermost coaches were designed as dedicated end coaches with no outer gangway doors. These end coaches were also fitted with knuckle couplers on either ends for shorter turnaround times at termini, requiring that a number of Re 4/4IIs be identically fitted. Eight 1st batch locomotives – 11103, 11106, 11108, 11109, 11112, 11113, 11133 and 11141 – were chosen for this refit and were given extended bufferbeams with knuckle couplers, as well as the same livery as the EW III coaches, which was orange/light grey/orange in three broad horizontal stripes. This refit but restricted these eight locomotives to working EW III formations only, as no other coaches were ever similarly outfitted with knuckle couplers.
     
    In 1982, the “Swiss Express” formations were rebranded as normal InterCity workings, and both the coaches and the eight Re 4/4IIs were fitted with UIC couplers. Also, seven 2nd class EW III coaches were rebuilt into driving trailers, eliminating the need for loco changes.
     
    The EW III sets were sold to BLS in 2004, along with a number of Re 4/4IIs. The coaches are now used on regional express services in the Berne/Lucerne area, and can also be found coupled to the powerful class Re 465 locomotives.
     
    Another important version which was created only in recent years are the SBB Cargo locomotives Re 421 371 through 381 and 383 through 397. This batch is fitted with a 1,950 mm Schunk WBL 85 pantograph and the German PZB and LZB train protection systems, enabling them for operation in Germany. However, as the German Federal Railway Authority had requested a full set of certifications for the spoked wheels to be able to withstand 140 kph running, the Re 421s are restricted to 120 kph on the German network as SBB Cargo determined 120 kph were sufficient for the freight services these locomotives were to provide primarily.
    Several years earlier, 11195 through 11200 had been outfitted with a specially designed 1,950 mm pantograph, which allowed these six locos to work into Lindau and Bregenz on the shore of Lake Constance on international services. However, they were not fitted with the PZB train protection system as used in Austria and Germany, and were issued a restricted certification valid only for those lines connecting Switzerland, Bregenz and Lindau. When the Re 421 type was created, these locomotives took over the cross-border services in the Lake Constance area as well, following which 11195 through 11200 were rebuilt as normal Re 4/4IIs.
     
    As for the electrical part, the Re 4/4II and Re 4/4III are classical single phase AC locos, using tap changers for power control. The first thing to be considered here is how the 1st batch locomotives were initially fitted with a single BBC 350/2 type diamond pantograph on the Cab 1 end, while the 2nd batch ones were fitted with a pair of BBC ESa 06-2500, 22-2500, ESaD 22-2500 or EKa 05-2560 type single arm pans located over both cabs. The remaining roofside equipment includes the air blast circuit breaker which is located in the centre section, and has a cutoff switch added which is to be used when earthing is required. Some 1st batch locos were refitted with a single ESa 06 pantographs in later years.
     
    The transformer, located centrally in the locomotive room, has output taps for the traction motors as well as the ETS and auxiliary circuits, providing 4,000, 500 and 80 kVA respectively. The tap changer, designed as an “up/down” impulse type, is located on the primary side of the transformer in order to limit current load, and has 32 notches which are switched by way of a pneumatic motor with four cylinders. The traction motors are connected in parallel, have ten poles and feature a continuous shaft power output of 1,113 kW, at a rated continuous current of 2,300 A, continuous tension of 525 V and speed of 1,200 rpm.
     
    The auxiliary equipment, which is connected to the 240 V circuit, includes two traction motor ventilation blowers, the compressor, a 36 V static inverter for the battery charging circuit, the transformer coolant oil pump, cab heating and a OHLE voltage sensing device. The ETS circuit is fed with 1,000 V. The traction motor blowers have two speed settings, with the “low” setting being active at speeds up to 30 kph and as long as the tap changer is not beyond Notch 5.
     
    The locomotives are also fitted with a regenerative electrodynamic brake which was designed around the requirement of being able to maintain speed while descending the southern ramp of the Gotthard Railway at the head of a 400 tonnes train for a duration of about 40 minutes, unassisted by the pneumatic brake.
     
    The cabs feature a control desk located on the left side, as is the case on most Swiss-built locomotives. They were designed around a new control concept first tested on the class RBe 4/4 EMUs 1401 through 1406, with the “steering wheel” style power controller used up till the Ae 6/6 having been replaced by a horizontally moving lever which was placed on the driver's right-hand side. The indirect and direct brake valves – which are Oerlikon FV4a and FD1 types – are located to the left, with most other control switches and indicator lamps being located in front of the driver’s position. The speedometer, brake gauges, voltmeters and ammeters are located in and above the upper plane of the control desk, in this order when looking left to right.
    One thing which should be mentioned in this context is that 11299 through 11304 were fitted with a Swiss variant of the LZB cab signalling system for evaluating purposes, though this system was never introduced to the Swiss railways on a large scale and, in fact, eventually dismantled after the trial phase ended. These six locomotives – plus 11305 through 11349 and 11371 through 11397 – feature a ribbon-style speedometer. Today, all Re 4/4IIs are equipped with the Integra-Signum and ZUB 121 train protection systems, and have also begun to be refitted with ETCS onboard units emulating Integra-Signum and ZUB 121 functionality.
     
    The Re 4/4II, geared for a top speed of 140 kph (87 mph) and initial tractive effort of 255 kN (57,326 lbf), was supplemented by an additional variant which was designed to offer higher overall tractive effort for heavy passenger and freight workings across the Gotthard and Lötschberg lines. This type was created in 1966 when Südostbahn, one of the larger private operators in Switzerland at the time, ordered a single Re 4/4II locomotive geared for a top speed of 125 kph (78 mph) and tractive effort of 280 kN (62,946 lbf). This variant piqued SBB's interest and led to a subsequent order of twenty such locomotives, designated Re 4/4III.
    Three of the SBB Re 4/4IIIs were sold to Südostbahn between 1983 and 1985 but bought back from 1994 till 1996 in exchange for the four Re 4/4IV locomotives, which unlike the Re 4/4III were able to work push-pull trains with no restrictions.
     
    At present, the Re 4/4IIs are also known by the UIC-compliant designation of Re 420 – and Re 421 for those locomotives outfitted for Germany – while the Re 4/4IIIs are also designated Re 430.
     
     
    Technical specifications (Re 421 only)
     
    Length, width and height – 15.41 m, 2.97 and 4.5 m/50.6, 9.7 and 14.8 ft
    Service weight – 85 tonnes/83.7 long tons
     
    Power output – 4,700 kW/6,303 hp
    Initial tractive effort – 255 kN
     
    Maximum speed – 140 kph in Switzerland, 120 kph in Germany/87 and 75 mph
     
     
     
    The model
     
    ?A variant of Roco's newly tooled long-bodied Re 4/4II model, the Re 421 was marketed with catalogue no. #72404, representing 421 387 as she appeared roughly around 2009. This model is nicely detailed and gives an excellent impression of the rugged yet understatedly elegant appearance of these slightly diminutive but powerful electrics.
     
     
     
     

     
    ?The Re 421 is outfitted with a Schunk WBL85/15 pantograph on Cab 1, carrying a 1,950 mm head for compatibility with the German OHLE. Interestingly, those Re 420s refurbished for domestic passenger services as part of the "LION" programme are outfitted with the same pantographs with a 1,450 mm head, which have been recovered from the Re 460s which in turn are being outfitted with Faiveley AX pantographs for better high-speed running properties.
    Furthermore, the Re 421s needed to be equipped with additional radio antennas for Germany, which are represented on the model also.
     
     
     

     
    Beginning in the late 1980s, the Re 4/4II and Re 4/4III were refitted with sealed-beam combined head and tail lights in lieu of the original, round lower headlights. The Re 6/6s were thus refitted also. In this view, you will also get an impression of the characteristic cab face design which is typical of these classes, and which is also evident on Rhätische Bahn's Ge 4/4II metre gauge electric locomotives.
     
     
     
     

     
    ?One single broadside photo should be sufficient here as the Re 421 really is quite compact. The lettering on the Cab 1 flank comprises the braking weights, giving different figures for Switzerland in the left column and for Germany in the right column:
     
    Switzerland:
     
    R 100 t
    P/V 72 t
    G/M 72 t
     
    Germany:
     
    R 95 t
    P 68 t
    G 64 t
     
    Handbrake 2x 14 t (for either country)
     
    The service weight is indicated as 85 tonnes and the revision indicated on the Cab 2 flank is dated to have been completed on 24 December, 2004, at the Bellinzona workshops.
     
     
     
     
     
     

     
    The pantograph on Cab 2 is a finely detailed representation of the ESa 06 series pantograph provided on the Re 4/4II. Also note the air blast circuit breaker being located between the second and third rooftop fairing, and the voltage sensing device and whistle between the first and second fairing.
     
     
    And of course, this article would not be complete without a few Youtube videos with Re 421s at work. Thank you for your time!
     
     

     

     

  15. NGT6 1315
    Morning all!
     
    As you will have noticed, this is the first new entry on this-here blog after my move to Leipzig, and fittingly, we'll be looking at a class 143 locomotive connoisseurs of the German railway scene will know to have originated in the former German Democratic Republic. Furthermore, the model we'll be looking at depicts a 143 owned by Mitteldeutsche Eisenbahn – abbreviated as MEG – , who are a freight TOC headquartered at Schkopau, located 11 kilometres south of Halle and therefore almost halfway between there and Leipzig.
     
    Edit – 9 April 2014
    Due to some fleet restructuring measures, I parted with the "old" DB Regio 143 a couple of months ago, and will be replacing it with a modified model which Roco are to release this summer. So, let me just copy over the general loco profile for the 143 so that you can still look up this information.
     
    So, as usual, let me begin by outlining the development and technical background for this class, which since German unification has proven to be a valuable pillar of Deutsche Bahn's regional locomotive inventory – though several locos have since found their way to private operators as well. Overall, the story of the family of locomotives now known as classes 112, 114 and 143 is quite complex, and also very much reflective of the political workings in the former East Bloc, in which context they need to be seen.
     
     
    History and development
     
    The first electric locomotives to have been designed and built in the German Democratic Republic were the classes E 11 and E 42 – known as 211 and 242 from 1970 onwards as well as 109 and 142 after reunification – whose prototypes appeared in 1961 and 1962. These were Bo‘Bo‘ configured, 2,740 kW locomotives with a top speed of 120 and 100 kph (75 and 62 mph) respectively, with the E 11 having been meant primarily for passenger work and the E 42 having been more of a mixed traffic loco with slower gearing, but higher tractive effort. However, they were rather simple designs even for the standards of the time, and not really up to par with West German designs like the hugely successful E 10/E 40 family. Nevertheless, 96 and 292 units were built respectively and many of these were indeed carried over into the unified DB AG inventory, but retired until about 1999. A couple of either class survive in service of a number of private TOCs.
     
    The remainder of the 1960s then saw significant indecision on the side of the GDR's political leadership where the future of railway development was concerned. The big question at the time was how the large inventory of Deutsche Reichsbahn's steam locomotives should be replaced. Around 1966, the points were set, so to speak, towards dieselisation initially, which but meant that it was necessary to procure large mainline diesels which could not be produced in the GDR proper. This was due to COMECON obligations on one hand as well as the fact that the GDR loco builders – much like those from West Germany – were specialised in diesel-hydraulics, which could not yet be built with a power output of about 3,000 kW at the time. Thus was created the V 300 family of Co‘Co‘ configured diesel-electrics, which included the class 132 (232 after reunification), built by the Lugansk Locomotive Works in the Soviet Union. Of course, the availability of cheap oil from the Soviet Union was another contributing factor in favour of dieselisation.
     
    However, the situation changed by the early 1970s when both the Western world and the East Bloc began to be permanently affected by rising oil prices in the wake of the 1973 oil crisis, meaning that the GDR had to deal with reduced crude oil imports. As a result, further electrification was back on the agenda by about 1976, with the lines radiating from Berlin having had priority, closely followed by those in the brown coal mining country in the Lausitz. As the class 211 and 242 locos had since proven to be less than optimal for heavy passenger and freight trains – even in MU formation – a new generation of electric locos needed to be designed, the first of these being the famous class 250 (redesignated 155 in 1992) Co‘Co‘ locomotive first presented in 1974 and put in production from 1977 onwards. These were to be complemented by a new Bo‘Bo‘ type, the first specifications for which were brought forth by the Engineering Research and Evaluation Centre (Versuchs- und Entwicklungsstelle Maschinenwirtschaft, VES-M) at Halle in the summer of 1973. These defined a platform from which both a 160 kph/100 mph capable express passenger variant as well as a 120 kph/75 mph mixed traffic variant could be derived, which were provisionally designated as classes 212 and 243 respectively. In September 1973, the sketches were forwarded to the People-Owned Locomotive and Electrical Engineering Works “Hans Beimler” (LEW) at Hennigsdorf near Berlin, who were the only factory to have remained specialised in electric motive power and had evolved from a former pre-war AEG production facility. There already were a few design changes at this early stage, such as the inclusion of a LEW-designed quill drive with conical rubber suspension elements which was also part of the 250's design. You can find an earlier blog post about Roco's rendition of the class 155/250 electric here: The East is Red.
     
    What followed next was a brief dispute about which of the two variants defined in the original proposals was to be built. While VES-M (renamed, quite simply, to Railway Institute/Institut für Eisenbahnwesen, IfE in 1979) and LEW insisted that their design was perfectly safe for use at up to 160 kph and could be built without hesitation, the Reichsbahn‘s technical directorate maintained that a top speed of 120 kph was sufficient for the GDR‘s railway network, and would eventually prevail in light of the fact that it had political backing. However, it would, of course, turn out that allowing for a top speed of 160 kph during the design stage had been a wise decision several years later when the 160 kph capable class 112 locos were, in fact, procured shortly after reunification.
     
    In early 1982, the prototype for the new locomotive was presented, called 212 001 at the time. After it had been exhibited at the Leipzig Spring Fair, the loco was first powered up at the Jüterbog depot on 5 July, and then transferred to the Halle depot under its own power, there to begin its trial phase. As the loco was, for the moment, fitted for 160 kph, Halle was a logical choice insofar as several sections on the Halle – Bitterfeld – Lutherstadt Wittenberg line were capable of handling that speed. The trials were specified to include the following stages:

    measuring phase,
    operational tests,
    depot level servicing tests,
    repair works level servicing tests, including a full disassembly and the rebuild to the 120 kph top speed intended for the production locos.

    The last stage commenced in September 1983 when the loco was transferred to the Dessau repair works, there to be stripped down and given a slower gearing as planned. From that point, it was designated 243 001 and resumed its route trials from the Dresden depot. The first batch of twenty production locomotives was delivered in 1984, followed by eighty in 1985, 100 in 1986, 110 in 1987 and 114 in 1988. The last class 243 loco, designated 243 659, was delivered on 2 January 1991, bringing the total number to 646. One thing which should be pointed out was that the running numbers were not strictly sequential, with the numbers ranging from 001 through 370, 551 through 662 and 801 through 973, and these sequences not being uninterrupted either.
     
    The following years then saw large numbers of the class – redesignated 143 from 1992 onwards – transferred to what used to be West Germany, where they quickly found a new home in several regions. Most notably, they began to take over suburban services in the Ruhr area from the Bundesbahn class 111 locos, which at the time happened to have reliability problems as a consequence of their operational pattern of frequent acceleration and braking from and to a full halt, for which they had not been explicitly designed. Other locos were allocated to Baden-Württemberg where they took over regional workings in the Black Forest, and to freight services around Dortmund. After the creation of DB AG in 1994, they spread even further. On Nuremberg‘s suburban network, which has been operated with loco-hauled sets of the same „x“ type coaches also found in the Ruhr area and is currently being converted to class 442 EMUs, they replaced the original class 141 locos – which were even older than the 111s, had no electrodynamic brake and which – according to various sources – even were the target of complaints by residents along the lines who disapproved of the „popping“ noise from their low voltage tap changers.
     
    In a parallel development, the class 212/112 express locos with their 160 kph top speed were procured from 1991 onwards, intended as a stop-gap measure to augment the DB and DR motive power inventories for use on the increasing number of IC and IR services from the old states to Berlin and other major cities in the new states. In total, 128 class 112 locos were built in two batches, with the first batch eventually being transferred to DB Regio and redesignated as class 114, and the second batch – also known as class 112.1 and fitted with LZB cab signalling – by 1 January 2004.
     
    Another plan called for upgrading significant numbers of class 143 locos to a top speed of either 140 or 160 kph, so as to replace older ex-Bundesbahn class 110 electrics. 143 171 was thus chosen as the testbed for the 160 kph upgrade, receiving modified gearing, strengthened windscreens, new SSS 87 type pantographs with carbon damage detectors, rotational motion dampers and augmented braking equipment as well as modifications to its train protection suite and being redesignated 114 101. Likewise, 143 120 was given the less extensive 140 kph upgrade which did not require modified gearing and yaw dampers, and redesignated 114 301. The cost of both upgrades was calculated to be around 300,000 € per locomotive for the 160 kph package and 40,000 € for the 140 kph package. The latter was thus considered sufficient, but only a small number of locos have actually been rebuilt. At this time, either upgrade has been put on hold.
     
    Meanwhile, 112 025 had been allocated to the Central Engineering Department (formerly known as VES-M/IfE) in 1992 as a departmental loco, later to be redesignated accordingly as 755 025, and then anew to 114 501.
     
    Of all 143s to have been built, around eighty have been withdrawn over the years due to various accidents. Many of these withdrawals were related to the fact that the loco‘s body is easily deformed even by light impacts, usually folding immediately behind the cab which almost inevitably constitutes an irreparable damage. On the other hand, twelve locos have been sold to two other operators – both of which are DB AG subsidiaries – with 143 041, 069, 186, 191, 286 and 874 having been transferred to RBH Logistics and 143 179, 204, 257, 344, 857 and 864 to Mitteldeutsche Eisenbahngesellschaft (MEG). Also, the prototype 143 001 remains in service till this day, now being property of Arcelor Mittal and having been brought largely to the same standard as the production locos.
    While the first scheduled withdrawals of 143s commenced in 2008, all three classes from this family remain an important part of Deutsche Bahn‘s motive power inventory, the 143s usually working regional express and stopping services on lines where their 120 kph top speed is not a problem. Also, significant portions of suburban services in the Ruhr area remain in the hands of the 143 for at least the next few years.
     
     
    Technical description
     
    The 112/114/143 – I will use only „143“ in the remainder of this article for easier reading, unless there should be differences specific to one of these classes only – are Bo‘Bo‘ configured locomotives whose bogies have a wheelbase of 3,300 mm and a welded steel frame consisting of two longitudinal beams, one central transversal beam and two auxiliary transversal beams at both ends. The central beam also carries the bearing for the pivot pin, while the outer transversal beams facing towards the bufferbeams are depressed in the centre in order to allow sufficient clearance for the draw gear and axle load compensator. Between the bogie and the locomotive body, helical Flexicoil springs provide primary suspension and also serve to centre the bogie after curves. Rubber pads prevent the bogie frame from colliding with the inside of the running frame. Primary suspension also consists of helical springs which are augmented by hydraulic shock absorbers. As previously mentioned, an axle load compensation device is installed as well, consisting of a pneumatic cylinder which provides a downward force to the outer end of each bogie while accelerating from a stop and thus reduces the risk of wheelslip on the leading wheelset. Similar mechanisms, though also based on cable pulleys, have been used on Swiss locomotives such as the BLS Re 4/4. The wheelsets have cylindrical roller bearings which are sealed against dirt and moisture while the suspension arms are attached such that both lateral and longitudinal movements and shocks are absorbed.
     
    The wheels have a diameter of 1,250 mm in new condition and a permitted minimum diameter of 1,160 mm. They consist of disks which are pressed onto the axles and have separate tyres. Flange greasers are installed on the outer wheelsets of both bogies and are actuated though a speed-controlled mechanism. Likewise, sanding units are present as well, also acting on the outer wheelsets only.
     
    As previously mentioned, power is transmitted to the wheelsets by way of a LEW-designed quill drive with connecting rubber elements and gear wheels on both sides. These rubber elements also carry part of the traction motors‘ weight, the other sides of which are connected to the bogie frames themselves with another set of rubber elements – the rubber suspension ensuring the motors being insulated from shocks, thereby preventing damage.
     
    The locomotive‘s body is based on a welded running frame consisting of two main longitudinal and transversal beams each – the latter of which double as bufferbeams – and a number of additional longitudinal and transversal supports, including those holding the pivot pins located above the bogie centres, as well as those located under the transformer. The pivot pins themselves extend to a height of 600 millimetres above the rail heads. The body itself is a welded assembly consisting mainly of steel, with the cab fronts, roofs and sides, the engine room bulkheads and sides as well as the four engine room roof elements being principal subassemblies. The engine room sides are corrugated, adding distinctiveness to the locomotive‘s appearance, while each of the roof segments – consisting of aluminium rather than steel – can be removed independently as required for internal maintenance. Rooftop walkways are provided, while the ventilation grilles in the pitched roof planes are fitted with dirt interceptors. The cab sections had an angular transition to the roof plane up till 143 298, followed by a rounded transition beginning with 143 299.
     
    The loco‘s pneumatic braking gear consists of eight brake cylinders in both bogies, acting on two-sided tread brakes, and are complemented by a mechanical handbrake acting on the 2nd and 3rd wheelset. Brake controls include a multiple-lapped indirect brake valve and a direct shunting brake valve. In addition, the pneumatic brake is blended with the rheostatic brake, which in turn is dependent on OHLE power to be available for excitation. The pneumatic brake offers four settings – G, P, P2 and R – , with the P2 and R settings offering speed-dependent brake force adjustment. The „high effect“ setting is activated from 70 kph onwards, and deactivated when decelerating below 50 kph. The brakes also provide wheelslip control during both acceleration and braking.
    One main compressor and one auxiliary compressor are provided, the latter being capable of running under battery power when the locomotive is completely powered down, and provides sufficient air for actuating the circuit breaker and pantographs. The main compressor provides 124 cubic metres of compressed air per hour and feeds two main air reservoirs, which have a capacity of 400 litres and operating pressure of up to ten atmospheres each. Other pneumatically powered systems include the windscreen wipers and washing nozzles, sanding units, flange greasers, and various switches.
     
    The cab interiors are one of the most innovative elements of the 143. While the control desks were designed to mirror the same general dimensions and instrument placement also found on all other post-war DR electrics, they were also set up such as to also allow for easier handling and better workplace ergonomics than on previous classes. Improved ergonomics had been considered especially desirable in light of planned electrification projects which would increase the locomotives‘ operational radius even further. Design work for the cabs was carried out in a joint effort by the Bureau of Industrial Design, Railway Institute (IfE) and a collective of external design experts titled „Shape and Society“. This was an ongoing project which was even supported by constructing wooden cab mockups and placing these on flatcars, which were then propelled over numerous lines the locomotives were to work on in order to evaluate the suitability of the numerous suggestions which were entered into the process.
     
    Among the numerous new items to be implemented on the production locos were indirectly lit instruments for good readability at night, and a driver‘s seat which included a mechanism to automatically move it backwards by about one foot upon the driver getting to their feet to work from a standing position, such as while shunting. However, the single most innovative feature was the loco being equipped with a power control suite built around a sophisticated speed control device. While this system was fundamentally similar to the AFB suite which had first been introduced on the West German class 103 and 111 electrics and later installed on a wider variety of newly designed motive power, it was explicitly intended to not just be an extra, but the standard operating method for the class. In the most general terms, the 143‘s control suite allows the driver to set target values for running speed and maximum tractive effort, with the controls then automatically governing the tap changer and dynamic brake as required. With the 143‘s control circuits being based on a logic board-based computer which had been fairly advanced for its time, the power control suite also provides various supplementary operating modes to suit different route and timetable profiles which the standard mode is not completely suitable for:

    „Freier Auslauf“ (roughly: „Free Power-Down“) can be triggered to manually shift the tap changer to idle, with the automatic brake governor also being disabled so as to allow the loco to coast along with neither power nor dynamic brake force applied.

    „Bedingter Auslauf“ („Conditional Power-Down“) is intended for maximising acceleration for tight timetable situations or short distances between stations. To this end, the tap changer will remain powering up till just before reaching the selected target speed, after which the control suite will automatically switch to „Freier Auslauf.“ In this mode, the wheelslip control circuit will allow a greater percentage of „creep“ as well to maximise adhesion by way of allowing the tap changer to shift up to two notches higher at any point during the acceleration phase than in normal mode. Consequently, it is recommended for the driver to manually order a power-down ahead of time by way of the provided „Delete“ key as required because the loco might else exceed the selected speed.

    „Nur Fahren“ („Power only“) is intended for uphill gradients, and has the controls disregard the dynamic brake altogether. In other words, using this mode, speed is controlled only by powering up and down, relying on gravity and friction to slow the train as required rather than engaging the dynamic brake, for which purpose the tap changer must have shifted down to idle, usually leading to an unnecessarily large speed loss due to the time required to run down to idle and power up anew.

    „Nur Bremsen“ („Braking only“) is the opposite to „Nur Fahren“ and is intended for longer downhill gradients, preventing the tap changer from powering up, with speed being governed only through the dynamic brake.

    The same system was also used on the class 156 locomotives, which but never left the prototype stage and whose only four examples are now in service of Mitteldeutsche Eisenbahn. As I also have a model of this loco, you might also have a look here: Mega-Trabbi: Gützold's rendition of Mitteldeutsche Eisenbahn's class 156 electric.
     
     
    On the electrical side, the 112 and 143 were the first DR locos to be factory-fitted with single arm pantographs – prototypes for these having been tested on various older locomotives, including a pre-WWII class E 18. These pantographs are known as the VSH 2F2 type – with the later class 112.1 160 kph locos having been fitted with improved versions, called VSH 2F4 and 2F5 – and feature double carbon heads to allow the loco to operate with only one pan raised. The supporting insulators were designed for a tension of 25 kV, though the locomotive was meant to operate under 15 kV only. The VSH 2 pans consist mainly of aluminium, provide an upward force of eight kilonewtons and require 12 to 16 seconds for raising, and five to seven for lowering.
     
    On the 143 and 112.0, two pantograph cut-off switches were provided on the roof, enabling each pan to be electrically separated from the busbar. These switches were deleted on the 112.1, however. The busbar is supported on 25 kV insulators like the pantographs, but at a distance sufficient for 15 kV only. The circuit breaker is an air blast type and located on one of the inner roof segments, towards the Cab 1 end.
     
    The oil-cooled transformer is located in the centre of the engine room and weighs in at 11,400 kilograms. It has a maximum output of 3,820 kVA for the 31 traction taps, and 95 kVA for the auxiliary taps. The ETS tap is fed with 996 V AC at 16.7 Hz and allows for a maximum current of 840 A. The transformer is coupled to an electrically powered, thyristor-assisted tap changer designated as LNSW 12, providing 31 power notches. Maximum motor voltage is reached on the 28th notch, with the remaining three notches being configured with different input/output ratios and intended as „booster“ notches to be used in low OHLE voltage situations. The thyristor modules are intended to allow for what is basically stepless motor voltage control.
     
    The single phase AC traction motors were developed from the type used on the class 155 freight locos and were designed to be interchangeable with these, though an adaptor would have been required. They have twelve rotor poles and are forcibly ventilated, and attached to two-sided LEW-designed quill drives. The motor blowers draw air from a settling chamber inside the roof, with the coolant air then being routed through the motors and back into the engine room in order to augment air circulation there. The rheostatic brake utilises an array of rheostats stacked inside a forcibly ventilated cooling tower inside the engine room and is available only as long as all four traction motors are functioning. The 143 has a rated power output of 3,720 kW, or 4,988 hp.
     
    All auxiliary devices – which term includes the previously mentioned primary compressor; traction motor, tap changer and transformer blowers, as well as coolant oil pumps for the transformer and tap changer – are fed from a 380 V/50 Hz three-phase grid, which in turn is supplied from a rotating inverter located centrally under the locomotive‘s frame. In addition, all control instruments and systems are fed from a 110 V DC circuit.
     
    All class 112.0 and 143 locos were factory-fitted with a DR standard push-pull control suite, utilising a 34-pole control cable with upward facing sockets in a pair of outriggers extending straight down from the bufferbeams at the body‘s corners. On the batch of 143s known as the 143.8 series, this system was expanded in functionality in order to also allow multiple working. Moreover, those 143s assigned to suburban services with „x“ type coaches on the Ruhr and Nuremberg networks as well as all class 112.1 locos were given the West German time-multiplexed push-pull control package known as ZWS, or the frequency-multiplexed variant known as FMZ. As of today, however, the majority of all remaining 143s as well as all 112s utilise the time-multiplexed ZDS system for multiple working, with ZDS, ZWS and FMZ all using the 13-pin UIC command cable.
     
    All locomotives from the 112/143 family are equipped with a dead-man‘s device, which works on a randomly set time interval, as opposed to the standard West German variant which is based on a fixed 30-second interval. All class 112.0 locos as well as the majority of 143s are fitted with an Indusi train protection suite – in the shape of either the East German PZ 80 system or the West German I 60 R variant. With its original programming, the PZ 80 system offered braking curve and speed checks for the full speed range up to 160 kph, but spaced at 10 kph intervals. Conversely, the West German Indusi software offers only three larger speed ranges known as „O“, „M“ and „U“ and calibrated for thresholds of 160 kph, 120 kph and 100 kph. However, those locos with PZ 80 instruments were converted to the same PZB 90 type software found on all other German locos in the meantime. Additionally, all class 112.1 locos and a small number of 143s are equipped with LZB cab signalling, coupled to the common PZB 90 system.
     
    Externally, the 112 and 143 have appeared in a variety of liveries over the years. In the GDR, all of the then-243s wore a variation of the DR standard livery for electric locomotives, with the body being maroon with a narrow white stripe across the lower headlights and along the lower sides, the frame being dark grey and the bogies and other underfloor equipment having been light grey – which of course quickly attracted dirt and made these sections look like anthracite or even black. After German unification, the 143s soon started to appear in the oriental red livery with light grey frontside warning panel inherited from the late Bundesbahn, with the 112s having been given that livery from the factory. Additionally, many of those 143s detached to suburban services in old West Germany eventually appeared in what then was Deutsche Bundesbahn‘s common livery for suburban trains – light grey with a broad orange and narrow yellow stripe, located horizontally right below the lower edge of the windscreens, with dark brown bogies. Eventually, all 112s and 143s were given the standard traffic red livery with light grey frontside warning stripe, dark grey frame and black bogies. However, the prototype 212 001 was initially presented in what was considered a rather striking livery by GDR standards – this featuring a white body with two broad orange stripes, running from either end of the loco to the centre of the body and then angling up and down respectively, and with the frame and bogies being black.
     
    Meanwhile, those 143s now owned by RBH wear the company‘s silver livery with dark blue cabs and logos, grey frame and black bogies, while Arcelor Mittal‘s single 143 now has a bright orange body with grey frame and black bogies. Those 143s sold to MEG retain the standard DB traffic red as the base, though with MEG logos and running numbers as well as differently set light grey warning stripes around the headlights and lower fronts added.
     
     
     
    The model
     
    In recent months, Roco have announced a number of limited runs of various class 143, or Deutsche Reichsbahn class 243, locos to be released throughout the following year, marketed as a commemoration of the 243's 30th anniversary. The model we'll be looking at right now is one of these special releases, offered with catalogue no. 73421 and produced in a series of 150 examples. It depicts MEG's #601, also known as 143 179.
     

     
    In 2006 and 2008, MEG obtained a total of six 143s from their parent TOC, DB Schenker. These were numbered 601 through 606 internally, the numbers corresponding to the following national running numbers and works numbers:
     
    MEG 601: 143 179 – 18928 – built 1986
    MEG 602: 143 204 – 18953 – built 1987
    MEG 603: 143 851 – 20301 – built 1988
    MEG 604: 143 257 – 20140 – built 1987
    MEG 605: 143 344 – 19586 – built 1988
    MEG 606: 143 864 – 20314 – built 1989
     
    As you can see, MEG's livery is not much different to Deutsche Bahn's. Their 143s are frequently set up as MU pairs, either among themselves, with the company's class 156 Co'Co' electrics, and indeed the three locos from MEG's stock of class 155 locos which have been upgraded with 143-type cabs and controls, and been made MU capable. Funnily, MEG 143s have occasionally been hired back to Deutsche Bahn, actually working stopping services in the Halle/Leipzig region, as a matter of fact. It's also interesting to note that Deutsche Bahn themselves no longer use any 143s in freight service, whereas MEG, RBH Logistics and Arcelor Mittal (who now own the prototype 143 001) still do on a daily basis.
     
     
     

     
    Roco's 143/243 model was first released in 1994, and been treated to a few gentle updates in this recent release. Specifically, it has been updated with one pair of UIC cable sockets on both cab faces, whereas earlier releases had been equipped with only one socket per cab, reflecting the earlier standard for this class. In addition, I noticed the windscreen wipers – while still moulded on – have been coloured black. As the wipers have been set to a vertical resting position on the "big" 143s, this would have been another sensible update for Roco to have carried out. I might yet think of a way for representing this particular detail...
     
     
     

     
    As 143 fans will be aware of, all locos beginning with 143 300 were built with a slightly modified body with a more rounded outline to the cab roof sections. However, the model of 143 179 correctly reflects the original body style with angular cab roof planes.
     
    As per the revision grid, 143 179/MEG 601 had her last revision completed at the Dessau works (LD X) on 8 November 2007. The model also features the expanded braking weights table, reading as follows:
     
    R+E 126 t
    P+E 118 t
    R 95 t
    P 81 t
    G 67 t
    Handbrakes: 2x 13 t
     
     
     

     
    As you will be able to notice, I already treated the loco to my rooftop detailing routine...
     
     

     
    ....replicating the flexible cable connectors across the busbar maintenance gaps with bits of thin brass wire, fixed in place with tiny dots of CA glue and highlighted with aluminium paint. Similarly, I highlighted the circuit breaker casing with Revell #378 Dark Grey, which is a very close match to the RAL 7012 tone used for solebars and rooftops on DB motive power nowadays.
     
     
    And the following pair of images shows MEG 601 set up as a pair with MEG 801, the first of the company's four class 156 electrics which I also featured separately in my posting, "Mega-Trabbi."
     

     
     
     

     
    Thank you for reading!
  16. NGT6 1315
    Morning all!
     
    In today’s loco profile, you will learn a bit more about a locomotive which at the time of its roll-out could be said to have been the pride and joy of the German railway industry. Even though it was eventually built in 60 examples only, the class 120 electric definitely contributed much to the breakthrough of three-phase AC traction.
     
    The rationale behind the 120’s development was that Deutsche Bundesbahn were intending to supplement their fleet of class 103 express passenger locomotives and class 151 heavy freight locomotives, both Co’Co’ configured but designed with specific roles in mind, with a Bo’Bo’ configured universal locomotive capable of handling either role equally well.
     
    To obtain this kind of universal, mixed traffic locomotive, Deutsche Bundesbahn were willing to put asynchronous AC motors and electronically controlled, semiconductor-based inverters to the test. This decision was made based on the experience gained during a test campaign involving 202 002, one of three prototype diesel-electric locomotives with asynchronous AC traction built by Henschel and BBC in 1971 and 1973. In 1974, 202 002 had been rebuilt as a testbed and permanently coupled with an adapted BDnrf740.2 driving trailer. In this configuration, 202 002 had had its prime mover and generator removed, while the driving trailer was outfitted with a transformer and pantograph, so that 202 002 essentially simulated a fully electric locomotive.
     
    As this trial, which lasted into 1975, demonstrated that a hypothetical asynchronous AC electric could indeed handle almost the complete spectrum of train services offered by Deutsche Bundesbahn at the time, the railway contracted a consortium of BBC – providing the electrical components – and Krauss-Maffei, Krupp and Henschel in 1976 to develop and build a pre-production series of five such locomotives. This development was paralleled by coal mining enterprise Ruhrkohle AG obtaining six Henschel E 1200 series, centre-cab electric freight and shunting locomotives, which were similarly based on asynchronous AC propulsion. With these locomotives fully satisfying all expectations, the consortium for what would become the class 120 locomotive had a broad basis of experience to work from.
     
    As the first of the five pre-production locomotives, 120 001 was handed to Deutsche Bundesbahn on 14 May, 1979, with the four remaining locomotives following till January 1980. Initially, 120 001 through 004 were approved for only 160 kph, while 120 005 was certified for the targeted maximum speed of 200 kph later. The locomotives were rebuilt with various modifications during their evaluation, among these being optimised transformers. It is also worth noting that the power units for the class 401 and 402 1st and 2nd generation ICE sets, which began entering service by the end of the 1980s, are closely related to the 120.
    Of these five locomotives, 120 005 stood out by having a slightly differently designed body with a lower frontside waist line, and initially with additional rooftop fairings as well.
     
    On 13 August, 1980, 120 002 set a new world speed record of 231 kph for motive power with asynchronous AC propulsion. During the official two-day presentation in 1984, 120 001 pushed the limit even further to 265 kph, pulling a 250 tonnes train. One year later, 120 001 was further upgraded to allow for a maximum speed of 280 kph.
    Several other types of motive power from the Bundesbahn era picked up cues from the 120’s general visual appearance, such as the class 240 diesel-electric prototype, class 628 DMU, and the driving trailers for the „x“ Stock suburban coaches.
     
    Also in 1984, Deutsche Bundesbahn ordered a total of sixty production locomotives, which became known as class 120.1 and included a number of modifications developed out of the experience gathered during the prototype evaluation phase. This order had a total value of 380 million Deutsche Mark. The production locos were lacking the back-up rheostatic brake, as the regenerative brake had been found to be quite sufficient and reliable.
     
    Deliveries lasted into 1989, with the 120.1s usually being diagrammed onto InterCity and InterRegio workings by day and onto fast freight services by night. 120 137 through 160 were outfitted with a modified gear ratio, which increased tractive effort at high speeds, though at the cost of reduced tractive effort at lower speeds.
     
    Following the formation of Deutsche Bahn, the 120.1s were summarily allocated to the Fernverkehr sector, whose responsibility covers long distance passenger traffic. The five pre-production locomotives, commonly referred to as class 120.0, but were mainly relegated to departmental work, usually diagrammed onto inspection and measuring services or used for stock trial and certification services. They were thus reclassified as class 752 locomotives, which designation they retained for many years.
     
    In addition, 120 004 and 005 were outfitted as component and technology demonstrators for ABB Henschel, then one of the contestants and eventually the winner for that contract which brought forth the class 101 electric locomotives. These locomotives served as testbeds for inverters and bogies intended to be used on the 101. 120 004 is often referred to as the de-facto class 101 prototype as it had been most extensively rebuilt.
     
    None of the 120.0s remain in service, with 120 001 having been totalled in an accident in 2004, and 120 002 having been broken up as well. 120 003 has found a place at the Nuremberg Transport Museum’s Bahnpark Augsburg complex. 120 004 is now owned by the DB Museum in Koblenz, while 120 005 is part of the Weimar Railway Museum’s collection.
     
    Presently, 49 locomotives remain in DB Fernverkehr service, and continue working mainly InterCity services. Like the 101s, the 120s but can also be seen working a handful of freight services in between passenger turns. 120 158 has been withdrawn to serve as a spares donor. Eight locomotives – 120 116, 129, 107, 128, 121, 117, 136 and 139 – have been passed to DB Regio, and been outfitted with expanded passenger information equipment. These locomotives are now referred to as class 120.2, and numbered 120 201 through 208. Five of them are permanently in use on the Hamburg-Rostock RegionalExpress line, which is also known as „Hanse-Express.“ The other three locomotives were originally intended to augment DB Regio’s Westphalian sector, but after having suffered repeated malfunctions there were earmarked as reserves for the Hanse-Express service.
     
    Finally, 120 153 and 160 were passed to DB Systemtechnik, and redesigned 120 501 and 502. These locomotives are commonly used for inspection and measuring services, and have most recently been repainted in a bright yellow livery to highlight their new role.
     
    In 2005, DB AutoZug had obtained several 120s for their Motorail and sleeper services, which but were soon returned to DB Fernverkehr. As an interesting note, those locos detached to DB AutoZug were intended to be redesignated as class 121, but only 120 113 was ever thus numbered. In the final years of Deutsche Bundesbahn, it was planned that a future universal follow-up locomotive to the 120 should be designated class 121, but the fact of the different Deutsche Bahn sectors created in 1994 favouring motive power tailored to their specific requirements rendered moot any further attempts to obtain universal, mixed traffic locomotives as the 120 had been.
     
    Technical description
     
    The 120 pioneered various design innovations not seen on any previous electric locomotive to have been developed, though most of these innovations are not immediately visible.
     
    The body is an all-welded, self-supporting assembly set atop the fully welded running frame and with single-piece, non-reinforced engine room sides. It consists of the pressure-strengthened cabs with integral roof sections, and the engine room proper, with the roof being split into four separate panels. As a novelty, the 120 was designed such that all inverter and equipment cabinets were set along either side of the engine room, leaving a straight, uninterrupted central corridor between the cabs. As on later electric locomotives, the transformer was designed such that it could be hung below the engine room floor, with the traction inverters being set immediately atop.
    The cab layout follows the Deutsche Bundesbahn Standard Cab design first implemented on the class 111 electrics, there originally called „Integrated Cab.” This layout was also utilised on the Bxf796 driving trailers for the „x” Type suburban stock, and on the ICE 1 and 2 power units. With further modifications, this design has become the de-facto standard on the majority of German-built mainline locomotives, especially the Bombardier TRAXX and Siemens Eurosprinter, Eurorunner and Vectron series. It combines a flat control desk with a tilted triple display plane set in between the windscreen and the driver’s seating position. Power and brake controllers are within easy reach of the driver’s left and right hand respectively.
     
    The bogies are fully welded as well, and were designed with a conventional pivot pin with low-set, annular rubber dampened bearing and two sets of three Flexicoil springs per side to serve as secondary suspension. The wheelsets with Monobloc wheels are attached by way of lemniscate levers and held in roller bearings, with springs and auxiliary motion dampers serving as primary suspension. Power transmission is made through a BBC quill drive with single-sided reduction gear and fully suspended, low-hung, four pole asynchronous AC traction motors.
     
    Electrical equipment comprises the underfloor transformer with two traction taps and one auxiliary tap, and the two sets of traction inverters, with each pair of inverters feeding one bogie. These inverters work with an intermediate DC link at a working tension of 2,800 V, and provide an three-phase AC output of 0 to 2,200 V at 0.4 to 150 Hz. They can also work in regenerative braking mode, feeding back the usual 15,000 Hz at 16.7 Hz. Power pickup is made through a pair of SBS 80 type single arm pantographs, which are an evolved, lighter version of the proven SBS 65 pantograph widely used on the class 103 and 111 locomotives and others.
     
    The auxiliary electric circuits were, as a further innovation, also configured for asynchronous AC. They are fed through three auxiliary inverters. Auxiliary inverters 1 and 2 provide variable-frequency AC and power the motor blowers for the corresponding bogie, as well as one of the two transformer coolant blowers. Auxiliary inverter 3 provides fixed-frequency AC and supplies the transformer coolant pumps, compressor and other fixed-frequency devices.
     
    Braking gear on the 120 comprises the pneumatic brake, which is configured as a tread brake and based on a unified Knorr brake controller with settings G, P and R, plus direct shunting brake controller and spring-loaded parking brake units. The pneumatic brake is blended with the regenerative brake, which is prioritised over most of the locomotive’s speed range. It was also amended with a tread cleaning setting where the brake pads are applied at a pressure of 0.25 bar to enhance adhesion in poor weather conditions.
     
    Safety equipment comprises an alerter, as well as a combined PZB train protection and LZB cab signalling suite. Furthermore, the 120 is outfitted for ECP brake controls and emergency brake override, or „Notbremsüberbrückung” (NBÜ) in German railway terminology.
    For workload relief, the 120 also has automatic power and brake control, called „Automatische Fahr- und Bremssteuerung” (AFB) in German. This system is integrated with LZB, allowing the locomotive to operate semi-automatically on lines such equipped as AFB will pick up target speed and braking distance commands from LZB. Finally, it is worth mentioning that the 120 is outfitted for TDM double traction and push-pull controls, making it compatible with the Bpmdzf and Bimdzf type driving trailers used on InterCity formations, and, technically, all other driving trailers such equipped.
     
     
    Technical specifications
     
    Overall length, width and height – 19.20, 2.95 and 4.25 m (63, 9.7 and 14 ft)
    Service weight – 84 tonnes (82.7 long tons)
     
    Continuous power output – 5,600 kW/7,510 hp
    Initial tractive effort – 340 kN for 120 101 through 136, 290 kN for 120 137 through 160
    Maximum operating speed – 200 kph (125 mph)
     
     
    The model
     
    It is interesting to note that for many years, there had not been any really good H0 scale model of this signature Deutsche Bundesbahn locomotive. While there had been more or less acceptable offerings by Trix and Märklin (rather lacking in fine detail and with outdated "pancake" motors but generally well proportioned) on one hand and by Fleischmann (well proportioned but with a horizontally split body marked by an ugly split line) on the other, Lima had also come forward with a 120 in the early 1990s. I but understand this model, while generally good-looking, was, like the majority of Lima models of the time, something of a half-done affair, especially where production quality and choice of materials had been concerned.
    In 2013, Italian producer ACME then came to the rescue by offering a newly tooled series of class 120s, comprising both the pre-production 120.0 variant and various different iterations of the 120.1 and even the 120.2 of DB Regio. This model was, in my understanding, much acclaimed and featured ACME’s usual high level of detailing, fine paintwork and lettering, and even a cast metal body.
     
    The releases brought forth thus far include these references:
     
    60360 – 120 001 in original „TEE” livery with single rooftop busbar and original SBS 80 pantograph variant
    60370 – 120 112 in oriental red
    60376 – 120 141 in traffic red and with additional frontside grab rails
    60379 – 120 208 as utilised by DB Regio
     
    In addition, two more variants have been announced:
     
    60378 – 120 151 with promotional livery for ZDF Television
    70075 – Package of 120 502 and matching Dms322 type baggage van as used by DB Netze for measuring and inspection workings
     
     
     
    I myself decided to obtain 60370, as in my impression, the oriental red livery remains the most typical scheme for this class. However, I also decided to „redate” the model, under the assumption of 120 112 having retained the oriental red livery much longer than it actually has – making it something of an „Last Mohican” of the class, as only a handful of 120s have retained the oriental red livery to this date.
     
     
     

     
    With its angular, unadorned body, the 120 is, in my opinion, a typical piece of 1980s industrial design. In my impression, ACME have done an excellent job at capturing the look and feel of this milestone of electric locomotive design. In many ways, I believe the 120 is their best model to date, offering excellent detail as well as mindfulness for operational requirements, shall we say.
     
     
     

     
    The cab faces are marked by the typical, small Bundesbahn style headlights and large, rectangular windscreen with two panes. Originally, the windscreen wipers, provided as photo-etched parts on the model, rested horizontally at the bottom of the windscreens, but were later changed to a vertical resting position.
    The model has sprung buffers and coupler pockets with extension mechanism.
     
    As you may notice, I put on DB AG logos atop the Deutsche Bundesbahn logos provided out of the box. The warning "bib" on the oriental red 120s appeared in two varieties: Originally, this panel reached up to the lower edge of the windscreens, and was later changed to end roughly at the top edge of the centre headlight. However, both varieties continued to exist in parallel.
     
     
     

     
    I am also quite taken by the bogies’ appearance, and that of the wheelsets in particular. Out of the box, the model is equipped with cab access ladders attached to the bogies, but is also provided with a second set of ladders which may be glued into recesses on the inside of the body in lieu of the bogie-mounted ladders. I suppose these body-mounted ladders are only viable for very large curve radii – and for display cabinets.
    The lettering here on the Cab 1 side mainly comprises the braking weights table, reading as follows:
     
    R+E160175 tonnes
    R+E 165 tonnes
    P+E 150 tonnes
    R 115 tonnes
    P 80 tonnes
    G 58 tonnes
     
    I also treated the model to a hypothetical revision date, reading 18 January, 2008, at the Dessau workshops.
     
     
     

     
    As you can see, I also lettered the model with EVN running numbers, in this case reading 91 80 6 120 112-8 D-DB. The default lettering was easily removed with a piece of 5,000 grade sand paper.
     
     
     
     

     
    The rooftop is nicely appointed with fine detail as well. Note the fairly intricate busbar layout, and the delicate yet functional representations of the SBS 80 pantographs.
     
     
    And as usual, I should like to link to a couple of Youtube videos showing 120s at work…
     
    https://www.youtube.com/watch?v=3BNZeliA-x8
     
    https://www.youtube.com/watch?v=hOfjUPxMKRg
     
    https://www.youtube.com/watch?v=UIywhVLJlpw
     
     
     
    Thanks for reading and I hope you liked this article!
  17. NGT6 1315
    Well, having formatted the remainder of my photos I would now like to show you the second round of images from Saturday's light rail excursion . The previous part ended at Oberursel-Hohemark, this being the northern terminus of the U3 line. Next, though, our schedule called for us to return to Heddernheim once again, there to reverse direction and head to Ginnheim, which is the northern terminus of the U1 line.
     
     

     
    While waiting for our departure at Hohemark I took a detail shot of the "IBIS" terminal, this being the onboard device for a computer-controlled train monitoring and dispatching system frequently used on light rail and tram systems in Germany. This system can automate signalling and routing to a certain degree, except in special situations when human intervention is required. Part of this system are optical beacons installed on both the car roofs and along the track which serve to allow trains to be located, and indeed transmit certain types of information back to the train.
     
     

     
    This is how the driver's panel looks on the U3 type. The crank to the left is the reverser, with the power and brake lever next to it. The three dials in the upper part of the panel are a battery voltage indicator, speedometer, and an arresting brake application and release indicator. A dead man's pedal is located to the left in the footwell.
     
     

     
    These signals are usually known as the "F" type over here and are solely used on light rail or tram systems - or, to put it differently, all rail systems governed by the BOStrab (Tramway Construction and Operating Rules) rather than the EBO (Railway Construction and Operating Rules). Both are showing a F0 aspect here, meaning "danger". F1 would be a vertical bar and mean "proceed straight", F2 a bar slanted to the right and meaning "proceed right", F3 a bar slanted to the left and thus meaning the opposite; F4 is a single round light meaning "expect danger"; F5 looks like a white triangle put on its tip and is a permissive signal allowing a train to proceed while observing right of way rules; and F7 are three small while lights arranged in a triangle put on its tip and known as a backup signal, which is shown in case of a signal failure.
     
     

     
    Crossing Hohemarkstraße again...
     
     

     
    ...and disappointing some passengers who mistook us for a scheduled service again.
     
     

     
    Approaching the centre of Oberursel, a pair of U5 type cars was heading up to Hohemark...
     
     

     
    ...and yet another level crossing which would take us to the other side of Frankfurter Landstraße at the edge of the city.
     
     
     

     
    Speeding through the rain between Oberursel and Frankfurt. The road to the left goes to the borough of Kalbach.
     
     

     
    The down platform at Wiesenau is being rebuilt at this time.
     
     

     
    The level crossing at Hessestraße, just north of the Heddernheim depot. This is one of the crossings actually guarded by barriers.
     
     
    Having arrived on platform 3 at Heddernheim again we now had to split the train for the next leg to Ginnheim - the reason for this being that we would change to the tram network at Ginnheim, and only single cars are permitted on this branch of the tram network, which is served by line 16 nowadays. The second car would follow us about ten minutes later.
     
     

     
    Turning left through the junction at Heddernheim...
     
     

     
    ...we then passed through the underground station at Nordwestzentrum and sped on along Rosa-Luxemburg-Straße. Seen in front is the stabling area at Römerstadt where a number of trains for the U1 line are stored overnight.
     
     

     
    Niddapark is a station more or less in the middle of nowhere, but still suitable for a photo stop .
     
     
     

     
    The same station, seen from the train. The signal was showing a Hp 3 aspect (which does not exist in German railway signalling, I should add) allowing us to proceed at 20 kph.
     
     

     
    Descending the ramp into the terminus at Ginnheim. Unlike scheduled services on the U1 line we would then be routed over to the tram part of the station.
     
     

     
    And there we were, right behind a R type tram...
     
     

     
    ...but unable to couple up as the R type does not have any regular couplers .
     
     

     
    Travelling along Ginnheimer Landstraße, with the next line 16 service coming the other way in the distance.
     
     

     
    At Markuskrankenhaus (St. Marcus Hospital) a couple of passengers mistook us for a scheduled service once again. I wonder how the could have, though - not that much similarity between the R and S type trams which normally operate here and our U3 type car!
     
     

     
    On the bridge over the A66 motorway. The high rise building in the distance to the right is a student house, if I am not mistaken.
     
     

     
    A couple of confused spectators at Frauenfriedenskirche...
     
     

     
    ...and another R type tram on line 16 as we were travelling along Sophienstraße.
     
     

     
    In a sense we had now visited Bockenheimer Warte on all three levels: light rail routes C and D and the tram line . The TV tower at Ginnheim is visible in the distance. The old university campus is located to the right rear of this position, and the university library is to the right.
     
     

     
    Proceeding along Adalbertstraße...
     
     

     
    ...and turning right into Schloßstraße in order to head back to Industriehof. This here is another connecting line used only for empty stock movements. The branch to the left is meant for the tram, as there is a reversing loop at Western Station, which in turn is located beyond the housing blocks to the left. This loop is used only in case of disruptions, though, but used to be a regular terminus until not too long ago. The points here have been set to the diverging branch as a default, which meant that we had to manually reset them.
     
     

     
    After waiting here at Kurfürstenplatz for several minutes the second car from our train showed up and proceeded to couple up again. The skyscraper to the right is the Trade Fair Tower ("Messeturm"), informally known as the "Pencil." We then set off again, crossing Breitenbachbrücke and approaching Industriehof.
     
     

     
    We've seen this junction at Industriehof before - but now we were using it as normal U6 and U7 trains would have back when they were operating out of the Gutleut depot near Central Station, whenever they had to travel to and from their lines.
     
     

     
    Last time we'd been here we were going to Hausen on the right, but now we would continue straight ahead along Friedrich-Wilhelm-von-Steuben-Straße. This branch is normally served by the U6 line.
     
     

     
    Some construction work is going on here at this time.
     
     

     
    Speeding along Ludwig-Landmann-Straße...
     
     

     
    ...we then split the train again at Friedhof Westhausen as we were planning to position them side by side in the turnback area at Heerstraße in the borough of Praunheim. This area is located beyond the actual terminus of the U6 line and no longer used in regular service.
     
     

     
    Side by side, and having fun with the rollsigns again .
     
     

     
    And the same pair of cars from the other end.
     
     

     
    Our trip now drew to its end. We now crossed Heerstraße - the road going left to right - and returned to the station in order to couple up again. The storm we had recently took down the roof from the housing block to the right, explaining the scaffolding around it.
     
     

     
    Diving back into the tunnel at Industriehof.
     
     

     
    Our last photo stop was at Habsburgerallee...
     
     

     
    ...and this last shot was taken after emerging from the tunnel between Eissporthalle and Johanna-Tesch-Platz, close to the Volksbank Stadium.
     
     
    Well, then - I hope you enjoyed this report as much as I did the actual excursion!
  18. NGT6 1315
    Morning, everyone!
     
    Understanding that German steam locos and narrow gauge are subjects keenly followed by numerous RMwebbers, I wouldn't dare withhold a couple of photos which I took on a day trip to the HSB narrow gauge railway yesterday, which my wife has given me/us for my birthday.
    I probably don't need to say that much about the 1,000 mm gauge network in the Harz Mountains which has been operated by Harzer Schmalspurbahnen since 1 February, 1993. Consisting of the Cross Harz Railway ("Harzquerbahn"), Selke Valley Railway and Brocken Railway, the entire system comprises 140.4 km of trackage. And although the majority of services continues to be provided by a fleet of lovingly cared-for steam locomotives, HSB should not be mistaken to be just a museum railway, instead running to regular timetables and indeed contributing to regional passenger traffic in the Harz region.
     
    We began our trip at Wernigerode, which is a town of about 33,500 residents and the place where HSB are headquartered. Along with Nordhausen Nord and Gernrode, the town also comprises one of the three depots, as well as the workshops at Wernigerode Westerntor Station.
     
     

     
    An outbuilding adjacent to the locomotive shed has had a viewing platform set atop which is obviously convenient for enthusiasts! Here, two coach formations had been prepared at the platforms, and connected to steam pre-heating outlets until the locomotives would couple up.
     
     
     

     
    Standard coaching stock on the HSB comprises the KB4ip series of reconstructed bogie coaches, which are steam heated and air braked.
     
     

     

     
    Draw gear consists of central buffers and double screw link couplers with balancing levers.
     
     
     

     
    This would be our train, still waiting for the locomotive to couple up.
     
     

     
    Preparations were going on in the depot grounds, with 99 236 sitting outside the shed and providing steam pre-heating. This is one of eleven Class 99.23 2-10-2 tanks built in the mid-1950s by the Karl Marx Locomotive Works of Babelsberg which form the backbone of HSB's locomotive fleet, with 99 236 (or 99 7236, actually) – works number 134013 – having been built in 1955.
     
     
     

     
    These locomotives were obtained to replace the ageing pre-WW2 and indeed pre-WW1 locomotives which had long been the regular fare for the Harz narrow gauge lines.
     
     

     
    99 7241 was standing by inside the shed, making steam.
     
     
     

     
    Signal box and turntable inside the depot grounds.
     
     

     
    Our locomotive for the special we were booked on was 99 5902, seen here finishing preparations outside the signal box and with a Class 648 DMU departing Wernigerode on the HEX 80222 HarzExpress service for Goslar on the standard gauge line.
     
     

     
    99 7239 was first to emerge from the depot, however – running up for working the timetabled HSB 8925 service to the Brocken.
     
     
     

     
    In time, 99 5902 was making her appearance, too…
     
     

     
    …and coupling up.
     
     

     
    She was built in 1898 and is one of three remaining B'B configured ex-NWE Mallet locomotives later operated by Deutsche Reichsbahn as Class 99.590. NWE, or Nordhausen-Wernigeroder Eisenbahn, was one of the two independent companies (the other company having been Gernrode-Harzgeroder Eisenbahn) which had built the network of metre gauge lines in the Harz, and had been absorbed by Deutsche Reichsbahn on 1 April, 1949.
     
     
     
     

     
    At Drei Annen Hohne, the tiny Mallet needed to take on water, and was duly scrutinised by crowds of enthusiasts and travellers.
     
     

     
    Further up the line at Schierke, we needed to await the HSB 8932 service from Brocken Station…
     
     
     

     
    …which was powered by 99 7247.
     
     

     
     

     
     
     

     
    Upon arrival at Brocken Station, not too far below the mountain's summit of 1,142 m or 3,747 ft, 99 5902 was uncoupled and ran around the coaches.
     
     

     
    The Brocken has a subarctic microclimate, characterised by figures such as an average of 300 days of misty and foggy weather, mean annual temperature of 2.9°C, and a maximum wind speed of 263 kph to have been recorded in 1984. The greatest snow depth to have been recorded on the mountain was 380 cm, in April 1970.
     
     

     
    And it was very windy at the summit indeed, which together with the dense, drifting fog and natural scenery made it easy to comprehend why so many folk tales of mystery and witchcraft developed in areas like these. In fact, one cultural event having taken place on the Brocken for a couple of years now is a rock opera performance of Goethe's "Faust", which I haven't seen myself yet but which I'm sure is an excellent idea and a creative modern adaptation of this cornerstone of literature.
     
     

     
    Back at the station, 99 7241 was running around her coach formation, having arrived with HSB 8920 from Nordhausen Nord and preparing to sortie with HSB 8922 for Drei Annen Hohne…
     
     

     
    …while 99 5902 was sitting and waiting with the windows blanked with stiff tarpaulins.
     
     
     

     
    I rather liked this impression of 99 7241 in dense fog, hissing and steaming like a ghost of steel.
     
     

     
    Back at Drei Annen Hohne during the return to Wernigerode, 99 5902 and 99 7239 at the head of HSB 8904 from Eisfelder Talmühle for Wernigerode needed to replenish water.
     
     

     
    Draw gear, brake and heating lines…
     
     

     

     
    …and the LP and HP engine on our little Mallet.
     
     

     
    I found the idea of having digital passenger information displays concealed like old style departure boards quite intriguing, too!
     
    Night had fallen already as we arrived back at Wernigerode, concluding an enjoyable day out!
     
    Thanks for reading!
  19. NGT6 1315
    ...might be a suitable title for the following set of images which I took on a spin in the country northwest of Frankfurt earlier today .
     
     


    Here I was stopping over at Friedrichsdorf, which is served by the S5 suburban line as well as stopping services on the branch line between here and Friedberg. The train seen here is a Stadler GTW 2/6 type DMU owned by Hessische Landesbahn, who work the Friedberg-Friedrichsdorf line. The unit is standing by to work the HLB24562 service back to Friedberg, which will be a trip of 19 minutes.
     
    This type is known as class 646 in the German numbering system, though HLB chose to put on proprietary running numbers, as many private TOCs do – making this unit 509 108 in the HLB system, and 646 408 in the national system.
     
     
     
     

     
    Actually, the 646 consists of three modules – two passenger/cab modules designated as class 946, and a propulsion module which is numbered as class 646. The bogies below the passenger modules are unpowered, giving the
    complete unit a 2'Bo'2' wheel arrangement.
     
    The small trapezoid panels above the cab side windows are fold-out TV cameras intended as a monitoring device for passenger boarding. As you may remember, rear view mirrors are not permitted for use on German motive power while the train is in motion. Meanwhile, the oval orange light above the inner wheelset is intended as a brake check indicator.
     
     
     
     
     
     

     
    And this would be the diesel-electric propulsion module. There is a gangway through the centre of the module, connecting the passenger modules.
     
     
     
     
     

     
    Looking over the inscriptions, 646 408/509 108 is described as being certified for Germany only, allocated to the Butzbach depot, having 120 seats and a maximum service weight of 73 tonnes. The brakes are a Mannesmann-Rexroth type with computerized control, being laid out as an ECP brake, and having the "R" setting only, as well as automatic load-dependent force adjustment plus magnetic rail brakes. It had its last revision completed on 25 July 2007.
     
     
     
     

     
    A few minutes later, suburban EMU 423 303 arrived on the S5 line, reversing in order to next work the 35543 service back to Frankfurt Southern Station. As you can see, there was a time when Friedrichsdorf Station had a lot more tracks.
     
     
     

     
    And a little impression of how nature and technology may blend in, if allowed to do so .
     
     
     
     
     

     
    I then headed up to Rosbach in order to capture a service on the Friedrichsdorf-Friedberg line. This here was 646 408 again, returning on its next round from Friedberg on the non-electrified line.
     
    Thanks for looking!
  20. NGT6 1315
    Morning all!
     
    As I'd like to reduce the backlog of updates a bit, I should now like to present you with one of the oddballs to have been part of the DB Schenker locomotive inventory – bringing variety even to highly standardised locomotives as the class 152 electrics. The model we're looking at here is one of the newest releases of the highly refined Roco rendition of this class, and was marketed with catalogue number 72482.
     
    For basic information about Siemens Eurosprinter type locomotives, I should like to point you towards my baseline information posting, Eurosprinteristics.
     
    In 1993, Deutsche Bundesbahn held a tender for a new freight locomotive with three-phase AC propulsion which was primarily meant to replace the class 150 Co'Co' electrics, of which 194 examples had been built between 1957 and 1973. Eventually, Krauss-Maffei – who were still an independent enterprise at the time – and Siemens were awarded with a development and production contract.
     
    The locomotive, designated class 152, which emerged from this project was called the ES 64 F type, in keeping with the nomenclature established with the prototype 127 001, also known as ES 64 P. , and was to receive the DB class number 152 eventually.
    152 001 was rolled out at the Krauss-Maffei plant in Munich on 10 December 1996, and then entered route trials together with four additional 152s which could be completed by 31 July 1997. Further production locos followed from 1998 onwards, with a total of 170 units for Deutsche Bahn and two additional ones for the Dispolok leasing pool being built until 2001. While DB Cargo – as Deutsche Bahn's freight sector was called at the time – originally meant to order 195 units, a change of plans was needed when the Austrian railway authorities refused to certify the 152 for the Austrian network. As a workaround, the last 25 orders for 152s were therefore changed into an equal number of class 182 locos, which were Siemens ES 64 U2 type locos as operated by the Austrian Federal Railways (ÖBB) as classes 1016 and 1116.
     
    While Deutsche Bahn had also specified an additional option for 100 more 152s, this was eventually changed into an equal number of the four-system class 189 freight locomotive, or ES 64 F4.
     
    The two Dispolok locomotives were eventually sold to private freight operator ITL in 2005, retaining the basic yellow and silver Dispolok livery.
     
    Overall, the ES 64 F's specifications are largely identical to those for the ES 64 U2, except for the lower top speed and the fact that it is outfitted only for 15 kV AC:
     
    Overall length – 19,580 mm
    Width – 2,960 mm
    Height – 4,260 mm
     
    Power output – 6,400 kW/8,582 hp
    Initial tractive effort – 300 kN
    Service weight – 87 tonnes
    Top speed – 140 kph (87 mph)
     
    As it was primarily designed for freight traffic, the ES 64 F was built with bogies with nose-suspended motors, which at the time were considered suitable only for up to 140 kph.
     
     
     

     
    This model represents 152 089 as she appeared until summer 2013, having retained the "Railion I" logos far longer than any other loco from the DB Schenker fleet. This logo variant had the tilted blue square at the bottom left of the "Railion" text rather than at the bottom right. Furthermore, 152 089 had never received the characteristic horizontal warning stripes on the cab faces, but did have the UIC-TSI formatted running numbers applied by about early 2010 – thereby mixing and matching a number of oddball features.
     
    152 089 was built in 1999 with the works number 20216, and originally accepted by then DB Cargo on 1 February 2000. The locomotive was most recently inspected at the Dessau repair works on 29 July 2013, and has lost her anachronistic markings.
     
     
     
     

     
    The model has NEM extension coupler pockets which can be removed for displaying it in a cabinet, and a pair of snow ploughs without cutouts for the couplers. Looking closely, you can see what I think is a faithful rendition of the bogie details, with the gearboxes being suitably compact and allowing a free view between the wheelsets. As cheek brake disks were a novelty on German engines at the time the ES 64 F was designed, one of the nicknames applied to the 152 in particular was "Ferrari" - due to the red colour as well as those "racing style" brake disks. Also note the LZB antennas inside the snow plough.
     
    The inscriptions on the Cab 1 end include the service weight of 87 tonnes and the usual braking gear data: KE-GPR-E mZ, disk brakes and ECP brake equipment; and the braking weights table:
     
    R+E 145 tonnes
    R 125 tonnes
    P 103 tonnes
    G 90 tonnes
     
    Also note the silver-painted PZB transceiver between the wheelsets and the very tiny warning signs on the outside of the ETS sockets.
     
     

     
    The inscriptions on the Cab 2 end include the owner - DB Schenker Rail Deutschland AG, Nuremberg - , overall length of 19.58 metres and distance between bogie pivots of 9.90 metres, as well as the builders - Krauss-Maffei and Siemens - and the finishing date of the last paint job.
     
     
     

     
    Roco also chose to make the windscreen wipers separate parts. As previously mentioned, the ES 64 F was given additional handrails and tread plates on the cab faces from 2005 onwards, which have been represented on this variant of the model. Originally, the central tread plate between the buffers and the one above the left-hand buffers as well as the handrails in the centre below the windscreen and the two on the left side of the fronts did not exist, and were basically inspired by the arrangement on the class 189/ES 64 F4.
     
     

     
    Looking at the roof, all there's to be seen is that it is fairly minimalistically equipped! The major features are only the two SSS 87 type pantographs, as the 152 and the contemporary class 145 medium freight locomotive developed by ADtranz during the same period were explicitly intended to have a tidy a rooftop as possible for easier maintenance and better protection. Therefore, the busbar and circuit breaker are located inside the loco's body. The no-skid walkway strips are represented as well.
     
    Thank you for reading!
  21. NGT6 1315
    Afternoon all!
     
    We had gone on a short trip to Strasbourg from Thursday till Saturday this week, which, while not purely motivated by railfanning, did allow me to take a handful of tram and railway photos. As you will probably be aware of, Strasbourg, with a population of about 272,000 and a historic background far too extensive to be summed up with just a few words, is not only an important railway node in eastern France, but also represents a prime example of how trams may be successfully re-introduced to a city which had previously abandoned them.
     
    The current tram system, first opened in November 1994, comprises six lines, lettered A to F and serving the following relations:
     
    A: Hautepierre Maillon – Illkirch Lixenbuhl via Central Station and Homme de Fer
    B: Hoenheim Gare – Lingolsheim Tiergaertel via Homme de Fer
    C: Neuhof Rodolphe Reuss – Gare Centrale via Homme de Fer
    D: Aristide Briand – Rotonde via Central Station
    E: Robertsau Boecklin – Baggersee
    F: Place d'Islande – Elsau via Homme de Fer
     
    The station called Homme de Fer is located at the intersection of Rue de la Haute Montée, Rue du Vieux Marché aux Vins and Place Kléber and serves as a central interchange for four of the six lines. Lines A and D serve Strasbourg Central Station in an underground station, while the C line has a separate ground-level terminus at Central Station.
     
    The city's tram fleet consists of 53 ABB-built Eurotram type cars and 41 Alstom Citadis 403 type cars, both being low-floor, bidirectional designs.
     
     

     
    This photo shows Citadis type car 2021 waiting at the Gare Centrale terminus for the C line. diagrammed on the "42" turn – as evidenced by the small number in the top right of the destination sign. On the Eurotram cars, a separate illuminated turn number display is provided in the rear cab bulkhead.
     
     
     
     

     
    Here, we were walking up Rue de la Division Leclerc, with a Citadis on the A line headed for Illkirch Lixenbuhl running down the street from the Langstross/Grand'Rue station.
     
     
     
     

     
    And this was Eurotram car 1039 on the D line for Aristide Briand waiting at Langstross. These cars have two very large doors on each side of all free-floating passenger modules – each door comprising an entire window. However, while these doors provide good access and are very suitable for wheelchair users, they also are fairly slow to open and close, thereby increasing station dwell times. The bogies are located below the cabs and in each of the single-window modules.
     
     
     

     
    At Central Station, I then captured 11513, a Z 11500 type 25 kV AC EMU belonging to the "Z2" family which also comprises 1.5 kV DC only and AC/DC dual system units. These sets were built from 1982 till 1988 and consist of one motor car and driving trailer each, allowing multiples of up to four units. 11513 was standing by to work the 830112 service to Saverne, departing less than two minutes after I took this photo.
     
     
     

     
    The Alsatian Region branch of SNCF had been the first to introduce 200 kph regional express workings on its system. These are marketed as "TER 200" and are found on the Strasbourg-Basel line, powered by class BB 26000 "SYBIC" dual system locos. For these services, locos 26140 through 26153 were outfitted with push-pull controls and Faiveley AX type AC pantographs, which had been found to be better suited for the loco pushing trains at top speed. Here, 26152, having arrived with the 96222 service a few minutes prior, was preparing to shunt to the stabling area with its colourful rake of Corail coaches. The "R" suffix on the running number indicates these locos to be push-pull capable.
     
     
     

     
    Running late by about 20 minutes, 26162 was working the IC 91 service from Brussels to Basel.
     
     
    And finally, we rode out to the European Parliament...
     

     
    ...where I captured another Eurotram car on the E line:
     

  22. NGT6 1315

    Railway simulations

    By NGT6 1315,

    I don't know how many of you enjoy railway simulation games, but I for one recently rediscovered Zusi which is a simulator primarily focused on German, Austrian and Swiss railways. I admit that, compared with games from large brands such as EA (or whatever they are called nowadays), it is somewhat lacking as far as visuals are concerned - the current 2.4 version does not support textures, which but will be added in version 3 which is currently under development.
     
    Just to give you a brief impression of how Zusi looks and feels:
     

     
    RE 25473 from Marburg to Frankfurt Central Station, hauled by a class 111 electric, approaching Gie??en in the 2006 timetable period.
     
     
    However, the upside to this sim is that it is quite realistic where engine handling is concerned, and does a very good job at creating the image of busy everyday rail traffic where one delayed train can have all sorts of repercussions. Unlike Microsoft's Train Simulator it also offers fully functional train protection systems and other niceties such as complex traffic scenarios with literally dozens of AI-controlled trains all vying for the road and the possibility of being routed to unscheduled tracks at large stations. Zusi 3 will offer even more such functionality, from what I've been reading in the developer's pre-release notes.
     
    Zusi itself is basically developed by one man only, while add-ons are being created by a rather lively and well connected community of adherents. However, due to the complexity of the editors - which are included with the sim - and the amount of research usually required for creating a realistic and detailed scenario the output of new scenarios tends to be rather slow - which but is not meant to be criticism at all. As of now 25 real world routes are included with the sim, and a couple of others, in various stages of development, can be downloaded.
     
    Aside from Zusi I also have World of Subways Volume 1, BVE 4 and openBVE installed at this time. I may post a couple of images from these sims as well as time allows.
  23. NGT6 1315
    Morning all!
     
    As I just let on in "To Mod a Modding," I was thinking that some restructuring of earlier content in this space would be due in order to reflect partings and new additions. I'd especially wanted to make my technical profile of the class 140 electric – which in many ways also addresses the line of Deutsche Bundesbahn's Einheits-Elektrolokomotiven as a whole – available again, having spent quite a bit of time for research.
     
    As there is rather a lot of literature relating to the Einheitsloks' genealogy both on the Web and in printing, I guess a fairly short summary should be sufficient at this time.
     
    The severe damage dealt to the German railway infrastructure and stock inventory during World War II naturally required a rather major rebuilding effort, which began in the late 1940s and spawned a number of designs which experts continue to laud as both innovative and reasonable, relying on proven technology where required but also introducing new approaches were appropriate.
     
    The fact of significant numbers of locomotives, wagons and coaches from the Bundesbahn era continuing to be used in everyday service will most likely be the most impressive bit of testimony to the soundness and quality of these designs. Of course, the so-called "Einheitsloks" - constituting a set of newly designed electric locomotive types following identical design principles and even sharing a significant number of standardised parts - may be considered one of the most prominent pieces of innovation introduced during this period. These included the class E 10 express passenger locomotives; the closely related class E 40 freight locomotives, a smaller and lighter mixed traffic and branch line capable class known as E 41, as well as the class E 50 heavy freight locomotives, which also were a Co'Co' design as opposed to the three previously mentioned Bo'Bo' types.
     
    In 1950, the Bundesbahn Board of Engineers decided to procure two basic types of newly built electrics, which were to supplement and eventually help replace the various pre-war electrics left in operational condition. These were specified to be a Bo'Bo' configured locomotive initially known as E 46 and loosely based on the pre-war E 44, and a Co'Co' configured heavy freight locomotive. However, these plans were eventually changed, resulting in the previously mentioned four types to emerge from an identical set of design principles.
     
     
    Technical description
     
    Being highly standardised designs, the class 110 and 140 locomotives – known as E 10 and E 40 before 1968 – were fundamentally identical, with those differences which do exist mainly concerning their different roles. As previously mentioned, this had, in fact, been an explicit design goal in order to facilitate maintenance and spare-keeping just as much as driver qualification, and would also prove to offer an additional advantage in that it allowed a fairly easy conversion of individual locos from one class into the other. Consequently, the following descriptions will describe common features just as much as differences.
     
    As is the case on all Einheitsloks, the body is fully welded and has an integrated frame consisting of longitudinal and transversal beams, two of the latter also comprising the bogie pivot pins. Originally, the head-end transversal beams doubled as bufferbeams, but later-production 110s and 140s – specifically, 140 797 through 879 – were fitted with separate bufferbeams known in German as "Verschleißpufferbohlen" in order to offer an additional layer of impact protection and thus reduce the risk of body and frame damage at shunting speeds. Locos thus equipped were also prepared for conversion to the standardised UIC knuckle coupler, which, as many readers will most likely know, was but never introduced. However, a small number of 140s were equipped with AK69e knuckle couplers as also fitted to the Faals151, Falrrs152 and Falrrs153 type iron ore wagons, used for iron ore workings from Rotterdam and other North Sea ports to the steel works in the Saarland and at Salzgitter, in order to serve as backups for the equally small number of 151s also equipped with knuckle couplers.
     
    The body sides comprise a varying number of ventilation grilles and – usually – one centrally located engine room window per side, the exact number and style of grilles having changed over the years and constituting major distinguishing features of this loco family. The 140s in particular originally had six horizontally slotted grilles per side, which in turn were replaced with vertically slotted grilles on locos built from 1960 onwards. Beginning in the 1980s, most locos were then converted to another type of vertically slotted grilles known as "Klatte grilles." On the 110, the "Crease" bodied locomotives were originally built with specially styled grilles, which, though also having six separate openings per side, appeared as if they were one uninterrupted band for aesthetical reasons. However, most "Crease" 110s were later converted to the set of individual Klatte grilles as well. Also, some 110s had the engine room windows replaced by a seventh grille on both body sides, making things even more complex for the casual observer.
     
    On the "Brick" bodied 110s and the 140s, several other modifications were carried out through the production run and during revisions in later years. As designed, the cab faces had large, integrated lower lamps, which housed both the head and tail lights. However, beginning with 140 163, cluster lamps with vertically aligned separate lenses for head and tail lights were used. Also, the 110s and 140s were originally built with rain gutters running around the circumference of the entire roof, which but were omitted from 140 631 through 634 and 140 673 onwards. These gutters were also removed from existing locomotives during major revisions, partly due to these drains having been found to badly suffer from corrosion. Likewise, the full-width horizontal grab rails on the cab faces were removed in later years, and replaced with much smaller, vertically aligned grab handles located near the UIC sockets only.
     
    The roof is split into three panels above the engine room in order to facilitate internal maintenance and part removal, with the central panel – which is located above the transformer/tap changer assembly – taking the shape of a raised fairing and differing in various details between the 110 and 139 on one hand, and the 140 on the other. On the 110 and 139, the braking rheostats are also located under this fairing, requiring larger ventilation grilles than on the 140.
    The cabs feature a largely standardised control desk on both types, with a wheel-shaped power controller located in front of the driver, who in keeping with German standards is sat on the right hand side. Train protection equipment consists of the usual alerter, as well as the Indusi/PZB 90 suite. In addition, several 140s were also fitted with LZB cab signalling devices on top of the standard PZB suite. Also, the last batch of E 40s – usually referred to as 140.8 from 1968 onwards – was equipped with push-pull and MU controls. These locomotives could often be seen on stopping and semi-fast passenger workings, mainly in suburban environments. Push-pull capable 140s were also used during the initial phase of the S-Bahn system in the Ruhr area, which was phased in during the early 1970s.
     
    Meanwhile, the bogies also are all-welded assemblies, using Flexicoil springs on the secondary suspension stage and helical springs for the primary stage, with the bogie frames featuring vertical slots for the axle boxes. The 14-pole WB 372 type single phase AC traction motors are also integrated into the bogies, using a Siemens quill drive and reduction gearing for power transmission. Transmission ratios are 2.89/1 on the 140 and 2.11/1 on the 110. All wheels are tread-braked, with the 110 having larger brake shoes due to their higher top speed. The braking gear is a self-lapping unified Knorr type with settings G and P on the 140, and G, P and R on the 110, and includes both indirect and direct brake controllers. As designed, the 140 was intended for a 100 kph (62 mph) maximum speed, but was cleared for a slightly higher 110 kph (68 mph) in 1969 in order to improve their suitability for passenger workings.
     
    Addressing the electrical components, the 110 and 140 are classic single phase AC locos. The transformer, set in the middle of the engine room, is connected to a primary side tap changer with 28 power notches, weighing in at about 12 tonnes. This had been a BBC N28h type with mechanical diverter switches originally, but was replaced with the thyristor-assisted Siemens-Schuckert W29T type on late-production locos, with several mid-production 140s also having a W29 variant without thyristor assistance.
     
    One significant difference between the 110 and 140 had been the fact that the latter were lacking the dynamic brake installed on the 110, which had been considered unnecessary for the 140's lower maximum speed. However, operational experience demonstrated that various steeply inclined stretches of mainline – including the famous Höllental Railway in Baden-Württemberg, which had been worked with rack engines till 1933 and later served as a test route for 50 Hz electrification – would, in fact, justify procuring a batch of 140s with dynamic brakes.
     
    Consequently, an initial number of 31 140s were thus refitted beginning in 1959, creating a subtype initially designated as class E 40.11 from 1961 onwards, and 139 under the computerised numbering scheme introduced in 1968. These locomotives essentially represented "Brick" bodied 110s with the differently geared bogies of the 140. Interestingly, an additional eighteen 139s were, in fact, created by mating "Brick" bodied 110s with bogies gathered from retired 140s, which happened between 1993 and 1995.
    Rooftop equipment on either class includes an air blast circuit breaker and one pair of DBS 54a diamond pantographs. However, many locos – mainly those equipped with LZB cab signalling – have since been converted to DSA 200 type single arm pans, which also are equipped with pneumatic contact integrity detectors and auto-drop circuits to prevent OHLE damage.
     
    In total, 879 140s were built, of which 49 were converted to 139s. While Deutsche Bahn long refused to directly sell any retired locos to private TOCs and loosened this position only in recent years, various 139s and 140s have since found their way to a number of other operators. Most notably, Lokomotion – in which company DB Schenker are holding 30% of shares – have acquired a total of six 139s between 2004 and 2006, which were then treated to the company's rather striking "Zebra" livery. Three 140s were passed on to RBH Logistics, who are affiliated with DB Schenker as well.
     
    In addition, 139 287 was sold to BayernBahn; five 140s were passed on to Eisenbahngesellschaft Potsdam; two 140s were sold to Pressnitztalbahn and given their current light blue livery; and three 140s were sold to Mittelweserbahn. In addition, 140 128, which had largely retained its original appearance with the 1960s dark green and black livery, has been declared the heritage loco for this class, and is preserved at Deutsche Bahn's Railway Museum at Koblenz, again wearing its pre-1968 running number E 40 128.
     
    Over the years, the 140s wore all standard Deutsche Bundesbahn and DB AG liveries, beginning with the 1950s/60s dark green and black for all electrics with a top speed not higher than 120 kph. In the 1970s, many locos then received the controversial ocean blue and beige, which in turn was succeeded by oriental red with white frontside warning panels in the 1980s. Today, most remaining 140s in DB Schenker service feature the standard traffic red and grey livery, though 140 423 has retained ocean blue and beige.
     
    Technical specifications
     
    Length, width and height – 16.44, 2.95 and 4.49 m/54, 9.7 and 14.7 ft
    Power output – 3,700 kW/4,962 hp
    Initial tractive effort – 275 kN
    Service weight – 83 tonnes/81.7 long tons
    Maximum speed – 110 kph (68 mph)
     
     
    And for a suitable closing note, haver a look at this selection of videos showing 110s, 139s and 140s at work:
     

     
    140s working ECS services of freshly overhauled passenger stock out of Leipzig Central Station.
     
     

     
    140 423, the one remaining loco in ocean blue and beige.
     
     
    http://www.youtube.com/watch?v=sqkTnuMmmGE
     
    140 716 departing Lehrte with tap changer noise and typical 16.7 Hz motor growl.
     
     

     
    139 312 departing with a charter.
     
     
    http://www.youtube.com/watch?v=8tXAIZjShd8
     
    Cab ride on a 139 from Kufstein to Munich.
     
     
    http://www.youtube.com/watch?v=GFAPEoyc2jY
     
    Engine room view of a 139 with tap changer shifting up and down and arcing rather nicely.
     
     

     
    A look at the tap changer mechanism on 110 343.
  24. NGT6 1315
    Afternoon all!
     
    Last week, me and SWMBO spent a couple of days in London, and while railway stuff didn't constitute the main reason for our trip, I did reserve some time for spotting!
     
    And, in fact, we had deliberately chosen the "slow" way for the inbound trip, going by train all the way. Specifically, our itinerary looked as follows:
     
    IC 2430 for Emden – Leipzig Central Station to Hanover Central Station, calling at Halle, Köthen, Magdeburg, Helmstedt and Braunschweig
     
    ICE 650 for Cologne Central Station (joined with ICE 640 for Cologne-Bonn Airport and split at Hamm) – Hanover Central to Cologne Central, calling at Bielefeld, Hamm, Hagen and Wuppertal
     
    ICE 14 for Brussels Midi – calling at Aachen, Liège and Brussels-Nord
     
    Eurostar EST 9157, or 9I57, for St Pancras
     
     
    Considering how much might have gone wrong on a trip that long, I was pleased that everything worked flawlessly and all trains met their timetables. However, it wasn't before Brussels that I got some opportunities for taking snapshots...
     
     

     
    Almost maxing out the platform, SNCB's newish 1874 – one of the 120 examples of the Siemens Eurosprinter 2007 type locomotives which the company has obtained between 2008 and 2010 – was heading a joint double formation of M6 type double deck coaches, with another such loco on the distant end. The total number of 120 of these locos comprises 96 class 18 locos with conventional buffers and couplers on both ends, with the remaining locos being designated class 19 and having +GF+ type automatic couplers on one end for forming double formations and easy split-and-join workings.
     
     

     
    The two formations were coupled across the driving trailers, whose cab faces resemble the Alstom-built class 13 electrics.
     
     
     

     
    This is one of the small fleet of class 186 electrics which SNCB lease from Alpha Trains: 186 125, also designated 2803 by the traditional Belgian numbering system, at the head of the IC 1215 service to The Hague...
     
     
     

     
    ...and soon after accompanied by a pair of SNCB's new AM 08 series suburban/regional EMUs, headed by 08118 on the joined R 5337/5318 service from Dendermonde to Brussels and back. With 305 of these three-coach sets on order and to be delivered till 2016, 95 sets have been earmarked for the future RER network around Brussels.
     
     

     
    A typical 1980s design with suitably angular bodywork, 2717 is one of the 60 class 27 electrics to have been built from 1981 till 1984. The loco is seen here pulling the P 8907 peak hour commuter service to Zottegem, composed of M4 series coaches.
     
     
     

     
    As did her sister 2739, I should add.
     
     
     

     
    Our ride from Brussels to London was the pair of SNCF's Eurostar demi-sets 3207 and 3208, named "Michel Hollard." This unit is seen here sitting side by side to Eurostar UK's 3019/3020 after blasting through a heavy rain front on either side of the Channel and bulleting right into the Capital.
     
    At Victoria Station the other day, I managed to snap...
     

     
    465001 on the 2M76 to Orpington...
     
     
     

     
    465196 after arrival on the 2U88 from Dartford and 465928 standing by for departure on the 2K24 to Gillingham...
     
     

     
    465161 on the 2M78 to Orpington, and next to it...
     
     

     
    375620 and 375309 on the joined 1S46/1S47 to Ramsgate and Dover Priory...
     
     

     
    and finally, 465020 on the 2M80 to Orpington.
     
     
     
    And as the day turned into dusk, I again stopped by at Kings Cross...
     
     

     
    ...capturing 91125 after arrival on the 1A41 from Leeds and 91103 at the head of 1N32 to Newcastle.
     
     
     

     
    180101 was idling at platform 1...
     
     

     
    ...and was soon joined by 321420.
     
     

     
    And to round it all off, a portrait of 91125 standing by for departure on 5Y19.
     
     
    I suppose much of this will have been familiar stuff to everyone from the UK, but for me, seeing stock like the 3rd rail Southern Region EMUs and the Class 91 sets made for a nice change of pace. I just wish there was a more refined Networker model available, and in current livery...
  25. NGT6 1315
    Morning all...
     
    As I let on elsewhere, we went on a little day trip to Berlin yesterday, where I was able to do some (to me) urgent catching-up on what's been going on in the local public transport scene since my last visit. That had been in 2004, actually, so my personal goal was capturing some impressions from suburban and underground operations in the capital. Knowing full well that I wouldn't be able to really see it all within just one day!
     
    Having disembarked from ICE 1724 on the underground level of Berlin Central Station – comprising the north-south platforms – after a ride having taken just a little over an hour, I first proceeded up to the stations "Stadtbahn" level with the west-east platforms. There, platforms 15 and 16 are set aside for suburban services...
     
     

     
    ...which many of you will probably know to be one of just two 3rd rail mainline operations in Germany – the other being Hamburg's suburban railway system.
     
    The Berlin suburban system was the first to have been formally called "S-Bahn" and has pretty much always been a self-contained sub-division with a specific set of operating rules on top of the baseline National Railway Operating Regulations. At this time, Berlin's suburban network comprises fifteen lines, all powered by 750 V DC through bottom-contact conductor rails.
     
    The current mainstay of the Berlin suburban fleet are the class 481 EMUs, in spite of them having been hampered by difficulties relating to their wheelsets during the past few years. It did take a lot of effort and some serious finger-slapping by the Federal Railway Authority to get Deutsche Bahn's S-Bahn Berlin sector, also prompting the reactivation of a number of withdrawn class 485 sets to build up motive power reserves.
     
    Due to planned engineering work, the S5 and S7 lines usually working the "Stadtbahn" west-east trunk line are currently not in operation between Friedrichstraße and Ostbahnhof, so here, we see a rake of 481s working the S 5069 service to Friedrichstraße.
     
     
     

     
    It is something of an anachronism that Berlin's suburban lines should still operate with a mechanical train stop device till this day. You will notice this bent metal rail next to the base of the signal: This is folded down while the corresponding signal is at danger, and in the event of a train passing will trigger a power cut-off and brake application lever on the bogie frame. These mechanical train stop devices but are to be replaced by a newly developed electronic train protection system called ZBS, derived from ETCS.
     
     
     

     
    I then rode out to Wannsee Station on the S7 line. Wannsee is the southwestern terminus for this line and also served by the S1 line from Potsdam Central Station to Oranienburg and Frohnau (plus peak hour short turn workings between Potsdamer Platz and Zehlendorf outside the school holidays). Here, 481 369 was the first of a four-unit "Vollzug" on the S 7069 service to Friedrichstraße. Also note the train stop being folded up as the signal is showing clear.
     
    Trains on the Berlin suburban lines are formed with a maximum of four two-car units. Each individual unit is called a "Viertelzug" ("quarter unit"), so two-unit formations are referred to as "Halbzug" ("demi-unit"), three-unit formations as "Dreiviertelzug" ("three-quarter unit"), and four-unit formations as "Vollzug" ("full unit").
     
    The class 480 sets, one of which we'll be seeing later, are the only type to have cabs on both ends, while the 481s and 485s have one cab and a shunting control desk at the non-cabbed end. The 481s can therefore work with a minimum length of two units coupled back-to-back, but are most commonly seen working as Dreiviertelzüge and Vollzüge, except where platform lengths prohibit these formations.
     
    Five hundred 481s were built from 1996 till 2004, each Viertelzug being 36.8 metres long, 3.14 metres wide and 3.59 metres high. They are configured as Bo'2+Bo'Bo', with a power output of 594 kW and a maximum speed of 100 kph.
     
     

     
    Each 481 set has four pickup shoes, one on either side of the outermost bogies.
     
     
     

     
    It was interesting to see the name plates at Wannsee Station still being designed with blackletter script.
     
     
     

     
    While at Wannsee, I also spotted MEG 101, or 204 358, with a short trip freight.
     
     
     

     
    And here, we see 481 443 leading a Dreiviertelzug on the S1 line, working the S 1570 service to Frohnau. Due to their peculiar inverter noise, the 481s are often nicknamed "Air Raid Sirens" or "Circular Saws."
     
    I then rode up to Innsbrucker Platz in order to transit to the underground...
     

     
    ...and while there, also took this snapshot for the westbound signal for those of you with an inclination to signalling. Due to its role as a tightly timetabled commuter railway, the Berlin suburban system was among the first to be outfitted with multi-aspect, combined home and distant signals, which were also introduced on Hamburg's suburban railway. In Berlin, all of these so-called "Sv" signals have been replaced by Ks type signals by 2006.
     
    The red "M" plate attached to the signal is a feature specific to Berlin, which permits passing a failed signal after spoken agreement by the signaller.
     
    The "ZAT" board next to the signal is related to the "Zugabfertigung durch den Triebfahrzeugführer" one-man operation procedure which has been introduced to the Berlin network for the past several years. Traditionally, all stations were crewed with attendants who were responsible for train dispatching, but as a cost-cutting measure, this practice is to be reduced to 86 out of the 166 suburban stations in Berlin.
     
     
     

     
    Electronic passenger information displays have been installed at the majority of stations throughout the system. Here, you can see a S41 "Clockwise Ring" service and a S45 service to Bundesplatz, both as Dreiviertelzüge, being announced for the next departures. There also is a S42 line working the Ring Line around Central Berlin counterclockwise.
     
    After that, I went underground, and came across this friendly suggestion at Innsbrucker Platz:
     
     

     
    ...or else!
     
    (I understand this is an advice to train drivers to ensure they do not come to a halt with the train protection transceiver right atop the trackside balise to avoid malfunctions.)
     
     
    Now, many of you will most likely know that the Berlin Underground technically consists of two independent networks – not unlike the situation on the London Underground. Lines U1 through U4 comprise the "Small Profile" network with cars 2.30 metres wide and top-contact conductor rails with positive polarity, while lines U5 through U9 form the "Large Profile" network with 2.65 metres wide cars and bottom contact conductor rails with negative polarity. Except for some departmental stock, trains can only operate on the network they were built for.
     
    The "Small Profile" network was designed by Siemens & Halske, and originally built as an elevated railway. The first section from Stralauer Thor to Potsdamer Platz – roughly corresponding to the main section of what today is the U1 line – was opened in 1902. The first "Large Profile" lines were built and opened in the 1920s.
     
     
    Innsbrucker Platz also is the southern terminus for the U4 line – the second shortest of the Berlin Underground lines with five stations and a route length of just 2.9 kilometres. At the northern terminus at Nollendorfplatz...
     
     

     
    ...I captured Car 776, standing by for the next trip to Innsbrucker Platz. Due to the short distance and ridership numbers to match, the U4 line is worked with single units.
     
    776 is one of 66 A3L71 cars to have been delivered in 1972 and 1973. These, in turn, are part of the larger A3 Stock series, which comprises a total of 231 sets and which were built from 1960 till 1994.
     
    Of course, there is a lot of variation between the various different subtypes, outlining which in detail would most likely be rather tedious for you to read up right now. Generally speaking, and across subtypes, A3 Stock is 25.66 metres long, 2.3 metres wide and 3.18 metres high, with a maximum speed of 62 kph. All wheelsets per unit are powered, with individually powered wheelsets and indeed three-phase AC drive having been introduced on the latest subtype, called A3L92.
     
     

     
    I then rode to Gleisdreieck Station – the name being slightly misleading today. Originally, this station was indeed configured as a wye, but rebuilt with two independent platform levels in 1912 and 1913 following two serious collisions in 1908 (killing 17 persons and injuring 18) and 1911.
     
    Here, A3L71 car 704 is leading a U2 service to Theodor-Heuss-Platz, just prior to calling at Gleisdreieck.
     
     
    After that, I proceeded east on the elevated part of the U1 line.
     
     

     
    This was Hallesches Tor, with 484 leading a service to Uhlandstraße. 484 is an A3E car, representing one of the thirty-two A3 64 and A3 66 sets to have been refurbished (or "Ertüchtigt", as indicated by the "E"). These were outfitted with chopper controls and various other improvements. Prior to refurbishment, 484 was designated 964.
     
     
     

     
    This image, showing A3L92 car 639 leading a service to Warschauer Straße, might give you an impression of the U1's elevated route.
     
     
     

     
    At Prinzenstraße, I captured A3E car 482 – previously designated 958 prior to refurbishment – at the head of the next service to Uhlandstraße.
     
     
     

     
    And at Schlesisches Tor, A3L92 car 626 was leading a service to Uhlandstraße as it snaked through the S curve just outside the eastern station approach.
     
    The car immediately behind it is one of those cars outfitted with passenger counting equipment, which are marked with a black "Z" in a blue square on the cab doors.
     
     
    Following a change to the S5 line at Ostkreuz, I then rode out to Wuhletal...
     
     

     
    ...which is a joint suburban and underground station. Suburban trains use the outer platform sides, while the U5 line uses the inner tracks.
     
    Here, two trains composed of F76 "Large Profile" stock are waiting for departure – 2611 leading a service to Alexanderplatz and 2557 tailing one to Hönow.
     
     
     

     
    The U5 line is also worked by H Stock. These six-car, all-gangwayed units were built in three batches from 1994 till 2002, with a total of 46 sets having been built. Roughly during the same period, the similar-looking but smaller Hk Stock sets were procured for the small profile network.
     
    Here, 5028 is calling at Wuhletal on its way to Alexanderplatz.
     
     

     
    And, going the other way, 5009 is emerging from the tunnel on a short turn working to Kaulsdorf-Nord.
     
     
     

     
    A quick look at the shoegear on 5009.
     
     
    I then started to make my way back to Central Station where our train to Leipzig would depart at 4.52 pm...

     
    ...but took some additional time for a look-see at Gesundbrunnen Station. There, I captured 480 078 working the "Clockwise Ring" S 41648 service.
     
    The class 480 EMUs were procured at the time when the suburban lines in then-West Berlin were operated by the Berlin Transit Authority (BVG), following an ongoing dispute over the GDR's Deutsche Reichsbahn operating the suburban lines in West Berlin. After a strike which occurred in 1980 and which resulted in services in West Berlin being cut to just three lines, BVG were entrusted with operating the West Berlin network in December 1983. The 480s were intended to radically renew the West Berlin suburban stock inventory, which had been "donated" by Deutsche Reichsbahn and which had comprised the oldest units available at the time.
     
    A total of 85 two-car sets were built from 1986 till 1987 and from 1990 till 1994. These are 36.80 metres long, 3.12 metres wide and 3.6 metres high, having all-wheel propulsion and a power output of 720 kW for a maximum speed of 100 kph.
     
     
     
     
     

     
    And upon returning to Central Station, I snapped 481 346 leading the S 5583 service to Friedrichstraße.
     
     
    Thank you for reading and I hope you enjoyed this little photo strip!
×
×
  • Create New...