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NGT6 1315

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Blog Entries posted by NGT6 1315

  1. 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!
  2. 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!
  3. 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!
  4. 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!
  5. 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...
  6. NGT6 1315
    Morning all!
     
    In this morning's entry, I should like to present the result of a recent loco modding endeavour to which I treated a pair of Roco class 140 electrics in DB Schenker traffic red livery. As some of you might recall, I had done a similar rebuild last year, converting one of the two locos from that project to DSA 200 single arm pantographs.
     
    I but had ended up being less than satisfied with the result of that rebuild. In a nutshell, there hadn't been any really clean way of aligning the X-shaped base frame of the pantographs with the supporting insulators, as a result of which I needed to help myself by slightly bending the insulators inwards. I suppose relocating these items, coupled with removing and scratchbuilding the moulded-on rooftop fixtures might have been a better solution, but at the time, I had been in doubt whether my skills would have been sufficient to carry out this step without leaving visible traces on the model. (Yes, I know the only way of acquiring such skills is actually doing it...)
     
    However, when, earlier this year, an option had presented itself for obtaining a pair of identical locos in a bargain, I had decided to have another go at customising a double unit of 140s. This time, I decided that the locomotives would change their identities to 140 791 and 140 861 – both of which have retained diamond pantographs.
     
    The basic model I started from is, again Roco's #62348, which out of the box represents 140 815 as she appeared before the appearance of EVN-formatted running numbers. Technically, that model is mostly identical to the one of Mittelweserbahn's "Sunrail" liveried 140 002, except for a couple of differences between early and late 140s which are correctly represented. So, for general information about both the real 140s and the model, I should like to point you to my earlier loco profile, "Soak Up The Sun."
     

     

     
    Side by side and then in line, 140 791 and 861 report their readiness for service.
     
     
     

     
    Even on a highly standardised type of locomotive such as the 140, you can encounter a variety of peculiarities large and small. 140 861 is one of that lot of 140.8s which are equipped with snow ploughs, adapted from the 139s.
     
    To enhance the appearance of this "Dynamic Duo," I sanded the buffer plates to a slightly dull finish, and daubed on a bit of Revell #78 "Tank Grey" to represent the grease usually applied to buffer plates. A first step towards actual weathering, yeah!
     
     

     
    With the 140 being fairly compact, this broadside view of 140 791...
     
     

     
    ...and this of 140 861 should give you an additional impression of these sturdy stalwarts. – Roco's #62348 is a bit hampered by the cab door grab rails being slightly too long and made of a fairly soft kind of plastic, which is easily bent. There really doesn't seem to be any sensible way for straightening them bar drilling a new set of alignment holes at the top or bottom end, though I suppose this might indeed make them recognisable as being slightly too long... I'll need to do some more thinking about this.
     
    Do note that one of the changes to have kept appearing during the 140s' lifetime had been the consecutive replacement of the engine room ventilation grilles and side windows. There were essentially three types of engine room windows – flush with and without sliding pane, and outside frame without sliding pane. The third variant is the one you can see on 140 791, while 140 861 has the flush variant with no sliding pane.
     
    I therefore obtained the relevant parts set from Roco for one of the earlier styles of 140s. As it turned out the body opening for the engine room window on #62348 but was tailored for the outside frame window, I needed to slightly fill in the four corners to obtain a more or less seamless fit for the flush window. To ensure a snug fit, I first daubed tiny chunks of fresh putty in the corners, then snapping in the transparent pieces and allowing everything to dry. After that, I masked off the window pane and the surrounding body area, and put in some Revell #378 "Dark Grey" which is equivalent to the RAL 7012 "Basalt Grey" used by Deutsche Bahn.
     
     

     
    Like on – to my knowledge – all surviving 140s, the busbar cut-off switch which used to be located between Pantograph 1 and the circuit breaker was removed from 140 791 and 861. To shut the pin hole on the former mounting positions of this item, I just cut off the retaining pins and slid them into the retaining holes, carefully concealing them with a touch of Revell #378 "Dark Grey." The length of busbar which had been missing after this operation was fabricated from thin steel wire, which was then painted red to match the rest of the busbar.
     
     
    So, this would be it for this morning. As always, thanks for reading!
  7. 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.
  8. 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!
  9. NGT6 1315
    Afternoon all!
     
    Glorious sunshine out here in Saxony, so I spontaneously decided in favour of a little photo tour to my current favourite location at Thekla. Which I might say up front was well worth the effort!
     
     

     
    First off, let me showcase ITL's 285 108 heading a rake of chemical tankers. Having seen the passenger variant of the diesel-electric Bombardier TRAXX, called class 246, before, this was my first sighting of the freight version.
     
     

     
    In somewhat adverse lighting conditions, 155 030 emerged from the Cottbus bypass with a formation of gravel hoppers.
     
     
     

     
    Another premiere for me was BB 37032 of Akiem, currently leased to CTL Logistics – again hauling a string of chemical tankers.
     
     
     

     
    155 243 was returning light from Engelsdorf.
     
     

     
    One of DB Schenker's oldest 185s, 185 008 was working a container block train today.
     
     

     
    Similarly, MRCE's 185 563, leased to boxXpress at this time, was working this LKW Walter intermodal service.
     
     

     
    A locomotive which I understand is quite sought after in the East German railfan community, 213 339 "Diana" of the Rennsteigbahn was taking a break on the bypass with a set of empty wood carriers up back. The 213 was a subtype of the ex-Bundesbahn V 100 diesels outfitted with hydrodynamic brake and therefore prepared for steep gradient operation.
     
     

     
    294 668 was working this trip freight consisting of gravel hoppers, chemical tankers and sliding roof vans.
     
     

     
    Portrait of HGK's 185 604 halting on the bypass during a positioning move.
     
     
     

     
    155 126 was heading another mixed freight formation...
     
     

     
    ...and 145 063 was at the head of a block train of high-side bogie wagons.
     
     
     

     
    I was particularly delighted about this sighting: 250 137 of Leipziger Eisenbahn was crossing over to the bypass heading a string of gas tankers. Still known by its National Vehicle Register number of 155 137, the loco was deliberately restored to its pre-unification appearance in DR burgundy and with DR running numbers. As you may remember, Deutsche Reichsbahn had reserved the 100 range in its class numbering scheme for diesel locomotives and the 200 range for electric motive power, whereas Deutsche Bundesbahn used the 100 range for electric locomotives and the 200 range for mainline diesels.
     
     
     

     
    And 101 049 rounded off this photo session, heading a mixed freight formation on one of the scheduled freight stand-ins for this class.
  10. NGT6 1315
    Afternoon all (again) ...
     
    I seem to be addicted to a certain station these days and I suspect it may have to do with there being so many occasions for spotting freight trains...so once again, here's a cross-section of what you can typically encounter on German tracks today...
     
     

     
    It's been only yesterday that I mentioned how I had to let 120 132 escape unphotographed. However, that same loco provided the first high note of my photo round this morning when it returned and headed the way it had come from yesterday. As I said, the loco seems to have been freshly revised!
     
     

     
    The second positioning move I witnessed was that of 155 117, apparently returning from the Engelsdorf yard.
     
     
     

     
    A most impressive sight to behold, Enercon's 264 013 – a Voith Maxima 40 CC diesel-hydraulic loco – changed over to Track 5 with a block formation of gravel hoppers.
     
     
     

     
    And 155 151 pulled a block train of hoppers of her own, also running through Track 5 and therefore originating somewhere in the direction of Cottbus.
     
     
     

     
    155 043 was working a mixed freight train this morning.
     
     

     
    It's also been a while for me to have spotted a Voith Gravita! This here was DB Schenker's 261 023, a Gravita 10 BB type shunter, travelling light to the Engelsdorf yard.
     
     

     
    Black Is Colourful: MRCE's 189 937 was heading a long rake of container carriers, mostly not loaded except for a single, lone container on the very last wagon!
     
     

     
    186 138 of Macquarie Rail, leased to ITL, was working a block train of sliding wall bogie vans.
     
     
     

     
    Next, 155 261 was arriving with a fairly short mixed freight.
     
     

     
    This here is 185 612 of Alpha Trains, pulling a container train and currently leased to a business called Preussen Bahn – which is, funnily, headquartered at Dresden, making its name just a wee bit misleading (and perhaps even offending to a true Saxon!).
     
     
     

     
    DB Schenker's 185 143, one of those 185s outfitted for Switzerland, was pulling another mixed freight.
     
     

     
    And I believe you've met ITL's 266 022 on the daily coal working to the Czech Republic before?
  11. NGT6 1315
    Afternoon all!
     
    Let's keep this prologue brief this time... After the day had begun somewhat hazy, the sun burned through as the morning passed and prompted me to capture another set of photos at my current favourite location, Thekla Station.
     

     
    First up, I took this portrait of 1442 115 as it idled on Platform 2 standing by to work the S 37433 S 4 line service to Geithain...
     
     

     
    ...followed by this overview with the signal box to the left.
     

     
    Next, 155 244 slowed to a halt with a string of empty wagons behind...
     

     
    ...and had a portrait of it taken as well.
     

     
    I might have sensed a ferrovial conspiracy of I had encountered 266 106 again, but this time I captured PB 18/266 022 of Ascendos, on lease to ITL, working the eastbound coal service!
     

     
    As I mentioned before, Pressnitztalbahn have taken to giving their lot of 140s running numbers which do not correspond with their National Vehicle Register entries. Consequently, 140 037, seen here crossing over to run past what used to be Platform 5, is actually 140 831, pulling a string of grain hoppers.
     

     
    This brightly coloured loco is Captrain's 185 532, seen here travelling light.
     

     
    It's been a while since I last spotted Vossloh G 1206 type diesels! These here are Infraleuna's 210 and 208 – also known as 1275 013 and 011 – with a rake of chemical tankers.
     
     

     
    And as soon as they were just past, 185 070 pulling a load of concrete sleepers came the other way.
     

     
    294 754's driver greeted me with the horn as it pulled a short string of car carriers loaded with BMW SUVs.
     

     
    Next, 155 020 arrived with a formation of empty wagons.
     

     
    As the signals for both directions were showing clear, I had no choice but to let this formation of a tamper and a ballast sweeper take precedence over freshly revised and shiny 120 132 doing a positioning move, which it would have obscured had I opted differently.
     

     
    The next loco portrait was of 294 706, repositioning itself.
     

     
    185 239 headed the next train on its way east...
     

     
    ...after which I was delighted to capture RBH 103 – also known as 143 041 – , one of the 27 143s currently owned by this DB Schenker subsidiary. Here, the loco was pulling a rake of oil tankers.
     

     
    Conversely, 155 245 was running east with a (much shorter) rake of tankers...
     

     
    ...and followed by 152 116 with a similarly short train.
  12. NGT6 1315

    Rolling Thunder

    By NGT6 1315,

    Afternoon all...
     
    While our local weather has become somewhat April-like ahead of time, it's been fair enough for me to decide to spend some time capturing freights at Thekla Station – still my favourite spot for doing so within Leipzig.
     
     

     
    While it's not really possible to take good photos of these trains on the suburban level of Leipzig Central Station, let me just offer you this snapshot of ICE 1745 to Dresden. I forgot to take down the unit number, but it was one of those class 411 sets shared with ÖBB and therefore dually numbered as class 4011.
     
     

     
    As I arrived at Thekla, soft hail showers moved through the area while I first caught 182 013 of DB Regio on a positioning move. This loco is currently wearing a very nice livery promoting the 2015 Bundesgartenschau in the Havel region. The Bundesgartenschau is a renowned, biennial horticultural exhibition.
     
     

     
    After that, 101 129 rolled through on one of the relatively small number of freight services worked by this class.
     
     

     
    This was 711 211 of DB Netze. These are diesel cars for OHLE inspection, maintenance and repairs built by Robel and designated IFO 57.44.
     
     

     
    185 384 headed a string of empty car carriers.
     
     

     
    This is one loco I encountered last week: 266 106/CB 1001 of ITL, rolling east with a string of coal hoppers.
     
     

     
    All the while, 1442 132 was waiting on Platform 2, scheduled to work the S 37433 suburban service to Geithain on the S 4 line.
     
     

     
    Friendship, Comrades! Would you please welcome 132 158 (technically, 232 158) of Leipziger Eisenbahn and her rake of gas tankers! – Leipziger Eisenbahn are known for operating locos intentionally restored to their Deutsche Reichsbahn liveries, including two 232s and one 155 – fittingly redesignated as class 132 and 250 locos. 132 158 is quite a sight to behold – especially considering the proper sound and smell to match her appearance!
     
     

     
    Just a bit more than one week out of her most recent revision, 145 001 came to a halt on the northernmost track for what would later turn out to be a driver change.
     
     

     
    In between, 155 112 kept flying the flag for ex-DR motive power.
     
     

     
    The opposite working to the above coal train with 266 106 was headed by 266 022 of Ascendos, leased to ITL.
     
     

     
    Here, we see 185 069 with a string of container carriers...
     
     

     
    ...and 294 602 travelling light, short hood in front.
     
     

     
    And finally, 155 114 with her mixed freight service shall conclude this photo strip.
  13. NGT6 1315
    Afternoon all...
     
    Weather turned a bit for the worse over the weekend, but rather than locking myself up at home, I thought it'd be better for me to catch some fresh air, and to capture some early-spring impressions...
     
    For starters, I stopped by at Westplatz where from today till 27 April, tram lines 3, 4, 7, 8 and 15 are re-routed due to road work on Jahnallee.
     

     
    This "Großzug" led by T4D-M car 2175 had travelled down Friedrich-Ebert-Straße and was about to proceed across the Westplatz intersection to Wilhelm-Leuschner-Platz.
     
     

     
    Conversely, this Großzug travelling to Miltitz on the 15 line had turned off its regular route at Goerdelerring and after running along Käthe-Kollwitz-Straße and calling at Westplatz would turn back onto Jahnallee.
     
     

     
    Likewise, NGT8 car 1123 "Markgraf Otto von Meißen" on the 4 line would be turning left and continue along Käthe-Kollwitz-Straße to rejoin its regular route at Goerdelerring.
     
     

     
    Finally, this pair of Leoliners headed by 1336 "Kleinzschocher" was turning off Friedrich-Ebert-Straße to call at Westplatz and likewise rejoin its regular route at Goerdelerring...
     
     

     
    ...while 1334 "Engelsdorf" was heading this service to Taucha on the 3 line.
     
     
     

     
    I then rode to Plagwitz Station on the 14 line, first capturing 1323 "Dölitz" in the loop just south of the railway.
     
    Plagwitz Station itself has been so heavily rebuilt that little reminds one of how the old and fairly decrepit station has looked just a few years ago:
     

     
    I understand the noise barriers were legally decorated by a team of graffiti artists contracted for improving the station's appearance and to prevent uncontrolled vandalism.
     
     

     
    1442 125 was among the sets working the S 1 line today, and was approaching here on the S 37120 service.
     
     

     
    I then first continued to Leutzsch Station, which has been just as heavily rebuilt. You should be able to just make out the line to Markranstädt and Weißenfels in the background.
     
     

     
    At Leutzsch, I then captured this pair of Erfurter Bahn class 650 "Regioshuttle" diesel cars: VT 329 and 324, working the EBx 80847 service to Saalfeld and Gera (where the rear car would be split off and rejoined with the return working).
     
     

     
    Shed Time: ITL CB1001, also known as 266 106, made a lot of noise with a string of Czech Railways coal hoppers up back.
     
     

     
    Having returned to Plagwitz, I captured another pair of Erfurter Bahn class 650s – this set being headed by VT 327 and working the EBx 80848 service from Saalfeld and Gera.
     
     

     
    A delightful catch: SBB Cargo's Re 421 395 on the wrong line with a string of containers. If I'm not mistaken, this is only the second time I ever managed to capture one of these locomotives.
     
     

     
    Portrait of 1442 100 working the S 37129 service to Wurzen.
     
     

     
    And another most delightful catch: Mitteldeutsche Eisenbahn's 803, also known as 156 003, having just completed a crew change in the passing loops at the distant end of Plagwitz Station and been given the route to continue with its rake of gas tankers.
  14. NGT6 1315
    Evening all!
     
    Having been taken off work for the time being in order to preserve my health, I thought that making use of the wonderful weather we were having today and taking time for my personal interests for starters might be a good start towards recovering dearly needed strength...
     

     
    This set of Tatra T4D-M cars 2144, 2179 and NB4 trailer 909 got a broadside of morning sunlight at the Forsthaus stop, just prior to the 7 line's terminus at Böhlitz-Ehrenberg in the northwest of the city.
     
     

     
    Riding back, I disembarked at Leutzsch Station, and from the road bridge spanning the northern half of the station captured 143 212 roaring in at the head of the RB 26412 service from Weißenfels to Leipzig Central Station.
     
     

     
    The weekly market was open at Lindenauer Markt, where I next captured T4D-M car 2112 with a NB4 trailer on the 8 line to Paunsdorf-Nord.
     
     

     
    This location is on Kuhturmstraße, between the Angerbrücke and Lindenauer Markt stops. Here, NGT12 car 1213 "Rostock" is on its way to Miltitz on the 15 line...
     
     

     
    ...and this Leoliner formation headed by 1318 "Lößnig" is on the 7 line.
     
     

     
    This stop is right outside the Angerbrücke tram depot, which is located right behind the houses to the left. This depot is the most modern of Leipzig's tram depots, and used to be known as "Tram Depot of the German-Soviet Friendship" in the days of the GDR.
     
     
     

     
    Here, I zoomed in on 1214 "Lyon" on the 15 line outbound to Meusdorf in the southeast of the city, working its way up the slight incline from Lindenauer Markt to Angerbrücke...
     
     

     
    ...and on a Leoliner pair headed by 1329 "Miltitz" on the 7 line.
     
     
     

     
    A pair of T4D-M motor cars headed by 2130 was on its way to Grünau-Nord on the 8 line...
     
     
     

     
    And here, 1337 "Knauthain" was heading a 3 line service to Taucha, while 1220 "Thessaloniki" was turning right onto Kuhturmstraße on its way to Miltitz.
     
     
     

     
    This spot is on the bridge spanning the Elster Basin on Jahnallee. Another of the several DHL liveried Leoliners, 1339 "Lützschena", is seen here heading a 3 line service to Knautkleeberg.
     
     
     

     
    1350 "Heiterblick" is currently the last Leoliner to have been produced for LVB. Here, it is heading a 3 line service to Knautkleeberg, having just arrived at the Sportforum stop.
     
     
     

     
    East of the Sportforum stop, the line dips into an underpass below Marschnerstraße and Am Sportforum. The first of the two services seen here emerging from said underpass is headed by 1349 "Windorf" on the 7 line, and the second service is 1223 "Houston" on the 15 line.
     
     

     
    I completed my round at Naunhofer Straße, which outside of peak hours is the 2 line's southeastern terminus. Here, cars reverse through a loop running through Wilhelm Külz Park, which is just a few minutes from the Battle of the Nations Monument.
  15. NGT6 1315
    Morning all!
     
    I hadn't really been able to do a lot of spotting since our move to Leipzig, but last night, I packed my camera and tripod and set out to capture what I expected to be a multitude of impressions from railway and tram operations in Leipzig on a Sunday. – So, here you go...
     
     
    A surprise catch at Central Station delighted me so much that I am going to show it twice:
     

     
    115 205 of DB AutoZug had brought a stock positioning service to Leipzig. While a shunter removed said string of coaches, the loco was preparing to shunt to its stabling location...
     
     

     
    ...and needed to have another wait outside the shed.
     
    After that, I caught a S 2 line suburban service and rode out to Thekla Station...
     

     
    ...where 1442 113, which had worked this particular service, prepared to return as an ECS – or "Lt", as it would be called in German railway nomenclature.
     
     
     

     
    I then rode to the Trade Fair Centre, which at this time of day and in the absence of any fairs was totally deserted. That is, except for the Flexity XXL type tram 1201 "Saxonia" which was working the 16 line that night and had been diagrammed on the 1645 turn, as per the turn display at the bottom of the windscreen.
     
    After boarding the same car for the return trip, the driver approached me and was happy to see that I had captured his service. Cheers, sir!
     
     

     
    At Wilhelm-Leuschner-Platz, I then captured 1233 "Augsburg" working the 1144 turn on the 11 line to Schkeuditz...
     
     
     

     
    ...followed by its opposite turn, 1145, worked by 1226 "Bremen" on its way to Markkleeberg Ost.
     
     
     

     
    Going Suburban: 1442 129 was calling at Wilhelm-Leuschner-Platz on the S 37584 working to Leipzig/Halle Airport.
     
     
     
    I then proceeded to Leipzig MDR, the station immediately south of Bayerischer Bahnhof at the southern end of the trunk line...
     

     
    ...to first capture 1442 109 on the S 37364 working to Halle Central Station...
     
     
     

     
    ...and 1442 120 on the S 37165 working to Wurzen.
     
     

     
    Back at Central Station, 101 140 was waiting at the head of IC 2232 to Magdeburg Central Station.
     
     
     

     
    Before the suburban railway project, Connewitz Station in the south of Leipzig had been a fairly decrepit location. However, I found the old station had been completely eradicated, so that 1442 213, standing by to work the S 29536 service to Delitzsch in a few minutes, was able to wait under a brand-new passenger bridge.
     
     
     
     

     
    Back at Central Station, 1442 208 was just dropping off passengers while working the S 29537 service to Connewitz.
     
     
    After that, I was quite intrigued to observe transfer workings shifting from one line to another during the late-evening period – as well as two trains occupying the same track, which in other words is to say, Leipzig Central Station's suburban level is outfitted for short signal blocks and restricted approach routes.
     
     

     
    This meant that on the northbound Track 2, I could observe 1442 111 on the S 37376 working to Halle on the S 3 line, which had come from Wurzen on the eastern branch of the S 1 line and was stood at the southern end of the platform...
     
     

     
    ...while this double unit with 1442 134 at the rear was waiting at the northern end of Track 2 on the S 37588 working to Falkenberg-upon-Elster – having come from Zwickau, which is located on the S 5 line.
     
     
     

     
    Similarly, on Track 1, I could observe 1442 135 on the S 37473 working to Borna at the northern end...
     
     

     
    ...and 1442 103 on the S 37373 working – which had come from Halle Central Station and shifted on the S 1 line to Wurzen – at the southern end. I should note that these shifting workings had a scheduled dwell time of between 10 and 15 minutes.
     
     
    Thank you for your time and I hope you found it worthwhile!
  16. NGT6 1315
    Afternoon all!
     
    As I got my work finished up ahead of time today, I decided to unwind a bit by way of shooting an additional round of photos from the new Central German suburban system – concentrating on capturing impressions from the trunk line tunnel.
     
     

     
    I first had a look around Stötteritz Station. There, this sign warning metal thieves of artificial DNA tags having been applied as theft prevention first caught my special attention...
     
     
     

     
    ...while this is a view across the eastern platform end, along the line to Engelsdorf, Wurzen and Riesa which is worked by the S1 line.
     
     
     

     
    In between the through tracks, a stub track was set up for the S1 short turns and the S3 which terminate and reverse here.
     
     
     

     
    Close view of the powered outer bogie at the Cab 1 end of 1442 131.
     
     
     

     
    Here, 1442 105 was arriving on the S 37627 short turn working from the Trade Fair Centre.
     
     
     

     
    Passenger information displays like this one are installed in several locations aboard the suburban 1442s. As you can tell, the train took a slight delay in being given the route.
     
     
     

     
    I then emerged at Bayerischer Bahnhof – the location taking its name from the pre-nationalisation Bavarian Railway Station just south of Leipzig's city centre. This station had been built with separate wings for the Bavarian and Saxon State Railways respectively.
     
     
     

     
    The old station's portico has been preserved, but needed to be moved in its entirety to accommodate the new tunnel's position. This had been one of the major construction projects related to the trunk line building programme.
     
     

     
    Heading back down to the platform...
     
     
     

     
    ...to take a couple of additional snapshots like this one of 1442 102 on the S 37427 service to Borna on the S4 line.
     
     
     

     
    The cityside tunnel entry...
     
     
     

     
    ...and 1442 210 on the S 37515 service on the S5X express line to Zwickau. The S5 line comprises regular services from Leipzig/Halle Airport calling at all stations, and accelerated express services designated S5X working from Halle Central Station to Zwickau, passing several stations north and south of Leipzig.
     
     

     
    The southern tunnel mouth at Bayerischer Bahnhof.
     
     
     

     
    Wilhelm-Leuschner-Platz has a rather different ambience with a very high ceiling and backlit glass brick walls. Here, 1442 213 is heading south on the S 37329 working to Stötteritz on the S3 line.
     
     
     

     
    A look along the station from the escalator.
     
     
     

     
    Next, 1442 130 on a S1 line short turn service was bound for Stötteritz as the S 37628 working.
     
     
     
     

     
    And this is the cityside tunnel entry at Wilhelm-Leuschner-Platz.
     
     
     
     

     
    The station at Leipzig's Market Square – "Markt" in German – is quite attractive, too, with the wall panelling resembling clapboard. 1442 112 here was – if memory serves – working a S5 service, though for unknown reasons, the outside destination displays were not working.
     
     
     

     
    And here, the same train rushes off into the darkness of the trunk line tunnel.
     
     
     

     
    And once again, a look from the top of the stairs across the platform.
     
     
     

     
    The suburban level at Central Station is set so deep that an intermediate level needed to be built for the stairwell.
     
     
     

     
    It certainly is a long way down from the upper platform level!
     
     
     
    And that would be it for today – I hope you enjoyed this photo strip!
  17. NGT6 1315
    Evening all!
     
    With the new national timetable for 2014 having been enabled this past night, one of the major items associated with it has been the opening of the Central German suburban railway system – known in German as S-Bahn Mitteldeutschland. This system took several years in preparation and has almost completely replaced the old Halle-Leipzig suburban network, which in any case had been reduced to a bare minimum since about 2009.
     
    The new Central German suburban system is quite extensive and therefore should be considered to be more of a hybrid regional/suburban operation. The first stage, which went on-line today, comprises the following lines:

    S1: Leipzig-Miltitzer Allee – Leipzig Central Station – Wurzen ( – Riesa for individual workings) // additional short-turn workings from Leipzig Trade Fair Centre to Leipzig-Stötteritz
    S2: Bitterfeld – Delitzsch – Leipzig Central Station – Markkleeberg – Gaschwitz
    S3: Halle Central Station – Schkeuditz – Leipzig Central Station – Leipzig-Stötteritz
    S4: Hoyerswerda – Falkenberg-upon-Elster – Torgau – Eilenburg – Leipzig Central Station – Markkleeberg – Gaschwitz – Borna – Geithain
    S5: (Halle Central Station for individual workings – ) Leipzig-Halle Airport – Leipzig Central Station – Markkleeberg – Böhlen – Regis-Breitingen – Altenburg – Crimmitschau – Werdau – Zwickau
    S5X: Halle Central Station – Leipzig-Halle Airport – Leipzig Central Station – Markkleeberg – Böhlen – Altenburg – Crimmitschau – Werdau – Zwickau

    S7: Halle-Trotha – Halle Central Station – Halle-Nietleben

     
    In 2015, the S2 line is to be extended to Dessau and Lutherstadt Wittenberg on its northern end, while the new S8 line is to work from Dessau and Lutherstadt Wittenberg to Halle Central Station. Furthermore, the S1 short workings are to work the entire route from Miltitzer Allee to Wurzen and Riesa, bringing the entire line to a 15-minute interval.
     
    While the extended S2 line and the S8 line were originally intended to be franchised to Abellio Rail, legal and financial issues caused the franchise treaty to be re-examined and the lines to also be awarded to Deutsche Bahn.
     
    Rolling stock on the new Central German suburban system comprises 36 three-segment and 15 four-segment class 442 "Talent 2" EMUs from Bombardier. More precisely, these 442s for suburban services are actually designated class 1442.
     
    *****
     
    To take a break from my desk work, I decided to take my camera and capture a couple of first impressions from the system's first day in operation – concentrating on the northern branch of the S1 line between Central Station and Miltitzer Allee.
     
     

     
    The biggest infrastructure project which needed to be accomplished for the new suburban system is a trunk line tunnel going north-to-south right through Leipzig's city centre. Hampered by various geological difficulties to have been encountered during the construction period and therefore significant delays and cost overruns, this tunnel comprises the following stations:

    Central Station suburban level (Hauptbahnhof tief)
    Market Square (Markt)
    Wilhelm-Leuschner-Platz
    Bayerischer Bahnhof
    Leipzig MDR (the name referring to the headquarters of public broadcaster Mitteldeutscher Rundfunk located nearby)

     
    The tunnel is double-tracked, designed for an operating speed of 80 kph, and measures about 3.6 kilometres in length between the north and south portals.
     
    In the above image, 1442 109 has just arrived on the S 37131 working to Wurzen.
     
     

     
    1442 123 was working the S 37430 service to Eilenburg...
     
     

     
    ...and 1442 127 was on the S 37330 working to Halle Central Station.
     
     

     
    This is one of the train departure indicators in "overview" mode...
     
     

     
    ...and in "detail" mode just prior to the next arrival. Here, the indicator announces the S 37633 working from Leipzig Trade Fair Centre to Stötteritz.
     
    Station dwell times at the trunk line stations average about one minute.
     
     

     
    1442 112 was working the S 29516 service to Delitzsch.
     
     
     

     
    A look at the northern access ramp.
     
     

     
    For improved emergency durability, overhead conductor rails with inlaid copper wire were installed in place of conventional OHLE.
     
     

     
    This is the northbound track, coming up from the trunk line which was built as two single-tracked, individual tunnels in between stations.
     
     

     
    ...and looking north along the "down" track into the trunk line.
     
     

     
    In addition to visual departure indicators, audio train announcements are provided, calling out the next three to four connecting trains for every arriving service.
     
     

     
    Here, the S 37132 working is roaring in from the trunk line.
     
     

     
    Once aboard, I noticed how, in an attempt to maximise seating capacity, fold-down seats were installed to either side of the stairs to the raised-floor sections in the cabbed modules.
     
     
     

     
    The Miltitzer Allee terminus could yet use a bit of refurbishment, I am sorry to have to say...
     
     

     
    This is the unit I had travelled on: 1442 105, now standing by for the return trip to Wurzen as S 37137.
     
     
     

     
    One of the lateral destination displays. Note how there are separate display segments for line number and destination.
     
     

     
    A closer look at Bogie 3...
     
     
     

     
    ...and the pantograph, circuit breaker and voltage sensing devices.
     
     
     

     
    On the 442s, these gap bridges extend before the doors will open. This is something which in my impression passengers will still need to get used to!
     
     

     
    Inside, I noticed how the small seating bay tables have been decorated with combined maps and network diagrams as what I think is a rather nice touch.
     
     

     
    And after disembarking at Coppiplatz, I captured 1442 101 on the S 37136 working to Miltitzer Allee before walking home.
     
     
    Thanks for reading and stay tuned for further photo strips to appear in what I hope will be the near future...
  18. 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!
  19. NGT6 1315
    Afternoon all!
     
    While SWMBO and SiL were on a shopping round through Leipzig, me and my camera rode out for a little photo session at Engelsdorf Station in the east of Leipzig. As those of you familiar with the German railway scene will probably know, Engelsdorf is the location of a marshalling yard also, though it doesn't seem terribly busy on Saturday afternoons. However, I did collect some snapshots from both the passenger station and the yard...
     
     

     
    Double unit of Mitteldeutsche Regiobahn class 650 diesel railcars, headed by VT 015 or 650 547 on the MRB80223 working to Wurzen...
     
     
     

     
    ...followed by 642 015 on the RB 26370 service to Meißen-Triebischtal Station.
     
     
     

     
    This was 642 044 returning from Grimma on the RB 26369 service...
     
     
     

     
    ...followed by 650 538 or VT 006 on the MRB80220 service from Wurzen.
     
     
     

     
    And two pieces of DB Regio's newest pride and joy of EMUs: 442 313 and 116 returning from Dresden Central Station on the RE 17068 service. The Leipzig-Dresden RE line is also marketed as Saxonia-Express.
     
     

     
    Over in the yard, 290 505 was on shunting duty...
     
     
     

     
    ...as was 294 663.
     
     
     

     
    Next, 101 090 was shooting through the station at the head of the IC 2037 service to Dresden.
     
     
     

     
    185 045 was preparing to leave the yard at the head of a string of empty wagons.
     
     
     

     
    The same formation we've seen before from the other end, with 442 116 in the lead on the RE 17073 service to Dresden.
     
     
     

     
    And this was MRB's VT 016 or 650 548 in the lead on the MRB80225 working to Wurzen.
     
     
     

     
    Back at Central Station, I found 181 215 stabled to the east side of the station outside the shed.
     
     
    And to echo my earlier posting on ERs:
     

     
    VT 137 225, a Hamburg type Deutsche Reichsbahn class VT 137 express DMU. The diesel-electric Hamburg type sets were built in 1935 and 1936, and were capable of 160 kph running. The Jacobs bogie, set underneath the gangway between the two body halves, was powered by two electric motors, while the two 302 kW prime movers were located behind the cabs.
     
     
     

     
    Express loco E 04 01 - one of my favourite classes of vintage electrics, I might add.
     
     
     

     
    E 44 046 – one of a class of 187 locos which pioneered the fundamental layout for all future bogie electrics with individually powered wheelsets.
     
     

     
    And E 94 056 – this class having been nicknamed "Iron Pig" by the GDR's Deutsche Reichsbahn.
     
     
     

     
    This memorial at the inner end of the "heritage track" was set up to commemorate the last deportation of 169 Jewish persons to the Theresienstadt concentration camp on 14 February 1945.
     
    Lest we forget.
  20. NGT6 1315
    Afternoon all!
     
    As we were having fairly nice weather this afternoon, I decided to shoot a few photos on a specific stretch of railway in the western boroughs of Frankfurt which due to current events is once again proving to be very useful to have available!
     
    In recent weeks, three derelict WWII bombs have been found on a construction site near the borough of Rödelheim, which I understand had been part of what has once been an airfield – and, in fact, the earliest forerunner to today's Frankfurt Airport, which but is located several miles further to the south. Due to a "Skyscraper Festival" taking place over the weekend, it had been decided to wait till this afternoon to recover and defuse this third bomb to have been found thus far.
     
    To allow for a safe recovery, a large area around the Rebstock fields and the western part of the city centre was designated as a two-part safety zone – whose centre needed to be evacuated completely, while the ring surrounding this area was put under a temporary curfew.
     
    As the outer ring also just covered the railway line from Rödelheim Station to Western Station, this line needed to be closed for the duration of the bomb recovery. Consequently, the S3 and S4 suburban lines are currently being re-routed through a small bypass which is usually referred to by the name of the junction it is tied into. That name is "Abzweig Mainzer Landstraße", and abbreviated "FMLA" in German railspeak. Usually, it is only used by weekday peak hour workings on the RB 15 line from Frankfurt to Brandoberndorf, which is operated by Hessische Landesbahn. As this bypass is electrified, it has often been used for re-routings such as those required today.
     
    For those of you unfamiliar with the area, I have taken this screenshot in Google Earth and outlined the regular route through Galluswarte, Messe (Trade Fair Centre) and Western Station with green dots, and the Mainzer Landstraße bypass with red dots:
     

     
     
    As the motorway into Frankfurt had been closed of as well, I was presented with this sight when I arrived at my first photo spot on the street and railway overpass near the petrol station which you can see near the junction of the regular and the bypass lines in the upper left part of the map. This was just outside the curfew perimeter, and I could see several policemen guarding the closed-off motorway entrances:
     

     
    And it is a rare sight indeed to see a German autobahn devoid of any traffic on a weekday! The cars you can see entering it on the outbound lane appear to have found their usual route blocked.
     
     
     

     
    I first captured the slightly delayed S 35349 down service on the S3 line to Darmstadt, headed by 423 375. The car to the right isn't mine!
     
     
     

     
    Police helicopters were circling overhead as I walked back to the Nidda bridge a few hundred yards northwest of where I was just standing.
     
     
     

     
    423 373 was then heading the S 35450 service to Kronberg and is seen here leaving the bypass just ahead of the Nidda bridge. Trains coming from the Mainzer Landstraße bypass run on the wrong track till just beyond the bridge:
     
     
     

     
    ...with 423 407 forming the other half of the double unit.
     
     
     
     

     
    The next down service was headed by 423 332 on the S 35351 service to Darmstadt. As parts of the Mainzer Landstraße bypass are single-tracked, delays cannot be entirely avoided, especially when you also consider the usual lot of passengers who seem to blunder around completely oblivious to all passenger information telling them that these lines aren't working their usual route today.
     
     
     

     
    And a pursuit shot of 423 402 at the rear of the same working as it enters the bypass.
     
     
    Thanks for looking!
  21. NGT6 1315
    Afternoon all!
     
    I didn't have too much time for trainspotting in recent months due to my exam preparations, but having successfully completed these with an A grade, I was delighted that in spite of a somewhat ambivalent weather report, this Whitsun has turned out fairly sunny thus far. I therefore paid a visit to the Whitsun railway festival taking place at Königstein – a town in the northwestern suburbs of Frankfurt, set on the eastern flank of the Taunus Mountains. This town also has its own railway line to Frankfurt, meandering through the Taunus foothills through Kelkheim and Liederbach and crossing into Frankfurt's city limits thereafter.
     
    In regular service, this non-electrified line is served by stopping services provided by Hessische Landesbahn, commonly using Alstom Coradia LINT DMUs on a 30- to 60-minute interval.
     
    On Whitsun (and Whit Monday, to be precise), this line is the arena for a railway festival which has been held for the past 33 years. Regular guests during this event are the two preserved steam locos 01 118 and 52 4867, owned by the Frankfurt Historic Railway association, which take turns on (roughly) hourly special services from Königstein to Frankfurt-Höchst.
     
    And now, follow me on a nice Sunday morning walk through the woods and meadows around Königstein with a railway twist!
     
     
     
     
     

     
    Upon arriving at Königstein Station, I found the two big steam engines standing by for a day of special workings outside the works shed at Königstein. As there is no turntable anywhere around here, the locos will have to run tender first on their down services to Frankfurt. However, given the line's topography, this does not make for much of a problem as to running speeds.
     
     

     
    52 4867 turned out to be destined for running the first down working to Frankfurt, and see-sawed in front of the rake of three coaches forming the special. These trains would also comprise a former beer van which is now used for multiple purposes. It does carry provisions for the trains' passengers, is used as a baggage van and also equipped with a generator.
     
     

     
    In the bright morning sunlight, 52 4867 – built in 1943 at the Orenstein & Koppel Locomotive Works at Potsdam and later relocated to Austria where it was operated by the Austrian Federal Railways and later by Graz-Köflacher Bahn – is rolling downhill through the woods west of Königstein. It had left at 9.42, scheduled to arrive at Höchst at 10.12 and then depart for its return trip to Königstein at 10.26.
     
     

     
    This was the HLB 24731 stopping service, having departed Königstein at 10.01. If I'm not mistaken, this set was 648 408, or VT 206 as per HLB's internal running numbers.
     
     

     
    From the middle of a meadow, I then captured the next scheduled up working, HLB 24728, with a broadside shot.
     
     

     
    Having relocated to a track leading to some allotments, I next captured 52 4867 working uphill on the last leg of its trip from Höchst.
     
     
     

     
    HLB and Frankfurt Historic Railway staff needed to keep an eye on Königstein's station approach, as the HLB 24732 service was completing its trip.
     
     
     

     
    While 01 118 was shunting into position for taking over the next down special, I was wondering if this little guy here might be standing here in my place, perhaps fifteen years or so from now...
     
     
     

     
    Meanwhile, 52 4867 was taking a break in the stub to the side of the station approach.
     
     
     
     

     
    The Eistalbahn Heritage Association from Baden-Württemberg also contributed to this year's railway festival with a formation of a class 798 railbus and one class 998.0 intermediate trailer and 998.6 driving trailer each. Here, the set was running with the driving trailer set uphill, while the motor car was in the downhill position.
     
     
     
     

     
    And as a growing cloud cover was heralding the major rain front which is expected to come across the land during the afternoon, I finished my photo round with this shot of 01 118 working uphill, having departed Höchst at 12.26 and being expected to arrive at Königstein at 12.57.
     
     
    Thank you for looking and I certainly hope you enjoyed reading!
  22. 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!
  23. 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:
     

  24. 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.
  25. 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.
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