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NGT6 1315

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Blog Entries posted by NGT6 1315

  1. NGT6 1315
    Evening all!
     
    On Monday, I finally was able to submit to my long-prepared plan for tweaking the Renfe Series 252 electric which I originally presented in this thread.
     
     
    To refresh your memory: This is what I started with – 252-049 with the "Grandes Líneas" livery, which railfans sometimes refer to as the "Danone" livery, and billboard "Arco" lettering on the body sides...
     

     
     
    …and this should highlight those items I am planning to address:
     

     

     
     
     
    But, in fact, I already deviated from that plan slightly!
     
    Having checked the remains of a cannibalised Roco Schunk WBL85 pan from my scrapbox for possibilities of fitting, I noticed that Roco's pan represents a slightly different version with one straight control arm – the part connecting the front of the base frame to the upper arm ahead of the knuckle joint – in lieu of the Y-shaped control arm as utilised on the variant chosen by Renfe.
     
    So, I remembered the pantographs being provided on the various Bombardier TRAXX models by Italian producer ACME having become much more prototypical over the years the company has been active – and that ACME do, in fact, carry the correct Schunk pantograph variant.
     
    They do, however, not carry a version readily outfitted with the head used in Spain. Yet, I decided I could modify the Polish version easily enough to resemble the Spanish pan head...
     
     

     
    …so I ordered a set of Polish Schunk WBL pans from them.
     
     
     

     
    You can see that out of the box, the Polish pan heads have downward-curved guide horns which makes them easily recognisable. However, the Spanish Schunk pans have straight, downward-angled guide horns, as evidenced by, for example, this photo:
     
     
    Estrella 252-023 Renfe by Juanjo Rodríguez, auf Flickr
     
     
    And for comparison, a closer look at the factory-fitted pans, which not only are devoid of any recognisable prototype but quite clunky as well:
     

     

     
    Pretty much all further modding work on this model is better carried out with the body shell removed. You can tell that the Mehano 252 really is a fairly simple model out of the box.
     
    Most recently, I found myself considering fitting the loco with coupler extension mechanisms in lieu of the simplistic "drawbar" style coupler pockets attached to the outer ends of the bogies. To that end, I can tell I'd have to furnish an attachment base plate of some description. These would have to be glued in place on the outer ends of the chassis, below the outriggers holding the headlight PCBs in place. I do think this should be doable...
     
     
     

     
    The rooftop element actually is an insert held in this recess by three screws, and must be unfastened in order to remove the pantographs.
     
     

     
    I had already realised that I would have to relocate the lateral attachment arms on the pantographs' base frames a bit to match the supporting insulators, which are arranged in a triangle with the centre apex pointing towards the loco's centre. The rear end of said frames would, as I decided, go directly on top of the inner insulator.
     
    I determined that the lateral attachments would have to be shifted towards the cabs by 7 mm. Now, another reason why I chose ACME pans paid off: The base frames are actually made of plastic, so the attachment arms could be removed with a razor saw easily enough, and glued back on with CA. Any possible gaps would be filled by the glue itself, and sufficiently concealed by a bit of aluminium paint.
     
    I then drilled small holes in the top sides of the lateral supporting insulators, widening them further by way of wiggling the drill bit slightly and the tip of a scalpel.
     
    I had noticed it would be easier to first glue the lateral attachment arms to the insulators and only then basically "insert" the pan for fine adjustment. Only after that did I glue the pan to the attachment arms, relying on capillary action for the CA to seep in.

     
    I don't claim to have been able to adjust the pans with micro-millimetre accuracy which I guess will barely be possible in any case, but I think good enough is good enough.
     
     
    So, that would, basically, have been the first bits of modding I carried out on this model. Further additions are likely to follow in a while, so do stay tuned for follow-up postings!
  2. NGT6 1315
    Afternoon all!
     
    Our topic for this article shall be a locomotive which – while having been withdrawn from revenue service in reality – appealed to me sufficiently to claim modeller's freedom in order to justify procurement, and which also is, once again, illustrative of the multitude of influences Renfe embraced during its history.
     
    Aiming to speed up replacing the older types of electric locomotives in service at the time and to obtain high-powered locomotives especially for heavy passenger and freight service, Renfe ordered – essentially in parallel – two separate batches of locomotives as the 1980s approached. Already covered in my earlier article "EF66's Big Sister," Mitsubishi, in conjunction with CAF and MACOSA as licensees, provided the thirty Series 251 locomotives as a derivative from the Japanese Class EF66.
    With a similar operational profile in mind, Krauss-Maffei and a consortium of BBC, CAF and La Maquinista Terrestre y Marítima, or MTM for short, proposed a different twelve-wheel mixed traffic electric locomotive which technically can be understood to be distantly related to the Class 120 electric locomotives which at the time were in operational evaluation. Thirty were ordered initially.
     
    250-006 en via 3 de Sant Vicenç esperando via libre para salir hacia Tarragona. by enric436, on Flickr
     
    Papelero en La Gornal by javier-lopez, on Flickr
     
     
    Papelero en Fayón by javier-lopez, on Flickr
     
     
    With the first five of these locomotives, designated Series 250, having been built in Germany and the rest in Spain proper, they were introduced beginning in 1982 and lasting into 1985. As originally configured, they utilised rheostatic power regulation, though a second batch of five 250s – designated Series 250.600 – with thyristor choppers was introduced in 1986, with introduction lasting into 1988. Owing to their significantly different traction control equipment, the 250.600s went through a lengthy operational evaluation phase but were found to not offer sufficiently significant advantages to warrant any additional procurement.
     
    The 250s were originally allocated to the Can Tunis depot in Barcelona, and put to work on both passenger and heavy freight services. Originally designed for a maximum speed of 160 kph, they were restricted to 140 kph in 1988 due to their six-wheel bogies having been found to cause excessive roadbed wear at high speed. However, they were also cleared for working Talgo services at that time.
     
    In the early 1990s, the entire class was relocated to the Fuente de San Luis depot in Valencia, and also soon displaced from passenger workings by the Series 252 locomotives which entered service at the time.
     
    As the first decade of the 21st century ended, the class was put up for withdrawal as maintenance had been found to become increasingly laborious due to difficulty in obtaining spare components. The last revenue workings provided by 250s took place in late April, 2010.
     
    It’s at this point that for my purposes, I would like to invoke artistic freedom and claim that, due to a solid economic upturn having generated a steady increase in rail freight traffic, Renfe had decided to reactivate those 250s it had found to still be in sufficiently good condition, and in fact to modernise these locomotives with thyristor choppers based on those of the 250.600s but incorporating necessary improvements. These refurbished 250s should, as per requirements for the reactivation programme, be fit to remain in service for at least an additional 15 years. While a number of 250s would have been needed to be broken down for spares and some had been found to no longer be in acceptable condition, 24 would have been earmarked for refurbishment.
     
    As originally built, the technical specifications for the 250 could be said to begin with an all-welded, self-supporting body and running frame principally made of steel, with the body’s outline bearing some resemblance to that of the German 120, especially concerning the cab faces. The windscreen is split vertically into two panes, while five head and tail lights are provided on each cab face. The central upper headlight is, again, configured as a two-lens high intensity headlight. The bufferbeams carry standard UIC draw gear, buffers and brake pipes. As the 250s were originally outfitted for air and vacuum train brakes, they used to carry a vacuum brake pipe on each bufferbeam as well, which but was deleted when the last vacuum braked stock on the Spanish railways was phased out of revenue service by the mid-1990s. Access steps are provided on each end of the bufferbeams, as well as tread plates above each buffer, to permit safe access for shunting and maintenance staff. Furthermore, snow ploughs and ETS sockets are attached beneath the bufferbeams.
    Internally, the body is divided into three sections, which would be the cabs and the engine room. The cab interior very closely followed German design practices, with the control desk being especially similar to the Unified Cab principle as originally implemented on the German Class 111 and 120 electrics. As the majority of the Spanish railway system is built for right hand running, except for the lines originally built and operated by the „Norte“ railway which continue left hand running, the cab is, as has long been standard for Spanish motive power, configured for the driver to be seated on the right. Access doors are provided on both sides and open into the cab spaces proper.
     
    The locomotives are not outfitted for MU working and have the usual combination of vigilance control and the ASFA automatic warning system for safety.
     
    The body flanks carry four engine room windows as well as twelve ventilation grilles per side, with eight of the grilles being offset towards Cab 1. The rooftop is split into three panels, with the centre panel carrying two box-shaped, rectangular fairings for the braking rheostat ventilation. The single arm pantographs, which are the common Faiveley AM 18 derivative used on numerous Spanish electric locomotives, are set on the outer panels, with the knuckles facing inwards.
    Power regulation on the basic Series 250 locomotives is made through rheostats and variable series/parallel connection of the double traction motors, while the 250.600s were factory-fitted with thyristor choppers.
    Compressed air reservoirs and a pair of battery boxes are hung underneath the running frame between the bogies. As mentioned further above, vacuum braked freight stock was still widely spread when the 250 was introduced, so the locomotives were dually outfitted with one primary and one auxiliary compressor for the air brake and auxiliary pneumatic circuitry, as well as an ejector pump for the separate vacuum train brake.
     
    The bogies are of a similar design to that used on the German 120s, but with three wheelsets which are held by single-sided lemniscate levers. Helical springs with auxiliary hydraulic dampers are installed at the open ends of the bearing levers to provide primary suspension, while Flexicoil springs, hidden from view by the solebars, provide secondary suspension. There also is one pair of horizontally attached yaw dampers per bogie while traction bars attaching to a pair of low-reaching bearings to the inside of the bogies are provided for force transmission.
    As on the Japanese-designed Series 289, 269 and 251, the bogies are designed with one large central distribution gear and one large BBC-designed double traction motor each, with both motors, designated 6 EDO 8146, having two electrically separated rotors on one shaft. The distribution gears also were configured with two switchable ratios of 3.66:1 and 2.29:1 for freight and passenger service originally.
     
    The locomotives are outfitted with double-sided tread brakes with indirect train brake and direct locomotive shunting brake controllers, acting on all wheelsets and blended with the rheostatic brake.
     
     
     
    Technical characteristics
     
    Length, width and height – 20 m, 3.13 and 4.28 m
    Wheel diamater – 1.25 m
    Service weight – 124 tonnes for basic Series 250; 135 tonnes for 250.600
     
    Configuration – C’C’
     
    Power output – 4,600 kW
     
     
     
    As for models of the 250, there are two choices in H0 scale: Vitrains and Roco. From what I know, either one seems to be a good choice, though I ended up deciding in favour of the Roco due to my experience with their models generally having been very good thus far.
     
    Far as I was able to determine, there have been at least the following releases of Roco's model:
     
    #62410A/B – 250-001 and 250-004 in original blue and yellow livery
    #62412 – 250-601 in "Estrella" livery
    #62418 – 250-013 in yellow and dark grey "Tracción" livery with older "Cargas Renfe" logo on cab sides
    #62420 – 250-011 in yellow and dark grey "Tracción" livery with newer "Mercancías Renfe" logo on cab sides
    #62422 – 250-603 in "Estrella" livery
     
     
    I elected to obtain #62420 as I thought this variant would most closely match the appearance of these locos if they had indeed been returned to revenue service in recent times.
     
     

     
    The 250's visual appearance as a whole is, to my mind, very much typical for the 1980s, and connoisseurs may indeed be able to spot the cues taken from the German Class 120 in the cab area in particular. Overall, the model gives an impression of high fidelity to detail, and is painted and lettered crisply.
     
     
     
     

     
    The add-on parts bag contains a full set of brake pipes and faux couplers, a pair of bufferbeams without cutouts for the coupler pockets, and another set of rear view mirrors in the "extended" position.
     
    The technical lettering on the solebar next to the small running number comprises the following information, from left to right:

    Maximum speed of 140 kph and clearance for speed range "A"
    Distance between bogie pivots of 10.20 m
    Braking data:

    Charmilles brake valve with settings G and P
     
    Braking weights of 84 tonnes on G and 132 tonnes on P

    Service weight of 124.5 tonnes
    Handbrake weight of 30 tonnes

     
     

     
    I suppose properly printing the billboard style running numbers across the ventilation grilles is a challenge in its own right but has, to my mind, been done just right. Note the "Mercancías Renfe" stickers on the right hand cab sides. The Mercancías sector as it exists today was, in fact, formed out of two predecessors: Cargas for general freight and Transporte Combinado.
     
     
     
     

     
    The headlight arrangement on the 250 is quite similar to that on the Japanese-built Series 289 and 269 which preceded the 250.
     
    While the parts bag also contains a pair of vacuum brake pipes, I elected not to attach these as in my imagination, the resurrected 250s would have had all possible remainders of the vacuum braking equipment removed.
     
     
     
     
     
     

     
    The top-down view reveals the arrangement of four independently removable roof panels, with the rooftop equipment being remarkably symmetrical. Note how each pantograph has its own busbar, with the busbars not being physically connected across the entire length of the roof.
     
    Together with the frontal view, this image also illustrates how the horns are installed with a protective fairing ahead of their openings.
     
     
     
    And for the usual closing note, a triple of Youtube videos with 250s hard at work:
     

     
     

     
     

     
     
     
    Thank you for reading!
  3. NGT6 1315
    Morning all!
     
    The locomotive we are going to look at today will probably appear strikingly familiar to anyone following the Japanese railway scene, highlighting the multitude of influences the Spanish railways took on in the post-1945 era.
     
    As indicated previously, the motive power inventory of Renfe in the post-war period was characterised by various procurements from foreign locomotive builders due to an initial lack of independent development capacities for designs matching the established standards of the time. However, to bolster national industry capabilities, many of these procurement contracts made provisions for producing the majority of locomotives from these contracts domestically under licence.
     
    For electric locomotives in particular, Spain approached both French and indeed Japanese locomotive builders, so that a sizeable proportion of the present motive power inventory for freight service in particular is, in fact, derived from contemporary Japanese National Railways types such as the Class EF66 with their Bo’Bo’Bo’ configured chassis, which continues to be typical of numerous Japanese mainline locomotives until this day.
     
    To obtain high power universal locomotives for the heaviest freight and passenger services to exist at the time, Renfe had, once again, contracted Mitsubishi during the late 1970s, specifying a 12-wheel design utilising thyristor choppers for power regulation and therefore yielding superior adhesion and tractive effort. As indicated, the result was closely related to the JNR EF66, and could be understood as a scaled-up, broad gauge version of that class.
     
    With the contract also specifying production under licence by Spanish railway equipment builders CAF (Construcciones y Auxiliar de Ferrocarriles), MACOSA (Material y Construcciones, S.A.), as well as the Spanish sections of General Electric and Westinghouse, thirty Series 251 electrics were produced and delivered from 1982 till 1984. Of these, the first two were assembled by Mitsubishi and shipped to Spain, while the rest were assembled in Spain proper. Initially utilised in a mixed role for passenger and freight work, the class has been summarily assigned to the Renfe freight sector since the early 1990s.
     
    Technical description
     
    Sharing the extravagant visual appearance of the JNR EF66 with split, sloped windscreens, and prominent, angular cab faces with protruding lower headlight fairings, the 251 has an all-welded body and running frame made predominantly of steel, but could be built to greater overall dimensions due to the loading gauge used in Spain being considerably larger than the Japanese. In particular, the 251 could be built with fully vertical body sides, which are tilted inwards at roughly 2/3 height on the EF66 to maintain sufficient topside clearance as per the Japanese loading gauge. On each body side on the 251, four panels with three ventilation grilles and four with two grilles are provided, in a 3-2-2-3-3-2-2-3 arrangement. The three-grille panels also comprise small windows immediately above the grilles.
    Naturally, the class had to be outfitted with UIC compliant draw gear and buffers in lieu of knuckle couplers. Furthermore, the 251 needed to be designed with the large, high intensity central headlight which continues to be typical of Spanish motive power and which is of sufficient importance that as per Section 258, Paragraph 3 of the General Operating Regulations, any locomotive is to be considered unfit for service with a failed high intensity light if it is booked to work any services operating at night, or at daytime if using routes comprising tunnels longer than 300 metres.
     
    Among other European locomotives, the 251 also stands out in that it utilises three four-wheel bogies, which design otherwise was mainly adopted by the Italian railways. The bogies are fundamentally identical to those also used on the Series 289 and 269 locomotives which Renfe procured from 1969 till 1972 and from 1973 till 1985 respectively. In fact, the bogies of the 269 and 251 are designed to be interchangeable. To obtain suitable performance in both passenger and freight traffic, Renfe had specified the bogies used on all these classes to be outfitted with two-gear transmissions. Similar in principle to several French locomotives such as the CC 6500, this allowed a "Low" or "High" transmission ratio to be selected while the locomotive was stationary. Speed limitations were set at 160 kph for "High" and 100 kph for "Low", though the 251s were restricted to 140 kph a few years after introduction owing to high speed stability issues with the centre bogie and to the corresponding gear ratio having turned out not to be ideally suited. With the class now being primarily used for freight work, the gear change capability has, essentially, become irrelevant in any case.
     
    Also mirroring French practice of the time, the bogies were thus designed with only one large traction motor which, technically, consisted of two demi-motors with a common shaft for both rotors. For the Series 251, this yielded a B’B’B’ wheel arrangement. As the locomotive was designed with one rigid running frame rather than an articulated body as, for example, found on Italian "Tri-Bo" designs, the centre bogie can displace laterally for suitable curve running abilities. The bogies, except for the centre one, are bolsterless, utilising helical springs both for primary and secondary suspension. For force transmission, the class utilises a total of six traction bars, with one diagonally offset pair per bogie connecting to the lower corners of the bogie frames and thus continuing the unusual configuration also provided on the 269.
     
    Internally, the 251 differs from the EF66 primarily through it being designed with thyristor choppers for motor regulation, which in Spain were first used for practical evaluation on the small batch of four Series 269.600 electrics. On the 251, two chopper units are provided for each bogie, with one regulating motor tension and the other governing the motor field shunt. All motors are connected in parallel and can also be used for dynamic braking, with brake excitation being provided by the traction choppers and recuperated power being rheostatically dissipated.
    The rheostatic brake is blended with the pneumatic brake, which utilises two-sided tread brake pads acting on all wheelsets. It is worth mentioning that vacuum brakes continued to be used on Spanish passenger stock roughly till the mid-1980s and indeed till the mid-1990s on freight stock, so that until the conversion to full air brake operation, motive power, including the 251, needed to be dually fitted for air and vacuum brake. Following the withdrawal of vacuum-braked stock from revenue service, the relevant equipment on motive power was generally disabled and, usually, removed during maintenance work.
     
    Rooftop equipment is set on three independently removable panels, of which the central panel comprises the braking rheostat fairing. The pantographs used on the 251, as well as the contemporary 269 and 289, are a variant of the French Faiveley AM 18 single arm type.
     
    Auxiliary systems such as ventilation and compressors are powered by a 380 V, three phase AC grid, in turn supplied by two motor-alternators, while low tension auxiliary circuits are supplied by a 72 V circuit with supporting battery.
     
    As delivered, the 251s wore a blue livery with dark grey chassis, and yellow cab face warning panels and trim stripes. The broadside ventilation grilles were blue on 251-001 and 002 originally but aluminium on the remaining locomotives.
    In the early 1990s, the 251 began being repainted in the yellow and dark grey scheme officially known as the "Tracción" livery but colloquially called the "Taxi" livery, where the cab sections and rooftop were yellow and the body sides, grilles included, dark grey. At this time, the locomotives also had the number plates and chromed trim originally attached to the cab faces removed as these items had turned out as being corrosion hot spots. As the only exception, 251-004 has retained its original appearance – including the blue and yellow livery, number plates, and chrome trim – till this day.
    Most recently, the remaining fleet of 29 locomotives has begun adopting the „Operadora“ livery, utilising the „Mercancías“ variant with grey body sides.
     
    Mercancías 251-008 Renfe by The Reeler, on Flickr
     
    251-004 en Avila by TrenSalamanca, on Flickr. Note different ventilation grilles above centre bogie.
     
     
    Due to their high tractive effort of 453 kN, elevated power output of 4,650 kW and low propensity for wheelslip even under heavy load, the 251s are most frequently booked onto block services of steel coil carriers, as well as material supply services for steel works and other heavy industries. They also provide banking services but are not MU capable. Their main areas of operation are the mainlines crossing the mountain ranges in the hinterland of Asturias, Galicia, Cantabria, and Castile and León.
     
     
    Characteristics
     
    Length, width and height – 20.70, 3.19 and 4.28 m
    Wheel diameter – 1,060 mm
    Service weight – 138 tonnes
     
    Power output – 4,650 kW duration, 4,980 kW one-hour peak
    Tractive effort – 453 kN initial, 349 kN duration
     
    Configuration – B’B’B’
     
     
    The model
     
    Being a prominent type of Spanish motive power, the 251 was probably an especially likely candidate for a H0 scale model, which Electrotren first marketed in 2007. As of now, there seem to have been at least six releases in different appearances, which according to my information were the following – references ending in even numbers being for conventional DC, DCC fitted ("D") and DCC sound ("S") fitted versions; those in odd numbers for three rail AC versions without and with digital sound ("S"):
     
     
    #2580/2580D/2581 – 251-001 in original blue and yellow with blue grilles
    #2582/2582D/2583 – 251-006 in original blue and yellow with silver grilles
    #2584/2584D/2584S/2585/2585S – 251-008 in yellow and dark grey "Taxi" livery
    #2586/2586D/2586S/2587/2587S – 251-018 in "Operadora" livery
    #2588/2588D/2588S/2589/2589S – 251-026 in "Taxi" livery
    #2590/2590D/2590S/2591/2591S – 251-014 in "Operadora" livery
     
     
    With one of the goals for this Spanish modelling corner being an illustration of the peaceful coexistence of newer and older liveries which in general still exists on the Spanish railways, I opted for #2588. The locomotive depicted, 251-026, was built by CAF and delivered in 1983, and actually has been repainted in the "Operadora" livery already. I but might save that livery for a possible second 251!
     
    Like all 251s, 251-026 is allocated to the Llanera depot, which is located in the namesake community of about 14,000 inhabitants between Gijón and Oviedo in Asturias.
     
     

     
    The model comes in sturdy cardboard and styrofoam boxing, with a bag of detailing parts containing both a set of cut-off and full length brake pipes, as well as faux couplers and one full and one cut-out snow plough each. The outer bogies are powered from a central motor, while the centre bogie can – as on the prototype – displace laterally. The model weighs 605 grams.
     
     
     
     

     
    The 251's shape keeps reminding me personally of American limousines from the 1960s! You may notice the letter "T" on the lower headlight fairings. Also present on the Series 269 locomotive from my earlier posting as well as other types so configured, this lettering indicates that the locomotive in question has sufficiently dampened buffers for working Talgo stock. Specifically, this was a reference to the variable gauge Talgo IIIRD formations which, together with the domestic Talgo III variant, formed the bulk of that Talgo stock in existence at the time the 251s were introduced.
     
     
     

     
    I suppose the billboard style format for the broadside running numbers was chosen to assist drivers, yard staff and signallers in identifying specific locomotives even at a distance. Note the solebar recess atop the centre bogie which was required to allow the centre bogie to not only rotate but to displace as well, for which purpose the centre bogie was outfitted with a transversal bolster.
     
    Again, notice the offset traction bar attachment consoles behind the second and between the fourth and fifth wheelset counting from Cab 1.
     
     
    The text boxes atop the centre bogie specify the following data, counting from Cab 1:
     
    – Maximum speed of 140 kph
     
    – Service weight of 138 tonnes and handbrake weight of 24 tonnes
     
    – Braking data:
     
    CH-GPR – Charmilles type brake controller valve with settings G, P and R
     
    Braking weights: G 77 tonnes, P 121 tonnes, R 152 tonnes. Again, the dynamic brake is disregarded.
     
     
     

     
    Several 251s have had differently arranged windscreen wipers fitted with pivots above the panes rather than below. Note the vacuum brake pipe immediately next to the coupler, and, again, the traction bar attachment console below the bufferbeam on the driver's side.
     
     
     

     
    Topside equipment is, again, relatively sparse. Note the very short busbars passing into the locomotive's interior very near the pantographs proper, as well as the actuators and associated push rods.
     
     
     
    "Buddy" snapshot with the 269:
     
     
     

     
     
    …and, again, a few Youtube videos. Thank you for your time!
     
     
     

     
     

     
     

  4. NGT6 1315
    Afternoon all!
     
    Our subject today will be another of those locomotives which Renfe obtained from Japan, at a time when Spain as a whole was still faced with varying levels of political reservations due to the authoritarian Franco regime.
     
    First procured in 1973 and indeed produced until 1985, well after democratic rule had been restored to the country, the Series 269 electric locomotives have been one of the most versatile types to have been procured by Renfe, and put to use for various types of passenger and freight services alike. Unlike the Series 289 from which it was developed and of which forty examples had been procured from 1969 till 1972, the 269s were, however, assembled entirely in Spain, while the first two 289s had been built in Japan proper.
     
    In total, 265 of these locomotives were built. The following photo shows 269-851 in the appearance typical for many 269s today:
     
    Mercancías 269-851 Renfe by The Reeler, on Flickr
     
    Note this also being one of those 269s refitted with cab air conditioning, as evidenced by the pod just behind the upper headlight.
     
    As delivered, the 269s were grouped into four different subtypes, designated as follows:
     
    269.0 – Mixed traffic variant, with power regulation through resistors and DC powered auxiliary system, and switchable bogie transmission ratios for 140 kph and 80 kph. 108 built from 1973 till 1978.
     
    269.2 – Mixed traffic variant optimised for faster operating speeds of 160 kph and 100 kph through switchable transmission ratios. Power regulation resistors, auxiliary systems partially three phase AC and DC powered. 131 built from 1980 till 1985.
     
    269.5 – Mixed traffic variant with switchable transmission ratios for 160 kph and 90 kph. Power regulation resistors, DC auxiliary systems from 1974 till 1979.
     
    269.6 – Testbeds for power regulation by thyristor choppers to be used in the Series 251 locomotives procured from 1982 till 1984. Mixed three phase AC and DC auxiliary systems. Built in 1981 and 1982.
     
    On 24 April 1991, 269-601 set a new national speed record of 241.6 kph. However, no additional Series 269.6 locomotives were ever procured on top of the four original examples. Of these four, 269-604 stood out in particular because it was rebuilt with a unique, aerodynamic body, which refit originally was planned to be applied to the other three 269.6s as well. Nicknamed „Gato Montés“ (Wildcat), this locomotive was put in preservation by the Madrid Railway Enthusiasts Association (Asociación de Amigos del Ferrocarril de Madrid, AAFM) and remains in working condition.
     
    RENFE 269-604 AAFM OLSWANG LAS INFANTAS by Londeras, on Flickr
     
     
    Due to later refurbishments, other subtypes were created, with numerous individual locomotives indeed changing from one type to another several times during their careers and this process actually appearing to be ongoing. As of 2015, the following subtypes exist, with allocations still being subject to change:
     
    269.350 – Six permanently coupled tandem locomotives formed by ex-269.2 and 269.9 locomotives. Single gear ratio for 100 kph, allocated to general freight services. Formations began in March 2008.
     
    269.4 – 20 ex-269.2 locomotives geared for 160 kph, allocated to passenger service. Refurbishment began approximately September 1995.
     
    269.5 – 21 locomotives which remained largely unrefurbished, but some regrouped "down" into Series 269.0. Mostly inactive or withdrawn at present.
     
    269.7 – Originally, 18 locomotives geared for 120 kph in 1999 and 2000 and allocated to intermodal freight services, created from 269.2. Grouped into permanent pairs designated as subtype 269.750 from March 2002 till spring 2005, then split. Reformed as tandem locomotives in 2009.
     
    269.850 – Seven tandem locomotives formed of 269.8 locomotives, which in turn had been rebuilt from 269.0s between 2000 and 2002. Single gear ratio for 100 kph, allocated to general freight service.
     
    269.950 – 21 locomotives originally rebuilt from 269.2, single gear ratio for 100 kph. Allocated to general freight service. Remaining locomotives were formed into semi-permanent pairs in autumn 2014.
     
     
    Technical description
     
    As a design evolved from the 289 which predated it by just a few years, the 269’s design is fundamentally derived from contemporary Japanese electric locomotives of the period such as the JNR classes EF81 or ED75, to which they are most similar externally. The Spanish derivatives could, of course, be built to match the larger European loading gauge, and are broader in particular. Their general appearance is characterised mainly by the rectangular body with clean, sharp lines, and the narrow, horizontally stretched windscreens which are the most obvious visual cue taken from their Japanese sisters.
     
    With an all-welded body and running frame mainly made of steel, the body sides comprise four ventilation grilles and three engine room windows. The cabs occupy the spaces above the outermost wheelsets, and, as is common on Spanish motive power, configured with control desks on the right side. The 269’s cabs are also equipped with wheel power controllers. Numerous 269s retained in service till this day were outfitted with cab air conditioning devices, and as part of their refurbishments also received general cab instrument upgrades, so that various configurations exist for the cabs as of present.
     
    Cabina reformada 269.287 by fiskia, on Flickr
     
    It is also worth noting that while the 269s were – like the preceding Series 289, originally known as Series 8900 prior to the introduction of computerised running numbers – built with wraparound windscreens reaching into the pillars between the windscreens and cab side windows, they were later rebuilt with non-wraparound windscreens made of armoured glass for greater safety against impacting objects.
    The cab faces are further characterised by the large central headlight, set atop and in the middle of the split windscreens, and four lower marker and tail lights. As on many other post-war Renfe locomotives, the central high intensity light was a single lens light originally, but replaced by an even more powerful double lens light later. The cab faces also comprise the socket and jumper cable for MU control, both prominently located between the lower headlights and windscreens. Generally, the 269s are capable of forming triple MU formations, with the exception of the now-retired 269.6s which allowed only pairs.
     
    The four-wheel bogies are fundamentally identical to those used on the Series 251 locomotives, and are, in fact, designed to be interchangeable with those of the latter if required. Utilising traction bars which, in an unusual arrangement, are offset diagonally and connect to the lower corners of the bogie frames on one end and to four discrete attachment consoles on the running frame for force transmission, helical springs are provided for primary and secondary suspension. With no other bearings of any kind being provided, the prominent secondary suspension spring packages allow the bogies to rotate while carrying the totality of the body weight. In addition, there is one pair of hydraulic vertical and rotational motion dampers per bogie, and sanding units facing the wheelsets located in each of the four corners of each bogie.
     
    Likewise mirroring the principle implemented on the 289 and 251, the bogies were designed with distribution gears with two switchable transmission ratios and one large traction motor, technically configured as two demi-motors with one shaft for both rotors. The gear change capability, which could only be operated while the locomotive was not in motion, was but disabled as part of the refurbishments as per the outline in the previous section, which generally saw the various batches of 269s specialised for either passenger or freight traffic and outfitted with single ratio gears matching their intended purpose.
    Brakes are provided with two-sided brake tread pads acting on all wheels. On the 269.4s, the mechanical handbrakes were replaced with spring-loaded pneumatic holding brakes.
     
    As indicated in the subtype listing, the 269s were, generally, configured with resistor-based power regulation, with auxiliary systems – mainly comprising equipment ventilation, air brake compressors and, originally, vacuum brake pumps – being powered either by direct current or by three phase AC, depending on individual subtypes. The 269.4s in particular were outfitted with semiconductor-based static inverters for auxiliary power supply.
     
    With the locomotives also having been outfitted with rheostatic brakes which are blended with the air brake, the rooftop equipment on the 269 comprises the semi-cylindrical rheostat fairings with sideward-facing exhausts towards Cab 1, a centrally located rectangular fairing for further traction control equipment, and a pair of Faiveley AM series single arm pantographs. As on the 289, these were initially fitted with the knee joints facing outwards, but later rotated to face inwards which had been found to allow for more balanced exertion of vertical pressure to the overhead wire.
     
    There has been a variety of liveries to have been applied to the 269s during their careers which in the case of the oldest locomotives are now approaching 40 years of service. Originally, the class was painted dark green with yellow trim and lettering, and black chassis.
    The 269.2s were initially delivered in a somewhat unusual livery called the "Mazinger“ scheme, based on a zigzagged pattern of dark blue and yellow, which was said to have been inspired by a Japanese animated comic series titled "Mazinger Z.“ This livery was also applied to the 269.6 subtype originally, and has been retained on 269.601, which, like 269.604 with its streamlined body, has been kept in preservation.
    Also introduced in the 1980s and looking very typical of the era indeed, numerous 269s also received the "Estrella“ livery which was a reference to an upgraded category of express services to have been introduced in 1984, utilising then-new Series 10000 coaching stock. This livery consisted of cream white, caramel and brown, with grey chassis.
    Another 1980s era livery was known as "Mil Rayas“ ("Thousand Lines“), which did, indeed, comprise a pattern of dark blue and yellow horizontally and diagonally arranged stripes, with dark grey chassis.
    The 1990s saw the introduction of the "Taxi" livery of yellow and dark grey which eventually turned out to be the most frequently used scheme, as well as the "Grandes Líneas“ (roughly, "Long Distance“) livery – sometimes nicknamed the "Danone" livery – of white, light grey chassis, roof and windscreen "mask“, and blue solebar; and the similar-looking „Talgo 200“ livery of white, darker grey for the chassis, roof and windscreen mask, and a blue and yellow solebar trim stripe.
    In the first decade of the 21st century, the class then began appearing in the "Operadora“ livery, which for the 269 exists in two variants – with dark grey body sides for freight locomotives, and white body sides with full length purple trim stripe for those allocated to passenger service. These liveries are also nicknamed the "Pantone" livery due to it using colours from this range.
     
    At present, two 269s are in preservation – interestingly, both from the "testbed" subtype 269.6 with chopper controls. As mentioned further up, 269-604 is under ownership by the Madrid Railway Enthusiasts Association, while 269-601 – one of the three 269.6s with conventional body – is owned by the Galician Railway Museum in Monforte de Lemos.
     
    In addition, four ex-269.9s and a number of Series 10000 coaches were sold to Chile to be operated on Santiago de Chile–Temuco and Santiago de Chile–Chillán "TerraSur" express services by state railway company EFE, alongside ex-Renfe Series 444 EMUs also sold to Chile earlier.
     
    It is also worth noting that a significant number of the 269s remaining in Spain proper have been formed into de-facto tandem locomotives. This mirrors the concept originally pursued for a total of eighteen Series 289 locomotives, which had likewise been permanently paired. These locomotives, designated as Series 289.100 after pairing, had been modified extensively, with the facing cabs having been physically removed and replaced with a gangway and the remaining interior installations having been rearranged to yield more space in the remaining cabs. However, Renfe later determined that while the idea of forming permanent pairs had merit, such extensive rebuilds as those performed for the 289.100s should no longer be pursued due to being too costly.
    The permanent pairs of 269s therefore technically retained the facing cabs, though on several of the paired locomotives, they are no longer usable due to removal of instruments and other components for obtaining spares.
     
     
    Specifications
     
    Length, width and height – 17.27 m, 3.13 and 4.28 m
    Service weight – 88 tonnes
     
    Configuration – B'B'
     
    Power output – 3,100 kW
    Maximum speed – 100, 120 or 160 kph at present depending on subtype
     
    The model which we will be looking at today is, again, an Electrotren product, which was first released in 1999. That first release was followed up with various others in the following years, so far covering the 269.0, 269.2, 269.3, 269.4, 269.5, 269.6, 269.7, 269.9 and 269.950 subtypes. Electrotren also marketed a model of 269-604 with its streamlined body.
     
     
     

     
    The model at hand was marketed as a limited edition which was released in December 2012 with reference 2636. It represents 269-708, one of those locomotives optimised for intermodal freight operations and geared for a maximum speed of 120 kph. Like several other 269s, the locomotive was given a kind of "hybrid" livery, combining the yellow and dark grey "Taxi" colours with a horizontal, purple trim stripe, taken from the "Operadora" livery, on the cab sides. Also, the current company lettering in the present typeface was applied. This hybrid livery is also referred to by the nickname "Taxitone."
     
    Originally registered as 269-302, the locomotive was built and delivered by Macosa in 1984 with works number 732. At present, it is actually paired with former 269-707 in 2009, forming the tandem pair known as 269-754. Former 269-707 had been repainted in "Operadora" colours previously, so the tandem pair is, in fact, quite colourful!
     
    For the moment, I could run the locomotive only singly, but I’d claim that as artistic licence. Given the still-wide spread of 269s in freight service in particular, 269-708 but may well receive the company of another 269 yet.
     
     
     

     
    The 269 model is compact enough to easily fit into one broadside photo. To better understand the unusual traction bar arrangement on this class, turn your attention to the attachment consoles below the solebar on either end of the underslung equipment containers. The opposing traction bar attachment consoles are located below the bufferbeams on – viewed from Cab 1 – the locomotive's right hand side.
     
    As this photo also proves, the model is painted and lettered cleanly and crisply. I may yet try readjusting the cab door grab rails, though!
     
    The lettering on the solebar mainly comprises the braking data in the field left of the running number:
     
    CH-GPR – Charmilles brake controller valve with settings G, P and R
     
    Braking weights: G 49 tonnes, P 77 tonnes, R 97 tonnes.
     
    No mention is made of the dynamic brake which is disregarded for braking force calculations.
     
    In the box towards Cab 2, the locomotive's weight is indicated as being 88 tonnes and the handbrake weight as 25 tonnes.
     
     
     

     
    As mentioned before, the head-on perspective is where the 269's Japanese heritage is most readily visible. Note the arrangement of four lower lamps (with retainers for plug-on signal tables in case of lighting failure) and the large high intensity light atop the windscreens. Also note the traction bar attachment console below the driver's side buffer.
     
     
     
     

     
    The rooftop is relatively "tidy" with only the pair of pantographs and associated actuators and the busbar being readily visible. Note that the busbar is split into two unconnected sections with separate pass-throughs, each associated with one of the pantographs.
     
     
    And for a closing note, a few Youtube videos with Series 269 locomotives. Thank you for reading!
     

     
     

     
     

  5. NGT6 1315
    Morning again!
     
    Aside from the assortment of infrastructure photos in my earlier blog entry, I also took these on my photo round yesterday...
     
     

     
    In the Friday afternoon peak hour rush, 1348 "Hänichen" and company roll across the Goerdelerring intersection on a Line 4 turn for Stötteritz...
     
     

     
    ?…immediately followed by 1210 "Dortmund" on Line 15.
     
     

     
    The next signal cycle from the Ring Road allowed 2128, 2146 and trailer 904 on Line 1 to emerge from Goerdelerring, which actually is how the section of the Ring Road from this intersection to that with Käthe-Kollwitz-Straße and Dittrichring is called.
     
     
     

     
    1310 "Volkmarsdorf" headed one of the "out of city" turns to Taucha on Line 3...
     
     
     

     
    ?…while 1337 "Knauthain" was on a driver training turn. Note how an additional sign is laid out on the forward plane of the instrument panel for those not willing or able to comprehend that driver training turns won't take on any passengers.
     
    On trams booked for driver training turns, a similar sign is commonly put behind the rear window with an additional cautionary notice to following automobiles and trams that emergency brake practice can occur at any moment, so as to hopefully ensure impatient motorists in particular keep proper distance.
     
     
     

     
    Originating as a Line 12 turn at the Gohlis-Nord loop, this turn, operated by 1135 "Theodor Körner", has just been re-signed as a Line 4E turn as Line 12 turns, normally terminating at Johannisplatz east of the city centre, change lines during the morning and afternoon periods Monday through Friday.
     
    Between 6 am and 9 am, the line extends along Prager Straße to Technisches Rathaus, returning to Johannisplatz via Riebeckstraße and Dresdner Straße signed as Line 4E. From 2 pm till 8.30 pm, cars change to Line 4E just prior to Goerdelerring, returning via Riebeckstraße/Stötteritzer Straße and changing back to Line 12 at Technisches Rathaus.
     
     
     

     
    Working a Line 3E turn to Sommerfeld, this Tatra Großzug headed by 2152 comprises one of the rare B4D-NF trailers which were rebuilt from standard B4D trailers, with a low floor section having been provided between the bogies. Originally, these trailers had been rebuilt with the idea of providing bicycle space in mind.
     
     
     

     
    Having changed location to the Roßplatz intersection, I was surprised by this Leoliner pair headed by 1334 "Engelsdorf" on a Line 16 turn.
     
     
     

     
    Also working Line 16, 1202 "Birmingham" with full advertisement for gas utility company VNG turned right out of Grünewaldstraße.
     
     
     

     
    Coming up from Markkleeberg, 1110 "Franz Dominic Grassi" turns left for Wilhelm-Leuschner-Platz...
     
     
     

     
    …and 2137 approaches on a Line 11E turn for the Klemmstraße loop near Connewitz Station.
  6. NGT6 1315
    Evening all!
     
    On a photo round I went on today, I devoted some of the time to capturing a few examples of typical tram signals, which I'd also like to follow up with additional sets of examples at later dates as I get to gather them.
     
    But I won't let you jump in at the deep end and would thus like to first provide a few introductory paragraphs!
     
    German trams most commonly run under what could be called visual operating conditions, meaning that cars proceed on sight from one signal to the next, and that no train protection systems as would be present on railways are available. Such systems generally are installed only on grade-separated routes of various light rail networks throughout the country.
     
    That, of course, means drivers must generally observe regular traffic rules on street-bound routes, and trams must be outfitted with the same basic arrangement of headlights, brake lights and turn indicators as automobiles. Obviously, trams must, given their weight, also be outfitted with highly effective brakes to be able to operate safely under these conditions and in the middle of automobiles. This is why they are generally outfitted with magnetic track brakes to allow for very short emergency stopping distances.
     
    Generally, tram and other light rail systems are subject to the regulations laid out in what is colloquially called "BOStrab" in German, which is shorthand for "Bau- und Betriebsordnung für Straßenbahnen" and best translated as "Tram Construction and Operating Ordinance." This is a set of regulations completely separate from the "Eisenbahn-Bau- und Betriebsordnung" (Railway Construction and Operating Ordinance), abbreviated "EBO" and applicable to all "heavy rail" systems in Germany.
     
    Most commonly, rail vehicles comply to only EBO or only BOStrab but not both at the same time. Exceptions to that rule can be found, for example, on the suburban network in the Karlsruhe area or on the Saarbahn network, either of which constitutes a tram-train system. Basically, these tram-trains must therefore, among other parameters, meet railway crashworthiness and impact resistance norms, and be outfitted with wheelsets suitably profiled for both railway and tram track geometries.
     
    Now, as I indicated in the title, this little series of postings will also address other aspects of tram infrastructure where appropriate, which is why I might just begin with this photo...
     
     

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

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

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

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

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

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

     

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

     
    …while another curve greaser, seen here, is located at the beginning of the grade-separated section just south of Augustusplatz.
     
     
     
    And that would be it for this time. Thanks for reading!
     
    (April 19: Edited for inexplicably jumbled formatting)
  7. NGT6 1315
    Morning all!
     
    Now, own up: Who had dirty thoughts on their mind when you clicked to browse here?
     
    With some idle time available, I remembered how I wanted to finish and post this small article on another piece of motive power for my Spanish section which had found its way to me several weeks ago. So, let's have a look at a Series 316 diesel-electric locomotive as operated by PW and logistics operator Azvi, a company based at Seville.
     
    This locomotive is, to my mind, an excellent example for the diversity of origins of Spanish motive power in Ye Olden Days. It also will go on to show that as in most any other country, motive power retired from the state railway inventory continues to find a second life with private operators and permanent way builders. I needed to consult several different online sources in order to distil a comprehensive piece of information about these locomotives as my impression is that much information about Spanish motive power past and present exists primarily in print, and is not that easily obtained outside of Spain.
     
    Reservations against the strongly authoritarian Franco regime notwithstanding and with the Cold War order asserting itself for the indefinite future, the Western world had come to accept Spain as a strategic partner by the 1950s, which did certainly play a role in the economic upturn taking hold of the country. By that time, the Spanish railway sector had seen innovations like the groundbreaking Talgo coach formations with their independent wheel running gears, at that time powered by custom-built single ended diesel-electric locomotives of American design and assembled by American Car and Foundry, with traction equipment having been provided by General Electric. These four locomotives were initially designated 1T to 4T but redesignated Series 350 in later years.
     
    Aside from these innovative designs which continued to evolve over the following decades, the general task of replacing steam locomotives in all types of service remained as well. As a result, Renfe turned to foreign locomotive builders on various occasions as the domestic industry still had to catch up with a backlog of acquiring knowledge and skills.
     
    To obtain mainline diesel locomotives for general freight work – also to be able to work passenger services if required – Renfe contracted ALCO to build an initial lot of 17 Co’Co’ configured diesel-electric locomotives based on the DL-500 design. Originally designated Series 1600 and later renumbered as Series 316 when standardised, UIC compliant running numbers were introduced in Spain, these locomotives were delivered in 1955 and 1956. Initially concentrated mainly in Andalusia, the last 316s were withdrawn from Renfe service in 1993. In 1957 and 1958, Renfe had also received 24 Series 1800 – later renumbered Series 318 – locomotives which were mostly identical to the 316s but had uprated power. The last 318s were withdrawn in 1994.
     
    Of the 316s, nine were procured and returned to revenue service by various operators, while only one of the 318s was so retained. Specifically, ex-1601 and 1614 were purchased by PW builder and logistics operator Azvi; 1602 and 1610 by VIAS (not to be confused with the German passenger TOC operating in the Rhine-Main area); 1603, 1608 and 1616 by COMSA; 1604 by Portuguese operator NEOPUL; and 1617 and ex-318-009 by TECSA.

    One interesting fact about the 316s and 318s is that in spite of their typical American style body with a prominent nose on one end and flat "rear" end, all locomotives except ex-1615/316-015 – which had been the first to be delivered – were actually double-ended, with a fully equipped cab present on the "flat" end as well. 1615 is also nicknamed "Marilyn", though I understand this nickname having been extended to the entire series and to be related both to their, shall we say, busty appearance and, indeed, suave vibrations.
     
    The overall design is typical for ALCO diesel-electrics of the time, with a 1,327 kW prime mover and attached generator powering nose-suspended DC traction motors. Obviously, UIC buffers and draw gear were provided in lieu of AAR knuckle couplers, with the locomotives also being dually outfitted for vacuum and air brakes as the former type of brake was still used in Spain at the time they were procured. Although they were intended mainly for freight services, they were also outfitted with steam coach heating boilers. They were also outfitted with the typical Spanish lighting clusters, consisting of one large, central light – in this case consisting of two stacked lenses, replaced by a large single sealed beam lens on the 318 – and five marker lights.
     
    Given that the class does enjoy much popularity within the Spanish railfan community, it is probably no surprise that Electrotren came forward with a H0 scale model of it.
     
    Already released in various Renfe guises and with both the original silver livery with green trim stripes, the later dark green livery with yellow stripes and the 1980s/90s era "Taxi" livery of black and yellow, a special edition representing ex-1601, or 316-001, in its current appearance for Azvi was released for Basar Valira, who seem to be a fairly large hobby shop based, of all places, in Andorra. The DC version of it is marketed with reference 2408.

     
    While I'm not directly familiar with the prototype as of yet, the Electrotren model does seem to give a good representation of the "Marilyns." There are not many detailing parts to be attached – in fact, only the air horns and rear view mirrors.
     
     

     
    One thing I especially liked when prepping the model after unboxing it was that two pairs of bufferbeams are provided and can be swapped out easily in one piece – one with coupler cutouts and one without but with brake pipes and faux UIC couplers.
     
    Note that these Spanish ALCO locomotives retained the backlit running number boards typical of American motive power.
     

     
    I do wonder if the rear cab on these locomotives was similarly spacious as the front cab as I would think the gangway door took away some of the available interior space! I imagine it should look interesting running these locomotives with the flat cab in front.
     
     

     
    While looking at the bogies, my impression is that the frames seem to have been deliberately made of thicker plastic so as to give the appearance of broad gauge bogies, although the model is gauged for regular 16.5 mm H0 scale track. Also note there being separate access doors for the front cab and to the engine room.
     
    The braking information lettering is formatted a bit differently on these locomotives. Next to the forward door, there is a table specifying the 316's air braking gear to be based on a Westinghouse type valve with settings G and P, and braking weights of 58 tonnes for "G" and 62 for "P". Next to this, the rhomboid table indicates the maximum running speed of 120 kph.
     
    The table next to the centre door gives further braking gear indications:
     
    Service weight of 110 tonnes, vacuum braking weight of 62 tonnes, no separate indication for towed braking weight, and handbrake weight of 8 tonnes.
     
     

     
     
    Further lettering towards the rear cab includes indications for fuel filler and engine oil drain cock, as well as a table with the locomotive's TSI formatted running number: 93 71 1304 001-1 – highlighting that class numbers within the UIC-TSI system do not necessarily correspond to class numbers existing in the older numbering systems utilised in individual countries.
     
    In my impression, the model's paintwork and lettering is clean and crisp, and with a suitably flat finish that does not look too plasticky.
     
     
     
     

     
    I do wonder if the model could further profit from replacing the various grilles with brass etchings or some such materials from the aftermarket sector… The prominent fan towards Cab 2 is non-moving and perhaps that, too, could be an item for further tweaking? Dangerous thoughts, I know!
     
    And, as usual, a Youtube video for the finishing touch. Thanks for reading!
     

  8. NGT6 1315
    Afternoon, everyone…
     
    As you will see, I did not just leave it at merely thinking about hitting the rails with my camera! (Yes, both it and the rails are still in one piece, just to preempt any possible punning… ) I but will admit that the "Plattenbau" housing blocks suggested by the title will not be the single dominant topic, actually.
     
    I first rode out to the sizeable reversing loop at Paunsdorf-Nord in the east of Leipzig. The loop itself, set such that it connects both to Line 8 and to the shared section of Lines 3E and 7, is fairly nondescript really, but does, theoretically, allow for running in circles endlessly! See for yourselves:
     

     
     

     
    Arriving on a Line 7 turn, 1349 "Windorf" and 1334 "Engelsdorf" are seen here across the fairly large empty ground in the middle of the loop, running along Heiterblickallee which bisects one of the larger "Plattenbau" housing areas in Leipzig.
     
    Prior to certain software updates, Leoliner pairs could be formed only of two 1st batch or two 2nd batch cars – the latter most easily recognised by the coloured destination displays – but while that restriction lo longer applies as such, mixed pairs should normally be formed with the 2nd batch car at the head. I'll have to investigate whether there is any technical reason for this or whether it might just be due to LVB wanting the cars with coloured destination displays to be in front!
     
     

     
    As the outer section of the tram route to Taucha is largely single-tracked and allows for a minimum interval of 20 minutes only, every second Line 3 turn – signed as Line 3E for disambiguation – turns south at Portitzer Allee to terminate at the Sommerfeld loop near the "Paunsdorf-Center" shopping mall. Here, 1332 "Leutzsch" is on one of these Sommerfeld turns.
     
     

     
    After that, I rode Line 8 from its eastern end at Paunsdorf-Nord to its western terminus at Grünau-Nord, again in the middle of Plattenbauten. This loop is not that well suited for photography due to the mound in its centre, but 1144 "Erich Kästner" did not evade my camera anyway!
     
     
     

     
    Off Wilhelm-Leuschner-Platz at the southern edge of the city centre, I then captured 1104 "Clara Schumann" on a Line 10 turn…
     
     

     
    …and 1207 "Stuttgart" turning left into Grünewaldstraße on Line 16 against the backdrop of the massive edifice called "Ring-Café" – actually a post-war building on Roßplatz which was completed in 1956. The namesake café with 800 seats in four separate areas was the GDR's largest café at the time.
     
     

     
    A bit down Grünewaldstraße, 1135 "Theodor Körner" is on a Line 9 turn for Markkleeberg.
     
     
     

     
    Looking roughly west along Windmühlenstraße, 1226 "Bremen" on Line 16…
     
     

     
    …and 1154 "August Bebel" on Line 2 for Naunhofer Sraße are seen with the New City Hall – built 1899 till 1905 – forming the background. The New City Hall was built on the site of the Pleißenburg castle and explicitly designed with a prominent tower to evoke the appearance of Pleißenburg's keep.
     
     

     
    And with a typical GDR era housing block off Windmühlenstraße in the background, 1221 "Brno" on Line 16 crosses the Bayrischer Platz intersection…
     
     
     

     
    …while 1117 "Gottfried Wilhelm Leibniz" on Line 9 turns right into Arthur-Hoffmann-Straße.
  9. NGT6 1315
    Afternoon all (just!)
     
    Today's posting will most certainly highlight the fact that I as a railfan can indeed derive satisfaction from situations which I suppose will be terribly nerve-wracking for John Every-Passenger, and that trams are far from being inflexible!
     
    Engineering work carried out on Georg-Schumann-Straße this week means that until and including 10 April, a fairly intriguing replacement service arrangement had to be set up. Line 11 trams are rerouted to the Line 4 terminus at Landsberger Straße, turning right at the Lindenthaler Straße intersection. Rail replacement buses cover the gap to the Wahren loop, with Line 11 shuttle services running from there to Schkeuditz and back. In spite of copious passenger information on and off the trams, significant numbers of them but seemed to be disoriented this morning…
     
     
     

     
    Anyway: Having walked up Landsberger Straße to the Max-Liebermann-Straße intersection, 1204 "Köln" was rolling down towards the city centre on a Line 11 service for the Connewitz, Klemmstraße terminus…
     
     

     
    …followed by 1141 "Friedrich Nietzsche" doing its usual Übermensch-like service on Line 4.
     
     
     
    Having ridden back to the Lindenthaler Straße/Georg-Schumann-Straße intersection, I took the rail replacement service out to Wahren.
     
     

     
    …where 1341 "Mölkau" and company were waiting on the up track for their next trip to Schkeuditz as Turn 11-71. The fact of Leoliner cars working Line 11 services is unusual enough in its own right.
     
     
    Now, to help you understand the following photos, I should first post a few screenshots from Google Earth, I think.
     
     

     
    The Wahren loop, normally used by Line 10 services, rounds the tree-planted square at the centre of this aerial view. To enter the loop in normal operation, trams turn left at the Linkelstraße intersection, rounding the loop counter-clockwise…
     
     

     
    …similar to how the silver Renault Clio is going in this image. As you can see, the diverging track branches off from the up main track only.
     
     

     
    Similarly, the loop exit connects to the down track only.
     
     

     
    And a view up Linkelstraße to illustrate the loop entry. As you can see, the loop is double-tracked to permit overtaking, if required.
     
     
     
    However, the Schkeuditz-Wahren shuttle services obviously arrived on the down track, so that the only way of entering the loop and returning to the up line…
     
     

     
    …is reversing through the loop. On the inside track, a spare formation of 1337 "Knauthain" and 1321 "Probstheida" is powered down and stabled, while 1311 "Schönefeld" and 1348 "Hänichen" back up, with the driver at the shunting control stand at the rear end of 1311.
     
     
     

     
    Looking at the operation from the loop exit. The orange Volkswagen van belonged to an Operations Director keeping an eye on the shuttle and rail replacement service.
     
     

     
    Having taken the mandatory break, the formation of 1348 and 1311 reversed onto Georg-Schumann-Straße…
     
     
     

     
    …with one of the replacement buses for Lindenthaler Straße emerging from Linkelstraße to the right. Rail replacement services were run mostly with Solaris Urbino 18 LE bendies, like 14146 (L-NV 4146) here.
     
     
     

     
    Soon after that, the next shuttle service came in from Schkeuditz, headed by 1343 "Reudnitz".
     
     
     

     
    After some passenger confusion was remedied, the set, with 1323 "Dölitz" at the rear, began reversing into the loop. Who ever said trams were inflexible?
     
     

     
     
     
     

     
    Interestingly, LVB had also sortied at least one of their "Irvine" styled Mercedes Citaro G bendies, originally designed for public transport operator "üstra" of Hanover on the occasion of the EXPO 2000 fair. The replacement buses, with L-NV 1328 seen in this photo, were obviously signed as Line 11 services.
     
     
     
     
     
     
     

     
    I then rode up to the Landsberger Straße loop, which this week sees a lot of traffic from Lines 4 and 11! Here, this Tatra Großzug of 2124, 2101 and NB4 trailer 903, booked on Line 11, rounded the loop, exiting it through the left of the two departing tracks. Line 4 services use the right departure track.
     
     
     

     
    To illustrate – Here, 2124 and company exit the loop onto the shortish single-tracked stretch at the top end of the line…
     
     
     

     
    …while 2158 and its trailer emerge from the right departure position just one minute later.
     
     
     

     
    A less common sight on this route, Flexity car 1233 "Augsburg" sorties on a Line 11E service to Connewitz, Klemmstraße…
     
     
     

     
    …followed by 1112 "Seiferts Oscar" on Line 4, representing the standard fare for this route.
     
     
     
    Aside from the complex traffic arrangement on Line 11, Line 10 is affected as well, only serving the southern section from Lößnig to Central Station. Cars reverse through the loop immediately to the west of Central Station…
     

     
    …again illustrated by a Google Earth shot with the loop visible rounding the single house off Kurt-Schumacher-Straße.
     
     
     

     
    Here, 1143 "Robert Schumann" is turning off the main route to enter the loop, signed as an "E" car.
     
     
     

     
    With 1143 visible to the right, 1107 "Hieronymus Lotter" is on its down service to Markkleeberg-West on Line 9…
     
     
     

     
    …followed by the trial formation of 1101 "Johann Sebastian Bach" and trailer 906 on Line 11E. As of now, this is the only NGT8, or Type 36, car to have been made compatible with trailers.
     
     
     
    And this would be it for today. Thanks for reading!
  10. NGT6 1315

    The Day of Detours

    By NGT6 1315,

    Afternoon all!
     
    Came up with a suitably catchy headline only in the middle of writing the below travelogue, so since I initially posted it on ERs, I should now like to regale the rest of the RMweb community with an interest in trams as well!
     
    First leg of my round this morning was to the terminus of Line 1 at Lausen, travelling through tue boroughs of Schleußig, along the border of Plagwitz and Kleinzschocher, and through the "Plattenbau" parts of Grünau.
     
     

     
    On weekdays, every second turn of Line 1 goes to the Volbedingstraße loop in the Schönefeld borough, signed as Line 1E, while the rest proceed to Mockau as Line 1. As the Mockau branch is also served by Line 9 to and from Thekla, interval frequency is still sufficient on that section. Here, 2101 and company are ready for the next up turn to Mockau.
     
     

     
    The Lausen loop also serves as a stabling point for tram and PW stock, and thus is fenced in and under CCTV surveillance.
     
     

     
    My ride for the next leg would be 2140 and company on a Line 1E turn to Schönefeld.
     
     
    Along the way, I hopped off and had a look at the major construction site across the railway line south of Plagwitz Station. I understand the Antonien Bridges had to be demolished and are to be rebuilt, so the tram tracks had to be provisionally relaid across the temporary bridge, yielding a rather serpentine path!
     
     

     
     

     
    Halfway across the temporary bridge, the line merges down to one track on the western approach. Note the catenary-mounted signals and associated route request switches which tell the automated routing system to prioritise any tram travelling west and not allow any trams going the opposite way into the single-track section.
     
    Generally, route setting on German tram systems is provided by induction-based transmission with onboard and ground transceiver units, the latter most commonly being located inside the running rails. Each car (or formation) is assigned a specific turn number similar in function to a train reporting number, which is transmitted any time the car passes a set of route setting transceivers. Each turn number is assigned a specific route, so that all points are set automatically to direct the car to its destination. It is, of course, possible to override the default route when detours are necessary. Common alternate routes are usually provided, and in addition, drivers may also use a set of route setting buttons provided on the instrument panel. Finally, points can usually be reset manually using a lever carried in the cab of each car if the electronic systems should fail.
     
     

     
    The project information board, which in cases of public engineering projects are, to my knowledge, mandated by law.
     
     

     
    Looking towards Plagwitz Station…
     
     
     

     
    …and south.
     
     
     
     

     
    Doesn't qualify as a real portrait, I know, but I liked the view of this Line 1 service headed by 2108 snaking its way through the maze.
     
     
     

     
    Telephoto capture of 1142 "Ulrich von Hutten" on Line 2 to Naunhofer Straße. For the duration of this construction project, Line 2 operates on a 20-minute minimum interval to relieve route congestion.
     
     
     

     
    Another reason for the extended minimum interval is that public engineering works are also in progress on Könneritzstraße, requiring an extended single track section as the water piping is renewed.
     
     
     

     
    2111 and company creep through the single track section…
     
     
     

     
     
    …as is 1119 "Kaiser Friedrich III." which is, technically, in wrong line operation.
     
     
     
    But the Day of Detours did not end just yet. Due to an abandoned building in imminent danger of collapse along Georg-Schumann-Straße, Line 10 was rerouted to the Line 4 terminus at Landsberger Straße in Gohlis, and Line 11 proceeded as Line 16 to the Trade Fair Centre,
     
     
     

     
    1154 "August Bebel" is seen here on a rerouted Line 10 turn, calling at Coppiplatz (near which, I should add, we actually reside).
     
     
     

     
    1124 "Marianne von Ziegler" rolls through the Landsberger Straße loop, which every few minutes was filling up with Line 4 and Line 10 cars…
     
     
     
     

     
    …and back onto the road for its next Line 10 turn to Lößnig.
  11. NGT6 1315
    Afternoon all...
     
    I noticed I missed cross-posting a number of additional tram photos from this and last week onto this-here blog… So, here goes!
     
    13 March
     
    I felt like refreshing my route knowledge in the southern areas of the city, so I focused my attention on the Lößnig branch, served by Lines 10 and 16. As the Leipzig Book Fair was open for visitors, that also included the short turns designated Line 16E in the down direction to Wilhelm-Leuschner-Platz, and normally as Line 16 when running up towards the Trade Fair Centre. This means that effectively, Line 16 runs at 5-minute intervals when Line 16E is in operation.
     
     

     
    At the Lößnig terminus, 1136 "Wilhelm Ostwald" on Line 10 and 1209 "Frankfurt am Main" on Line 16 – booked for Turn 16-23 – are waiting to take on passengers.
     
     
     
     

     
    A fairly unique sight just off Arno-Nitzsche-Straße is this Ilyushin Il-62 jet, tail code DDR-SEF, formerly operated by GDR state airline Interflug, which in 1990 owned fifteen of these – to my mind – graceful aircraft. This aircraft has been converted into a restaurant with an open dining area on the starboard wing. One Kuznetsov NK-8-4 engine is on display in the foreground.
     
     
     

     
    Stock diagram changes related to the Book Fair also affected other lines, so that Line 12 had some turns booked with Leoliner cars. Here, 1350 "Heiterblick" – the last such car to have been built for LVB – is calling at Gohlis Station where the line to Halle via Schkeuditz – largely single-tracked through the northwestern boroughs – is on the viaduct in the foreground, while the double-tracked line to Leutzsch, Plagwitz and beyond is in the background and on a slightly lower level.
     
     
     

     
    And seen here on the way up to Gohlis-Nord, 1347 "Zweinaundorf" is calling at the same stop.
     
     
     
    I then walked over to Eutritzscher Straße (any volunteers for having a go at pronouncing this? )
     

     
    …first catching 1204 "Köln" on Line 11 to Schkeuditz at the Chausseehaus junction…
     
     
     
     

     
    …and then this Tatra Großzug on Line 16 bound for the Trade Fair Centre. This is actually one of those short turns signed as Line 16E when headed down. Großzüge are formations of two motor cars and one trailer, regardless of whether that trailer is a NB4 full low floor car as in this photo or one of the Tatra B4D trailers, of which several have been rebuilt with a low floor area between the bogies and are designated B4D-NF. The B4D and B4D-NF trailers are expected to be fully withdrawn in the foreseeable future, which was the reason why a number of T4D motor cars were adapted to be capable of running in multiples of three.
     
     
     
    17 March
     
    Today, I first decided to ride down Line 11 and have a look at the end of the branch to Markkleeberg Ost. As I mentioned last week, the town of Markkleeberg, immediately south of Leipzig, is very well served by public transport for a town of its size. with Line 11 providing a tram link to the eastern half of the town.
    Ordinarily, the long Line 11 through turns from Schkeuditz – a town of approximately 17,000 residents northwest of Leipzig – to Markkleeberg Ost run at a minimum interval of 20 minutes, and augmented by the short turns from Wahren, which are called Line 11E. These would normally terminate at and reverse through the Dölitz tram depot just inside Leipzig's southern city limits, but as this depot is currently being rebuilt and modernised, Line 11E's southern terminus is currently set at the Klemmstraße loop in the southern borough of Connewitz, just next to the Connewitz suburban railway station. With long and short turns combined, Line 11 provides a 10-minutes interval on the stretch from Wahren to Klemmstraße.
     
    Though it's difficult to see many details from the street, I first took three overview shots of the depot construction site across Bornaische Straße...
     

     

     

     
     
    As the old tram shed was a listed building, measures have to be taken to restore the rebuilt shed – somewhat offset from its old position – to its historic appearance. I understand that to this end, the portico was dismantled and had to be re-erected.
     
    The Markkleeberg Ost branch is single-tracked for roughly half its length. I elected to enjoy the spring-time sunshine and walk down to the terminus which is located at Schillerplatz...
     

     
    …where 1205 "Hannover" has just pulled forward to the boarding position and is ready for its next round to Schkeuditz.
     
     

     
    The single-tracked section through Markkleeberg is laid in the middle of Bornaische Straße. Here, 1214 "Lyon" is stopped at Virchowstraße, with just about 250 metres to go to the Schillerplatz loop.
    I then rode back to the city and wanted to try my luck around the eastern part of the City Ring road...
     

     
    …first capturing Leoliner prototype 1301 on what was initially signed as a driver training service. Here, the car is signed for a Line 16 service to Lößnig, so I suppose the driver trainee might have taken the opportunity of being stopped at the intersection of Grünewaldstraße, Roßplatz and Universitätsstraße for re-setting the passenger information system for practice.
     
     

     
    It was soon followed by 1132 "Karl Tauchnitz" on a Line 10 turn to Lößnig, seen here against the backdrop of the Europe House with the admin offices of the Stadtwerke Leipzig public utilities company.
     
     
     
     

     
    Looking the other way with the New City Hall to the right in the background, this Tatra Großzug headed by 2122 was on a Line 11E turn to Wahren.
     
     
     

     
    At the large intersection of Georgiring and Grimmaischer Steinweg opposite Augustusplatz, I captured this panorama with 1145 "Martin Luther" on Line 4 against the backdrop of the Paulinum (left) and Königsbau (right).
    The glazed, cylindrical structures, colloquially called "Milk Churns," are emergency exits for the large, multi-level underground parking garage at Augustusplatz.
     

     
    Here, Tatra car 2146 and a NB4 trailer are seen on a Line 14 turn back to Plagwitz. As tram services must provide sufficient low floor areas on as many turns as possible due to accessibility goals, turns which must be booked with T4D cars due to stock availability but would otherwise be worked with newer types must comprise a low floor trailer.
    The high rise building in the background is called the Wintergarten House. This building is 312 ft high from ground level to rooftop and 350 ft to the top of the rotating sign with the "Double M" logo of the Leipzig Trade Fair. Built from 1970 till 1972, it was intended as the first of three identical buildings to be built around the City Ring but remained a one-off project.
    It is now a listed building and was refurbished in 2004 and 2005. The building contains 29 1-room, 78 2-room and 100 3-room apartments, of which 95% have at least one balcony or a loggia.
     
     

     
    Another Line 11E turn to Klemmstraße, headed by 2135, was the last photo of my round today.
     
     
    Thanks for reading!
  12. NGT6 1315
    Afternoon all!
     
    As connoisseurs of the Continental railway scene will long be aware of, there's much truth in the statement that even though there has been a lot of standardisation going on with the advent of "one size fits all" locomotive platforms such as the Bombardier TRAXX, Siemens Eurosprinter and its evolution called Vectron, as well as the Alstom PRIMA, there is, in fact, a lot more variety to even these highly standardised types than meets the eye. I but will concede that for part of that variety, one has to look fairly closely!
     
    That being said, before we go on with having a look at a decidedly non-standard TRAXX locomotive, I would first like to point you to "The Basics of TRAXXology" if you want to refresh your knowledge of the history and general characteristics of this product line.
     
    Even while standardised designs can cover many requirements of the modern railway scene outright, there may yet be specific customer requirements which will have to result in appropriate modifications. In my view, the Series 253 freight locomotives ordered by Spanish national operator Renfe for their logistics sector are an excellent example.
     
    In 2006, Renfe contracted Bombardier for 100 of these locomotives, which were to be a derivative of the basic TRAXX F140 DC type from the 3rd generation of Bombardier's universal product family, called TRAXX 2E. These locomotives had to be outfitted with 1,668 mm broad gauge bogies as the most obvious characteristic, but aside from this fundamental requirement, Renfe specified a number of other modifications.
     
    Not requiring the option of having their locomotives converted to diesel-electric operation, the body sides were specified to be smooth, deleting the usual three independent panels present on normal TRAXX 2E locomotives where the second of these three panels would be removed to accommodate engine room ventilation grilles on diesel-electric locomotives. Likewise, the provision for fuel tank filler tubes, otherwise present in the solebars halfway down the locomotive's length, was deleted.
     
    One other modification easily recognisable even at a cursory glance was the provision for uprated air conditioning packages. Normally located behind swing-up panels in the cab faces on regular TRAXX 2 and 2E locomotives, the devices requested by Renfe were too large to be fitted there, and were thus relocated to the cab roof panels, housed in prominent fairings.
     
    The headlights were the last item to be modified for the Spanish TRAXX 2E variant. Traditionally, Spanish motive power has been fitted with large, high intensity central headlights, which are considered so important that even today, according to Section 258, paragraph 3, any locomotive is to be considered unfit for service both in day and night conditions if this central headlight fails, provided that tunnels exceeding 300 metres in length occur on the locomotive's planned route. In this event, the locomotive may proceed to the next station where it may be taken out of circulation, under the condition that its maximum speed be reduced according to visibility and not exceed 20 kph across level crossings.
     
    Effectively, the headlight arrangement on the 253 was modified such that the central headlight was changed from a single reflector, regular intensity light to a double reflector, high intensity light, and relocated from below to atop the windscreen. Correspondingly, the high intensity reflectors normally installed on the inside of the lower headlights were deleted. However, the first couple of 253s were initially fitted with the standard lower headlights and had the customised lighting units fitted prior to entering revenue service.
     
    Finally, the 253 was configured without ETS capability as the locomotives were not intended for any kind of passenger work, and with a newly designed, fully integrated auxiliary inverter complex.
     
    The contract made by Renfe and Bombardier specified that 55 of the 100 locomotives be assembled at the Vado Ligure locomotive works in Italy, which Bombardier have assigned responsibility for DC only TRAXX locomotives. The remaining 45 locomotives were to be assembled at the Villaverde Bajo workshops in the far south of Madrid, but delivered as CKD kits from Vado Ligure.
     
    253-001 was outfitted with standard gauge bogies for initial trials, which, interestingly, were conducted at the Siemens-owned Wegberg-Wildenrath test circuit in late 2007. By May 2008, 253-001 and 002 were conducting route trials in Spain – naturally set on broad gauge bogies by that time – in order to allow for the first 253s to enter revenue service by the end of the year. Mass production had commenced in March 2008, and 253-001 through 005 were accepted by Renfe on 20 January, 2009. Those locomotives assembled in Italy were transferred on standard gauge bogies and converted to broad gauge bogies at the Spanish-French border.
     
    All Renfe 253s had been delivered by the summer of 2010. Private freight operator COMSA had also ordered a small batch of three 253s in April 2008, and took delivery of them in September 2009.
     
     
    The H0 scale model of the Series 253 locomotive in Renfe livery is marketed by Hornby under the traditional Electrotren brand. However, close inspection reveals that this is actually the ACME TRAXX model, which is also evidenced by the circuit board actually being labelled for ACME. Though I do find it remarkable that Hornby did go the extra length of having a customised body shell with the external air conditioning pods, smooth body sides and deleted fuel filler recess and double reflector upper headlight furnished. I am sure there are producers who would just take a standard TRAXX body shell and slap Renfe colours on it!
     
    At present, Electrotren marketed two different Renfe 253s, both of them in conventional DC, DCC and digital AC versions:
    253-001: E3700/E3700D/E3701
    253-004: E3698/E3698D/E3699

    Elsewhere, I mentioned that the ACME TRAXX model is finely detailed and provides a fairly delicate representation of these now-ubiquitous locomotives. But, as always, I soon found items to be addressed on my workbench.
     
    So, first of all, a general view of the model after having been modded:
     

     
    253-004 was one of the very first 253s to be accepted by Renfe, and put in service on 20 January, 2009, with works number 7983. It's worth noting that initially, the 253's livery was to have the white colour on the cab sections extend downwards right over the solebar.
     
    The current Renfe "corporate identity" livery is alternately referred to as the "Operadora" or "Pantone" livery. The "Mercancías" sector uses a slightly modified variant of that livery with the body sides in the engine room area on all locomotive types being painted grey, while locomotives used in passenger service have white body sides.
     
     
     
    Fo better understanding and illustrative purposes, I edited the following set of photos to call out the modifications I carried out on the model.
     

     
    In my first ACME TRAXX modding jobs, I had elected to completely replace the pantographs with corresponding Roco items, as ACME had chosen fairly bulky off-the-shelf pans from Sommerfeldt on their earliest production batches. By about 2010 or 2011, they began using noticeably better-looking custom parts, though the heads did remain bulky for a while longer.
     
    The Electrotren 253 is one of those models with the "intermediate" pantographs, so that only the heads really warranted replacement. This also had the bonus of my not having to modify the supporting insulators or the attachment points in any way. I did have a couple of Roco pantograph heads matching the 1,950 mm wide version in my spares stash and knew that with a very slight widening of the pivot holes in the retaining latches, they could be slid onto the ACME pan arms with ease.
     
     
     

     
    I also needed to address the cab faces in such a way that I needed to eliminate, or at least conceal, the inner reflectors on the lower headlights as these parts had not been changed for the 253 model. The transparent parts used here have small, cylindrical bores for the lighting conductors to slide into, so the conductors leading to the inner reflectors had to go first.
     
    As the rear faces of these headlight units should be painted the same colour as the cab section but – as on all ACME TRAXX locos I have had my hands on so far – were not, I tried just filling in the former inner reflectors with some white paint.
     
    I'm not entirely sure this is the best way of doing this when looking at the result, so I'd certainly welcome any suggestions as to which material I could use for filling the inner lenses in such a way as to make them essentially disappear!
     
    On earlier TRAXX models (both by ACME and Roco), I had also attempted some cab interior detailing, but found that since the transparent parts used for the windscreens usually are tinted to varying degrees, little of that detailing was actually visible. I thus decided to limit myself to my usual routine of just installing sun blinds partially pulled down (and in different positions on all four windscreen halves!), and painting the interior element with a bluish grey to suggest the colour typically found in cabs both on contemporary Bombardier and Siemens locomotives.
     
    Anyone wanting to disassemble an ACME TRAXX model and access the cab elements should be cautioned – these components contain the head and tail light LEDs and are connected to the circuit board by way of cables plugging into flat-mounted sockets atop the CB. It's easy to break off the relevant cables from the LED leads on the lighting fixtures, requiring re-soldering.
     
    To visualise:
     

     
    This photo shows one of the cab interiors prior to painting but with the lighting conductors to the former inner headlight reflectors removed. These are – incorrectly – configured to display the tail lights anyway.
     
     
    And an overview of the chassis sans body shell:
     

     
     
     

     
    One other thing ACME keep omitting is colouring the side window seals black, so that, too, was addressed. Likewise, using some prototype photos from my archive as references, I coloured the most prominent bits of bogie cabling, though one could argue that after extended use, these colours are no longer visible due to dirt.
     
    For TRAXX locomotives configured for Germany and Switzerland, the parts bag would contain the PZB (Indusi) and Integra-Signum transceivers respectively. As I mentioned in earlier blog posts, attaching these borders on being a nightmare as there is very little area for glue to adhere to.
     
    If you have the tools, I would definitely recommend drilling very fine holes into the retaining arms and the bottom of the bogie frame in the proper locations and furnish retaining pins from suitably thin wire for a stronger hold – because I'd fear for these transceivers to fall off during operation sooner or later.
     
     
     

     
    The braking weights are called out near Cab 2 on the loco's left side and near Cab 1 on the right-hand side:
     
    R 132 tonnes
    P 92 tonnes
    G 75 tonnes
     
    yielding a braking force of 152, 106 and 86% respectively.
     
     
     
     

     
    There was one more item to be addressed on the rooftops. –
     
    While the newer ACME pantographs are suitably fine scale items, they are inappropriately painted aluminium, though on TRAXX locomotives, both Stemmann and Schunk pantographs are commonly painted dark grey. Prior to fitting the Roco heads, I therefore took off the pantographs entirely and airbrushed them with RAL 7012 "Basalt Grey."
     
     
    And as (almost) always, I should like to finish this entry with a few video links showing Series 253 locomotives. Thanks for reading!
     

     
     

     
     

     
     

  13. NGT6 1315
    Evening all!
     
    I'm not sure how many of you might have looked into Spanish H0 models in the past, but if you did, you might have noticed two things.
     
    Firstly, that – at least in my interpretation – there is a solid range of more or less contemporary stock by various producers such as Electrotren (now part of the Hornby universe), Roco, Ibertren and Mabar. However, further discrimination is required between motive power and freight stock on one hand, and really contemporary passenger stock on the other. In other words, there's little of the latter, and what is available are mainly the various iterations of the unique Talgo articulated coach formations with independent wheel running gears. Regular coaches of what would be called InterCity stock in German terms, for example, are dearly missing, at least if you're looking at the post-2010 era.
     
    Secondly, my impression is that many of the available models are produced in relatively small batches, and that re-runs may take a while to happen…so that one should be mentally prepared for quick purchases when that model you've been hunting high and low for happens to appear somewhere.
     
    All that being said, the loco which will be at the heart of my next workbench project is quite illustrative of that quandary!
     
    For passenger work – be it with Talgo stock or standard coaches – , I definitely needed at least one Series 252 electric. While I will save deeper technical information for a corresponding loco profile as per my usual format, there's some information which I feel you might like to have for context.
     
    To renew their electric locomotive inventory for the 1990s and the 21st century, Renfe procured a total of 75 Series 252 Bo'Bo' electrics between 1991 and 1996. In a parallel pr
     
    ocurement, the Portuguese railways, now called Comboios de Portugal, obtained thirty similar Series 5600 electrics from 1993 till 1995.
     
    In the early 1990s, Spain was beginning to enter the "High Speed Era" with the opening of the Madrid-Seville HSL in 1992. The Spanish high speed network – called "AVE" for "Alta Velocidad Española" – was intended to be built in standard gauge from the outset to enable connecting services to France and its TGV system in the future. However, it was understood that while studies to that end were conducted around the same time, the existing broad gauge network was unlikely to be converted to standard gauge in any foreseeable timeframe, there would also be through-running services from broad gauge lines to the AVE lines and back.
     
    As such, the Series 252 locomotives were specified to be prepared for changing bogies as needed for the traffic requirements on AVE and broad gauge lines. As delivered, 252-001 through 005 were outfitted with standard gauge bogies and the rest with 1,668 mm broad gauge bogies. 252-001 through 004 were excepted from the bogie change option. Since delivery, that distribution but has changed somewhat, however.
     
    In addition, 252-031 through 075 were configured for 3 kV DC power supply only, while the rest of the fleet are also outfitted for 25 kV AC. Furthermore, four of the standard gauge 252s have had a 1.5 kV DC capability added, and are now commonly found working cross-border freight services to and from France on the dual gauge corridor from Barcelona to the French border where one track was equipped with three running rails to accommodate 1,435 mm and 1,668 mm stock.
     
    As for modelling the Series 252, there is something important to keep in mind, too.
     
    While the 252s and their Portuguese Series 5600 sisters – outfitted only for 25 kV AC – are very similar to 127 001 externally – the prototype which started the "Eurosprinter" locomotive family – , they are, in fact, slightly longer. The 252s and 5600s are 20.38 m (66.9 ft) long, while 127 001 is 19.28 m (63.3 ft) long. This is relevant for the following reason...
     
    The Mehano model, which I obtained, represents, according to my information, the proper length for the Iberian locos but not for 127 001, but was, oddly, also sold in the appearance of 127 001.
     
    In addition, the Hornby group has put back the ex-Lima model of 127 001 in production under the Rivarossi brand. That model is, according to my information, properly dimensioned for 127 001 but not for the 252 and 5600, yet – you guessed it – marketed as the Series 252 under the Electrotren brand.
     
    Still with me? Phew!
     
    From my experience with the Mehano and Hornby Group models, both have their pros and cons, aside from the obvious length issue. As I did not want an "underscale" 252, I had to pick the Mehano model, which looks like this out of the box:
     

     
    I would not rate the Mehano model to be as finely detailed and painted as, for example, their very nice Class 66, Vossloh G2000 and ADtranz Blue Tiger, but it does offer potential for tweaking. Which is precisely what I intend to do!
     
    This model was marketed with reference #1968, representing 252-048 in the "Grandes Líneas" livery. Now superseded by the livery alternately known as "Operadora" or "Pantone", a couple of 252s did retain this livery until now, which makes the model a fair-enough choice and offer visual diversity!
     
    Various 252s in GL livery carried broadside billboard lettering for the "Altaria" and "Arco" long distance services marketed by Renfe.
     
     
    And these are the most important items I'd have to address...
     


     
     
     
    I also thought of equipping the model with coupler extension mechanisms if any of the available conversion sets offered by Fleischmann and Symoba should turn out to fit.
     
    So, all that's left for me to say right now is, stay tuned!
  14. NGT6 1315
    Afternoon all!
     
    Posted the following on Early Risers a few minutes ago, but wouldn't want to keep this set of photos from the rest of RMweb, of course.
     
    I hadn't been able to pay that much attention to trams recently – any part of railfanning, actually – but even so, I was thinking of a couple of spots I might like to revisit now that I have some unexpected time… Forecast predicted increasing cloud cover by about noon and rain to become likely by the afternoon, so I first decided to ride down to Markkleeberg, which is a town of approximately 24,000 residents immediately south of Leipzig. Due to being located in the Leipzig New Lakes District, as the area of now-closed and re-naturalised opencast brown coal mines south of the city is officially called, Markkleeberg has become an attractive place for home builders.
     
    The town also has excellent public transport connections due to being served by the S 2, S 4 and S 5 and S 5X suburban lines, as well as tram lines 9 and 11. Line 9 has its southern terminus in the western part of Markkleeberg, while Line 11 terminates in its east.
     
    As a specialty, Line 9 also comprises the single remaining tram/railway intersection, which is on Rathausstraße:
     

     
    The Markkleeberg Mitte stop, seen in the background, is no longer served by passenger trains, with the Plagwitz-Gaschwitz Railway on which it is located acting as a freight bypass only.
     
    Note how the 15 kV AC railway OHLE is separated from the 600 V DC tram OHLE through double insulation sections to prevent any flashovers. As per the El 2, "Close Circuit Breaker" signal located at the platform access – corresponding to an El 1, "Open Circuit Breaker" signal facing the other way – railway motive power must shut down power and open the circuit breaker in order to coast through the neutral section to eliminate any remaining risk of 15 kV flashovers.
     
     

     
    A view of the crossing arrangement of the two contact wires.
     
     
     

     
    Due to trams having to "hop" over the railway rail heads and strongly relying on the wheel flanges for guidance, speed through this intersection is restricted to 10 kph. Looking closely, you can spot the flange traces across the rail heads as the wheelsets effectively ride on the flanges for a brief moment.
     
     
     

     
    NGT8 car 1145 "Martin Luther" is seen here riding through the intersection. I walked to the Markkleeberg West terminus afterwards and rode Line 9 back to the city, but I'd have imagined the jolting across the intersection to be worse.
     
     
     
    It began clouding over by the time I was back in Leipzig, so I changed my plan a bit…
     
     

     
    …first shooting a couple of photos at Goerdelerring, which is a key junction for the tram lines. Line 12 turns right towards Pfaffendorfer Straße and the zoo – roughly behind the tram on the right track – while Lines 4, 7 and 15 proceed straight along Jahnallee, and Lines 1 and 9 turn left onto Goerdelerring proper. Furthermore, it's a calling point for Line 14 – a circle line from Plagwitz Station running clockwise around the city centre.
     
    Here, NGT8 car 1119 "Kaiser Friedrich III." rides across the major intersection on Line 4 down to Stötteritz. The NGT8 cars are also known as Type 36. –
     
     
     

     
    Contrary to plans made just a couple of years ago, the Tatra T4D-M cars are now set to remain in revenue service until well after 2020. Car 2174 is at the head of a Line 3 service to Taucha, which is a town of about 14,500 residents immediately northeast of Leipzig.
     
    Having mentioned that the NGT8 cars are also known as Type 36 brings me to a bit of nerdy background information! –
     
    Leipzig Transport Authority have an internal type designation system for their tram stock. As per this system, the T4D cars as delivered during the GDR era were called Types 33a and 33b. In the 1990s and early 2000s, the T4Ds were refurbished, but as a cost-cutting measure, only 2101 through 2197 received the full refurbishment package. Among other items, this full refurbishment comprised new bogie frames and enhanced suspension, flange greasers, cab air conditioning, and a static inverter which is set under the prominent rooftop fairing at the aft end. The fully refurbished cars were designated Type 33c internally, and T4D-M1 generally.
     
    2030 through 2099 were initially given a reduced refurbishment to bring them to the standard called T4D-M2, lacking the cab air conditioning and the static inverter. These cars were designated Type 33d. However, 2091 through 2099 did get a smaller static inverter, and were designated Type 33e. By 2002, all Type 33d cars but were retrofitted with static inverters, so all T4D-M2 cars were regrouped as Type 33d.
     
    Still with me? Good, because the story's not finished yet!
     
    More recently, part of the T4D-M fleet was again modified to allow triple formations of motor cars which had not been possible previously.
     
    To that end, cars 2184 through 2195 received a modification to the Integrated Onboard Information System (designated "IBIS" as per its German name) and can now work as intermediate cars in triple formations. These are now designated Type 33i. In addition, cars 2154 through 2165 were modified to work as rear cars in triple formations, which required changes to the holding brake and current transfer conduits. The latter batch are designated Type 33h.
     
    All T4D-M cars can be freely combined for formations up to the traditional "Großzug" of two motor cars and one trailer; however, for a triple formation of motor cars, the rule is that the intermediate car must be a Type 33i and the rear car a Type 33h. The leading car can be any of the existing subtypes.
     
     
    To continue! –
     

     
    The NGT12-LEI cars are designated Type 38 internally. Here, 1228 "Essen" is rolling across the intersection on Line 15…
     
     

     
    …soon followed by Leoliner (Type 37) car 1338 "Lindenthal" and company on Line 7. More precisely, the prototypes are designated plain Type 37, the 1st batch production cars Type 37a, and the 2nd production batch – visually characterised by coloured destination displays – Type 37b.
     
     
     
    I then caught the next Line 14 service and rode to Plagwitz Station as I wanted to catch one of the two Leoliner prototypes which are predominantly found on this line.
     
     

     
    And indeed, 1301 rolled along Karl-Heine-Straße several minutes upon my arrival. The Leoliner prototypes have been refurbished to bring them to a similar standard as the production cars, now featuring coloured LED destination displays.
     
    Initially, the Leoliner cars were designed such that in double formations, the leading car would supply traction power to the rear car and the rear car could run with the pantograph down, similar to the solution adopted for the T4D cars decades earlier. However, the production cars were eventually specified to have foldable couplers to be hidden behind swing-up valances, which could not be built to also supply traction power. The production Leoliners therefore need to run with both pans up.
     
    As the original couplers for the Leoliner prototypes have been put out pf production, the two cars were also modified such that 1301 has a full mechanical/electrical coupler only at the front, while 1302 has this coupler only at the aft end. The rear coupler on 1301 and the front coupler on 1302 now are mechanical couplers only, so that a double formation is now possible only with 1302 at the head.
     
    To visualise what I mean:
     

     
    Rear coupler on 1301…
     
     

     
    ..and the front coupler with weather protection hood.
     
     
    Taken from the platform access at Plagwitz Station at the end of my tour before catching the suburban train home:
     

  15. 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.
  16. NGT6 1315
    Morning all!
     
    I was just meaning to write a few words on how I intend to put one of the DB Schenker 140s I presented in July back on the workbench. I had actually preferred turning one of the pair into one of those 140s outfitted with DSA 200 type single arm pantographs to begin with, but knew from my first attempt at this kind of rebuild that the DSA 200 variant for the Roco class 155 – which was the only option theoretically viable at the time – did not match the spacing of the supporting insulators and could not be easily made to fit.
     
    However, things changed when Roco brought forth their newly tooled class 151 and had one of the initial pair of releases finished in traffic red and with single arm pantographs. According to some research I've done, this DSA 200 variant can be fitted on the 140 as well, so I decided that 140 791 will change identity again and reappear as 140 837. I'm hoping to carry out this modding project during the Christmas holidays, though the lettering required will be available in January only.
     
    I'll also see to putting the general technical information bit about the 140 back on line soonest as, following the news that 140 002 of Mittelweserbahn had been stripped of her rather nice livery, I had eventually decided to part with that model and also made the relevant blog entry with the baseline information invisible. I suppose that went to show why I actually have a somewhat ambivalent view of models of locomotives with promotional liveries as most frequently, these liveries will eventually be removed again, making models very specific for a defined span of time.
     
    I'd also like to mention that one of the newly released Roco 151s will be among my next moddings as well, so do watch this space...
  17. NGT6 1315
    Morning all!
     
    It's been a bank holiday out here yesterday, and I felt like for me, the best way of spending it was to pay a visit to the ICE workshops where an open day was held to commemorate the 5th anniversary of the facility's opening. I took a lot of photos and not strictly in order of stations, so I think regrouping them into thematic "blocklets" might be best for you to keep track of everything.
     
    The workshops are located a few hundred metres north of Leipzig Central Station off Rackwitzer Straße, and provide services not only for the class 411 and 415 tilting ICE formations for which they were designed, but essentially anything related to long distance passenger services which go through Leipzig. They'll also be responsible for servicing the new double deck IC formations which Deutsche Bahn are planning to introduce in late 2015, so one of the exhibits present yesterday was a shortened formation of double deck IC stock and a class 146.5 electric locomotive.
     
     
    General impressions
     

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

     
    Gate sign.
     
     
     

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

     
    Underfloor and bogie details on the IC driving trailer…
     

     
    …focusing on the PZB transceiver…
     
     

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

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

     
    …together with 143 944.
     
     
     

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

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

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

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

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

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

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

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

     
    Lavatory…
     
     

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

     
    Office space.
     
     
    Technical lettering on the coaches:
     

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

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

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

     
     
    …and the driving trailer:
     

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

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

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

     
    LZB antenna inside the snow plough…
     
     

     
    …and PZB transceiver.
     
     
     

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

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

     
    Traction bar pivot bearing.
     
     
     

     
    Radar speed sensor provided by Honeywell.
     
     
     
     
     
     

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

     
    Just a reminder!
     
     
     

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

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

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

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

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

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

     
    Radiator circuit diagram.
     
     
     

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

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

     
    1st class…
     
     
     

     
    2nd class.
     
     

     
    Galley in the Bistro coach…
     
     
     

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

     
    In my impression, visibility from the cab is actually quite good.
  18. NGT6 1315
    Afternoon all…
     
    Having been more or less poorly for some weeks but now finding myself on the mend, I do think the fact of having been able to do some railway photography and thereby catch some sunlight and fresh air recently did contribute on my feeling much better by now. That is to say that both last Friday and this morning, I spent some hours at my favourite freight spotting location at Thekla Station, now enabling me to post another round of images for your delectation!
     
    Friday, 14 November
     
     

     
    Bound for the Engelsdorf yard in the autumnal morning light, 155 055 was at the head of this mixed freight formation – travelling with the forward pantograph up due to the pair of chemical tankers immediately behind.
     
     
     

     
    ?Even today, the chance of capturing the "Containers" remains high here in ex-Deutsche Reichsbahn territory. Proving the truth of this statement, 155 108 was heading this mixed freight service.
     
     
     

     
    I was delighted to also capture 152 196 of ITL, at the head of an empty formation of car carriers.
     
     
     

     
    185 366 travelled light and with high beam headlights turned on.
     
     
     

     
    You guessed right what would come next! Here, 155 125 was heading yet another mixed freight working.
     
     
     

     
    ?One of those 145s which had been outfitted as ersatz passenger locomotives in the absence of a sufficient number of dedicated class 146 passenger locomotives during the EXPO 2000 world fair, 145 038 at the head of this block formation of "High Cube" and sliding wall wagons was anything but pausing, contrary to what the destination display she has retained up until today said.
     
     
     
     

     
    A while later, 145 019 rolled past into the Cottbus bypass at the head of a block train of coal dust hoppers.
     
     
     

     
    And finally, 155 135, repositioning herself in preparation for her next turn, put herself into portrait posture.
     
     
    Monday, 17 November
     
     

     
    Apparently having dropped off her previous train earlier, 185 180 was returning light from Engelsdorf. Note that this is one of those 1st generation 185s refitted with the "Norrland" type snow ploughs which otherwise were standard only since the advent of the 2nd generation TRAXX locomotives.
     
     
     

     
    Imagining the tune of Blue Monday, I then observed 204 016 and 013 of Pressnitztalbahn rolling by with a formation of flat cars with a load of concrete sleepers.
     
     
     

     
    At the head of a block train of silo wagons, 186 238 of LTE arrived from the east.
     
     
     

     
    Emerging from the Cottbus bypass, 155 108, at the head of a block train of self-unloaders, slowed to a halt for driver change.
     
     
     

     
    ?It's been a while: This pair of Infraleuna 210 and 208, or 1275 013 and 011, was rolling east to pick up their next service. These are Vossloh G1206 diesel-hydraulic locomotives.
     
     
     

     
    One of DB Schenker's fairly large batch of 1st generation 185s outfitted for Switzerland, 185 147 was travelling light towards Engelsdorf.
     
     
     

     
    Halting on track 5 before getting the route, 213 339 "Diana" of Rennsteigbahn was heading a string of empty wood carriers. The 213s were a small batch of Deutsche Bundesbahn class 212, or V 100.1 series, diesels outfitted with hydrodynamic brake for allowing these locomotives to work on Steep Gradient Lines.
     
     
     

     
    ?And here, the pair of 204 013 and 016 were returning light.
     
     
     
     

     
    It's been a while for me to have spotted a 140, too, so 140 681 was a welcome sight indeed!
     
     
     

     
    ?Lacking any frontside running numbers and thus revealing her identity only by a look at the solebar while travelling by, 5270 008 – also known as 186 129 of Alpha Trains – is currently on lease to Polish TOC Transchem.
     
     
     

     
    145 042 had picked up a formation of enclosed articulated car carriers at Engelsdorf and is seen here travelling northwest. I found it noticeable that these wagons produced very little rolling noise.
     
     
     

     
    A combination I haven't seen before, 152 064 had a turn at working a string of PKP coal hoppers.
     
     
     

     
    A locomotive which makes me smile whenever I see it, 185 612 of RBS Asset Finance, on lease to Preussen Bahn who in spite of their name are based in Dresden, rounded off today's spotting round at the head of a container service.
  19. NGT6 1315
    Afternoon all…
     
    In today's posting, I should like to present a model which took a lot of time and patience to obtain as it has actually been out of production for an extended period of time. Consequently, I had been particularly happy when I had, in fact, been able to obtain an example of Roco's SBB Cargo class Re 421 at my favourite Swiss retailer, Wemoba.
     
     
    Those of you who follow the Swiss railway scene will most likely be aware of the Swiss Federal Railways having begun introducing newly designed electric locomotives with all-bogie configuration in 1946. These Bo'Bo' configured locomotives, designated Re 4/4I, with a 1,900 kW power output, service weight of only 57 tonnes and maximum speed of 125 kph (78 mph), were well suited for working formations of the "Lightweight Steel Stock" coaches introduced in 1937, as well as the post-war Standard Coach I ("Einheitswagen I") stock, but even in MU formation were insufficiently powerful for the increasing train lengths which had become standard by the late 1950s, and not well suited for anything but light passenger service on mountainous lines of which there are many in Switzerland. At the same time, the Co'Co' configured Ae 6/6 electrics which were first presented in 1952 and produced from 1955 till 1966, while powerful and reliable and well suited for difficult route profiles, could not be certified for the "R" speed category due to their long bogie wheelbase and high weight. SBB therefore tendered for an evolved, Bo'Bo' configured locomotive which was to be capable of working at Category R speeds throughout the Swiss railway network.
     
    With the tender having been won by a consortium of the Swiss Locomotive and Machine Works (SLM) of Winterthur, Brown-Boveri of Baden, Oerlikon Machine Works (MFO) of Zurich and Sécheron of Geneva, six prototypes of this new locomotive – preliminarily designated only as "Bo'Bo'" – were rolled out in 1964.
     
    While at that time, certification parameters in Switzerland technically precluded motive power with an axle load of more than 16 tonnes to be approved for Category R speeds, route trials with the "Bo'Bo'" revealed that in spite of their axle load of 20 tonnes their riding dynamics were so favourable that they could be certified for Category R. Consequently, they received the final designation of Re 4/4II, and paved the way for the BLS Ae 4/4II? – an evolved version of the original Ae 4/4 – to be recertified as Re 4/4 shortly afterwards. These locomotives, while not directly related to their SBB equivalents, had been developed during the same period, and therefore provided similar performance characteristics.
     
    Production of the Re 4/4II commenced in 1967, and ended only in 1985 when 276 examples had been built. Until today, these locomotives and the closely related Re 4/4III subtype which will be addressed further down remain an important pillar of the SBB locomotive inventory, and have proven to be highly capable and reliable pieces of motive power.
     
     
    Technical description
     
     
    One item which is immediately obvious when looking at the „Bo-Bo Two“, as drivers still like to refer to these locos, is that they are quite compact, measuring only 14.8, 14.9 or 15.41 metres (48.5, 48.9 and 50.6 ft) in length respectively. The prototypes are the shortest of the lot, with the 1st production batch measuring 14.9 metres and the 2nd and largest batch ending up at 15.41 metres. The body had been thus lengthened after drivers had complained of a lack of leg space. This difference is easily visible when looking at the locomotives from the side, as the cab faces are noticeably more raked back on the 2nd batch, which began with 11156.
     
    On all three batches, the body is a self-supporting welded steel assembly consisting of the running frame, fronts, sides and the roof as the principal subassemblies. The roof also comprises three removable aluminium sections for better access and removal of large components. Three windows are present on both body flanks, while the ventilation grilles have been placed along the edge of the roof in order to reduce the amount of dirt being drawn into the engine room. Beginning with locomotive 11107, impact absorbers were installed behind the buffers in order to prevent the body from being deformed in light collisions at shunting speeds – the body itself being capable of withstanding a pressure of 200 tonnes without permanent damage. There is a Z-shaped corridor through the engine room connecting both cabs. On the bottom of the running frame, protective skirts are attached below the bufferbeams, while the frameside attachment bearings for the traction bars are located both ahead and inside of the bogies.
     
    The bogie frames are welded assemblies consisting of two longitudinal and two transversal end beams, the latter of which are cast metal pieces. The primary stage suspension is provided by helical springs between the bogie frame and the axle bearings, with hydraulic motion dampers being provided and the wheelsets in turn being held in double roller bearings. The wheelsets are also allowed some degree of sideplay for better curve running, being able to be displaced by 10 millimetres to either side, with springs located inside the axle boxes providing a centring effect of 2,000 kilograms.
    The secondary suspension assembly consists of two sets of three concentric helical springs per bogie – one on either side – with the upper ends being attached to a transversal beam on the underside of the running frame and the lower ends being attached to a transversal beam suspended below the bogie. This, in turn, is attached to the bogie frame by a set of vertical levers on either side, with additional transversal levers inside the bogie absorbing lateral forces and motion.
     
    The two traction motors per bogie are mounted in a separate block casing which is attached to the bogie frame at the outer ends. Power transmission to the wheelsets is accomplished through a single-sided BBC type quill drive, with the gear ratio being 1/2.64 on the Re 4/4II and 1/3.11 on the Re 4/4III.
     
    As previously indicated, traction bars are used to transmit tractive effort to the body. These bars are attached to a pair of bearings near the centre of the bogie on the underside of the traction motor block, and guided around the lower edges of the motor block by roller bearings, then to continue to the body attachment points which are located on pedestals behind the frontside skirts and immediately on the bottom of the frame between the bogies. There also is an inter-bogie coupler mechanism to allow both bogies to be more accurately steered through curved track.
     
    The braking gear consists of two pneumatic cylinders per bogie, acting on two pairs of tread brake pads per wheelset.
     
    On the bufferbeams, standard UIC couplers are provided, as are the usual pipes for the indirect pneumatic brake. In addition, there is a pair of pipes related to the direct brake circuit, allowing for locos coupled in a MU formation to be directly braked as a unit while shunting. Of course, ETS sockets are present as well, as are sockets for the MU and UIC jumper cables. The Re 4/4II and Re 4/4III types are both fitted for push-pull operation as well, but the Re 4/4III is not permitted to be thus operated due to the different gear ratio and correspondingly higher forces having been determined to increase the risk of derailing a pushed train.
     
    Eight Re 4/4IIs were specially fitted for the so-called “Swiss Express” formations which were used on the Geneva – St. Gallen services between 1974 and 1982. These were composed of the EW III (EW meaning “Einheitswagen” or “Standard Coach”) coaches. Ther EW III coaches were initially intended to be equipped with a tilting mechanism, which but was never enabled in regular service. These formations were not normally uncoupled except for removing individual coaches for repairs, for which reason the outermost coaches were designed as dedicated end coaches with no outer gangway doors. These end coaches were also fitted with knuckle couplers on either ends for shorter turnaround times at termini, requiring that a number of Re 4/4IIs be identically fitted. Eight 1st batch locomotives – 11103, 11106, 11108, 11109, 11112, 11113, 11133 and 11141 – were chosen for this refit and were given extended bufferbeams with knuckle couplers, as well as the same livery as the EW III coaches, which was orange/light grey/orange in three broad horizontal stripes. This refit but restricted these eight locomotives to working EW III formations only, as no other coaches were ever similarly outfitted with knuckle couplers.
     
    In 1982, the “Swiss Express” formations were rebranded as normal InterCity workings, and both the coaches and the eight Re 4/4IIs were fitted with UIC couplers. Also, seven 2nd class EW III coaches were rebuilt into driving trailers, eliminating the need for loco changes.
     
    The EW III sets were sold to BLS in 2004, along with a number of Re 4/4IIs. The coaches are now used on regional express services in the Berne/Lucerne area, and can also be found coupled to the powerful class Re 465 locomotives.
     
    Another important version which was created only in recent years are the SBB Cargo locomotives Re 421 371 through 381 and 383 through 397. This batch is fitted with a 1,950 mm Schunk WBL 85 pantograph and the German PZB and LZB train protection systems, enabling them for operation in Germany. However, as the German Federal Railway Authority had requested a full set of certifications for the spoked wheels to be able to withstand 140 kph running, the Re 421s are restricted to 120 kph on the German network as SBB Cargo determined 120 kph were sufficient for the freight services these locomotives were to provide primarily.
    Several years earlier, 11195 through 11200 had been outfitted with a specially designed 1,950 mm pantograph, which allowed these six locos to work into Lindau and Bregenz on the shore of Lake Constance on international services. However, they were not fitted with the PZB train protection system as used in Austria and Germany, and were issued a restricted certification valid only for those lines connecting Switzerland, Bregenz and Lindau. When the Re 421 type was created, these locomotives took over the cross-border services in the Lake Constance area as well, following which 11195 through 11200 were rebuilt as normal Re 4/4IIs.
     
    As for the electrical part, the Re 4/4II and Re 4/4III are classical single phase AC locos, using tap changers for power control. The first thing to be considered here is how the 1st batch locomotives were initially fitted with a single BBC 350/2 type diamond pantograph on the Cab 1 end, while the 2nd batch ones were fitted with a pair of BBC ESa 06-2500, 22-2500, ESaD 22-2500 or EKa 05-2560 type single arm pans located over both cabs. The remaining roofside equipment includes the air blast circuit breaker which is located in the centre section, and has a cutoff switch added which is to be used when earthing is required. Some 1st batch locos were refitted with a single ESa 06 pantographs in later years.
     
    The transformer, located centrally in the locomotive room, has output taps for the traction motors as well as the ETS and auxiliary circuits, providing 4,000, 500 and 80 kVA respectively. The tap changer, designed as an “up/down” impulse type, is located on the primary side of the transformer in order to limit current load, and has 32 notches which are switched by way of a pneumatic motor with four cylinders. The traction motors are connected in parallel, have ten poles and feature a continuous shaft power output of 1,113 kW, at a rated continuous current of 2,300 A, continuous tension of 525 V and speed of 1,200 rpm.
     
    The auxiliary equipment, which is connected to the 240 V circuit, includes two traction motor ventilation blowers, the compressor, a 36 V static inverter for the battery charging circuit, the transformer coolant oil pump, cab heating and a OHLE voltage sensing device. The ETS circuit is fed with 1,000 V. The traction motor blowers have two speed settings, with the “low” setting being active at speeds up to 30 kph and as long as the tap changer is not beyond Notch 5.
     
    The locomotives are also fitted with a regenerative electrodynamic brake which was designed around the requirement of being able to maintain speed while descending the southern ramp of the Gotthard Railway at the head of a 400 tonnes train for a duration of about 40 minutes, unassisted by the pneumatic brake.
     
    The cabs feature a control desk located on the left side, as is the case on most Swiss-built locomotives. They were designed around a new control concept first tested on the class RBe 4/4 EMUs 1401 through 1406, with the “steering wheel” style power controller used up till the Ae 6/6 having been replaced by a horizontally moving lever which was placed on the driver's right-hand side. The indirect and direct brake valves – which are Oerlikon FV4a and FD1 types – are located to the left, with most other control switches and indicator lamps being located in front of the driver’s position. The speedometer, brake gauges, voltmeters and ammeters are located in and above the upper plane of the control desk, in this order when looking left to right.
    One thing which should be mentioned in this context is that 11299 through 11304 were fitted with a Swiss variant of the LZB cab signalling system for evaluating purposes, though this system was never introduced to the Swiss railways on a large scale and, in fact, eventually dismantled after the trial phase ended. These six locomotives – plus 11305 through 11349 and 11371 through 11397 – feature a ribbon-style speedometer. Today, all Re 4/4IIs are equipped with the Integra-Signum and ZUB 121 train protection systems, and have also begun to be refitted with ETCS onboard units emulating Integra-Signum and ZUB 121 functionality.
     
    The Re 4/4II, geared for a top speed of 140 kph (87 mph) and initial tractive effort of 255 kN (57,326 lbf), was supplemented by an additional variant which was designed to offer higher overall tractive effort for heavy passenger and freight workings across the Gotthard and Lötschberg lines. This type was created in 1966 when Südostbahn, one of the larger private operators in Switzerland at the time, ordered a single Re 4/4II locomotive geared for a top speed of 125 kph (78 mph) and tractive effort of 280 kN (62,946 lbf). This variant piqued SBB's interest and led to a subsequent order of twenty such locomotives, designated Re 4/4III.
    Three of the SBB Re 4/4IIIs were sold to Südostbahn between 1983 and 1985 but bought back from 1994 till 1996 in exchange for the four Re 4/4IV locomotives, which unlike the Re 4/4III were able to work push-pull trains with no restrictions.
     
    At present, the Re 4/4IIs are also known by the UIC-compliant designation of Re 420 – and Re 421 for those locomotives outfitted for Germany – while the Re 4/4IIIs are also designated Re 430.
     
     
    Technical specifications (Re 421 only)
     
    Length, width and height – 15.41 m, 2.97 and 4.5 m/50.6, 9.7 and 14.8 ft
    Service weight – 85 tonnes/83.7 long tons
     
    Power output – 4,700 kW/6,303 hp
    Initial tractive effort – 255 kN
     
    Maximum speed – 140 kph in Switzerland, 120 kph in Germany/87 and 75 mph
     
     
     
    The model
     
    ?A variant of Roco's newly tooled long-bodied Re 4/4II model, the Re 421 was marketed with catalogue no. #72404, representing 421 387 as she appeared roughly around 2009. This model is nicely detailed and gives an excellent impression of the rugged yet understatedly elegant appearance of these slightly diminutive but powerful electrics.
     
     
     
     

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

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

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

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

     

     

  20. NGT6 1315
    Afternoon, everyone…
     
    In spite of the unappealing weather that's come across Saxony today, I felt like trying to shoot another couple of photos in order to recover much needed strength. My offering for today but is something of a mixed bag of railway and tram images as poor lighting conditions weren't terribly suitable for my usual freight spotting location at Thekla.
     
     

     
    ?At Bayerischer Bahnhof, the southernmost stop on the Leipzig trunk line tunnel, 1442 104 was taking on passengers on the S 1 short turn working S 37620 from Stötteritz to Trade Fair Centre…
     
     
     

     
    …and 1442 108 was working the S 5 service S 37563 from Leipzig-Halle Airport to Altenburg.
     
     
     

     
    Inside the Crystal Palace that is Wilhelm-Leuschner-Platz Station, 1442 118 was stopping on the S 4 line S 37422 service from Borna to Eilenburg.
     
     
     
     
     

     
    Having ridden down on this formation, I then captured the pair of NGT8 car 1101 "Johann Sebastian Bach" and NB4 trailer 906 returning to the route out of the Klemmstraße loop near Connewitz Station. Due to engineering work on the Bornaische Straße bridge and the Dölitz depot being refurbished too, the Line 11E short turn workings out of Wahren have been temporarily pulled back to this location for their southern terminus.
     
    This is currently the only pair of a NGT8 car and NB4 trailer, serving as an evaluation unit for several years by now. The idea had been to explore alternative formations in preparation for the withdrawal of the Tatra T4D-M cars, which but seems to be off the agenda again for the foreseeable future.
     
     
     

     
    ?There is only one track available through the bridge engineering site on Bornaische Straße. Here, NGT12 car 1217 "Travnik" is on Turn 1146 bound for Markkleeberg Ost…
     
     
     

     
    …and 1227 "Düsseldorf" is northbound on Turn 1145 for Schkeuditz.
     
     
     

     
    And at MDR Station, 1442 103, working the S 1 line S 37626 short turn from Stötteritz to Trade Fair Centre, was meeting 1442 118 on the S 4 line S 37427 service from Eilenburg to Borna.
  21. NGT6 1315
    Afternoon all...
     
    While I am still recovering, I keep telling myself that spending time outside and for things which to people like us on here will most certainly be highly agreeable. Consequently, I again have a series of photos from two spotting rounds to my favourite freight spotting location at Thekla Station which I have been on yesterday and today.
     
     

     
    Yesterday, rail traffic was still in the middle of getting under way after the large scale strike of last week, also necessitating several positioning moves. Thus, 232 255 of DB Schenker – sans logos – was stopping briefly ahead of the "F" westbound intermediate signal on the way for her next services.
     
     
     

     
    Likewise, 155 104 was travelling light in the morning sunlight.
     
     

     
    Meanwhile, 155 080 – which we'll see again in a few moments – was working a rake of Hcceerrs330 type articulated car carriers.
     

     
    Visibly derived from the class 798 railbus, 701 167 was performing an OHLE inspection run. As this is a diesel car, the pantograph only serves as a measuring sensor.
     
     

     
    Pressnitztalbahn also are a fairly common sight in East Germany, and represented here by 293 046 at the head of a mixed freight service which also included a track crew accommodation car derived from an ex-DR passenger coach.
     

     
    The lot of ex-DB V 90 series shunters were also busy getting freight trains to their mainline motive power. Here, 294 895 – which I actually observed several times that day – is pulling a formation of container carriers on a trip service.
     
     
     

     
    Performing an ECS service, 650 538 of Mitteldeutsche Regiobahn – signed for a stopping service to Bad Lausick – was running towards Engelsdorf.
     
     
     

     
    A locomotive I have in my H0 scale fleet but earmarked for a different purpose, 182 595 of MRCE Dispolok – one of only a handful of locomotives still wearing the old Dispolok livery – was working a container service.
     
     

     
    As previously mentioned, 155 080 returned light after having dropped her car carriers elsewhere.
     
     

     
    185 304 was pulling a formation of Ermewa gas tankers...
     
     

     
    …and 185 009 heading the regular PKP coal service.

     
    And the last snapshot for yesterday had been 185 196 at the head of a mixed formation of chemical and gas tankers.
     
     
    _________
     
     
    Having noticed before that Leipzig Northern Station is not too bad a spotting location either, I decided to try my luck there on my way to Thekla this morning.
     

     
    Demonstrating that even a highly standardised series of EMUs such as the Bombardier Talent 2 has lots of variety in the details, this photo shows 442 210 on the RE 18454 service from Cottbus to Leipzig Central Station approaching, and one of the Central German Suburban System's 1442.1s, of which I missed to write down the exact running number, departing on the S 37614 service to Leipzig Trade Fair Centre Station.
     
     

     
    I have been noticing how an extraordinarily high number of suburban 1442s seem to have been hit by atrocious graffiti at present. I suppose the scrotes will make much use of the long autumn nights for their questionable hobby… In any case, 1442 102, working the S 37417 service from Thekla Station to Geithain, was one of the reasonably clean examples.
     

     
    Running a few minutes late, ICE 1627 from Berlin Central Station to Munich Central Station was crossing over to the western station approach, and taking advantage of this section being equipped for full bidirectional running.
     
     

     
    A surprise sighting was this PW inspection service with DB Systemtechnik's 182 506 at the tail. I wish there were models – even kits – of these measuring coaches...
     
     

     
    Due to competition by intercity buses which have been allowed in Germany for about a year now, the InterConnex services provided by what is now Veolia will cease with the December timetable change. Here, 146 520 is swooping through Northern Station at the head of X 68902 from Berlin Gesundbrunnen Station.
     
     

     
    Again on the left track due to bidirectional running, 1442 208 was approaching on the S 37419 service from Eilenburg to Borna.
     
     
     

     
    The first spotting to be made at Thekla this morning was 185 524 of Alpha Trains on lease to ITL.
     
     
     

     
    189 932 of MRCE Dispolok is currently on lease to Captrain, and seen here heading a mixed freight service.
     
     
     

     
    All alone in the morning mist, 185 201 was repositioning herself.
     
     
     

     
    The silver ES 64 U2 series locos of HUPAC are a fairly rare sight. Here, 182 600, or ES 64 U2-100, is crossing over to the Cottbus bypass with an intermodal service.
     
     
     

     
    152 127 was repositioning herself also.
     
     
     

     
    With a resounding horn blast as a greeting, 145 069 sped through with a long formation of empty car carriers.
     
     

     
    ?There still are a handful of freight services provided by the 101s. Here, 101 122 was taking a break from her usual IC services and running east with a mixed freight formation.
     
     
     

     
    The sun slowly struggled to burn through as the morning passed, shedding light on 145 023 and her freight train.
     
     

     
    A popular spotting subject since her roll-out in December 2013, 110 043 of Pressnitztalbahn is actually 110 511, formerly the works locomotive of Deutsche Bahn's Dessau workshops. This locomotive is wearing a promotional livery for National Express which in my opinion looks like a blend of the original dark blue Deutsche Bundesbahn livery for express locomotives and British Rail's late InterCity livery. Note that the locomotive has been outfitted with LED lighting also.
     
     

     
    Also on her way to get some freight haulage, 285 109 of CBRail is on extended lease to ITL.
     
     
     

     
     
    A different V 90 for a change, 294 889 was running towards Engelsdorf.
     
     
    Thank you for looking!
  22. NGT6 1315
    Afternoon all…
     
    In today's post, I'd like to present you with the trawl of two different photo rounds which I did on 27 October in glorious autumnal sunshine, and today under an equally autumnal cloud ceiling. You will be seeing both railway and public transport photos, with the former having been taken at Thekla Station, one of my favourite venues for spotting freight services.
     
     

     
    On 27 October, SBB Cargo's Re 421 390 was the first to roll in from the east, heading a container service.
     
     
     

     
    155 048, in turn, was repositioning herself and running towards the Engelsdorf yard.
     
     
     

     
    294 706 – one of the various ex-Deutsche Bundesbahn V 90 series heavy shunters which have been relocated to former Reichsbahn territory – was heading a trip working of container carriers towards Engelsdorf for pickup by mainline motive power.
     
     
     

     
    The Second of Her Kind: 145 002 at the head of an eastbound mixed freight service.
     
     
    Today, however, the sun had a much harder time making itself seen, so a tripod was definitely a must in order to yield reasonable shutter times!
     
     

     
    Much like the V 90s, many ex-DB V 60 series C-coupled shunters have been relocated to the Eastern states as well. Here, 362 517 was repositioning herself, and would later return after having done her work – wherever that might have been.
     
     
     

     
    Wearing an agreeably bright and clean orange livery, 293 022 of Muldental-Eisenbahnverkehrsgesellschaft (abbreviated MTEG) was running west with a string of car carriers loaded with Škodas of all shapes and sizes.
     
     
     

     
    152 108 stopped right in front of me to await the route and had a broadside portrait taken of her.
     
     
     
     

     
    After this, I had to decide between 650 538 – or VT 006 – of Mitteldeutsche Regiobahn on an ECS working, and a freight service headed by a 152 coming the other way. Split-second timing dictated I chose the former, but as I have not taken any photos of these diesel cars for a while, I do not mind at all.
     
     

     
    294 895 was returning to Engelsdorf, her driver catching some fresh air at the side window.
     
     
     

     
    First time I spotted a silver diesel TRAXX: 76 110, originally intended for SNCF's fully owned stock lessor Akiem and currently leased to Pressnitztalbahn, was running light to the east.
     
     
     

     
    Working the regular wood service on its empty return trip, Mittelweserbahn's V 1702, or 203 103, was emerging from the Cottbus bypass.
     
     
     

     
    Here, 294 706, also spotted on 27 October, was pulling a tanker service which comprised three factory-fresh bulk cargo hoppers as well.
     
     
     

     
    It truly was a V 90 day today as 294 895 was returning from Engelsdorf with a rake of Maersk containers.
     
     
     

     
    On another ECS, 1442 132 was running east. The news last night said 1442 131 had caught fire at MDR Station right outside the southern end of the trunk line tunnel, so it could be some repositioning moves were called for. Fortunately, no-one was harmed in the incident and damage to the unit seems to have been limited.
     
     
     
    On my way home, I chose to quickly inspect the rail replacement bus service currently in place on tram line 4 due to engineering work on Menckestraße lasting till 19 November.
     
     

     
    Northbound 4 line services terminate at the Feuerbachstraße stop, which is located on Waldstraße and immediately before the Sportforum reversing loop. This loop is normally used only for extra workings for visitor transport to the Leipzig Stadium. This loop goes through the western section of Feuerbachstraße, Max-Planck-Straße and Fregestraße, then to return to the main route on Waldstraße.
     
    Here, NGT8 car 1113 "Werner Heisenberg" is pausing…
     
     

     
    …as is Citaro G bus 302, licence plate L NV 1302, on rail replacement duty. This is one of the fleet of hybrid-powered buses operated by LeoBus, who are LVB's bus sector.
     
     

     
    That same bus is seen here starting on its next round towards Landsberger Straße…
     
     
     

     
    …while NGT8 car 1110 "F.D. Grassi" is egressing the Sportforum loop and returning to the route.
  23. NGT6 1315
    Morning all!
     
    In today’s loco profile, you will learn a bit more about a locomotive which at the time of its roll-out could be said to have been the pride and joy of the German railway industry. Even though it was eventually built in 60 examples only, the class 120 electric definitely contributed much to the breakthrough of three-phase AC traction.
     
    The rationale behind the 120’s development was that Deutsche Bundesbahn were intending to supplement their fleet of class 103 express passenger locomotives and class 151 heavy freight locomotives, both Co’Co’ configured but designed with specific roles in mind, with a Bo’Bo’ configured universal locomotive capable of handling either role equally well.
     
    To obtain this kind of universal, mixed traffic locomotive, Deutsche Bundesbahn were willing to put asynchronous AC motors and electronically controlled, semiconductor-based inverters to the test. This decision was made based on the experience gained during a test campaign involving 202 002, one of three prototype diesel-electric locomotives with asynchronous AC traction built by Henschel and BBC in 1971 and 1973. In 1974, 202 002 had been rebuilt as a testbed and permanently coupled with an adapted BDnrf740.2 driving trailer. In this configuration, 202 002 had had its prime mover and generator removed, while the driving trailer was outfitted with a transformer and pantograph, so that 202 002 essentially simulated a fully electric locomotive.
     
    As this trial, which lasted into 1975, demonstrated that a hypothetical asynchronous AC electric could indeed handle almost the complete spectrum of train services offered by Deutsche Bundesbahn at the time, the railway contracted a consortium of BBC – providing the electrical components – and Krauss-Maffei, Krupp and Henschel in 1976 to develop and build a pre-production series of five such locomotives. This development was paralleled by coal mining enterprise Ruhrkohle AG obtaining six Henschel E 1200 series, centre-cab electric freight and shunting locomotives, which were similarly based on asynchronous AC propulsion. With these locomotives fully satisfying all expectations, the consortium for what would become the class 120 locomotive had a broad basis of experience to work from.
     
    As the first of the five pre-production locomotives, 120 001 was handed to Deutsche Bundesbahn on 14 May, 1979, with the four remaining locomotives following till January 1980. Initially, 120 001 through 004 were approved for only 160 kph, while 120 005 was certified for the targeted maximum speed of 200 kph later. The locomotives were rebuilt with various modifications during their evaluation, among these being optimised transformers. It is also worth noting that the power units for the class 401 and 402 1st and 2nd generation ICE sets, which began entering service by the end of the 1980s, are closely related to the 120.
    Of these five locomotives, 120 005 stood out by having a slightly differently designed body with a lower frontside waist line, and initially with additional rooftop fairings as well.
     
    On 13 August, 1980, 120 002 set a new world speed record of 231 kph for motive power with asynchronous AC propulsion. During the official two-day presentation in 1984, 120 001 pushed the limit even further to 265 kph, pulling a 250 tonnes train. One year later, 120 001 was further upgraded to allow for a maximum speed of 280 kph.
    Several other types of motive power from the Bundesbahn era picked up cues from the 120’s general visual appearance, such as the class 240 diesel-electric prototype, class 628 DMU, and the driving trailers for the „x“ Stock suburban coaches.
     
    Also in 1984, Deutsche Bundesbahn ordered a total of sixty production locomotives, which became known as class 120.1 and included a number of modifications developed out of the experience gathered during the prototype evaluation phase. This order had a total value of 380 million Deutsche Mark. The production locos were lacking the back-up rheostatic brake, as the regenerative brake had been found to be quite sufficient and reliable.
     
    Deliveries lasted into 1989, with the 120.1s usually being diagrammed onto InterCity and InterRegio workings by day and onto fast freight services by night. 120 137 through 160 were outfitted with a modified gear ratio, which increased tractive effort at high speeds, though at the cost of reduced tractive effort at lower speeds.
     
    Following the formation of Deutsche Bahn, the 120.1s were summarily allocated to the Fernverkehr sector, whose responsibility covers long distance passenger traffic. The five pre-production locomotives, commonly referred to as class 120.0, but were mainly relegated to departmental work, usually diagrammed onto inspection and measuring services or used for stock trial and certification services. They were thus reclassified as class 752 locomotives, which designation they retained for many years.
     
    In addition, 120 004 and 005 were outfitted as component and technology demonstrators for ABB Henschel, then one of the contestants and eventually the winner for that contract which brought forth the class 101 electric locomotives. These locomotives served as testbeds for inverters and bogies intended to be used on the 101. 120 004 is often referred to as the de-facto class 101 prototype as it had been most extensively rebuilt.
     
    None of the 120.0s remain in service, with 120 001 having been totalled in an accident in 2004, and 120 002 having been broken up as well. 120 003 has found a place at the Nuremberg Transport Museum’s Bahnpark Augsburg complex. 120 004 is now owned by the DB Museum in Koblenz, while 120 005 is part of the Weimar Railway Museum’s collection.
     
    Presently, 49 locomotives remain in DB Fernverkehr service, and continue working mainly InterCity services. Like the 101s, the 120s but can also be seen working a handful of freight services in between passenger turns. 120 158 has been withdrawn to serve as a spares donor. Eight locomotives – 120 116, 129, 107, 128, 121, 117, 136 and 139 – have been passed to DB Regio, and been outfitted with expanded passenger information equipment. These locomotives are now referred to as class 120.2, and numbered 120 201 through 208. Five of them are permanently in use on the Hamburg-Rostock RegionalExpress line, which is also known as „Hanse-Express.“ The other three locomotives were originally intended to augment DB Regio’s Westphalian sector, but after having suffered repeated malfunctions there were earmarked as reserves for the Hanse-Express service.
     
    Finally, 120 153 and 160 were passed to DB Systemtechnik, and redesigned 120 501 and 502. These locomotives are commonly used for inspection and measuring services, and have most recently been repainted in a bright yellow livery to highlight their new role.
     
    In 2005, DB AutoZug had obtained several 120s for their Motorail and sleeper services, which but were soon returned to DB Fernverkehr. As an interesting note, those locos detached to DB AutoZug were intended to be redesignated as class 121, but only 120 113 was ever thus numbered. In the final years of Deutsche Bundesbahn, it was planned that a future universal follow-up locomotive to the 120 should be designated class 121, but the fact of the different Deutsche Bahn sectors created in 1994 favouring motive power tailored to their specific requirements rendered moot any further attempts to obtain universal, mixed traffic locomotives as the 120 had been.
     
    Technical description
     
    The 120 pioneered various design innovations not seen on any previous electric locomotive to have been developed, though most of these innovations are not immediately visible.
     
    The body is an all-welded, self-supporting assembly set atop the fully welded running frame and with single-piece, non-reinforced engine room sides. It consists of the pressure-strengthened cabs with integral roof sections, and the engine room proper, with the roof being split into four separate panels. As a novelty, the 120 was designed such that all inverter and equipment cabinets were set along either side of the engine room, leaving a straight, uninterrupted central corridor between the cabs. As on later electric locomotives, the transformer was designed such that it could be hung below the engine room floor, with the traction inverters being set immediately atop.
    The cab layout follows the Deutsche Bundesbahn Standard Cab design first implemented on the class 111 electrics, there originally called „Integrated Cab.” This layout was also utilised on the Bxf796 driving trailers for the „x” Type suburban stock, and on the ICE 1 and 2 power units. With further modifications, this design has become the de-facto standard on the majority of German-built mainline locomotives, especially the Bombardier TRAXX and Siemens Eurosprinter, Eurorunner and Vectron series. It combines a flat control desk with a tilted triple display plane set in between the windscreen and the driver’s seating position. Power and brake controllers are within easy reach of the driver’s left and right hand respectively.
     
    The bogies are fully welded as well, and were designed with a conventional pivot pin with low-set, annular rubber dampened bearing and two sets of three Flexicoil springs per side to serve as secondary suspension. The wheelsets with Monobloc wheels are attached by way of lemniscate levers and held in roller bearings, with springs and auxiliary motion dampers serving as primary suspension. Power transmission is made through a BBC quill drive with single-sided reduction gear and fully suspended, low-hung, four pole asynchronous AC traction motors.
     
    Electrical equipment comprises the underfloor transformer with two traction taps and one auxiliary tap, and the two sets of traction inverters, with each pair of inverters feeding one bogie. These inverters work with an intermediate DC link at a working tension of 2,800 V, and provide an three-phase AC output of 0 to 2,200 V at 0.4 to 150 Hz. They can also work in regenerative braking mode, feeding back the usual 15,000 Hz at 16.7 Hz. Power pickup is made through a pair of SBS 80 type single arm pantographs, which are an evolved, lighter version of the proven SBS 65 pantograph widely used on the class 103 and 111 locomotives and others.
     
    The auxiliary electric circuits were, as a further innovation, also configured for asynchronous AC. They are fed through three auxiliary inverters. Auxiliary inverters 1 and 2 provide variable-frequency AC and power the motor blowers for the corresponding bogie, as well as one of the two transformer coolant blowers. Auxiliary inverter 3 provides fixed-frequency AC and supplies the transformer coolant pumps, compressor and other fixed-frequency devices.
     
    Braking gear on the 120 comprises the pneumatic brake, which is configured as a tread brake and based on a unified Knorr brake controller with settings G, P and R, plus direct shunting brake controller and spring-loaded parking brake units. The pneumatic brake is blended with the regenerative brake, which is prioritised over most of the locomotive’s speed range. It was also amended with a tread cleaning setting where the brake pads are applied at a pressure of 0.25 bar to enhance adhesion in poor weather conditions.
     
    Safety equipment comprises an alerter, as well as a combined PZB train protection and LZB cab signalling suite. Furthermore, the 120 is outfitted for ECP brake controls and emergency brake override, or „Notbremsüberbrückung” (NBÜ) in German railway terminology.
    For workload relief, the 120 also has automatic power and brake control, called „Automatische Fahr- und Bremssteuerung” (AFB) in German. This system is integrated with LZB, allowing the locomotive to operate semi-automatically on lines such equipped as AFB will pick up target speed and braking distance commands from LZB. Finally, it is worth mentioning that the 120 is outfitted for TDM double traction and push-pull controls, making it compatible with the Bpmdzf and Bimdzf type driving trailers used on InterCity formations, and, technically, all other driving trailers such equipped.
     
     
    Technical specifications
     
    Overall length, width and height – 19.20, 2.95 and 4.25 m (63, 9.7 and 14 ft)
    Service weight – 84 tonnes (82.7 long tons)
     
    Continuous power output – 5,600 kW/7,510 hp
    Initial tractive effort – 340 kN for 120 101 through 136, 290 kN for 120 137 through 160
    Maximum operating speed – 200 kph (125 mph)
     
     
    The model
     
    It is interesting to note that for many years, there had not been any really good H0 scale model of this signature Deutsche Bundesbahn locomotive. While there had been more or less acceptable offerings by Trix and Märklin (rather lacking in fine detail and with outdated "pancake" motors but generally well proportioned) on one hand and by Fleischmann (well proportioned but with a horizontally split body marked by an ugly split line) on the other, Lima had also come forward with a 120 in the early 1990s. I but understand this model, while generally good-looking, was, like the majority of Lima models of the time, something of a half-done affair, especially where production quality and choice of materials had been concerned.
    In 2013, Italian producer ACME then came to the rescue by offering a newly tooled series of class 120s, comprising both the pre-production 120.0 variant and various different iterations of the 120.1 and even the 120.2 of DB Regio. This model was, in my understanding, much acclaimed and featured ACME’s usual high level of detailing, fine paintwork and lettering, and even a cast metal body.
     
    The releases brought forth thus far include these references:
     
    60360 – 120 001 in original „TEE” livery with single rooftop busbar and original SBS 80 pantograph variant
    60370 – 120 112 in oriental red
    60376 – 120 141 in traffic red and with additional frontside grab rails
    60379 – 120 208 as utilised by DB Regio
     
    In addition, two more variants have been announced:
     
    60378 – 120 151 with promotional livery for ZDF Television
    70075 – Package of 120 502 and matching Dms322 type baggage van as used by DB Netze for measuring and inspection workings
     
     
     
    I myself decided to obtain 60370, as in my impression, the oriental red livery remains the most typical scheme for this class. However, I also decided to „redate” the model, under the assumption of 120 112 having retained the oriental red livery much longer than it actually has – making it something of an „Last Mohican” of the class, as only a handful of 120s have retained the oriental red livery to this date.
     
     
     

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

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

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

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

     
    The rooftop is nicely appointed with fine detail as well. Note the fairly intricate busbar layout, and the delicate yet functional representations of the SBS 80 pantographs.
     
     
    And as usual, I should like to link to a couple of Youtube videos showing 120s at work…
     
    https://www.youtube.com/watch?v=3BNZeliA-x8
     
    https://www.youtube.com/watch?v=hOfjUPxMKRg
     
    https://www.youtube.com/watch?v=UIywhVLJlpw
     
     
     
    Thanks for reading and I hope you liked this article!
  24. NGT6 1315
    Morning all!
     
    Followers of the Continental modelling scene may have registered that a few months ago, Roco has begun releasing a series of re-tooled Deutsche Bundesbahn class 103 electrics, adding several much-wanted enhancements to this model which had first been offered in 1977. It might not be surprising that when I was able to obtain one as a real bargain recently, I could not resist. Therefore, today's focus will be on what I assume most railfans will agree on being the? signature Deutsche Bundesbahn electric locomotive, and possibly the pinnacle of conventional single-phase AC locomotive development.
     
    The 103's history can be traced back into the early 1950s when Deutsche Bundesbahn were rebuilding the German rail network and working towards restoring express passenger services which had already reached a high level of sophistication before 1939.
     
    In these early years, pre-war electrics such as the class E 18 1'Do1' locomotives were used for top-tier „D“ (Durchgangszug) and „F“ (Fernschnellzug) passenger services, as were the four class E 19 locomotives which had been a more powerful evolution from the E 18. Of course, the latest express steam locos like the class 01 and 01.10 4-6-2s as well as the emerging generation of diesel-hydraulics like the V 200 type also took their share in express passenger traffic as electrification was by far not as widely spread as it is today.
    Yet even then, plans were made to increase top speeds beyond the 160 kph which had been the de-facto maximum at the time. One suggestion discussed in this context had been putting the E 19 back in production, as this class had been approved for 180 kph originally. However, they also had proven to be unable to meet the 1,000 metre baseline braking distance mandated by German railway construction and operating rules from that speed, meaning a more advanced design was a definite must. One of these was a concept called E 01 at the time, describing a twelve-wheel locomotive with a top speed of 180 kph and a power output of 5,000 kW, which but was not pursued any further and therefore not elaborated in great detail initially.
     
    In the early 1960s, the newly built class E 10 and E 10.12 Bo'Bo' locomotives began taking over national and international express services, including the prestigious TEE services. At the same time, Deutsche Bundesbahn began reconsidering the E 01 concept, modifying it such that it mandated a top speed of 200 kph and an axle load of 18 tonnes. Following a formal request for proposals, Krupp and AEG presented plans for (1Bo)(Bo1) and (A1A)(A1A) configured locos with four 1,250 kW traction motors, while Henschel proposed a Co'Co' configured design which was eventually chosen as the basis for the new locomotive. The Siemens-Schuckert Works were contracted to develop the electrical equipment.
     
    Several components for the new locomotives which had been designated class E 03 in the meantime were subsequently tested on locomotives E 10 299 and 300 - the former being fitted with a Henschel-designed quill drive, the latter with a differently designed quill drive from SSW. A series of test runs was subsequently carried out between Bamberg and Forchheim in order to gather additional data on OHLE, permanent way, suspension and drivetrain design for high speeds. However, as the two modified E 10s could not provide any conclusive data as to which of the two quill drives was actually better, two of the four E 03 prototypes each were ordered with either drive. Later tests with these prototypes would then result in the SSW drive being picked for the production E 03s.
     
    The first E 03 to be completed was E 03 002 which was handed to the Bundesbahn on 11 February 1965 at the Henschel works in Kassel, which are now a Bombardier plant. However, it was fitted with E 03 001's number plates for publicity reasons. The real E 03 001 was completed in March, with E 03 003 and 004 following till June. All four locomotives were presented at the June 1965 International Transport Fair (Internationale Verkehrsausstellung, IVA) in Munich, there being referred to not as mere express locomotives, but rather as „high speed locomotives“ - which is how I personally would translate the German terms „Schnellzuglokomotive“ and „Schnellfahrlokomotive“ in this context. During the fair, two of the four locos were always in operation, having been diagrammed onto demonstration services between Munich and Augsburg. These special workings had the reporting numbers D 10/D 11 and D 12/D 13 respectively and operated at 200 kph following a special permit by the Ministry of Transport. E 03 003 remained a static exhibit as her traction motors had been removed to serve as spares, and the third locomotive was held on standby as a backup. The reason for this was that the traction motors in particular had not been fully tested yet and required a large amount of care during that early stage. However, a total number of 347 200 kph runs could be successfully completed during the Transport Fair, proving that such speeds were indeed viable in everyday operation.
     
    After the fair the four E 03 prototypes were put in scheduled service on trains outbound from Munich, including several services to Stuttgart which had to travel across the Geislinger Steige with its 2.25% gradient. These revealed the locos to quickly overheat, requiring modifications to the engine room ventilation pattern. From the winter of 1974, the E 03 prototypes – now having been redesignated 103 001 through 004 – were allocated to the Eidelstedt depot in Hamburg, then to work semi-fast express and occasional stopping services in northern Germany. In 1979 they were then relegated to departmental duties. In this role, they were based at Minden and Munich and assigned to empty stock services, LZB cab signalling monitoring and OHLE inspection duties, and also assisted in trials for new rolling stock. 103 003, then redesignated 750 002 to highlight its departmental role, took part in the trials for the new class 120 electrics as well as the ICE 1 power units, often serving as a load simulation locomotive owing to her powerful electrodynamic brake. The last E 03 prototype to have been retired was 750 001, originally known as 103 001, leaving revenue service in 1997.
     
    The production 103s were specified with even higher performance, being required to be able to haul a 480 tonnes train at 200 kph – as opposed to 300 tonnes for the prototypes – and 800 tonnes at 160 kph. To that end, both the transformer and traction motors were uprated, and engine room ventilation was improved with a second row of grilles on both body sides. The motors were designed with improved insulation and collectors. Beginning with 103 216, the body was lengthened by a total of 70 cm (27.5 in), so as to provide more spacious cabs for additional driver comfort. 103 109 was the first production locomotive to be delivered, having been handed over on 27 May 1970 and accepted on 8 September that same year. In fact, all 103s were given both a preliminary and a final certificate of acceptance, so as to be able to carry out any necessary last minute fixes on manufacturer's expense. The last loco to be accepted by Deutsche Bundesbahn was 103 245 which was handed over on 11 July 1974.
    Over the delivery period and in subsequent years, the 103s were given several major and minor improvements, such as improved wheelset suspension, rotational dampers and new SBS 65 type pantographs.
    Even from today's perspective and with three-phase AC electrics having taken her place in regular service, the 103 offers outstanding performance, with a power/weight ratio of 15.6 kilogrammes (34.4 lbs) per kilowatt, continuous power output of 7,440 kW and short-term maximum output of 10,400 kW – the latter having but been limited to 9,000 kW in later years to reduce thermal load.
     
    In addition, the 103 featured two selectable transformer output settings. On the “High” setting, the transformer provided a maximum output voltage of 612 V instead of 501 V up to a speed of 140 kph. With this setting enabled, the 103 provided a short-time peak output of 12,000 kW. However, this switch was disabled in later years to avoid overheating, much to the dismay of many drivers who had come to appreciate the extra power with the longer and heavier 1st and 2nd class IC sets introduced in 1979. Originally, German InterCity services had been all-1st class, and much shorter. The transformer switch was informally known as „Reheat“, „Hamburg Hammer“ or quite simply „Booster“.
     
    The loco's initial tractive effort up to a speed of 120 kph (or 140 when the transformer output selector was still active) is 312 kN, and it had no problems pulling 400 tonnes at 200 kph on even track, or 300 tonnes on a 0.5% gradient. After the introduction of 1st and 2nd class IC services it frequently pulled 600 tonnes at 200 kph, which of course contributed to the locomotives suffering from increased wear and subsequent malfunctions. Disabling the “Reheat” switch did improve the overall reliability of the class and thus timetable stability, as this measure also reduced the numbers of failed traction motors. The problem with this kind of failure was not only the lack of about 17% of total tractive effort per disabled motor, but also the requirement of completely disabling the dynamic brake for the bogie with failed traction motors. This meant reducing the loco's total dynamic braking effort by half, which could lead to either reduced top speeds or to longer deceleration. In the event that both bogies should have at least one failed motor, the dynamic brake would be unavailable entirely.
     
    The loco's body and frame are fully welded, the frame carrying the complete electrical equipment and being set on top of the six-wheel bogies. The body consists of the two welded steel cab sections and three non-carrying aluminium hoods over the locomotive room, the latter of which can be removed separately to facilitate access to and maintenance of on-board equipment. This layout was also chosen for the class 151 freight locos as well as the class 181.2 dual system locos which were introduced in the early 1970s.
    The aerodynamic shape of the cab sections resulted in the cabs being somewhat cramped inside, which was why the last 29 locomotives were built with larger cabs, extended by 35 cm (13.75 in) each. In addition, the cabs were outfitted with air conditioning units as the traction motors immediately below them radiated a large amount of heat. However, follow-up research in later years showed that while the 103's unique and undeniably attractive shape did offer good aerodynamical properties for the head of the train, the rounded cab fronts actually produced excessive drag when the locomotive was coupled to a train, as the gap between the locomotive and the first coach resulted in the formation of significant turbulence. Reducing this drag thus was one of the criteria applied to later locomotives such as the class 101 electrics which were introduced in the second half of the 1990s, resulting in the vertically cambered cab fronts seen on these as well as several related types of locomotives.
     
    The bogies feature central wheelsets with eight millimetres of lateral displacement, with the axleboxes being supported by rubber-suspended levers, helical springs and hydraulic shock absorbers. All locomotives from 103 216 onwards were also fitted with rotational dampers at the factory, which were eventually refitted to earlier 103s as well. The traction motors are suspended from the bogie frames, and traction bars serve for force transmission.
    The 103’s electrical components are built around the transformer, which is oil-cooled and provides a 6,250 kVA traction output. The high-tension, thyristor-assisted tap changer has 40 power notches, and aside from its standard pre-selection operating mode can also function in an emergency impulse controller mode.
    The single-phase AC type WB 368/17f traction motors have twelve poles, forced ventilation and a maximum speed of 1,525 rpm, weighing 3.5 tonnes each and providing a continuous power output of 1,240 kW.
     
    As previously mentioned, the motors can also operate in dynamic braking mode. This brake is self-excited and thus independent of overhead tension. The dynamic brake is rheostatic and has two cooling towers with braking rheostats. The electrodynamic brake has a maximum power of 9,800 kW and a continuous rated power of 4,800 kW, with a maximum braking effort of 180 kN from 200 to 40 kph. Additionally, the 103 has a graduated, indirect pneumatic brake with tread brakes on all wheels. It is blended with the electric brake and also comprises direct shunting brake control. The locos are fitted for ECP and emergency brake override.
    On the roof, two cutoff switches, an air blast circuit breaker and voltage sensing device are provided, as well as two pantographs. The latter in particular were an important item for this class, due to the high speed the locomotive was meant to achieve. Originally, the 103s were fitted with DBS 54a type diamond pantographs with Wanisch heads, which but proved to be very prone to tangling with the overhead wires at high speeds and often caused extensive OHLE damage. From 1976, the 103s were thus refitted with SBS 65 single arm pans, many of which were actually “borrowed“ from newly produced class 111 locomotives. These were then outfitted with DBS 54a pans – though with standard Dotzler heads – in exchange, as these locos had a top speed of 150 kph initially and were uprated to 160 kph in later years, which was still well within limits for the DBS 54a type.
     
    For safety equipment, the 103 has a combined LZB/PZB cab signalling and train protection suite as well as an alerter. This class was one of the few initially fitted with an early LZB type developed by Siemens and designated LZB 100, which but was later replaced by the microprocessor-controlled LZB/I 80.
     
    The 103 also proved to be well suited for various kinds of departmental purposes, which is why several locos were treated to various experimental modifications over the years. The first notable trials involving a production 103 took place in the early 1970s when 103 118 was fitted with modified gearboxes and cleared for a top speed of 265 kph. She actually set a new speed record on 12 September 1973, recording 252.9 kph between Gütersloh and Neubeckum on the Hamm-Minden Railway which had been declared a preferred test route by Deutsche Bundesbahn earlier that year. On the same line, 103 003 pushed the limit to 283 kph on 14 June 1985, becoming Germany's fastest loco until her record was broken by the class 127 “Eurosprinter” prototype on 6 August 1993, which reset it at 310 kph.
    Beginning in July 1986, locomotives 103 001, 003, 004, 107 and 154 were assigned to trials and measuring services in preparation for the opening of the Hanover-Würzburg high speed line. Between 15 July and 8 August they conducted certification trials between Burgsinn and the Hohe Wart crossover at speeds up to 280 kph, and subsequently proceeded to test new high speed pantographs together with 120 001. The remainder of the campaign on the Hanover-Würzburg HSL was then spent with gathering aerodynamic data for future high speed rolling stock designs. In 1988, 103 003 was refitted with her original gearboxes for 200 kph.
    In 1989, 103 222 was fitted with the bogies originally used on 103 118. The locomotive was subsequently given an extended certification for 280 kph and redesignated as 750. She had her original number restored in May 2005, but retains her modified bogies and 280 kph top speed.
     
    The 103 had been designed with premium passenger express services in mind, and initially worked many of the then all-1st class InterCity trains which were first introduced in 1971, as well as the even more luxurious Trans Europ Express trains from 1972 onwards. They could also be seen working fast overnight mail trains. In addition, they worked a handful of semi-fast and stopping services and even a few freight trains, although freight trains were not really what the locomotive was designed for. In July 1972, locomotive 103 157 recorded a one-month mileage of 50,251 kilometres, with the monthly average amounting to between 35,000 and 42,000 kilometres.
    Almost all trains worked by 103s during the early years were reasonably short and light, leaving the locomotives with sufficient power reserves. This, however, changed when the InterCity concept was changed in 1979 to include 2nd class coaches as well, resulting in significantly longer and heavier trains with eleven or more coaches which placed considerable strain even on an locomotive as powerful as the 103.
     
    In the meantime, 103 106 had been lost in the Rheinweiler accident of 21 July 1971, which was caused by a malfunction of the AFB speed control device. Having been under LZB control on this section of the line, the locomotive had automatically accelerated to 140 rather than the mandated 120 kph, making it impossible for the driver to manually slow down to the 70 kph limit just north of Rheinweiler in time and resulting in the locomotive derailing and taking her train down the embankment. 24 persons were killed and approximately 130 were injured in the incident.
     
    Eventually, the heavier two-class IC services began to take their toll on the 103, though those trains which were not timetabled for 200 kph were reassigned to class 110, 111 and 112 locomotives. The average daily mileage for the 103 amounted to 1,400 kilometres by 1985. In 1988, the first new class 120 locos entered service, beginning to take over some services from the 103. The 120 offered the advantage of having pressure-strengthened cabs which had been declared mandatory for the newly built German HSLs. By that time, up to 30% of the 103 fleet was out of service for maintenance at any time, indicating the severity of the strain having been placed on the locomotives over the preceding years. In 1991, the new ICE services were first introduced, beginning to replace a considerable number of what had been IC services originally. On the other hand, many 103s did find new work after German reunification, beginning to serve the newly established eastern states where no ICE services were available yet. Also in 1991, 103 101 was repainted in a white and yellow Lufthansa style livery as she was assigned to working the Lufthansa Airport Express service between Frankfurt Airport and Cologne, Bonn, Koblenz, Nuremberg, Würzburg and Aschaffenburg along with a number of similarly repainted 111s. These trains were interesting in actually being given Lufthansa flight numbers in addition to their train reporting numbers. This concept lives on in today's AIRail system, where certain ICE services have taken over this role and appear as “flights” in Lufthansa's booking system. On these trains, parts of the seating are always reserved for Lufthansa passengers and unavailable for railway ticket holders.
     
    The condition of a growing number of 103s continued to deteriorate in the early 1990s, expanding to such serious things as cracked bogie frames. The situation was compounded by Deutsche Bundesbahn's decision to stretch maintenance cycles even further as a cost-cutting measure, leading to locomotives being kept in service until they were, in fact, disabled by a major malfunction. Several 103s were even limited to 160 kph due to worsening riding characteristics, and the AFB speed control device was eventually disabled on all locomotives as it was found the frequent occurrence of the tap changer switching back and forth between any two notches in order to maintain a selected speed often led to tap changer failures.
    Realising the 103 was on a downward slope, newly created Deutsche Bahn eventually chose to procure the new class 101 electrics. Thus the 103 was frequently relegated to working InterRegio and semi-fast express services during her last years in service. The locos also occasionally worked regional trains, but the lack of push-pull controls meant their utility in this role was limited. Also, the higher number of stops and associated braking and accelerating phases did not do them any good either.
     
    In the wake of the ICE disaster at Eschede on 3 June 1998 the 103 fleet was again called upon to handle a large number of replacement IC services as all ICE 1 sets were taken out of service and underwent extensive checks. Also, they handled a significant portion of the extra services put into circulation on the occasion of the EXPO 2000 world fair in Hanover.
    These allocations turned out to be the last hurray for the 103, and only a few locomotives remained in the DB inventory by 2003. They were most frequently used for ECS workings and charters in their final period of revenue service. 103 184 was the last such locomotive to work a scheduled IC service in August 2003, much to the disappointment of many railfans.
    At the time of writing, 103 113, 184, 235 and 245 are still part of Deutsche Bahn’s active inventory, while 103 132 is currently inactive and used as a spares donor. A few years ago, 103 184 had been outfitted with a 1,450 mm head on Pantograph 1, enabling the locomotive to operate in Switzerland where it could be seen working charters. As the 103 is not equipped with any Swiss train protection systems, these workings required the presence of a Swiss driver for route knowledge and observation.
    103 222 had long been assigned to the DB Research and Technology Centre at Minden and used for permanent way inspection and measuring services, but has been sold to Railadventure recently and is expected to be given a new revision soon. In this role, it was replaced by 182 506, which Deutsche Bahn had procured from the MRCE Dispolok locomotive fleet.
    103 113 re-entered service after a full revision was made in 2011, and along with 103 235 is at present diagrammed onto the pair of IC 118 and 119 (Stuttgart – Münster and back), and onto IC 2099 (Frankfurt – Stuttgart) and 2316 (Stuttgart-Wiesbaden). 103 245 can be most frequently seen on the pair of IC 2201/2301 and 2206 between Nuremberg and Munich.
    Between August 2010 and December 2012, 103 184 worked the pairs of IC 1806 and 1817 (Cologne – Hamburg-Altona) and IC 2410 and 2417 (Cologne – Flensburg), which as part of the 175th anniversary of German railways were formed of preserved IC stock in 1979 condition.
    As 103 235’s revision is about to expire, plans are being discussed for reactivating 103 220. This locomotive is currently stored at Deutsche Bahn’s museum at Koblenz, and has retained the colourful “Tourism Train” livery.
    In addition, 103 226 is in operational condition and on loan to the “Lokomotiv-Club 103“ association. However, it is not allowed to work any trains according to its lease contract. Aside from these, E 03 001, 103 002, 004, 101, 136, 167, 197 and 224 have been preserved in various conditions.
     
    Technical specifications
     
    Length, width and height – 19.50 or 20.20 m, 3.09 m, 4.49 m/64 or 66.3 ft, 10.1 ft, 14.7 ft
    Service weight – 116 t/114.1 long tons
     
    Bogie wheelbase – 2x 2.25 m/7.4 ft
    Wheel diameter – 1.25 m/49.2 in
    Minimum curve radius – 140 m/4.6 chains
     
    Short-term maximum power output – 10,400 kW or 9,000 kW/13,946 or 12,069 hp
    One-hour power output – 7,780 kW/10,433 hp at 181 kph/112 mph
    Continuous power output – 7,440 kW/9,977 hp at 191 kph/119 mph
     
    Maximum speed – 200 kph/125 mph
    Maximum tractive effort – 312 kN
    Power/weight ratio – 64.14 kW/tonne
     
     
     
    The model
     
    Roco's 103 is one of their longest-running models, with the first variants having been released in 1977 originally. While the model had seen a couple of interim upgrades during the last 37 years, modellers long waited in vain for a model representing the 103 as she appeared from about the late 1970s as by that time, the locomotives had been amended with additional grab rails, tread plates and access ladders on their cab faces.
     
    By the turn of 2013, Roco therefore announced another re-tooling to address these issues exactly. Furthermore, the new 103 variants announced for release during 2014 were promised to feature various photo-etched detailing parts such as rooftop grilles, windscreen wipers, and chromed headlight rims, as well as fine scale wheelsets and coupler extension mechanisms. The following variants were announced, or indeed released by now – second references where indicated being DCC sound fitted:

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


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

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

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

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

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

     

     
    http://www.youtube.com/watch?v=kYKDYwoemrM
     
     
    Thanks for reading!
  25. 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!
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