DR series 243

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DR class 243
DB class 143
143 837 in Unkel-Scheuren
143 837 in Unkel-Scheuren
Numbering: 243 001-370

243 551–662 (the last three rebuilt after accidents with machines of the number series 001–370) 243 801–973 (the last five rebuilt after accidents with machines of the number series 001–370)

Number: 646 + 1 prototype
Manufacturer: LEW Hennigsdorf
Year of construction (s): 1982
1984–1991 (series)
Retirement: since 2008
Axis formula : Bo'Bo '
Gauge : 1435 mm ( standard gauge )
Length over buffers: 16,640 mm
Height: 3980 mm
Width: 3120 mm
Trunnion Distance: 8400 mm
Bogie axle base: 3300 mm
Total wheelbase: 11,700 mm
Service mass: 82.5 t
Top speed: 120 km / h
Hourly output : 3720 kW
Continuous output : 3500 kW
Starting tractive effort: 240 kN
Driving wheel diameter: 1250 mm
Power system : 15 kV, 16.7 Hz ~
Power transmission: Overhead line
Number of traction motors: 4th
Drive: LEW conical ring spring
Type of speed switch: Round selector with thyristor phase control
Brake: KE-GPR-E mZ, block brake, electrodynamic brake, 2200 kW continuous output
Train control : PZ 80 / LZB I 80 / I 60 R / PZB 90 V. 1.6

The locomotives of the series 243 and 212 implement a universal concept of an electric locomotive of the Deutsche Reichsbahn , confirmed with the test locomotive 212 001 , which was used in all train operations. At Deutsche Bahn AG , these electric locomotives are run as the 143 and 112 series . The first series of the 112 was now given the series designation 114 .

development

Prototype 212 001 at the Leipzig spring fair in 1982
Prototype 212 001 during measurement runs in Halle-Silberhöhe in 1983

From 1976, the Deutsche Reichsbahn in the GDR pushed the electrification of the route again due to the rise in oil prices, after having relied entirely on diesel locomotives ten years earlier. The VEB LEW Hennigsdorf (LEW), the only manufacturer of electric locomotives in the GDR, was commissioned from the proven heavy freight locomotive series 250 a lighter and technically more modern four-axle variant of the passenger train and medium heavy freight service to develop. This should be able to replace the class 211 locomotives in the express train service and those of the 242 series in the freight train service without operational restrictions. The mechanical components were developed and manufactured in Hennigsdorf. The traction motors came from VEB Sachsenwerk Dresden .

The prototype 212 001 was presented to the public at the Leipzig spring fair in 1982. The locomotive made a name for itself with its attractive appearance (white with red stripes) and was nicknamed the White Lady by visitors . After the fair, the DR began testing the 140 km / h locomotive in the VES-M Halle / Saale, which was designed for 160 km / h. After the test dismantling in the Dessau repair shop , the gear ratio was changed and the machine was renamed 243 001 on October 14, 1983. The changed gear ratio enabled the tractive effort to be increased significantly, with the permissible speed being reduced to 120 km / h.

Series production

DR series 243

243 090 in Leipzig main station , 1987

Since at this point in time (1984), except on the test route Halle – Köthen, no more than 120 km / h could be driven anywhere in the DR network, class 243 multi-purpose locomotives were initially procured. An externally visible difference to the model was the omission of the engine room windows in the sloping roof between the nozzle grilles. In 1984 the first 20 locomotives were delivered, in 1985 80, 1986 100, 1987 110 and 1988 a total of 114 vehicles. The 500th locomotive was delivered at the end of 1989.

Starting with serial number 299, the locomotives were equipped with a flow-optimized head that reduced energy consumption by around five percent thanks to reduced air resistance. The 112.0 and 112.1 were also built with this head shape.

From 1988, the locomotives were given multiple controls to enable them to run in double traction . These machines received serial numbers from 801, they formed the sub-series 243.8. Subsequently, another 109 locomotives without multiple controls were procured by December 1990, so that at that time the DR had a total of 636 locomotives of the 243 series. 6 locomotives had already been decommissioned after accidents by 1990. With the 243 659, the last 243 went into operation on January 2, 1991 (according to another source already on December 17, 1990 - so the number would have been 640 vehicles at the end of December 1990).

After the monetary, economic and social union with the Federal Republic of Germany, freight traffic in the GDR declined sharply, and large parts of the 243 stock were on the sidelines. From August 1990 the former DR 243 922 - later the 143 922 - was rented to the Schweizerische Südostbahn AG (SOB) (returned to the DB in 1995, which reported "urgent personal needs"), others went to the Federal Railroad to Freiburg and Düsseldorf for testing .

DB class 143

Since the locomotives proved their worth there, more and more locomotives went to the old federal states in the next few years, where they were initially used on the Black Forest and Höllentalbahn as well as from Düsseldorf on the Rhine-Ruhr S-Bahn and from Dortmund in freight train service. These rental locomotives were booked at the Erfurt depot. After the two German state railways were merged to form Deutsche Bahn AG in 1994, the use of vehicles was even more permissive, so that the locomotives, which have since been re-designated as the 143 series, can now be found on many routes in western Germany.

The former 212 001 remained the property of LEW and after its trial operation from 1982 to 1984 at the Deutsche Reichsbahn it was used for various measurement and test tasks. Today's 143 001 was largely adapted to the production locomotives in the Dessau repair shop, but the windows in the engine room roof slopes were retained. It has been in the red and silver color scheme of EKO-Trans , Eisenhüttenstadt, since 2000, and since May 2008 it has had the new Arcelor Mittal property designation in the company's orange color .

34 additional locomotives of the 143 series, which have also been tried and tested in freight transport, with the modern, time-division multiplex double traction control "ZDS" have now been sold by DB Regio AG to the rail subsidiary RBH Logistics GmbH (formerly Ruhrkohle AG) in Gladbeck. The railway subsidiary MEG in Merseburg acquired another ten locomotives . These are the locomotives 143 020, 175, 179, 204, 257, 310, 344, 848, 851, 864, which are now running under the identifier MEG 601–610. In April 2016, four 143s (143 285, 354, 871, 934) from the Halle (Saale) station were loaned to DB Cargo AG for freight train service, and some machines from other depots have since been added, so that 37 locomotives are now a new field of activity have found.

By mid-2014, 250 series 143 locomotives had been scrapped. This is partly due to the lightweight construction and the lack of crash optimization, so that even with minor impact damage, the locomotive body kinks and the frame is also warped. This often leads to total write-offs with subsequent scrapping. The relatively low top speed of 120 km / h and the lack of regenerative brakes are the downfall of the locomotives in new tenders, and many tenders require new vehicles. There is also a lack of spare parts. Parts of the electronics were produced in Eastern Europe and gradually modernized. In April 2016, 300 locomotives had already been scrapped and 78 locomotives were in the process of downtime management.

In November 2018, there were still 146 locomotives in DB's inventory, but only a small number of them were still in use, including on the S-Bahn in Dresden and Nuremberg, in the Taunus network between Frankfurt (Main) and Limburg (Lahn) and at Regio Nordost in Rostock, Cottbus and Berlin. The 53 DB Cargo locomotives are all parked.

DR class 212 to DB class 112

DR class 212 or 112.0
DB and DR class 112.1
DB class 112.1 and 112.0
DB class 112 and 114
Leipzig Hbf train station, 112 012
Leipzig Hbf train station, 112 012
Numbering: 114 002–040
112 101–190
114 101 conversion from 143
114 301 conversion from 143
114 501 conversion from 112.0
Number: 004 units 112.0 / 114.0 (pilot series)
0 35 units 112.0 / 114.0 / 755
090 units 112.1
002 units conversion from 143
Manufacturer: LEW Hennigsdorf ( AEG since 1992 )
Year of construction (s): 1990-1991  (112.0) 1992-1994  (112.1)
Retirement: since 2019
Axis formula : Bo'Bo '
Length over buffers: 16,640 mm
Height: 3980 mm
Width: 3120 mm
Trunnion Distance: 8400 mm
Bogie axle base: 3300 mm
Total wheelbase: 11,700 mm
Service mass: 82.5 t
Top speed: 160 km / h
Hourly output : 4220 kW
Continuous output : 4000 kW
Starting tractive effort: 226 kN
Power system : 15 kV, 16.7 Hz ~
Number of traction motors: 4th
Drive: LEW conical ring spring
Brake: KE air brake; electrical resistance brake, 2200 kW continuous output (can be loaded up to 2690 kW for a short time)
Train control : PZ 80  (112.0) LZB  I 80  (112.1)
112 156 with regional train in Hamburg Hbf (June 2017)

Since the DR had until recently assumed that the expansion of the transit routes to West Berlin and their electrification would be financed by the Federal Republic of Germany, the expansion of certain route sections for more than 120 km / h only began in 1991. However, the Deutsche Reichsbahn had no correspondingly fast locomotives available. New, fast locomotives had to be procured. It was remembered that the 212 series was originally designed for 160 km / h. After four pre-series locomotives (212 002 to 212 005, the serial number 001 was not reassigned because of the former designation of the 243 001 as 212 001), 35 series locomotives were delivered, already designated 112 006 to 040. A decision was made against the 252 series developed by LEW at the time , which was originally also to be delivered in a 160 km / h version for fast passenger train traffic. In addition to the technology of the 243, which had already been tried and tested for years, the decision made at the time to purchase only four-axle electric locomotives in the future was likely to have been the decisive factor in purchasing the 212 series. The 35 locomotives of the 212.0 series (from 1992 the 112.0 series) were first used on the Berlin – Dresden line, which has meanwhile been upgraded for 160 km / h .

Unexpectedly, the 112 then became a symbol for German unity , because it was the first locomotive series that was procured jointly by both railway administrations. It was agreed that the DR and DB would each order 45 locomotives of the slightly improved class 112.1 from AEG . In the meantime, AEG had taken over its plant in Hennigsdorf , which was expropriated in 1946 . This was done mainly for reasons of labor market policy to support the Hennigsdorf plant, because the Federal Railroad would have preferred a 200 km / h fast and universally usable locomotive with current three-phase current technology like the 120 series .

112.1 in Kargow

The exterior of the 112.1 is particularly noticeable due to the changed lights. Instead of the large and separate headlights and taillights, they are equipped with smaller lanterns. The tail lights are integrated in the housing. Furthermore, the 112.1 were all equipped with linear train control (LZB) from the start.

112 107 in Dresden main station

From the beginning of 2001 the 90 machines of the 112.1 series were not available for high-quality passenger train service due to cracks in the suspension of the roll dampers . The maximum permissible speed was reduced to 140 km / h and all roll dampers were examined. In addition, the dampers must be tested as part of regular maintenance. At the end of January 2001 the first machines were available again with a permissible speed of 160 km / h.

114 039 in Crailsheim
114 039 in Crailsheim

After overcoming a number of teething problems, the 112 found its main field of activity in the newly created Interregio train type , but also hauled one or the other InterCity . With the discontinuation of the Interregio class and the expansion of the RE network with 140 km / h and 160 km / h capable rolling stock, the locomotives are now mainly used in regional traffic. The DB Fernverkehr therefore was January 1, 2004 all of its 112.1 of the DB Regio off in the meantime were three locomotives returned to the long-distance service (in exchange with the series 120.2 - five locomotives). In October 2016, the operational locomotives were all subordinate to the Regio division and were distributed across the depots in Kiel (33), Berlin-Lichtenberg (18), Cottbus (12), Stuttgart (9), Rostock (6) and Magdeburg (2).

DB class 114.0

114 036-7 in Neustadt (Dosse)

All 38 class 112.0 locomotives were re-designated as class 114 on April 1, 2000 , because from then on they belonged to DB Regio's inventory, while class 112.1 remained in long-distance service. Thus, one wanted to avoid confusion between the two series and thus also between local and long-distance traffic. When the vehicles of the 112.1 series were also added to DB Regio's inventory, the 114 series was not redesignated. There are also some detailed differences between the 112.0 and 112.1 series, which exist similarly within the 143 variants. The operational locomotives were based in October 2016 in the depots in Frankfurt (Main) (22), Stuttgart (7), Magdeburg (4) and Rostock (2).

DB class 114.1 and 114.3

Numerous machines from the 143 series are used in local passenger transport. The maximum speed of 120 km / h proves to be a hindrance, especially on longer RB and RE connections with few intermediate stops, especially since the fleet of vehicles is often approved for 140 or 160 km / h. Due to their structural similarity to the 112.0 (114) series, it was decided in 2006 to convert some of the 143 series locomotives to 140 km / h or 160 km / h for the purpose of retiring much older, but 140 km / h faster locomotives of the 110 series.

First the 143 171 was rebuilt. It was given the road number 114 101 and was approved for a top speed of 160 km / h. As part of these modifications, the previous pantographs were exchanged for new ones of the type SSS 87, which are equipped with a contact strip breakage monitoring system. The ratio between the drive motor pinion and the large wheel has been changed, the train control and braking equipment has been adapted to the higher speed, the anti-skid software has been modified and the front window has been reinforced. In addition, roll dampers were installed between the locomotive body and the bogie frame. This locomotive was now considered class 114.1.

Second, the 143 120 was converted for a top speed of 140 km / h, and 114 301 was also given a new company number. In doing so, it was possible to dispense with changing the translation and the roll dampers. The locomotive was run as the 114.3 class. The 114.3 class locomotives are now being operated under their original number.

The use of the two converted vehicles took place in addition to testing in pure test operation as well as in regular planned operation from the Magdeburg site. The cost of upgrading it to 160 km / h is around € 300,000 per locomotive  , and converting it to a speed of 140 km / h is significantly cheaper at around € 48,000 (figures from 2007). For this reason, only an increase in speed to 140 km / h was pursued; in 2007, conversions began on other machines.

In Trier, among others, there are some 114.3s that have been converted for 140 km / h, but they are still run as class 143 locomotives and only used up to 120 km / h. An approval for 140 km / h by the Federal Railway Authority never took place. The standard conversion for 140 or 160 km / h is no longer being pursued by the DB.

DB 755 025

755 025 Dessau plant September 13, 2001

The Central Machine Technology Center (formerly the Test and Development Center (VES-M) Halle ) also needed a fast electric locomotive for their measurements and test drives. The test locomotives of the E 18 series no longer met the increased requirements. In mid-1992 she was assigned the 112 025 locomotive (class 112.0), which was later renamed as the railway service vehicle in 755 025. The locomotive is now number 114 501. It was parked in 2015 when the deadline expired.

construction

The locomotives run on two two-axle bogies. To remove small foreign bodies on the track, track clearers are attached to each end member. The wheel sets are guided into the bogie frame with the help of lemniscate links , the primary suspension consists of two coil springs per axle bearing. The wheel sets are on roller bearings. The locomotive body is supported by six Flexicoil coil springs with parallel-connected vibration dampers on the bogies, the pivot pins are elastically supported in both transverse and longitudinal directions. The structure consists of the main frame on which the two driver's cabs and the side walls are attached, and four roof hoods that can be removed for maintenance purposes. The locomotive body is a self-supporting welded construction. The locomotive gets its characteristic appearance from the longitudinal beads on the side walls. Components requiring cooling, v. a. Traction motors, braking resistors, thyristors and the main transformer are supplied with outside air by fans through closed ducts in the sloping roof.

Each axis has its own drive motor. The bearings and the power transmission take place on both sides via the DR-standard conical ring spring drive . The 143 and 112/114 series differ in the gear ratio and additional roll dampers between the box and bogie frame. The motors have been developed from those of the 155 series and can also be exchanged with these via an adapter, but this is not used. The main transformer is an oil-cooled three-legged transformer common in electric locomotives. The drive motors ( single-phase series motors ) are controlled on the high-voltage side via a step controller with 30 speed steps. A thyristor controller enables stepless switching between the speed levels and thus also a stepless power setting. The control commands of the driver and the status information of the devices come together in a complex electronics cabinet, implemented using slow, interference-free logic technology .

The actual driving control takes place semi-automatically as standard, in that the train driver preselects a speed and a maximum tractive force. The electronics then regulate the target speed via switchgear commands and the electric brake and automatically monitor the motor voltage, current, contact line voltage, overcurrent and speed differences between the axles due to the tendency to skid. In order to avoid wear and tear on the rear derailleur after reaching the target speed due to permanent alternation of driving and braking, especially on a bumpy route profile, the driver can use toggle / push buttons to choose between four special programs that give the electronics the commands "Drive only" (electric brake remains deactivated, if the vehicle exceeds the preselected speed), "Braking only" (If the vehicle falls below the preselected speed, no further gear steps are activated, but if the speed is exceeded, the electric brake intervenes to correct it), "Free run-out" (the switching mechanism runs down in Level 0) or "Conditional coasting" (the switching mechanism descends in level 0 after reaching the preselected speed once). The special programs can be deactivated again with the toggle button "Delete special programs" or by setting a new target speed. In emergency mode, an up -down control (auxiliary control) that is redundant to the main control works , while the functions of the main control continue to be used in push-pull train operation, although the speed levels are then also mostly controlled using up-down commands (e.g. control car of the BA 482, 761 to 765). The BA 766 control car uses the maximum specified pulling force for push-pull operation and thus regulates the speed levels itself, but not the speed. The full speed control of the locomotive is only active when controlling double-decker control cars of the BA 760 .

The single-arm pantograph of the 143

The braking system consists of an indirect KE air brake, a direct additional brake and the electrical resistance brake. A direct-acting auxiliary brake is available for maneuvering and holding the train when it is stopped. In the event of service braking with the driver's brake valve, the indirect compressed air brake acts first. Their pilot air determines the brake setpoint via a pressure resistor, which the locomotive tries to achieve with the low-wear electrodynamic brake, with the effectiveness of which the compressed air brake is switched ineffective via a solenoid valve. If the electrical braking effect is not sufficient, the difference to the setpoint is automatically compensated by the compressed air brake. The electrical energy generated by all four traction motors when braking is converted into heat in a shared braking resistor and dissipated by a fan. The regulation takes place via a thyristor half-bridge circuit. The electrodynamic brake is dependent on the contact line, i. H. the electric brake does not work if the main switch has tripped due to undervoltage on the contact line.

On the roof, in addition to the single-arm pantographs used as standard for DR locomotives for the first time, there are roof dividers, main switches and antennas for the train radio .

The ergonomically designed and insulated driver's cabs have air conditioning that is sensational for the GDR . Ergonomics and design were carried out by the University of Industrial Design in Halle, Burg Giebichenstein .

Detail of a technical drawing of the electric locomotive number 243 190 of the Deutsche Reichsbahn

equipment

In recent years there have been numerous conversions, so that the number of variants of the 143 series is almost impossible to keep track of. Of course, all machines have a safety driving circuit and punctual train control . Originally it was the PZ 80 developed in the GDR. A door control was originally only installed as part of the DR push-pull train control. The variants that are currently still available can be summarized as follows:

  • 143-S: for S-Bahn traffic
  • 143-R: for regional traffic
  • 143-F: Variant for push-pull trains with DR double-decker cars with 34-pin control line
  • 143-W: Variant for push-pull train traffic with former Silberlingen ( n-car ) with a 36-pin control line

A PZB of type I 60 R, which has meanwhile been brought to the PZB 90 function status via software update, is installed in the 143-S and part of the 143-R. The original PZ 80, which was upgraded to the PZ 80R with PZB-90 functionality using a retrofit kit with a computer core, has some 143-R and all 143-F and -W. At least 30 143-R and all 112.1 have an LZB 80 on- board unit for linear train control , which also offers the PZB-90 functionality .

All 112, 114 and 143 have had a conventional push-pull train control (KWS) via the 34-pin control cable that is common at DR. The 143.8 were also capable of double traction in this way. A special multiple connection cable with red plugs was used for this. For push-pull train operation with modern control cars, all 112, 114, 143-S and 143-R have a time-multiplex push-pull train control (ZWS), which - with the exception of the 143-S - also has the addition for double traction (ZDS).

All machines now have door blocking from 0 km / h ( TB0 ), which represents the minimum standard for door controls. With the exception of variant W, all 143 series have a frequency-multiple train control (FMZ), which enables side-selective door control with monitoring and thus self-handling by the driver (SAT). Variant S also has handling microphones with which the external loudspeakers of the x-cars can be controlled and, if necessary, handling can also take place from the platform. With variant R, the technology-based dispatch procedure (TAV) was made possible by retrofitting , in which it is no longer necessary to monitor the processes on the train during dispatch. The emergency brake override (NBÜ) and the electropneumatic brake (ep) according to UIC 541-5 have been retrofitted on 20 machines of variant R. Both are prerequisites for train traffic, for example in the new Mainz railway tunnel and in the north-south long-distance railway tunnel in Berlin.

All machines have an electronic train destination display in the passenger information system. With the variants S and W, the train destination can only be set directly on the display, while the displays of the other variants are bus-compatible, i.e. can also be set from the control car if this is equipped for this. The GPS-controlled stop announcement from the voice memory and the intercom connection to the emergency call stations in the passenger compartment are also limited to the R and F variants and a few S-Bahn locomotives.

A computer unit for the electronic EBuLa book timetable is available on all locomotives and has been in use since 2003. Also in 2003 all locomotives were equipped with electronic energy consumption measuring devices (TEMA) for energy billing. The two systems are gradually being connected so that the energy consumption can be read on the EBuLa display; This will be followed later by driving recommendations for energy-saving driving. The Dako anti-skid was removed due to malfunctions, the 143-R and -S now have a Knorr anti-skid, which also supports the anti-skid protection through selective braking of skidding axles. Almost all machines have a Knorr D2 self-regulating valve installed as the driver's brake valve; only a few 143 still have a Dako valve. In contrast, the Dako additional brake valve is still widespread, but the majority of the additional brake valve is now a Knorr type.

The locomotives of the class 112.1 were already equipped by the manufacturer with on-board units LZB 80 as well as the time-division multiplex push-pull and double traction control (ZWS / ZDS). An FMZ for self-handling by the Tf is also available, later supplemented by the TB-0 functionality, as well as a non-bus-compatible matrix train destination display. Some of the machines have since been further adapted to the requirements of local transport and now have, in addition to the requirements for the technically based dispatch process, a GPS-controlled passenger information system with LED train destination display and intercom connection for passenger emergency calls.

Factory plate of the 212 001

In contrast to the 143 and 114, the 112s each have a modern driver's brake and additional brake valve embedded in the driver's desk. From the beginning there was an emergency brake override (NBÜ) and a control unit for the electropneumatic brake (ep) according to the DB system (meanwhile on all machines out of operation), which meanwhile in some of the machines by an NBÜ / ep according to UIC 541-5 separate nine-pole control line was replaced.

The 114 series locomotives now have ZWS / ZDS, FMZ / TAV and GPS-FIS. The brake valves are from Knorr. All locomotives have an NBÜ / ep in accordance with UIC writing 541-5, but some locomotives are out of service.

After the reunification of Germany, all LEW manufacturer's plates on the exterior of the locomotive were removed.

literature

  • Michael Dostal: Classes 112, 143. Modern electric locomotives for all of Germany . GeraMond, Munich 2000, ISBN 3-932785-50-9 .
  • Gottfried Köhler: Newly developed electric locomotive BR 212/243 for the DR . In: The model railroader . Volume 31, No. 7 . transpress Verlag, 1982, ISSN  0026-7422 , p. 4-6 .
  • Wolfgang Faust: The new electric locomotive is being tested . In: The model railroader . Volume 33, No. 10 . transpress Verlag, 1984, ISSN  0026-7422 , p. 4 .
  • Michael Gröbner: Class 143. In the driver's cab . In: Lok-Magazin . Volume 41, No. 250 . GeraNova Zeitschriftenverlag, 2002, ISSN  0458-1822 , p. 48-51 .

Web links

Commons : DR Series 243  - Collection of Images

Individual evidence

  1. ↑ a b c accidents and fires BR 143. In: www.br143.de. May 17, 2006, accessed May 6, 2019 .
  2. ↑ a b c 500. Series locomotive since 1984 for the Deutsche Reichsbahn . In: The Federal Railroad . No. 12, 1989, p. 1116.
  3. ↑ Vehicle portrait LEW 20967. In: http://br143.lok-datenbank.de . Retrieved May 6, 2019 .
  4. ^ The BR 143 of the DB. In: www.br143.de. Retrieved April 23, 2016 .
  5. ↑ Series locomotives on www.br143.de
  6. ↑ Robust, reliable and nevertheless soon dispensable? In: railway magazine . No. 6 , 2016, ISSN  0342-1902 , p. 32 .
  7. ↑ Less and less “Trabis” . In: railway magazine . No. 1 , 2019, ISSN  0342-1902 , p. 24 .
  8. ↑ Ril 493.0143 locomotives serve series 112/114/143
  9. ↑ message return of the 103 . In: Eisenbahn-Revue International , issue 3/2001, ISSN  1421-2811 , p. 101.
  10. ↑ Message Renewed problems with roll damping . In: Eisenbahn-Revue International , issue 3/2001, ISSN  1421-2811 , p. 102.
  11. ↑ DB locomotives and railcars . As of July 1, 2011. In: Eisenbahn-Kurier (Ed.): Eisenbahn-Kurier-Aspects . tape 32 . EK-Verlag GmbH, 2011.
  12. ↑ 114.3. The 143 GTI goes into series production . In: turntable . No. 202 , 2007, p. 28 .
  13. ↑ DB locomotives and railcars . As of July 1, 2010. In: Eisenbahn-Kurier (Ed.): Eisenbahn-Kurier-Aspects . tape 30 . EK-Verlag GmbH, 2010.
  14. ↑ BR143.de - vehicle portrait LEW 21318