DR series 252
| DR class 252 DB class 156 MEG 801–804 |
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|---|---|
 Vehicle 804 of the Central German Railway Company in the Dessau Aw
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| Numbering: | DR 252 001–004 DB 156 001–004 MEG 801–804 |
| Number: | 4th |
| Manufacturer: | LEW / AEG |
| Year of construction (s): | 1991 |
| Axis formula : | Co'Co ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 19,500 mm |
| Height: | 4,650 mm (lowered pantograph) |
| Width: | 3,100 mm |
| Trunnion Distance: | 11,290 mm |
| Total wheelbase: | 14,660 mm |
| Smallest bef. Radius: | 140 m |
| Service mass: | 120.0 t |
| Wheel set mass : | 20.0 t |
| Top speed: | 125 km / h |
| Hourly output : | 5,880 kW |
| Continuous output : | 5,580 kW |
| Starting tractive effort: | 361 kN |
| Performance indicator: | 49.0 kW / t |
| Driving wheel diameter: | 1,250 mm (new) or 1,160 mm (worn) |
| Power system : | 15 kV 16.7 Hz ~ |
| Power transmission: | Overhead line |
| Number of traction motors: | 6th |
| Drive: | LEW conical ring spring |
| Brake: | Compressed air brake and electrical resistance brake |
| Train control : | SIFA, PZ80, PZB 90 |
The class 252 (from 1992: class 156 ) was the last new development of an electric locomotive for the Deutsche Reichsbahn . It was intended as a supplement to the DR series 250 , in other series as a successor to the DR series 251 on the Rübelandbahn electrified with 25 kilovolt 50 Hertz and also as a locomotive for transit traffic with a top speed of 160 km / h on the main line to be expanded West Berlin – Hanover via Berlin-Staaken – Oebisfelde should be used.
The last two projects, however, never came to fruition. Since there was no longer any need for these locomotives in conventional AC technology after the reunification of Germany due to the rapid decline in freight traffic, the order that had already been placed for the first delivery series of 70 locomotives was canceled. A total of 350 copies in several delivery series were planned up to 1995.
history
prehistory
In 1955, the Deutsche Reichsbahn was able to resume electric train operations after locomotives and material that had to be returned to the Soviet Union as reparations after the end of the war had been brought back. Up until 1970, it was possible to electrify a large number of route kilometers, especially in the Saxon region, as a result of which the proportion of electrified routes in relation to the overall network increased to eight percent by 1970 (for comparison: 29 percent for the Deutsche Bundesbahn ). After that, because of the high costs of electrifying the line, the use of diesel locomotives was a priority. The oil crisis at the beginning of the 1980s, however, forced a rethink, so that the expansion of the electrified network has now been pushed forward again. The many kilometers of line electrified in just a few years created a very high demand for additional electric locomotives. At the end of the 1980s, many new electric locomotives were already in use at the DR. Heavy freight traffic was characterized by the 250 series , which was also used in heavy express train traffic. The universally applicable 243 series has also been supplied since 1984 . These two series represented the most important representatives of electric locomotives for the Deutsche Reichsbahn, together with the 211 and 242 series, which had been in use since the 1960s . Due to the steadily increasing train loads, the latter often had to be used in uneconomical double traction.
Although over 500 new class 243 locomotives had been delivered from 1984 to the end of 1989, it was still not possible to completely do without the prewar class 244 and class 254 locomotives , some of which had now been in service for more than 50 years and urgently needed more modern vehicles should be replaced.
It was also considered to replace the class 251 locomotives on the Rübelandbahn operated with 25 kilovolt 50 Hertz with more modern successors. There were considerations to electrify the access route in the direction of Halle and to switch electrical operation on the Rübelandbahn to the usual 15 kilovolt 16.7 Hertz (24).
In addition, talks between the GDR and the Federal Republic began in 1987 with the aim of significantly accelerating rail transit traffic between the FRG and Berlin (West), with the electrification and upgrading of the Berlin – Hanover line for speeds of up to 160 km / h planned. For this purpose, the acquisition of a 160 km / h locomotive by the DR was planned.
After a specification for the new series had been drawn up, DR first ordered four prototypes from VEB Lokomotivbau Elektrotechnische Werke , which were manufactured in the Hennigsdorf plant (near Berlin). These locomotives were designated as the 252 series.
Testing and presentations of the prototypes
The 252 004, still named according to the old DR scheme, was transferred to Leipzig on March 10, 1991 by the 243 001 (now AEG works locomotive) and a measuring car, where it was presented to the public for the first time at the Leipzig trade fair. A short time later, further presentations were given as part of an exhibition in Berlin-Wannsee. On July 5, 1991, 252 001 was in the Wustermark depot for presentation .
The extensive testing took place in the Halle (Saale) area and later as far as the Berlin area. After a brake inspection at 252 002 was carried out on November 29, 1991, it was used in front of scheduled trains and these operations were used for staff training. At the beginning of March 1992 the four locomotives were assigned to the Dresden depot, Friedrichstadt division. At the same time, further attempts were made, including in front of heavy coal trains.
The 156 004, already named according to the new joint scheme of DR and DB, was a guest in March 1993 for tests at the central office machine technology of the DR in Halle (Saale), while the 156 002 completed some test drives at the Federal Railway Central Office in Minden. The other two machines were meanwhile parked in Dresden-Friedrichstadt due to minor damage .
Reasons for not procuring a series
At that time, the Deutsche Bundesbahn had already gained experience with series 120 with series-built three-phase locomotives , which are considered to be significantly more economical. In contrast, the class 156 was still a conventional single-phase alternating current locomotive. In this respect, there was little interest in a completely newly developed alternating current locomotive after German reunification.
Accelerated by the reunification of Germany , the plans to upgrade the conventional Berlin – Hanover railway line were discarded in favor of building a new high-speed line for speeds> 200 km / h. The procurement of a 160 km / h variant of the 252 series for traffic between Berlin and Hanover had become obsolete.
The newly founded Deutsche Bahn (DB) now had to weigh up the advantages and disadvantages of the series 112 and 156, which were due for series production . The DB no longer wanted to procure six-axle locomotives, as these entail significantly more effort in production and maintenance than the four-axle machines that are now favored. Furthermore, due to the sharp decline in freight traffic after the fall of the Wall, there was no longer any need for pure heavy freight locomotives. In favor of the order for the 112 series, however, was the fact that it was a passenger locomotive that had already been fully developed by the DR but had not yet been ordered in series. Since there was an increased need for passenger locomotives with a top speed of 160 km / h, the decision was made to build series production in favor of the 112 series. The four 156 series machines that had already been manufactured remained unique.
commitment
Used by DR and Deutsche Bahn until 1998
The locomotives were located at the Dresden-Friedrichstadt depot . While retaining the serial number, the prototypes were redrawn as the 156 series on January 1, 1992, according to the DB and DR series scheme. The official commissioning of the four locomotives in the inventory of the Deutsche Reichsbahn took place until February 1992. Despite their comparatively low maximum speed, their use was not only limited to heavy freight trains in the Dresden area, but especially in the early 1990s, the locomotives were often able to move ahead of passenger trains and seldom encountered even before long-distance trains. The locomotives of this series were regularly used for a certain period of time before an express train to Nauen and thus even reached the Berlin area. Schedule for the series 156 from 1993 shows the services for freight trains with the destinations Chemnitz-Hilbersdorf , Reichenbach (Vogtl.), Leipzig-Stötteritz or Engelsdorf, Hosena (then still Hohenbocka), Freiberg (Sachs.) Or even Berlin-Pankow also deployments in front of passenger trains, e.g. B. on the route Dresden-Neustadt - Cottbus - Frankfurt (Oder) and, in front of some interregios, on the steep Saxony-Franconian main road between Dresden and Reichenbach.
To use the Series 156 also came before the D 438/439 mid-1992 between Dresden and Nauen, although the expansion of the Berlin-Dresden in sections of 160 km / h had already been completed and the German Reichsbahn faster locomotives of the new 112 series possessed .
But the locomotives also stayed regularly in Leipzig, Cottbus, Senftenberg and Hoyerswerda. The main area of application of the 156 series, however, was heavy goods traffic on the route between Dresden and Reichenbach (Vogtl), whereby the fulcrum of all operations remained in Dresden.
Used by DB Cargo and Railion
After the locomotives came to DB Cargo in 1998 , things seemed to be bad for the four machines, because as a fragment type, it was likely that they would soon be eliminated. In mid-1998, 156 002 suffered damage due to a shunting accident.
At around the same time, main inspections of most of the locomotives were due. Thanks to the commitment of the Dresden plant, despite the loner status of the 156 series, renewed main inspections (IS 703) were carried out, which lasted until early 2002 for the 156 004 due to a missing spare part. The 156 003 was given a new traffic red paint job with the lettering Railion and lost its orient red outfit with bib.
On the occasion of the Dresden Steam Locomotive Festival in June 2002, all four locomotives were presented to visitors again in the Dresden Altstadt depot.
Furthermore, the machines performed their services in a multi-day cycle in front of freight trains to their traditional destinations. At the same time considered locomotives from 4th February 2002 in the Franconian Forest deliver to them on the franc forest ramp in pusher service use and significantly older machines of the series 150 to replace. Investigations showed that the locomotives were only suitable to a limited extent for this type of use and therefore they were decommissioned on December 15, 2002.
Although it was planned for December, the 156 series was parked on October 18, 2002. The locomotives were parked in a preserved condition in the area of the Dresden-Friedrichstadt freight yard . In contrast to other series that were parked at the same time, the machines were not intended to be scrapped from the start, but rather to be sold. However, the shutdown of some machines left damage, for example rainwater penetrated the 156 002 during shutdown.
Used by the Central German Railway
After the parked machines were sold to Mitteldeutsche Eisenbahn GmbH (MEG) after a year of storage , they were taken out of stock by Deutsche Bahn on September 5, 2003.
The reason for the withdrawal of the four locomotives at DB Cargo is said to have been problems with the allocation of personnel, because only a few locomotive drivers had training for the 156 series (previously 156 004) was the first in service, while the MEG 801 (previously 156 001) was still parked in Dresden-Friedrichstadt until November 2004.
At the moment, they are used at MEG several times a week in front of heavy tank car trains with heating oil. In addition, the locomotives were in action in front of cement trains between Rüdersdorf near Berlin and the Rostock seaport. In spring 2007 the MEG 802 (former 156 002) received a new general inspection and a new MEG paintwork in traffic red , which, however, differs significantly from the previous traffic red paintwork of the DB. Among other things, the locomotives now have a different contrasting surface, which has recently been arranged between the headlights. The new look is strongly reminiscent of the earlier DR paintwork of the former 252 002. Since the machines were taken over by MEG, general inspections for the 156 series have no longer been carried out in the Dresden-Friedrichstadt plant, but in the Dessau plant.
Since January 31, 2007, the class 156 locomotives with a KLV service have been coming regularly from Guben to Neuss as far as the Ruhr area. In the spring of 2007, test drives took place at MEG, during which the MEG 804 was used in front of freight trains together with a class 185 (185 090) locomotive rented from the DB .
156 002 was sold to the Karsdorf vehicle plant in June 2020.
construction
Basic concept
While the concept of the 250 series was largely based on the 242 series, the tried and tested components of the 243 series were adopted in the development of the 252 series. Due to the short time between the completion of the technical conditions and the delivery of the sample locomotives of less than a year, these four advance locomotives primarily served as test vehicles for various newly developed assemblies.
252 002 to 252 004, for the first time for a DR locomotive, received a static converter for the three-phase electrical system and a microcomputer control for generating the three-phase current via an electronic converter . This three-phase current is only used for auxiliary drives, not for the traction motors.
drive
The 252 series has two three-axle bogies that have a steel frame and largely correspond to those of the 250/155 series. The cross-sections of the transverse and longitudinal beams are box-shaped. The main cross member receives the pivot. Cylindrical roller bearings guided with lemniscate links are used as axle bearings . 252 001 has a wheel flange weakening of 10 millimeters on the middle wheel set. The other 252 002 to 004 did not use this wheel flange weakening. At the request of the DR, the axles cannot be shifted laterally in order to be able to use uniform bearings on all wheelsets. For the series version of the 252 series, however, it was planned to ensure that the central axis could move laterally again (similar to the version in the 250/155 series). In 1993/94, the 252 001 and 003 in the AW Dessau received side-shifting center wheel sets that allow a play of one millimeter. Four coil springs per wheel set, which are damped vertically by two hydraulic dampers, form the primary suspension. Additional rubber washers are also connected in series to ensure better structure-borne sound insulation.
drive
The locomotives have a conical ring spring drive from LEW. Half of its mass is cushioned on the axle with conical ring springs, the other half rests on the bogie frame with rubber compression springs.
Locomotive body and braking equipment
The four locomotives have a fully welded, self-supporting, lightweight steel locomotive body . This is similar to that of the DB class 120 and is inclined by 19 ° in the upper area of the front and 9 ° in the lower area. This results in a drag coefficient of 0.45. For an optimal head shape, tests were carried out in the wind tunnel of the Technical University of Dresden . The skylights over the engine room are divided into three sections and can be removed. The doors lead into the engine room, in which there is a side passage. From there, doors can be used to access the driver's cab.
The screw coupling and the high-performance buffers conform to UIC guidelines 520, 521 and 527-1. There is also a snow plow on the buffer carrier.
The driver's cabs correspond to those of the 243 series and guarantee a maximum noise level of 78 dB (A) at a top speed of the locomotive of 120 km / h . In contrast to the 112 and 243 series, the side windows are designed as sliding windows.
The 252 series has the following braking devices:
- automatic, multi-release compressed air brake with integrated additional brake
- non-independent additional compressed air brake
- mechanical parking brake
- Contact line dependent electrical resistance brake
The locomotives also have an anti-skid system from Knorr (type MGS 1.20)
Electrical equipment
Roof equipment
As with the Series 243 are current collectors in single-arm design of the type VSH2F2 used. There are also two manually operated roof disconnectors type TES8F3 and a compressed air circuit breaker of type DAT 4a with a breaking capacity of 300 MVA. The use of a further development (referred to as DAT5) was planned for the serial delivery that was no longer realized.
Instead of running boards on the roof, non-slip coverings were laid to save energy.
Main transformer
An oil-cooled core transformer with three legs is used in each of the locomotives of this series . This consists of a variable transformer with 31 taps and a fixed power transformer with a fixed gear ratio. The primary and secondary windings are split and each feed three traction motor circuits in order to limit the short-circuit currents. Special windings are used by the systems for auxiliary operation and brake excitation as well as for electrical train heating. The main transformers are manufactured by Transformatorenwerk Oberspree (TRO).
control
The power is controlled by a high-voltage switchgear. This consists of a tap selector, a thyristor controller and a control switchgear and is attached to the main transformer. The design allows the traction motor voltage and consequently the tractive force to be set almost continuously, which leads to a high level of utilization of the coefficient of friction between wheel and rail.
Traction motor circuit
In the 252 series, the driving circuit is set up as a parallel connection of three 16.7 Hz single-phase series motors on the two secondary windings of the power transformer. The drive motors of the type ECFB 1110-127 from Sachsenwerk GmbH, Dresden, are identical to those of the 243 series, but have a higher hourly output (980 kW instead of 930 kW for the 243 series). It was planned to equip the series machines with motors of higher power (corresponding to the 212/112 series). Thus a total output of 6,300 kW (hourly output) would have been achievable.
Electric brake circuit
The electrical resistance brake is built up by connecting the six traction motor fields in series and the six separate traction motor armature circuits with a separate part of the braking resistor. This structure counteracts sliding processes.
Three-phase electrical system
The first of the locomotives (252 001) still has the rotating converter from Sachsenwerk GmbH, Dresden, known from the 250 series (later 155 series). This consists of a 380-volt / 16.7-Hertz single-phase asynchronous motor with an auxiliary capacitor phase and a 380-volt / 50-Hertz three-phase synchronous generator and is arranged vertically in the machine room. The three-phase current is used for various auxiliary operations, for example the drive motor fan.
In contrast to 252 001, locomotives 252 002–004 have a static converter made by ELIN Union, Vienna. For optimal security of supply, a semi-controlled input rectifier, a common voltage intermediate circuit, four separate transistor inverters, each feeding their own three-phase network, and redundancy protection in the event of an inverter failure by regrouping the loads were selected. The total auxiliary power is 120 kVA, with each of the four inverters designed for 40 kVA. In the absence of spare parts, 156 003 (2017) and 156 004 received the classic rotating converter as part of their last main inspections, as was already the case with the 156 001. 156 002 is currently switched off because there are no more spare parts for the static converter. A conversion to a rotating converter is planned. However, this is done by the new owner, the Karsdorf vehicle factory. (2018)
Control circles
Different solutions for the control and regulation loops were used in the four prototypes. 252 001 and 252 002 have, similar to the 112/243 series, wired LEW control electronics based on highly integrated LSL circuit technology. Plug-in cards serve as the basis for the circuits and components, which are arranged according to their functional relationship and are located in an EGS swivel frame in the rear wall 1 of the driver's cab.
The locomotives 252 003 and 252 004 have a SIBAS -16 microprocessor control (SIBAS = Siemens Railway Automation System) from Siemens . The software for this was jointly developed by Siemens and LEW. The main computer and a replacement computer are located in the rear wall of the driver's cab 1. There are also four SIBAS-KLIP stations distributed in the locomotive. There is a display in the driver's cab to show operating conditions and diagnose faults.
As part of the last main inspections, the SIBAS computers were removed from both machines and technically adapted to the other two machines. All four locomotives also received a time-division multiplex double traction control (ZDS)
Train protection devices and special devices
The class 252 locomotives have a point train control system (PZB) and a mobile radio receiving and transmitting system (MESA). The train radio antenna is located above driver's cab 2.
Furthermore, the locomotives are equipped with a safety driving circuit (Sifa) and have a 13-pin UIC coupling and a train busbar with a nominal output of 800 kVA for passenger train service .
The MEG 801 (formerly 252 001) has had a double traction control system since 2007, which allows use in double traction with locomotives of the 112, 114, 143 and 156 series.
Traction ability
Designed as a heavy freight locomotive, the 252 series is able to move high train masses. The friction mass of the machine is 120 tons. The adjacent table shows the traction capacity at certain speeds and the remaining traction reserve.
With a homogeneous composition, InterCargo trains can even be pulled at speeds of up to 120 km / h or with a mass of up to 1800 tons without additional traction reserves.
| Series 252 traction | ||
|---|---|---|
| Drawbar mass / art | speed | Traction reserve |
| 3000 t block train | 100 km / h | 3 N / kN |
| 2200 t through freight trains | 100 km / h | 2 N / kN |
| 1700 t InterCargo trains | 110 km / h | 2 N / kN |
Coloring
| 1994 | |
|---|---|
| 156 001 (DR) |
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| 156 002 |
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| 156 003 |
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| 156 004 |
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| 2002 | |
| 156 001 |
|
| 156 002 |
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| 156 003 |
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| 156 004 |
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| 2007 | |
| MEG 801-803 |
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| MEG 804 |
|
When they were delivered, the four locomotives not only differed in their technical components, the vehicles were also designed in different colors. At the factory three of the four units had a locomotive box in signal red ( RAL 3001), only 252 003 was delivered in oriental red.
While the frame on 252 001, 002 and 004 was painted dark gray, 252 003 was given a frame in the same color as the locomotive body, which was set off on the sides with a white decorative line.
In the front area, 252 001 was kept very simple. 252 002 and 004 had a bright contrasting area between the headlights, on which the engine number was written in negative letters. The 252 003 was provided with a bib typical of DB.
Different variants were chosen for the arrangement of the locomotive number and the ownership features. In contrast to the 143/243 series , none of the locomotives had metal locomotive plates .
In 1999, 156 003 was the first of its series to be painted traffic red ( RAL 3020) with Railion lettering on the sides, after the orient red paint had already faded considerably. It lost the Railion lettering a year later in favor of a DB logo (colloquially known as the "DB cookie"). Although the three other locomotives were also painted in traffic red, there were still differences. 156 001 and 002 were provided with DB Cargo lettering, 156 004 only with an oversized DB logo .
When the machines were taken over by MEG, all vehicles received the MEG emblem as a new property feature. Since 2007, the appearance of the locomotives has changed in the course of general inspections. Unchanged traffic red, it is strongly reminiscent of the DR paintwork of 252 002 and 004 thanks to the bright contrasting surface between the headlights.
On the occasion of the ten-year anniversary of the Central German Railway, MEG 803 was given a special paint job, which was presented on September 5, 2008. In 2009, the MEG 804 was the last to be painted in the current MEG color scheme.
Different DB Cargo liveries
MEG 803 in Berlin-Schönefeld
MEG 803 with new paint
MEG 803 with new paintwork in Berlin-Schönefeld
MEG 804 freshly painted in the AW Dessau, July 28, 2009
Further technical adjustments since 2008
For more reliable use of the four locomotives, MEG decided to equip all four locomotives with the ZDS control system in cooperation with the Dessau plant and thus to further adapt the control technology to the 143 and 155 series locomotives also used in the company. This enabled both an improvement in the reliability of the four locomotives and a better use together with machines from the respective other series. The control technology of the four prototypes of the 252 series, which in some cases even differed between the examples, required significantly more maintenance and the supply of spare parts for defective components was sometimes difficult.
See also
literature
Books
- Dieter Bäzold, Günther Fiebig: German Locomotive Archive: Electric Locomotives. Transpress-Verlag, Berlin 1992, ISBN 3-344-70748-5
- Michael Dostal: Classes 112, 143. Modern electric locomotives for all of Germany. GeraMond Verlag, Munich 2000, ISBN 3-932785-50-9
- Thomas Estler: The great locomotive type book. Transpress-special, Transpress-Verlag, Stuttgart 2004, p. 212, ISBN 3-613-71247-4
Magazines / Articles
- Christian Urbanke: Modern control and information technology on rail vehicles. (Spec. SIBAS) In: Glasers Annalen: Journal for railway engineering and traffic engineering. No. 110, June / July 1986, pp. 223-231, ISSN 0373-322X
- Eisenbahn-Kurier 3/91, 5/91, 10/91, 07/01, 01/03, 09/03, 10/03, 11 / 03-01 / 04, EK-Verlag, Freiburg ISSN 0170-5288
- Ekkehard Gärtner / Horstmar Seyfarth: The new electric locomotive of the class 156 of the Deutsche Reichsbahn. In: Glasers Annalen: Journal for railway engineering and traffic engineering. No. 116, October 1992, pp. 406-415, ISSN 0373-322X
- LOK Report 8/91, 5/92, 6/92, 12/93, working group LOK Report e. V. ISSN 0344-7146
- Miba: the railroad in the model 06/01, MIBA-Verlag ISSN 0723-3841
Other publications
- SIBAS ® 32 - The control system for all rail vehicles , brochure from Siemens Transportation
Web links
- Website of the Mitteldeutsche Eisenbahn GmbH
- Model series 156 at Modellbau-Wiki.de
- Bahn-Galerie.de - series (UIC) 91 80 6 156
Individual evidence
- ↑ a b c d Dieter Bäzold, Günther Fiebig: German Locomotive Archive: Electric Locomotives . Transpress-Verlag, Berlin 1992 ISBN 3-344-70748-5
- ↑ Didier Bauziere: VEB rail battle . Verlag IKS Garamond, 2000 ISBN 3-934601-40-5
- ↑ Horst Regling: Rail Traffic in the GDR - Volume IV . TRANSPRESS, Stuttgart 2002 ISBN 3-613-71203-2
- ↑ Thomas Estler: Classes E 11 / E 42 - The first new electric locomotives of the Deutsche Reichsbahn . GeraMond, Munich 2004, ISBN 3-7654-7107-0
- ↑ Michael Dostal: Classes 112, 143. Modern electric locomotives for all of Germany . GeraMond, Munich 2000, ISBN 3-932785-50-9
- ↑ a b c d e f Ekkehard Gärtner / Horstmar Seyfarth: The new electric locomotive of the class 156 of the Deutsche Reichsbahn . In: Glasers Annalen: Journal for railway engineering and traffic engineering . No. 116, October 1992, pp. 406-415, ISSN 0373-322X
- ↑ a b Personal conversation with a former Dresden class 156 train driver
- ↑ a b In the train of time - Schnellbahn Berlin – Hanover . In: Modelleisenbahner 01/1991, page 9, T&M Verlagsgesellschaft Berlin
- ↑ Precisely calculated (test report on the H0 model with explanations about the prototype). In: Modelleisenbahner 07/2001, page 84, MEB-Verlag GmbH, Bad-Waldsee
- ↑ Modelleisenbahner 05/1991, page 17, T&M Verlagsgesellschaft Berlin
- ↑ Eisenbahn-Kurier 05/1992, page 23, EK-Verlag Freiburg, ISSN 0170 to 5288
- ↑ Turntable - 156 002 in scheduled service . In: Modelleisenbahner 03/1992, page 30
- ↑ Focal Point DR - No 156 in planned service . In: Eisenbahn-Kurier 05/1993, page 19, EK-Verlag Freiburg, ISSN 0170-5288
- ↑ a b The 156 series - shut down after only 11 years! . In: Eisenbahn-Kurier 01/2003, EK-Verlag Freiburg
- ↑ The end of the 150 series in the pushing service on the Frankenwald ramp . In: Eisenbahn-Kurier 04/2003, EK-Verlag Freiburg
- ↑ Series 156. In: triebfahrzeuge.de. September 26, 2003, archived from the original on August 9, 2007 ; Retrieved March 13, 2013 .
- ↑ a b Focus on Deutsche Bahn - Class 156 . In: Eisenbahn-Kurier 01/2004, EK-Verlag Freiburg
- ^ Martin Weltner: Hennigsdorfer Quartet without a successor . In: railway magazine . No. 9 , 2018, ISSN 0342-1902 , p. 47 .
- ^ Locomotive forge Hennigsdorf . In: Modelleisenbahner 04/1993, page 10, T&M Verlagsgesellschaft mbH, ISSN 0026-7422
- ↑ SIBAS 32 - The control system for all rail vehicles. (PDF; 1960 KiB) Siemens , archived from the original on March 14, 2006 ; Retrieved July 17, 2007 .
- ↑ SIBAS 32 - The control system for all rail vehicles. (PDF; 1960 KiB) Guido Studer, accessed on March 13, 2013 .
- ↑ G. Gattermann: MEG locomotive 801 (class 156) ZDS capable . In: Eisenbahn-Kurier 03/2008, page 22, EK-Verlag Freiburg, ISSN 0170-5288
- ↑ Focus on private and regional railways (report on 10 years of the Mitteldeutsche Eisenbahngesellschaft). In: Eisenbahn-Kurier 11/2008, page 19, EK-Verlag Freiburg, ISSN 0170-5288
24th personal conversation with railway specialist Erich Preuss
