DR Class 250
History
The mid-1960s showed that after the Second World War, first by the Deutsche Reichsbahn (DR ) of the GDR purchased electric locomotives of the series E 11 and E 42 the increased power requirements of the traction in freight partially were no longer adequate. Particular, it was objected that the freight locomotive E 42, despite the use in double traction sometimes had difficulties when starting heavy trains in the marshalling yards, and E 11, the performance lacked for accelerating the then heaviest express trains to 120 km / hr.
From the perspective of the head office machines industry, the DR the new power profile for the procurement of a six-axle locomotive, which was actually already planned parallel to the E 11 / E 42, in the procurement but was not taken for capacity reasons. The CoCo Locomotive with the working title E 51 should be able to carry any travel or freight train, and thus be used universally. This goal was reached in 1974 with the prototypes 250001-250003. Manufacturer was, as with all DR- electric locomotives, the locomotive electrotechnical works Beimler Hans Hennig village. Here, the latest state of the art was taken into account, such as the lightweight steel, which resulted in a beaded locomotive body or the Tiefanlenkung the bogies. When furnishing the cab recent findings of ergonomics were considered.
Serial production started after completion of all test runs in 1977. Until 1984, a total of 270 production locomotives were delivered to the DR. Because of her but very functional design and the similarity of their shape with an ISO container, this series was nicknamed " power - container" or "electro - container". At the time of the GDR they hauled each type of train in freight and passenger services, with an emphasis on the heavy freight service. During the years of turning the locomotives were no longer needed by the transfer of freight volume on the road to a great extent. Therefore, some times to the Swiss South-East Railway (SOB ) were rented, but a large portion went to the German Federal Railroad and was used by the depots Nuernberg West and Mannheim under the DB - series designation 155.
The series designation BR 155 locomotives have taken over all of the DR in the course of the series approximation scheme from 1992.
Has on the areas of operation to this day virtually nothing changed, but the locomotives are now focused on the operation works Seddin and Mannheim Rbf. After the third stage of the railway reform, the locomotives were the DB Cargo division, from 2003 Railion, now DB Schenker Rail slammed, what the de facto end of the inserts in passenger related. The locomotives are now used throughout the rail network of the DB and are practical to be found on any type of freight trains. Preferably, the locomotive in heavy mining and chemical transport, and also before fast container trains, even on the high-speed lines used.
In recent years there have been repeated problems with the bogies of the locomotive, so that the speed limit had to be lowered to 80 km / h at times. Also includes numerous machines were retired due to various damages and for obtaining spare parts. Every now and then was a complete phase-out of the series 155, which is now one of the older locomotives of the Deutsche Bahn are contemplated. Since the summer of 2006, however, the locomotives BR 155 subjected AW Dessau a major study on the basis of lack of capacity again by a shutdown of the entire series is currently being apart. The first ( and only surviving ) Prototyplok, 155 001, was retired from the official inventory of Railion on 3 April 2006 and is currently in the DB Museum Halle ( Saale ) as a rollable Museumslok.
Construction
The locomotives have two three-axle bogies, where the wheelsets are arranged asymmetrically because of the Tatzlagerantriebs, the middle wheel is for the sake of turning performance by 60 millimeter slides sideways. Each axis is powered by a twelve -pole single-phase series motor, the power is transmitted via a spur gear disposed on both sides and the proven conical ring drive gear. Running dynamic tests during the times of the DR have shown that the locomotives with a modified cone ring drive gear could be up to 160 km / h running, but no need was seen for such a locomotive, because anyway anywhere in the DR more than 120 km / h could be driven. After the fall of appropriate plans in favor of other series that were constructively no freight locomotives were dropped.
The structure is box-shaped, literally, and gave the locomotive its various nicknames - formerly " Kommissbrot ", now it is often referred to as " force " or " high-performance container." Three roof panels are removable for easier access to the major equipment in the engine room. The corrugated side walls each have a continuous fan belt for cooling air supply.
The core of the electrical part of the locomotive is the three-limb transformer with the forced oil circulation and 31 taps for the rear derailleur. Is used in the previous years in the Rübeland locomotive E 211 001 tested, thyristor-controlled high- voltage-switching mechanism LNSW 12 with phase control. The same is also used in the BR 143. It is designed as a rotary selector with full and half steps on two contact - circular orbits with mechanically Associated Thyristor. As is customary in the DR are the last three speed steps as a reserve at a low driving voltage wire - a condition that quite often occurred in the DR network. A dependent on the tension of the contact wire, SCR controlled electric resistance brake is also available. For roof equipment includes the two pantograph, the main switch, which is configured as compressed air quick switch, roof separators and high-voltage converter ( for the electronic monitoring of the contact wire voltage), and the fan guards of the braking resistor storm. In a number of measures to modernize locomotives have already been using the new vacuum main switches and single-arm pantographs that are used for modern series, equipped. In addition, there are also two reserve air reservoirs serving include the indirect mehrlösige air brake, mounted on the roof. In normal operation, the air brake with the electromotive brake is coupled. The traction control works as a tracking control with secondary traction control ( the train driver selects a gear, the derailleur this stage to run automatically, tension adjustable), in an emergency up-down control. The locomotives are not push pull or double traction capability. You can reach a possible starting tractive effort of 6 × 80 kN ( 480 kN ) and a continuous tractive effort of 196 kN (kN). Some locomotives have been equipped for use on the high-speed lines with the Linienzugbeeinflussung LZB 80.
Whereabouts
The Central German Railways ( MEG) has taken several locomotives, these are successively upgraded with components of the series 143, including to drive in double traction with locomotives of the series 143 and 156 to be able to. Such rebuilt locomotives of the 155 can be seen at the second IS- socket on the front of the vehicle. So far there are two of these locomotives (155 195, 704 and 155 MEG 196 MEG 705 ), another is located in Dessau to rebuild (06 / 2013).
The Leipzig Railway Company acquired 155 137 and 155078-9.