| 252 (until 1992) 156 (from 1992) MEG 801–804 | |
| Builder: | LEW / AEG |
| Builddate: | 1991 |
| Totalproduction: | 4 |
| Uicclass: | Co'Co' |
| Gauge: | 1435 mm |
| Driverdiameter: | 1250 mm (new) resp. 1160 mm (worn) |
| Minimumcurve: | 140 m |
| Overallwheelbase: | 14 660 mm |
| Pivotcentres: | 11 290 mm |
| Over Bufferbeams: | 19 500 mm |
| Width: | 3100 mm |
| Height: | 4650 mm (Lowered pantograph) |
| Axleload: | 20,0 t |
| Serviceweight: | 120,0 t |
| Electricsystem: | 15 kV, 16,7 Hz AC |
| Collectionmethod: | Overhead lines |
| Tractionmotors: | 6 × VEM Sachsenwerk ECFB 1110-127C[1] |
| Transmission: | LEW-Kegelringfeder |
| Locobrakes: | Air brake and electric resistance brake |
| Auxbrake: | Non-automatic auxiliary air brake |
| Parkingbrake: | Mechanical parking brake |
| Safety: | PZ80, PZB 90 |
| Maxspeed: | 125 km/h |
| Poweroutput 1 Hr: | 5880 kW |
| Poweroutput Cont: | 5580 kW |
| Powerindex: | 49,0 kW/t |
| T/E Starting: | 361 kN |
| Fleetnumbers: | DR 252 001–004 DB 156 001–004 MEG 801–804 |
| Retiredate: | 2002 (DB) 2020–2021 (MEG) |
The DR Class 252 (after 1992: DB 156) was the last new development of an electric locomotive for the Deutsche Reichsbahn. It was intended as a supplement to the Class 250, and in further series as a successor to the Class 251 locomotives on the Rübelandbahn (electrified with 25 kV 50 Hz) and as a locomotive for transit traffic with a maximum speed of 160 km/h, which was to be used on the West Berlin-Hannover main line via Berlin-Staaken-Oebisfelde, which was to be expanded.[2]
However, the last two projects were never realized. As there was no longer any need for these locomotives with conventional AC technology after the reunification of Germany due to the rapid decline in freight traffic, the order for the first delivery series of 70 locomotives, which had already been completed, was canceled. A total of 350 units were planned to be procured in several delivery series by 1995.
In 1955, the Deutsche Reichsbahn was able to resume electric train operations after locomotives and equipment, which had to be handed over to the Soviet Union as reparations after the end of the war, were bought back. By 1970, many kilometers of track had been electrified, particularly in Saxony, increasing the proportion of electrified lines in relation to the overall network to eight percent by 1970 (in comparison: 29 percent for the Deutsche Bundesbahn).[3] Thereafter, due to the considerable technical effort required for line electrification, the lack of construction and material capacities and the lack of power station capacities, the use of diesel locomotives was prioritized. However, the oil crisis at the beginning of the 1980s forced a rethink and the expansion of the electrified network was pushed forward again.[4] The many kilometers of track electrified in just a few years resulted in a very high demand for additional electric locomotives. By the end of the 1980s, many new-build locomotives were already in service with the DR. Heavy goods traffic was dominated by the 250 series locomotives, which were also used in heavy express train services. From 1984, the universally deployable class 243 was also delivered. Together with the 211 and 242 classes, which had been in service since the 1960s, these two series were the most important representatives of electric locomotives on the Deutsche Reichsbahn. Due to the constantly increasing train loads, the latter often required uneconomical pre-tensioning power, especially as the multiple control system, with which only a small number of the locomotives had been supplied anyway, was removed again as early as the mid-1970s.[5]
Although over 500 new class 243 locomotives had already been delivered between 1984 and the end of 1989, it was still not possible to completely dispense with the pre-war class 244 and 254 locomotives, some of which had already been in service for over 50 years and had often reached the wear limits.[6] [7]
There were also plans to replace the class 251 locomotives on the Rübelandbahn, which was electrified with 25 kV at 50 Hz, with more modern successors.[8] There were also plans to electrify the approach line from Halle and to convert electric operation on the Rübelandbahn to the usual 15 kV at 16.7 Hz.
In addition, talks between the GDR and the Federal Republic of Germany began in 1987 with the aim of significantly accelerating rail transit traffic between the FRG and West Berlin, with the electrification and upgrading of the Berlin-Hanover line for speeds of up to 160 km/h being planned. The DR planned to procure locomotives for 160 km/h for this purpose.[9]
After a specification sheet for the new series had been drawn up, the DR initially ordered four prototypes from VEB Lokomotivbau Elektrotechnische Werke, which were manufactured at the Hennigsdorf plant (near Berlin). These locomotives were given the series designation 252.[10]
The 252 004 was transferred to Leipzig on March 10, 1991 by the 243 001 and a measuring car and presented to the public for the first time at the Leipzig Trade Fair. Further presentations took place a short time later at an exhibition in Berlin-Wannsee. On July 5, 1991, the 252 001 was presented at the Wustermark depot.[11]
Extensive testing took place in the Halle (Saale) area and later in the Berlin area. After a brake inspection of the 252 002 was carried out on November 29, 1991, it was used in front of scheduled trains and these assignments were used for personnel training. At the beginning of March 1992, the four locomotives were assigned to the Friedrichstadt section of the Dresden depot. At the same time, further trials were carried out, including in front of heavy coal trains.[12] [13]
In March 1993, 156 004, which had already been designated according to the new joint DR and DB scheme, was a guest at the DR's Central Office for Machine Technology in Halle (Saale) for trials, while 156 002 completed some test runs at the Bundesbahn Central Offices in Minden. Meanwhile, the other two locomotives were parked in Dresden-Friedrichstadt due to minor damage.[14]
At this time, the Deutsche Bundesbahn had already gained experience with series-built three-phase locomotives with the 120 series, which were considered to be significantly more economical and whose brushless traction motors offered clear maintenance advantages. In contrast, the class 156 locomotives were still conventional single-phase locomotives with series-wound motors. In this respect, there was little interest in a completely newly developed AC locomotive after German reunification. Accelerated by the reunification of Germany, the plans to upgrade the conventional Berlin-Hanover railroad line were abandoned in favor of the construction of a new high-speed line for speeds > 200 km/h. The procurement of a variant of the class 252 for 160 km/h for the Berlin-Hanover line had thus become obsolete.
The newly founded Deutsche Bahn (DB) now had to weigh up the advantages and disadvantages of the 112 and 156 series, which were due for series production. DB no longer wanted to procure six-axle locomotives, as these entailed significantly higher production and maintenance costs than the four-axle locomotives that were now favored. Furthermore, the sharp decline in freight traffic after reunification meant that there was no longer any need for pure heavy freight locomotives. On the other hand, the fact that it was a passenger locomotive that had already been developed by the DR but not yet ordered for series production spoke in favor of ordering the class 112. As there was an increased demand for passenger locomotives with a top speed of 160 km/h, the decision was made in favour of series production of the class 112. The four class 156 locomotives that had already been produced therefore remained individual units.[15]
The locomotives were based at the Dresden-Friedrichstadt depot. The prototypes were renumbered class 156 on January 1, 1992 in accordance with the new DB locomotive classification scheme, while retaining their serial numbers. The official entry into service of the four locomotives into the Deutsche Reichsbahn fleet took place by February 1992. Despite their comparatively low maximum speed, their use was not limited to heavy freight trains in the Dresden area, but at the beginning of the 1990s in particular,[16] the locomotives could often also be found in front of passenger trains and occasionally even long-distance trains. For example, the locomotives of this class were regularly used in front of an express train to Nauen for a certain period of time and thus even reached the Berlin area. Circulation plans of the class 156 from 1993 show not only services in front of freight trains with the destinations Chemnitz-Hilbersdorf, Reichenbach (Vogtl.), Leipzig-Stötteritz or Engelsdorf, Hosena (then still Hohenbocka), Freiberg (Sachs.) or even Berlin-Pankow, but also operations in front of passenger trains, e.g. on the Dresden-Neustadt-Cottbus-Frankfurt (Oder) route as well as in front of some Interregios on the steep Saxon-Franconian trunk line between Dresden and Reichenbach.
The locomotives were also used in mid-1992 in front of the D 438/439 between Dresden and Nauen, although the expansion of the Berlin-Dresden line to 160 km/h had already been completed in some sections and the Deutsche Reichsbahn had faster locomotives of the new 112 series at its disposal.[17]
However, the locomotives were also regular guests in Leipzig, Cottbus, Senftenberg and Hoyerswerda. However, the main area of operation for the class 156 was heavy freight traffic on the line between Dresden and Reichenbach (Vogtl), with the hub of all operations remaining in Dresden.[18]
After the locomotives came to DB Cargo in 1998, the four locomotives seemed to be in a bad way, because as a very small class, they were likely to be retired soon. In mid-1998, 156 002 suffered damage in a shunting accident. At around the same time, most of the locomotives were due for main inspections. Thanks in part to the commitment of the factory in Dresden, it was possible to arrange for renewed main inspections (IS 703) despite the loner status of the class 156, which took until the beginning of 2002 for the 156 004 due to a missing spare part. The 156 003 was given a new traffic red livery with Railion lettering and lost its oriental red paint with bib.[19]
On the occasion of the Dresden Steam Locomotive Festival in June 2002, all four locomotives were once again presented to visitors at the Dresden Altstadt depot.
The locomotives continued to run freight trains to their original destinations for several days. At the same time, consideration was given to transferring the locomotives to the Franconian Forest from February 4, 2002 in order to use them on the Franconian Forest ramp in banking service and to replace the significantly older class 150 locomotives. Investigations showed that the locomotives would only be suitable for this use to a limited extent and so they were ordered to be withdrawn from service on December 15, 2002.[20]
Although planned for December, the locomotives were already parked on October 18, 2002 and stored in the Dresden-Friedrichstadt freight yard in a preserved state. In contrast to other series parked at the same time, it was planned from the outset to sell the locomotives rather than scrap them.[21] The storage nevertheless left damage to some of the machines, for example rainwater penetrated 156 002 during the storage period.
The locomotives were sold to Mitteldeutsche Eisenbahn GmbH (MEG) after a year of storage, and removed from Deutsche Bahn's fleet on September 5, 2003.[22]
The reason for the withdrawal of the four locomotives from DB Cargo is said to have been problems with the allocation of personnel, as only a few drivers had been trained for the class 156. After the locomotives had been refurbished, they were put into service with MEG, with 156 004, which was given the road number 804 at MEG, being the first to go into service, while 156 001 was still parked in Dresden-Friedrichstadt until November 2004.
They were used by the MEG several times a week in front of heavy tank car trains with heating oil. The locomotives were also used in front of cement trains between Rüdersdorf bei Berlin and Rostock-Seehafen. In spring 2007, locomotive 802 (former 156 002) received a general overhaul and a new MEG livery in traffic red, which differs significantly from the previous DB traffic red livery. Among other things, the locomotives now have a modified contrasting surface, which is now located between the headlights. The new look is very reminiscent of the former DR livery of the former 252 002. Since the MEG took over the locomotives, main inspections for the 156 series are no longer carried out at the Dresden-Friedrichstadt works, but at the Dessau works.
With the introduction of the UIC-EDV numbers, the locomotives were given back their old operating numbers. Initially, these were only added to the sides in twelve-digit format, but around 2015 they were also added to the ends in the classic seven-digit format. Since January 31, 2007, the class 156 locomotives have been regularly used to haul an intermodal service from Guben to Neuss in the Ruhr region. In the spring of 2007, test runs took place at MEG, during which the 804 was used in front of freight trains together with the 185 090 locomotive rented from DB. The 156 002 was sold to Fahrzeugwerk Karsdorf in June 2020. 156 001, 003 and 004 followed at the end of 2021.[23]