Just imagine: You (a railfan) sit on the stairs of a small footbridge across a railline, Happy about a tripple of 610s and a duo of 648s which shot along the rails minutes before and then you hear some distant woomwoomwoomwoomwoom At least most railfans in germany will jump up and run to the best possible photospot in reach now, IT's coming! Ludmilla! The last diesel saurus on german tracks! If it comes closer everything starts to vibrate, just as the WOOMWOOMWOOM gets louder and louder. Seconds after this shot I tried to stand right aboth it, and the engineer accelerated Single 232 and a whole load of srapped metal, that's already boah! But like at many other places, the diesel paradise Pegnitztal will vanish, together with it's WOOMing 232s, 233s and it's sleek swinging 610s. Then we got another line with electric whires, Talent 2 and 185s. Screw you, diesel price.
Eisener Steg, Hersbruck rechts der Pegnitz, bavaria, germany. Aug 2012.
Seeing all those great pics made of this loco I had to take one on my own. So I grabbed the opportunity to catch her on one of styria's most scenic places and also my favorite photo spot along the Ennstal route. Mt. Grimming gives the beauty a wonderful panorama in the background. She came by 20 minuts before 101-036 passed with her typical intercity which gave me te opportunity to take exactly the same shot of a 103 and a 101. The pic of 101-036 can be found here. Generation gap alert [link]
Since I don't have any new photos to upload, I thought I'd upload some old ones! This one seemd fitting, as I mentioned how the weekly historic InterCity has been cancelled, which will also put an end to me seeing the 103 at least twice a week. But if I'm honest, the day I took this photo was to be the last time I saw a 103 in action this year, as this train was hauled by other locomotives soon thereafter.
And this photo is also kinda special, as 103 113 had been resurrected from a museum earlier on, with this having been her first deployment after coming out of retirement. Sadly though, some things went colossaly wrong, so it's a small wonder that they even managed to get back here on time. In a sense, it was the first and the last time we got to see 113 out and about, at least for the time being. They've sent her back to the workshop, so hopefully, all the faults were ironed out somehow. But as the weekly historic InterCity is soon going to be history, we won't get to see that much 103-action in the near future...
This is the Hamburg-Köln-Express or HKX for short, a new non-DB train that first ran on the 23rd of July this year. As the name suggests, it travels between Cologne and Hamburg every day, for five cents per Kilometer, which comes down to 20€ per trip. If you book a return ticket, you get 10% off that, so it's 36€ for an 800 kilometer round trip. Quite cheap! The trains are operated by Veolia, with HKX providing the rest of the staff.
As you can see, the rolling stock is also quite interesting, with this train consisting of married-pair carriages that belong to the Nord-Ostsee-Bahn. Since those are usually found near the coast, it's quite an interesting sight in my part of the country. The name married-pair stems from the fact that two cars are permanently coupled, with the technical features dictating a minium train lenght of four cars. The locomotive is of course the well known Taurus, with the ones used by HKX having been leased from MRCE Dispolok. There is another train consisting of four refurbished 1960s Rheingold cars, sandwiched between two Tauri! Talk about overpowered trains...
This then is HKX 1802, heading from Hamburg to Cologne, less than ten minutes from its final destination. Photo taken today in Langenfeld.
My thoughts: Apart from offering a properly cheap way of getting to Hamburg for people like me who don't own a BahnCard, this train also provides a speck of colour in the red-white world of DB trains. Especially now, with the 103s out of commission and 110s getting rare, trains like these are what keep me from giving up on railfanning.
Class 140 freight locomotive, parked on track 6 in Leverkusen Opladen, next to the disused platform that used to serve tracks 6 and 7.
When I took this photo, I was certain that this machine was destined for the scrap heap, as you often see locomotives lined up on these tracks before being pushed onto the scrapyard's siding. But upon looking up the number on the net, I found out that it's actually privately owned by the EBM Cargo GmbH! They acquired it in February this year, with the only visible change being the removal of DB logos.
She was built in 1957, having reached a service life of 56 years now! The last general overhaul was carried out in 2007, which means that the first follow-up inspection would have to take place this year.
Less fortunate 140s that got scrapped here in the past:
Also check out my DSO post for more pics from today.
Diesel Units CP UTD 592-003+CP UTD 592-047 "Camellos" | Interregional Train Nr. 878(Régua-»Porto-São Bento) | Place: Arêgos - Portugal | Day: 12-08-12
Well, a double is better than just one anyways. and me were waiting for a triple actually... But still, we managed to get a nice shot of the double passing through the bridge near the Arêgos train station. It was the first time I went to this angle on this place. We loved it! The clouds weren't being too friendly as well.
Diesel-Electric Locomotive TK 6002 | Place: Entroncamento Train Station - Portugal | Day: 03-10-12
A Vossloh Euro 4000 beast is parked and rests through the night after an isolated run to Entroncamento. I caught this photo after those rather crappy photos I tried to take to the huge Sud+Lusi international talgo train... Although the video of that train was worthy to upload too.
Diesel-Electric Locomotive CP 1973 | Special Freight Train Nr. 92224(Leandro Steel Mill Branch Line-»Leixões) | Place: Leandro - Portugal | Day: 26-10-12
A wonderful Bombardier CP 1960 shows up with a special steel transport freighter from the Leandro Steel Mill to Leixões. The clouds were being not too friendly... as you can clearly see, if the train got delayed for at least 10 or 20 seconds, the photo would have to be taken in total shadows! Risky, but oh well, it was possible! Though I kinda dislike the colors even after I have made some treatment on them... Lets hear your opinions.
Wuppertal is not a particularly wide city, caused by them trying to cram down actually a number of cities in the valley created by the Wupper. A result of that is that the railroad main line has to lie in a rather narrow corridor with lots of bridges over it. That, in turn, allows for rather interesting pictures, such as this class 143 with an S-Bahn (commuter) train, passing the bridge Erichstraße in Wuppertal-Barmen.
Walking over a bridge can take a long time. Just compare this picture, taken at the west side of Cologne's South Bridge (yes, it's simply called that. Südbrücke in German) with one taken at the other end. OK, much of that can be explained with camera settings, but still, interesting to see.
Anyway, I'm extremely glad that I managed to take this picture, because there were only four of this locomotives ever built. This is the DR class 252, later class 156, the last new locomotive development of the GDR. While it looks vaguely similar to the class 120 of west Germany, it is a completely different design. The 120 is a universal Bo'Bo' machine with three-phase AC traction motors and a top speed of 200 kph (125 mph). The 252, on the other hand, is a conventional machine with simple commutated electric motors, and with Co'Co design and a top speed of 125 kph (78 mph) top speed making it purely a freight machine in theory. In practice, passenger trains never ran faster than that in the GDR anyway. It was planned to build a 160 kph (100 mph) version of the machine for train service Berlin (West) - Hannover, with line upgrades paid for by West Germany.
All that became moot when the wall fell. A new Hannover-Berlin line was built with a top speed of 250 kph for ICE trains. Freight traffic in the east fell when much of the economy there, largely uncompetitive in the world market, collapsed. With the class 120, the west already had a much more capable and modern locomotive design which formed the basis for all new locomotives. Finally, DB has sworn off six-axle locomotives due to the increased maintenance. As a result of all this, the class 252 had about as much place in the post-communist era as the Socialist Unity Party, so the order for the series was cancelled. However, the four prototypes, already begun before the wall fell, were finished.
In DB services, the machines were transferred to DB Cargo (now, after many renaming, DB Schenker), but as rare oddities, they were never liked that well. Finally, they were sidelined, but oddly enough not scrapped. Instead, a buyer was sought and finally found with Mitteldeutsche Eisenbahn Gmbh, a company that is jointly owned by DB, tank car leasing company VTG and Kühne & Nagel.
MEG 802 here, the former 252 002 and 156 002, is running light along Cologne's south bridge, way west of where it was originally intended to run. For some reason, it's also running on the wrong track.
I've been meaning to take this picture for quite a while now: This train passes by my house at about 13:15 every day and has done so for months. But the "about" is the problem; it can easily arrive half an hour earlier or an hour later, and typically does so whenever I'm waiting to take a picture. Today, though, it worked.
In late 2012, hvle bought four of five of OHE's "Blue Tiger" (DE-AC33C) locomotives. Together with the four they already had, this means that they now own 72.72…% of them, since only eleven were built in total by ADtranz/Bombardier, with running gear from General Electric. The prototype remains with OHE, and ITL owns two others. With this, hvle transports mostly the freight that has arrived in Blankenburg, via the Rübelandbahn, to its final destinations. These trains used to be run by VPS, the rail division of the Salzgitter steel works, since hvle didn't have enough locomotives. VPS used pairs of Vossloh G 1700 or similar locomotives, but hvle already had a few Blue Tigers, which can haul the entire load on its own, and decided to get a few more.
The Blue Tiger is not without its issues, though. Specifically, it is really, really loud. I'd even say that it is louder than the classic "Ludmilla" locomotives. In fact, it caused what is probably the only case of a railway line being electrified solely to reduce noise: They were used on the Rübelandbahn, which was electric, but since they were the only trains, the overhead line equipment was turned off. The people living next to the line complained vehemently, though, and in the end quite a bit of money was spent on modernizing the electric equipment and acquiring electric locomotives. All just to get rid of these noisy things. Sadly, I don't think there's a huge chance of this happening on the Vienenburg - Goslar line.
This picture was taken at the same level crossing as [link], only in the other direction. When posting I was wondering whether this belonged officially to Vienenburg or Goslar. Turns out it's actually Bad Harzburg, which did surprise me a bit.
Data Photographed Locomotive Road number: 011-1 Fabrication-No.:33646 Name: Weil am Rhein
Operation Years of construction: 1999-2005 Road numbers (UIC): BLS Re 485 001-020 Quantity built: 377 Quantity (BLS): 20 Application: mainly freight traffic
Technical data Vehicle type: Bombardier TRAXX 140AC Manufacturer: Bombardier Transportation Wheel arrangement: Bo'Bo' Top speed: 140 kph Continuous power: 4'200 kW Hourly rating: 5'600 kW Starting Tractive effort: 300 kN Power system: 15 kV 16,7 Hz AC / 25 kV 50 Hz AC Gauge: 1435 mm Brakes: Knorr brake (Disc brake), elctric brakes Drive system: cannon box
Mass and weight Length over buffer: 18'900 mm Width: 2'980 mm Weight: 84 t
Other Special Features: The most used locomotive type in central Europe Owner: BLS Cargo AG (Bern-Lötschberg-Simplon Bahn) Operator: BLS Cargo AG (Bern-Lötschberg-Simplon Bahn) Precursor: Re 465
Location: Roggwil-Wynau, Switzerland
Note: Bombardier TRAXX is a modular product platform of electric and Diesel-electric mainline locomotives built by Bombardier Transportation, built in both freight and passenger variants. The first version was a dual voltage AC locomotive built from 2000 for German railways; later versions include DC versions, as well as quadruple voltage machines, able to operate on most European electrification schemes: 1.5/3.0 kV DC and 15/25 kV AC. The family was expanded to include diesel powered versions in 2006. Elements common to all variants include the steel bodyshells, the two bogies with two powered axles each, the three-phase asynchronous induction motors, the cooling exhausts on the roof edges, and the wheel disc brakes.
The TRAXX brand name itself was introduced in 2003. The acronym stands for Transnational Railway Applications with eXtreme fleXibility. Locomotives were primarily made for the railways of Germany, with orders coming from other European countries including France, Switzerland, Sweden, Norway, Italy, Belgium, Luxembourg, Poland, Spain and Hungary.
__.__.2004 delivered to BLS Cargo AG, Bern [CH] "485 011-1 [Name: "Weil am Rhein"] [NVR-Number: 91 85 4485 011-1 CH-BLSC] 08.06.2004 in service [sub type CH/D] 23.04.2008 Taufe "Weil am Rhein" ______________________________
Operation Years of construction: 19641, 1967-19682, 1969-19853 Road numbers (old): 11101-11349, 11371-11397 Road numbers (UIC): Re 420 101-349 Remodeling (Re 421): 2003-2004 Road numbers (UIC): Re 421 371-397 Quantity built: 276 Quantity today: ~250 (2012) Application: all purpose locomotive Maintenance work: Yverdon and Bellinzona Scrapped: 6 due to accidents Sale to BLS: 2004-2005, 12 units Road numbers (UIC): BLS Re 420 501-512
Technical data Vehicle type: electric locomotive Manufacturer: SLM Winterthur, BBC Baden, MFO Zürich, SAAS Genève Wheel arrangement: Bo'Bo' Top speed: 140 kph, 120 kph (Re 421) Continuous power: 4'700 kW Tensile hours: 167 kN Starting tractive effort: 255 kN Mountain Power: 500-ton train to 26 ‰ slope at 80 kph Power system: 15 kV 16,7 Hz Gauge: 1435 mm
Mass and weight Length over buffer: 14'800 mm 1, 14'900 mm 2, 15'410 mm 3 Width: 2'970 mm Height: 4'500 mm Weight: 80 t, 85t (Re 421)
Other Owner: SBB CFF FFS (Schweizerische Bundesbahnen), SBB Cargo Operator: SBB CFF FFS (Schweizerische Bundesbahnen), SBB Cargo Special Features: Biggest SBB locomotive serie Precursor: Re 4/4 I Successor: Re 6/6, Re 620, Re 460
Location: Muttenz, Switzerland
Note: 1 Prototypes, 2 first series, 3 second series.
Since June/July 2012 the S-Bahn zürich will have double decker waggons which are pushed by two Re 4/4 II "LION". Re 4/4 11371-11397 were remodeled into Re 421 421 371 - 421 397 for using in Germany by SBB CARGO Germany, she has Indusi an is built for right lane traffic. SBB Re 4/4 II No. 11103, 11106, 11108, 11109, 11112, 11113, 11133, 11141 are the former Swiss Express locomotives, only 11108 and 11109 still have the orange (white livery. 12 Re 420 where sold to the BLS in 2004, and are used as 420 501-512. No.507 to 512 were already scrapped.
DB Br 151
Data Photographed Locomotive Road number: 128-6 Livery: DB Railion
Operation Years of construction: 1972-1978 Road numbers: 151 001-170 Quantity built: 170 Application: heavy freight Scrapped: some of the older units gehts scrapped as they are replaced
Technical data Vehicle type: heavy six axle electric freight locomotive Manufacturer: AEG, BBC, Henschel, Krauss.Maffei, Krupp, Siemens Wheel arrangement: Co'Co' Top speed: 120 kph Continuous power: 5'982 kW Hourly rating: 6'288 kW Starting tractive effort: 395 kN Power system: 15 kV 16,7 Hz AC Gauge: 1435 mm
Mass and weight Length over buffer: 19'490 mm Weight: 118 t
Other Owner: DB Schenker Rail Deutschland Operator: DB Schenker Rail Deutschland Precursor: Br 150/ E 50
Location: Muttenz, Switzerland
Note: The Class 151 is an electric heavy freight locomotive built for German Federal Railways between 1972 and 1978. They were built as a replacement to the aging Class 150, in order to cope with the increased requirements of this type of locomotive, in particular the desire of a 120 km/h (75 mph) top speed. On 21 November 1972 the first locomotive, 151001, was delivered by AEG and Krupp. It was followed by 11 further pilot locomotives, which were extensively tested before the main order was built. Altogether 170 locomotives were ordered, which were based at first in Hagen and Nuremberg. Originally the Class 151 was also suitable for passenger service, however it is now not possible due to not having required safety equipment. Some engines were fitted with automatic coupling (type unicupler AK69e) to haul heavy ore-trains. ______________________________
Operation Years of construction: 1993, 1994, 1999 Road numbers (old): 641-652 Quantity built: 12 Quantity today: 12
Technical data Vehicle type: Manufacturer: SLM, ABB, Adtranz Wheel arrangement: Bo'Bo' Top speed: 100 kph Continuous power: 2'400 kW Power system: ~11 kV 16,7 Hz Gauge: 1000 mm
Mass and weight Length over buffer: 16'000 mm Width: 2'800 mm Operating Weight: 62 tonnes
Other Owner: RhB (Rhätische Bahn) Operator: RhB (Rhätische Bahn) Precursor: Ge 4/4 II
Location: Landwasserviadukt, Switzerland
Note: The Rhaetian Railway Ge 4/4 III is a class of metre gauge Bo-Bo electric locomotives operated by the Rhaetian Railway (RhB), which is the main railway network in the Canton of Graubünden, Switzerland. The class is so named because it was the third class of locomotives of the Swiss locomotives and railcar classification type Ge 4/4 to be acquired by the Rhaetian Railway. According to that classification system, Ge 4/4 denotes a narrow gauge electric adhesion locomotive with a total of four axles, all of which are drive axles.
The EMS Group is active worldwide in the business areas High Performance Polymers and Specialty Chemicals. The companies within the group are consolidated in the EMS-CHEMIE HOLDING AG domiciled in Domat/Ems.
The Landwasser Viaduct (German: Landwasserviadukt) is a single track six-arched curved limestone railway viaduct. It spans the Landwasser River between Schmitten and Filisur, in the Canton of Graubünden, Switzerland.
Designed by Alexander Acatos, it was built between 1901 and 1902 by Müller & Zeerleder for the Rhaetian Railway, which still owns and uses it today. A signature structure of the World Heritage-listed Albula Railway, it is 65 metres (213 ft) high, 136 metres (446 ft) long, and one of its ramps exits straight into the Landwasser Tunnel. ______________________________