<kuid:37319:222> DB BR 150 150 022-2

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English description.

History

The beginnings of the class E50/150 go back to the start of the 1950s. A lot of the electrified tracks damaged in ww2 were already repaired and a lot more were set to become electrified. Since the big need for powerful electric locomotives could not be
met with the pre ww2 locomotive classes, the young Deutsche Bundesbahn worked out a
program for four classes of elctric locomotives: The class E10 (form 1968 on: 110) for fast
passenger trains, the class E40 (140) for light freight trains, the class E41 (141) for light passenger trains. For heavy freight trains they planned the class E50 (150).

The new locomotive should be able to pull an 1600t freight train on a 10 o/oo mountain with 55 kph, a 300t freiht train on 1,5 o/oo with 75 kph. The maximum velocity was set to 100 kph, because higher speeds were expected with freight trains.
To be able to test different components and classes before definitely ordering the new locos, the DB had several manufacturers build five locos of the class E10.0 .
In 1954 the DB ordered the first five locos of the class E50 which were delivered in 1957. In 1968 (due to increased computerization of DB administration) the locos got the new class number 150.
Until 1973 189 more locos of the class E50 were ordered in several big series.

Usage

The locomotives were nearly only used with heavy freight trains in all of West Germany since they were put in service. After the reunification they were also used on the tracks of the former DR.
Extrordinary to be referenced here are the pulling services at the Geislinger Steige (Geislingen-West - Amstetten), the Spessartramp (Laufach - Heigenbruecken) an in the Frankenwaalt (Pressig-Rothenkirchen - Steinbach am Wald to Probstzella - Steinbach am Wald), where the 150s served very well for decades.
Several tries of DB, to replace the powerful electric locos at the ramps by other classes (e.g. Br139 at the Geislinger Steige, Br 155 and 156 in the Frankenwald) failed. The Br139 was too weak, the Br150 and 155 often suffered from overheated engines in slow pulling service. SO most of the replacements were cancelled after a few months (06/2001 - 10/2001). The replacement with the br 156 in the Frankenwald didn't even get over the test phasis.
Only in february 2003 the class 150 was replaced by the class 151 at two ramps: february 8th at Laufach and febraury 18th in the Frankenwald. There are still 150s at the Geislinger Steiger.


Technical data

Manufacturers:

E50 001-030: AEG/Krupp
E50 031-041: SSW/Krauss-Maffei
E50 042-181: AEG/Krupp
E50 182-194: SSW/Krauss-Maffei


Wheel arrangement: Co'Co'
Powersystem: 15kV, 16 2/3 Hz AC
Lenght over Buffers: 19490mm
Width: 3130mm
Height: 4620mm
Pivot distance: 9700mm
Wheel diameter: 1250mm
Bogey distance: 4450mm
Driving wheel diameter: 1250mm
Design of the brakes: K-GPmZ
Power output pr. hour: 4500 kW
Number of drive positions: 28
Transmission translation: 1:3,727
highest allowed Starting tractive power: 6x70kN = 420kN
continous tractive power: 198kN
maximum velocity; 100km/h
maximum velocity at output per hour: 80 km/h
Weight in Service: 125t with Tatzlager-, 128t with Gummiringfedertraction
built 1957-1973

Traction:

E50 001-025: Tatzlager
E50 026-194: Gummiringfeder

The locos have six one-phasis-AC powerded engines with self- and foreign air condition.
The air for cooling is directed between stator and vent over the collector and blows over the engines then.

Thanks to DB143 for the above description.
Thanks to Steinar Hveding for help with the colors.
Thanks to Fredrik Skog for helping me out with panto animation.
Thanks to Scott Struik for helping me with the headlights.
Thanks to Josh E. Harvey for help with booleans.
Thanks to Yojimbo for feedback and suggestions during the development process, as well as help with the numbering and lettering.
Thanks to Steffen Gross for help with DB logos.
And finally, thanks to you for waiting with as much patience as you did. I hope the result is worth it.