DR Class 252
| Company type | Electric locomotive |
|---|---|
| Industry | Railway |
| Predecessor | Class 251 |
| Founded | 1980s (prototype production early 1990s) |
| Headquarters | Dresden-Friedrichstadt (depot) , Germany |
| Products | Electric locomotives |
Overview
The DR Class 252 (renamed DB 156 after 1992) represented the final newly designed electric locomotive developed for the Deutsche Reichsbahn. It was created to complement the existing Class 250 and, in subsequent production runs, to replace the Class 251 units operating on the Rübelandbahn, which utilized 25 kV 50 Hz power. Additionally, it was intended to serve transit routes at speeds up to 160 km/h, particularly on the planned upgraded West Berlin-Hannover main line via Berlin-Staaken-Oebisfelde.
Despite these ambitious plans, the latter two applications did not come to fruition. Following German reunification, the demand for these conventional AC technology locomotives sharply diminished due to a significant drop in freight traffic. Consequently, the initial order for a first batch of 70 locomotives—already completed—was canceled. Originally, the procurement strategy aimed for a total of 350 units distributed over multiple delivery phases by 1995.
Background
In 1955, the Deutsche Reichsbahn managed to restart electric train services after reacquiring locomotives and equipment that had been surrendered to the Soviet Union as war reparations. By 1970, a substantial portion of the railway lines, especially in Saxony, had been electrified, raising the share of electrified tracks to eight percent of the total network (compared to 29 percent for the Deutsche Bundesbahn). Due to the significant technical challenges involved in electrifying additional routes, combined with limited construction resources, material shortages, and insufficient power generation capacity, diesel locomotives were favored for a period. However, the oil crisis at the start of the 1980s prompted a strategic shift toward expanding the electrified rail infrastructure once again. The rapid increase in electrified kilometers over a few years created a pressing need for more electric locomotives. By the late 1980s, numerous newly built locomotives were already operational within the DR fleet. Heavy freight transport was primarily handled by the 250 series locomotives, which also operated on heavy express services. Beginning in 1984, deliveries of the versatile class 243 commenced. Alongside the 211 and 242 classes—both introduced in the 1960s—these two series became key representatives of electric traction on the Deutsche Reichsbahn. Increasing train weights often necessitated inefficient pre-tensioning power, particularly since only a few locomotives had originally been equipped with multiple control systems, which were discontinued by the mid-1970s.
Despite over 500 class 243 units being delivered between 1984 and late 1989, it remained necessary to continue using some pre-war class 244 and 254 locomotives. These older models had often been in service for more than five decades and frequently approached their wear limits.
Plans also existed to replace class 251 locomotives on the Rübelandbahn—electrified at 25 kV and 50 Hz—with more modern replacements. Additionally, there were intentions to electrify the approach line from Halle and convert the Rübelandbahn’s electric system to the standard 15 kV at 16.7 Hz.
Furthermore, negotiations began in 1987 between the GDR and the Federal Republic of Germany aimed at significantly enhancing rail transit between West Berlin and the FRG. This included plans to electrify and upgrade the Berlin-Hanover line for speeds up to 160 km/h. To support this initiative, DR intended to acquire locomotives capable of reaching these higher speeds.
Following the development of technical specifications for this new locomotive series, DR initially commissioned four prototype units from VEB Lokomotivbau Elektrotechnische Werke, produced at their Hennigsdorf facility near Berlin. These prototypes were assigned to series 252.
Prototype testing and public display
On March 10, 1991, the 252 004 was moved to Leipzig, accompanied by the 243 001 and a measurement car, and was unveiled to the public for the first time during the Leipzig Trade Fair. Shortly thereafter, additional exhibitions were held in Berlin-Wannsee. The 252 001 was showcased at the Wustermark depot on July 5, 1991.[1]
Comprehensive trials were conducted initially around Halle (Saale) and subsequently in the Berlin region. Following a brake inspection of the 252 002 on November 29, 1991, it was deployed on scheduled services, which also served as practical training for staff. By early March 1992, all four locomotives had been allocated to the Friedrichstadt division of the Dresden depot. Concurrently, further testing continued, including operations hauling heavy coal trains.[2][3]
In March 1993, locomotive 156 004—already reclassified under the new joint DR and DB numbering system—underwent trial runs at the DR’s Central Office for Machine Technology in Halle (Saale). Meanwhile, 156 002 performed test runs at the Bundesbahn Central Offices in Minden. The remaining two units were sidelined at Dresden-Friedrichstadt due to minor damages.[4]
Factors influencing the decision against series production
By this period, Deutsche Bundesbahn had accumulated operational experience with the series-produced three-phase locomotives of the 120 class, recognized for their superior efficiency and brushless traction motors that reduced maintenance requirements significantly. In contrast, class 156 units remained traditional single-phase machines equipped with series-wound motors. Consequently, interest in developing an entirely new AC locomotive diminished following German reunification. Additionally, reunification accelerated a shift away from upgrading the conventional Berlin-Hanover railway line towards constructing a new high-speed route designed for velocities exceeding 200 km/h. This development rendered plans to acquire a class 252 variant capable of reaching 160 km/h for the Berlin-Hanover corridor obsolete.[5]
The newly established Deutsche Bahn (DB) faced a decision between continuing with either the class 112 or class 156 locomotives for mass production. DB opted against procuring six-axle locomotives due to their substantially higher manufacturing and upkeep expenses compared to the preferred four-axle models. Moreover, the sharp decrease in freight traffic after reunification eliminated demand for dedicated heavy freight locomotives. Conversely, since class 112 was a passenger locomotive already developed by DR but not yet produced in series, it gained favor as a procurement candidate. With rising demand for passenger locomotives capable of reaching speeds up to 160 km/h, DB ultimately chose to proceed with series production of class 112. Consequently, the four existing class 156 locomotives remained unique prototypes.[6]
Operation by DR and Deutsche Bahn until 1998
The locomotives were stationed at the Dresden-Friedrichstadt depot. On January 1, 1992, the prototypes were reassigned as class 156 under the revised DB locomotive classification system, maintaining their original serial identifiers. By February 1992, all four units had officially joined the Deutsche Reichsbahn fleet. Although their top speed was relatively modest, their deployment was not confined solely to heavy freight services around Dresden. Particularly in the early 1990s,[7] these locomotives frequently hauled passenger trains and, on occasion, even long-distance services. For instance, they were regularly assigned to an express train route to Nauen for a period, extending their operations into the Berlin region. Circulation plans from 1993 for class 156 reveal assignments not only on freight trains destined for Chemnitz-Hilbersdorf, Reichenbach (Vogtl.), Leipzig-Stötteritz, Engelsdorf, Hosena (then Hohenbocka), Freiberg (Sachs.), and Berlin-Pankow but also on passenger routes such as Dresden-Neustadt to Cottbus-Frankfurt (Oder), as well as some Interregio services along the steep Saxon-Franconian trunk line between Dresden and Reichenbach.
In mid-1992, these locomotives were still employed on the D 438/439 service between Dresden and Nauen despite certain sections of the Berlin-Dresden line having been upgraded for speeds up to 160 km/h and the Deutsche Reichsbahn possessing faster class 112 locomotives.[8]
They were also frequent visitors to Leipzig, Cottbus, Senftenberg, and Hoyerswerda. Nevertheless, their primary operational focus remained heavy freight traffic along the Dresden-Reichenbach (Vogtl) corridor, with Dresden serving as the central hub.[9]
Service with DB Cargo and Railion
Following their transfer to DB Cargo in 1998, the four locomotives appeared to be nearing retirement due to their small class size. In mid-1998, unit 156 002 was damaged during shunting operations. Around this period, most units were due for major inspections. Thanks partly to efforts from the Dresden workshop, renewed main inspections (IS 703) were arranged despite the class’s isolated status; however, completion stretched until early 2002 for unit 156 004 due to a missing component. The locomotive numbered 156 003 received a fresh traffic red paint scheme featuring Railion branding, replacing its former oriental red livery with bib.[10]
At the June 2002 Dresden Steam Locomotive Festival, all four engines were showcased once again at the Dresden Altstadt depot.
They continued hauling freight trains along their established routes for several days thereafter. Concurrently, plans were considered to redeploy these locomotives from February 4, 2002 onto the Franconian Forest line for banking duties on its steep ramp, aiming to replace aging class 150 locomotives. However, evaluations concluded that their suitability for this role was limited; consequently, they were ordered withdrawn from operational service by December 15, 2002.[11]
Although withdrawal was scheduled for December, all units had already been sidelined by October 18, 2002 and placed in preserved storage at the Dresden-Friedrichstadt freight yard. Unlike other classes stored simultaneously with plans for scrapping, these locomotives were intended for sale from the outset.[12][10] Nonetheless, storage conditions caused some deterioration; for example, unit 156 002 suffered water ingress during this period.[13]
Operation by the Central German Railway
Following a year spent in storage, these locomotives were transferred to Mitteldeutsche Eisenbahn GmbH (MEG) and officially removed from Deutsche Bahn's roster on September 5, 2003.[14]
The withdrawal of the four units from DB Cargo reportedly stemmed from staffing challenges, as only a limited number of operators had received training on class 156 locomotives. After undergoing refurbishment, they entered service under MEG, with unit 156 004—renumbered as 804 by MEG—being the first to be deployed. Meanwhile, locomotive 156 001 remained idle at Dresden-Friedrichstadt until November 2004.[14]
Under MEG's operation, these locomotives frequently hauled heavy heating oil tank car trains multiple times weekly. They were also assigned to cement transport duties between Rüdersdorf bei Berlin and Rostock-Seehafen. In spring 2007, locomotive 802 (previously 156 002) underwent a comprehensive overhaul and received a fresh MEG livery in traffic red, which notably differs from the original DB traffic red scheme. Key visual changes include an updated contrasting panel positioned between the headlights. This new appearance closely resembles the former DR livery seen on the earlier model 252 002. Since MEG assumed responsibility for these locomotives, their major inspections have shifted from Dresden-Friedrichstadt facilities to the Dessau workshop.[8]
With the adoption of UIC-EDV numbers, the locomotives were reassigned their original operating numbers. Initially, these twelve-digit identifiers were applied only to the sides; however, around 2015, they were also added at each end in the traditional seven-digit format. Beginning January 31, 2007, class 156 engines have been consistently employed to pull an intermodal service running between Guben and Neuss in the Ruhr area. During spring of the same year, MEG conducted trial runs where unit 804 operated in tandem with a leased 185 090 locomotive from DB on freight services. In June 2020, locomotive 156 002 was sold to Fahrzeugwerk Karsdorf. The remaining units—156 001, 003, and 004—were disposed of by late 2021.[15]
Fundamental Concept
Although the 250 series design served as the primary foundation, the 252 series incorporated reliable elements from the 243 series during its development. Given the brief interval of under a year between finalizing technical specifications and delivering prototype locomotives, these four preliminary units mainly functioned as experimental platforms for testing various newly engineered components. Notably, locomotives 252 002 through 004 were the first within the DR fleet to be equipped with an auxiliary converter replacing the traditional rotary converter for their three-phase electrical systems.
Drive
The locomotives operate on two welded steel frame bogies, each featuring three axles, closely resembling those found on the 250/155 series. Both cross and longitudinal members utilize box-shaped cross-sections. The primary cross member houses the bogie pivot point. Axle bearings consist of cylindrical roller bearings, which are guided by lemniscate linkages. The 252 001 model features a ten-millimeter wheel flange reduction on its center axle; this modification was not applied to the other three units. Adhering to DR’s request, axles were fixed laterally to enable uniform bearing use across all wheelsets. However, plans for the series production version of class 252 included reintroducing lateral mobility to the middle axle, mirroring the design approach used in class 250/155. In 1993 and 1994, locomotives 252 001 and 003 were retrofitted at AW Dessau with center wheelsets capable of lateral displacement by one millimeter. The primary suspension system consists of four coil springs per wheelset, vertically damped by a pair of hydraulic shock absorbers. Additionally, rubber washers connected in series enhance vibration isolation and reduce structure-borne noise.
Engine
These locomotives feature a LEW tapered ring spring drive system. Approximately fifty percent of the engine’s weight is supported via conical ring springs attached to the wheelset, while the remaining mass rests on the bogie frame through rubber thrust springs.
Locomotive Body and Brake Systems
The quartet of locomotives possesses fully welded self-supporting bodies constructed from lightweight steel, comparable to those on the DB class 120. The front upper section is inclined at an angle of 19°, with the lower portion slanting at 9°, resulting in a drag coefficient of 0.45. Aerodynamic optimization was validated through wind tunnel testing at the Technical University of Dresden. The engine room covers are segmented into three removable sections. Access doors lead into a side corridor within the engine compartment, which then connect to the driver’s cabins. The screw coupler and robust buffers comply with UIC standards 520, 521, and 527-1. DR unit train boxes facilitate conversion to center buffer couplers when necessary. A snow plow is mounted on the buffer beam.
Driver cabs are derived from those used in class 243 and maintain a maximum noise exposure level of 78 dB (A) at top speeds reaching 120 km/h. Unlike models from series 112 and 243, these cabs feature sliding side windows.
Braking systems installed include:
- Automatic multi-stage air brake incorporating an auxiliary brake function
- Non-automatic auxiliary air brake
- Mechanical parking brake
- Electric resistance brake dependent on catenary power (brake code KE-GPR-E m.Z)
Furthermore, a Knorr anti-skid device (model MGS 1.20) is integrated into these locomotives’ braking systems.
Electrical components
Roof apparatus
The locomotives employ VSH2F2 half-scissor type pantographs, similar to those found on the 243 series. Additionally, two TES8F3 roof-mounted disconnectors operated manually and a DAT 4a air circuit breaker with a breaking capacity of 300 MVA are installed. Plans had been made to implement an upgraded version, the DAT 5, for the production series; however, this upgrade was ultimately not realized.
To enhance energy efficiency, non-slip surfaces were installed on the roof in place of traditional running boards.
Main transformer
Each locomotive in this series is equipped with an oil-cooled three-legged core transformer. This includes a variable transformer featuring 31 taps alongside a fixed power transformer with a constant transformation ratio. Both primary and secondary windings are segmented, each supplying three traction motor circuits to reduce short-circuit currents. Additional specialized windings support auxiliary systems, brake excitation, and electric train heating. These main transformers are manufactured by Transformatorenwerk Oberspree (TRO).
Control system
Power regulation is managed through a high-voltage switchgear, which integrates a tap selector, thyristor controller, and control switchgear connected to the main transformer. This configuration permits nearly continuous adjustment of traction motor voltage and thus tractive effort, maximizing the effective friction between wheels and rails.
Traction motor circuit
Within the 252 series, the traction circuit consists of three 16.7 Hz single-phase series-wound motors connected in parallel across the two secondary windings of the power transformer. The traction motors, type ECFB 1110-127 from Sachsenwerk GmbH in Dresden, match those used in the 243 series but deliver greater hourly power output—980 kW compared to 930 kW in the 243 series. There was an intention to fit production units with higher-output motors similar to those in the 212/112 series, which would have enabled an hourly output reaching 6300 kW.
Electric braking circuit
The electric resistance braking system is designed by wiring together six traction motor fields and six individual traction motor armature circuits in series with a dedicated segment of the braking resistor. This arrangement serves to prevent wheel slip during braking.
Three-phase onboard power supply
The initial locomotive (252 001) retains a rotating converter from Sachsenwerk GmbH, Dresden, previously utilized in class 250 (later class 155). This unit comprises a vertically mounted 380 V/16.7 Hz single-phase asynchronous motor with capacitor-assisted auxiliary phase and a 380 V/50 Hz three-phase synchronous generator located within the engine compartment. The generated three-phase current powers various auxiliary devices including traction motor fans. In contrast, locomotives 252 002 through 004 are equipped with static converters supplied by ELIN Union, Vienna. These employ a semi-controlled input rectifier feeding a shared intermediate voltage bus and four distinct transistor inverters—each supplying its own three-phase network—with redundancy protection that reallocates loads if an inverter fails. The total auxiliary power capacity is rated at 120 kVA, with each inverter designed for 40 kVA output. Due to spare parts shortages, locomotives 156 003 (as of 2017) and 156 004 were fitted with conventional rotary converters during their final major overhauls. Locomotive 156 002 remains out of service owing to the unavailability of static inverter components; plans exist to convert it to a rotating converter system under the new ownership of Fahrzeugwerk Karsdorf as of 2018.
Control systems
The four prototype locomotives utilized varying approaches for their control and regulation circuits. Similar to the 112/243 series, the units 252 001 and 002 feature wired-programmed LEW control electronics based on advanced integrated LSL circuit technology. Their circuitry and components are organized on plug-in cards arranged by function and installed within an EGS swivel frame positioned at the rear wall of the driver's cab.[16]
Locomotives 252 003 and 004 incorporate the Sibas 16 microprocessor-based control system (Sibas = Siemens Railway Automation System) developed by Siemens Mobility. The software was a collaborative effort between Siemens and LEW. Both the primary and backup computers are installed in the rear wall of the driver's cab. Additionally, four SIBAS-KLIP stations are distributed throughout the locomotive. The driver's cab includes a display panel that provides operational status updates and fault diagnostics.[17]
During their most recent major overhauls, both locomotives had their Sibas computers removed and were modified to align technically with the other two units. All four locomotives were also upgraded with a time-division multiplexed dual traction control system (ZDS).[18]
Train protection systems and additional equipment
The class 252 locomotives are fitted with a PZB train protection system along with a mobile radio for communication (MESA). The antenna for train path radio is mounted on top of the driver's cab at one end. These traction units also include a Sifa deadman's safety device and feature 13-pin UIC connectors suitable for passenger train operations, as well as an onboard power supply capable of delivering up to 800 kVA to the train busbar.[19]
Since 2007, unit 156 001 has been equipped with multiple-unit control functionality, enabling it to operate in tandem with locomotives from classes 112, 114, 143, and 156.[20]
Traction capabilities
Conceived as a heavy-duty freight locomotive, the class 252 is engineered to pull substantial train weights. It possesses an adhesive weight amounting to 120 tons. The following table outlines its traction capacity at various speeds along with the corresponding tractive power reserve. Homogeneous InterCargo trains can be hauled at speeds reaching up to 120 km/h or weights as high as 1800 tons without requiring additional tractive power reserves.[17]
| Traction capacity of class 252 | ||
|---|---|---|
| Train weight/type | Speed | Traction reserve |
| Block train of 3000 t | 100 km/h | 3 N/kN |
| Through freight trains of 2200 t | 100 km/h | 2 N/kN |
| InterCargo trains weighing 1700 t | 110 km/h | 2 N/kN |
Liveries
| 1994 | |
|---|---|
| 156 001 (DR) | 
|
| 156 002 | 
|
| 156 003 | 
|
| 156 004 | 
|
| 2002 | |
| 156 001 | 
|
| 156 002 |
|
| 156 003 | 
|
| 156 004 |
|
| 2007 | |
| MEG 801–803 | 
|
| MEG 804 | 
|
Upon delivery, the four locomotives were not only differentiated by their technical specifications but also by their distinct paint schemes. Three units were finished at the factory in signal red (RAL 3001), whereas locomotive number 252 003 featured an oriental red finish. The frames of units 252 001, 252 002, and 252 004 were coated in dark grey, while the frame of the 252 003 matched the body color and was highlighted on the sides by a white decorative stripe. The front of locomotive 252 001 was kept minimalistic, whereas locomotives 252 002 and 252 004 displayed a bright contrasting panel between the headlights, where their numbers were applied using negative lettering. Locomotive number 252 003 was equipped with the characteristic DB bib.
Variations were also evident in how the locomotive numbers and ownership markings were displayed. Unlike the locomotives from the series 143/243, none of these units bore metal number plates. In 1999, locomotive number 156 003 became the first in its series to be repainted in traffic red (RAL 3020) with Railion branding on its sides, following significant fading of its original oriental red paint. This Railion lettering was removed just a year later and replaced by a DB logo, commonly referred to as the "DB cookie." Although all other locomotives were also repainted in traffic red, subtle differences remained: locomotives numbered 156 001 and 002 featured DB Cargo lettering, while unit 156 004 displayed only an enlarged DB emblem.
When ownership transferred to MEG, all locomotives received the MEG logo as their new identification mark. Starting in 2007, during routine overhauls, their appearance evolved; they retained the traffic red base color but reintroduced a bright contrasting section between the headlights reminiscent of the DR livery seen on locomotives 252 002 and 252 004. To celebrate Mitteldeutsche Eisenbahn’s tenth anniversary, locomotive number 803 was given a special paint scheme unveiled on September 5, 2008. The last locomotive to adopt the current MEG color design was unit 804 in 2009.
-
Various DB Cargo paint finishes -
MEG 803 at Berlin-Schönefeld -
MEG 803 with updated livery -
MEG 803 in new colors at Berlin-Schönefeld -
MEG 804 freshly repainted at AW Dessau
Additional technical modifications since 2008
To enhance operational dependability across all four locomotives, MEG collaborated with the Dessau facility to install the ZDS control system on each unit. This upgrade aligned the control technology more closely with that of the class 143 and 155 locomotives, which are also part of the company's fleet. As a result, the four locomotives gained improved reliability and could be more seamlessly integrated with other locomotive series. Previously, the control systems of the four 252 series prototypes varied between individual units and demanded significantly higher maintenance efforts, with sourcing replacement parts for faulty components often presenting challenges.
Books
- Dieter Bäzold, Günther Fiebig: Deutsches Lok-Archiv: Elektrische Lokomotiven. Transpress-Verlag, Berlin 1992, ISBN 3-344-70748-5
- Michael Dostal: Baureihen 112, 143. Moderne Elektrolokomotiven für ganz Deutschland. GeraMond Verlag, München 2000, ISBN 3-932785-50-9
- Thomas Estler: Das große Lokomotivtypenbuch. Transpress-spezial, Transpress-Verlag, Stuttgart 2004, p. 212, ISBN 3-613-71247-4
Magazines/Articles
- Christian Urbanke: Moderne Steuer- und Informationstechnik auf Bahnfahrzeugen. (spez. SIBAS) In: Glasers Annalen: Zeitschrift für Eisenbahnwesen und Verkehrstechnik. Nr. 110, Juni/Juli 1986, p. 223–231, Template:ISSN
- Eisenbahn-Kurier 3/91, 5/91, 10/91, 07/01, 01/03, 09/03, 10/03, 11/03-01/04, EK-Verlag, Freiburg Template:ISSN
- Ekkehard Gärtner / Horstmar Seyfarth: Die neue elektrische Lokomotive der Baureihe 156 der Deutschen Reichsbahn. In: Glasers Annalen: Zeitschrift für Eisenbahnwesen und Verkehrstechnik. Nr. 116, Oktober 1992, p. 406–415, Template:ISSN
- LOK Report 8/91, 5/92, 6/92, 12/93, Arbeitsgruppe LOK Report e. V. Template:ISSN
- Miba: die Eisenbahn im Modell 06/01, MIBA-Verlag Template:ISSN
Other publications
- SIBAS® 32 – Das Steuerungssystem für alle Schienenfahrzeuge, Druckschrift von Siemens Transportation
References
- ↑ Modelleisenbahner 05/1991, Seite 17, T&M Verlagsgesellschaft Berlin
- ↑ Eisenbahn-Kurier 05/1992, Seite 23, EK-Verlag Freiburg, Template:ISSN
- ↑ Drehscheibe – 156 002 im Plandienst. In: Modelleisenbahner 03/1992, p.30
- ↑ Brennpunkt DR – Keine 156 im Plandienst. In: Eisenbahn-Kurier 05/1993, p. 19, EK-Verlag Freiburg, Template:ISSN
- ↑ Cite error: Invalid
<ref>tag; no text was provided for refs named:3 - ↑ "Deutsche Bahn: Reform fundamentally and end permanent crisis!". Bundesrechnungshof. Retrieved 2024-06-11.
- ↑ "1945-1988". www.igbwdresdenaltstadt.de. Retrieved 2024-06-11.
- ↑ 8.0 8.1 "Dresdner Bahn line expansion for Deutsche Bahn AG by SPITZKE". SPITZKE. Retrieved 2024-06-11.
- ↑ REGIONAL ANALYSIS OF CHALLENGES AND NEEDS for the Free State of Saxony (pdf). Retrieved on June 11, 2024.
- ↑ 10.0 10.1 Die Baureihe 156 – Nach nur 11 Jahren abgestellt!. In: Eisenbahn-Kurier 01/2003, EK-Verlag Freiburg
- ↑ Das Ende der Baureihe 150 im Schiebedienst auf der Frankenwaldrampe. In: Eisenbahn-Kurier 04/2003, EK-Verlag Freiburg
- ↑ Baureihe 156. In: triebfahrzeuge.de. September 26, 2003, archived from the original on August 9, 2007; retrieved March 13, 2013.
- ↑ Cite error: Invalid
<ref>tag; no text was provided for refs named:2 - ↑ 14.0 14.1 Brennpunkt Deutsche Bahn – Baureihe 156. In: Eisenbahn-Kurier 01/2004, EK-Verlag Freiburg
- ↑ "Drehscheibe Online Foren :: 03/02 - Bild-Sichtungen :: [Berlin-Li] Abschiedsbilder MEG, LOCON, MET und Messzug 218 ..." www.drehscheibe-online.de. Retrieved 2024-06-11.
- ↑ SIBAS 32 – Das Steuerungssystem für alle Schienenfahrzeuge. (PDF; 1960 KiB) Siemens, archived March 14, 2006; accessed July 17, 2007
- ↑ 17.0 17.1 Cite error: Invalid
<ref>tag; no text was provided for refs named:1 - ↑ SIBAS 32 – Das Steuerungssystem für alle Schienenfahrzeuge. Archived 2014-01-02 at the Wayback Machine (PDF; 1960 KiB) Guido Studer, retrieved March 13, 2013.
- ↑ Cite error: Invalid
<ref>tag; no text was provided for refs named:6 - ↑ G. Gattermann: MEG-Lok 801 (Baureihe 156) ZDS-fähig. In: Eisenbahn-Kurier 03/2008, page 22, EK-Verlag Freiburg, Template:ISSN