DR Class E 251

DR Class E 251 DBAG Class 171
171 003 1993 in Blankenburg
Number(s)	DR E 251 001–015 DBAG 171 001–015
Quantity	15
Manufacturer	LEW
Year(s) of manufacture	1965
Axle arrangement	Co’Co’
Track gauge	1,435 mm (4 ft 8 1⁄2 in)
Length over buffers	18,640 mm (61 ft 1.9 in)
Service weight	124.0 t (122.0 long tons; 136.7 short tons)
Axle load	20.7 t (20.4 long tons; 22.8 short tons)
Top speed	80 km/h (50 mph)
Power output (one hour)	6×610 kW (818 hp) = 3,660 kW (4,910 hp)
Power output (continuous)	3,300 kW (4,400 hp)
Starting tractive effort	373 kN (84,000 lbf)
Power index	29.5 kW/t
Electric system	25 kV 50 Hz AC Catenary
Collection method	Pantograph
No. of traction motors	6
Transmission	Tatzlager Motor
Brakes	Compressed-air brake electric brake
Train protection	Sifa/Indusi

The East German electric locomotives of DR Class E 251 (from 1970: 251, DBAG Class 171) were not standard engines either within the Deutsche Reichsbahn's or subsequently the Deutsche Bahn's fleet, due to the different specification of their electrical system. They were only used on the Blankenburg (Harz) – Königshütte (Rübeland Railway) line. Because this line had steep inclines, but connecting this isolated branch to the main traction network would have been very expensive, the Deutsche Reichsbahn electrified it in 1965 with a 25 kV 50 Hz system, which was different from the usual German catenary supply of 15 kV 16⅔ Hz. The 15 Co’Co’ engines were supplied by LEW and registered with the Reichsbahn as E 251 001 to 015.

Of the original 15 locomotives, 11 were deployed until December 2004 in charge of goods trains on the Rübeland Railway. Until that point they were stabled at Bw Blankenburg. Apart from 171 001 and 171 002, which were returned to their original state and placed under conservation protection, almost all locomotives are in the old Bw Zwickau, where they are awaiting future duties in southeast Europe. Class 171-hauled passenger services hauled ended in 2000 because the Federal Railway Office required the installation of door opening systems (Türsteuerung or TB0) on passenger trains. A TBO option for the trains was not followed through for cost reasons. Neither were the engines equipped with Sifa until 1998, because the additional crew member required on steep inclines initially meant that Sifa was not needed.