DB class VT 11.5

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DB VT 11.5
DB series 601/901
Series 601 1986 Munich Südring
Series 601 1986 Munich Südring
Numbering: VT 11 5001-5019
601 001-019
Number: 19 power cars
Manufacturer: MAN , LHB , Wegmann
Year of construction (s): 1957
Retirement: 1988 (DR 1991)
Axis formula : B'2 '+ 2'2' + 2'2 '+ 2'2' + 2'2 '+ 2'2' + 2'B '
Gauge : 1435 mm ( standard gauge )
Length over coupling: 130,720 mm
Width: 3,012 mm
Fixed wheelbase: 3,400 mm (motor bogie )
2,300 mm (running bogie)
Service mass: 214 t
Wheel set mass : 18 t
Top speed: 140/160 km / h
Installed capacity: 2 × 810 kW (1100 PS)
Driving wheel diameter: 950 mm
Impeller diameter: 900 mm
Motor type: MTU 12V 538 TA 10
Rated speed: 1500 rpm
Power transmission: hydraulic
Tank capacity: 2 × 2150 l
Brake: Disc brake , magnetic rail brake
Seats: 122 + 46 in the dining area
Classes : 1.
Series 601 in 1970 as TEE Mediolanum in Munich Hbf
Class 601 in 1987 as the Alpen-See-Express when entering Darmstadt Hbf

The VT series 05/11 (colloquially often only the TEE was called) a diesel - multiple unit of the German Federal Railways (DB). It was an epoch-making development in the field of German rail vehicle construction in the 1950s and the parade train of the Deutsche Bundesbahn . With the introduction of the DB series scheme on January 1, 1968, the power cars (machine cars ) became the 601 series and the intermediate wagons became the 901 series .

history

The VT 11.5 diesel multiple units were developed in Germany for international TEE traffic with increased comfort . In 1957 MAN supplied 19 power cars , Linke-Hofmann-Busch 16 compartment cars and the Wegmann wagon factory eight open- plan cars , eight dining cars with a dining area, bar and travel compartment as well as nine kitchen cars with a fully electric kitchen and an additional dining area. In 1958, four and in 1963 three additional compartment cars were delivered. In the rear of the powered end cars there was a small baggage compartment and two service compartments for train personnel and customs or a train secretariat. Thus, as planned, seven-part (maximum possible ten-part) multiple units with 122 seats and 46 seats in the dining compartments were formed, which were 130 meters long and had a total mass of 230 tons. These trains consisted of a machine car at each end of the train, two compartment cars, an open seating car, a dining car and a kitchen car. The design of the trains was developed by the German architect and industrial designer Klaus Flesche , who has been the head of the Industrial Design department at Maschinenfabrik Augsburg-Nürnberg AG for many years .

The trains were equipped and approved for Germany , the Netherlands , Belgium , France , Switzerland , Austria and Italy . This corresponded to the TEE network in its original expansion.

From 1957, the VT 11.5 series was used in TEE traffic. In the beginning, five multiple units were required and the following international connections were made:

Some of the trains were driven with double units of the VT 11.5, but also coupled with the VT 08 . To expand capacity, the seven-car units were extended to ten-car multiple units. The constantly increasing electrified route network and the limited capacity of the diesel multiple units led in the mid-1960s to more and more of the international TEE courses being switched to trains hauled by locomotives, such as the TEE 77/78 Helvetia. But there were new connections in 1965:

  • TEE 155/190 Parsifal Hamburg Altona –Paris Nord
  • TEE 25/26 Diamant Dortmund– Antwerp
  • TEE 19/20 Saphir Frankfurt / M – Oostende

However, national connections in the TEE system were now also possible and the class 601 multiple units were also used as F-trains between 1968 and 1971 and then for the first time with the new product name InterCity (at that time still with internal letters ) as pure 1st class trains :

  • Ft 38/37 Hans Sachs Dortmund– Munich
  • Ft 140/141 Sachsenroß Frankfurt / M– Cologne
  • Ft 117/120 IC Prinzregent Frankfurt / M – Munich
  • Ft 170/171 IC Mercator Bremen - Stuttgart

On Saturdays in the winter sports season from 1969 to 1979 the F (or from 1971 IC) Karwendel operated as a special travel agency train to the winter sports resorts in the Karwendel region:

With the introduction of the InterCity '71 system , the TEE trains were integrated into it. The last German TEE connection existed until 1972:

In 1971, the Deutsche Bundesbahn set up the InterCity as a city express system with 1st class vehicles every two hours. In return, the maximum permissible vehicle speed of the 601/901 series for seven-part units could be increased to 160 km / h. On average, six units were used daily. To create more space, the bar cars were converted into open-plan cars in 1976. In order to be able to operate ten-part units with 256 seats and a maximum speed of 160 km / h, a gas turbine with an output of 2200 hp was installed in four power cars instead of the diesel engine . These power cars were redrawn as the 602 series. Due to technical problems, the series 602 gas turbine drive heads were retired as early as 1978. With the introduction of the new InterCity system in '79 - "every hour, every class " - the use of the 601/901 series in IC traffic ended.

From 1980 the multiple units of the 601/901 series were used in ten parts in the special tourist traffic as the Alpen-See-Express . In order to increase the capacity to 300 seats, the open- plan cars were equipped with new seats in a 2 + 2 arrangement, which corresponded to the seats of the Bpmz 291 , but were covered with the brown / beige / orange striped upholstery of the WRmz 135 dining car . Starting from Hamburg and Dortmund , the tourist trains ran, partly in double traction as twenty-car units, in regular traffic to Berchtesgaden , Grafenau / Bodenmais , Seebrugg / Lindau , Oberstdorf / Seefeld , Innsbruck / Zell am See and Salzburg / Berchtesgaden. This planned operation lasted until 1988. The trains also came on branch lines as special trips , e.g. B. 1985 from Dieringhausen to Olpe . From 1987 many vehicles of the 601/901 series (except for 601 002 and 901 403, which were scrapped) were sold to Italy . Only a few vehicles remained with the DB as museum trains and could be booked for a few more years for special trips.

VT11.5 unit with DR logo

In 1990 a ten-part unit was loaned from Italy to Germany and used from July 27, 1990 to September 29, 1990 as the Intercity " Max Liebermann " by the Deutsche Reichsbahn between Hamburg and Berlin. Part of this multiple unit with power cars 601 006 and 015 was later given a dark blue and white paint job and was taken over by ESG Augsburg from SSB Cargo Italia. It is exhibited today in the Bahnpark Augsburg . The train was converted into a 204 meter long restaurant. A maximum of 155 guests could be entertained in this way. Since 2007 the chef Alfons Schuhbeck has been offering "Schuhbeck's Blue Star Train" here together with the team from the Augsburg railway and special wagon operating company. The train was put up for sale in the summer of 2017. The sale took place in October 2019, after which the vehicles were transferred to Braunschweig. It is parked on the site of the former Bundesbahn repair shop in Braunschweig . A six-part wine-red / beige unit with power cars 601 013 and 019 has been in the Augsburg railroad park since 2010.

From 2001 there was hope for the reconstruction and re-commissioning of a TEE model of the VT 11.5 series by Deutsche Bahn . However, the cost of the restoration rose to up to five million euros, partly because of today's safety standards (for emergency exits, non-flammable carpets, etc.), so that the project had to be stopped. Parts of the TEE train could be viewed in the Nuremberg Transport Museum before the fire . The diesel power head 601 008, the open-plan car 901 122, the compartment car 901 203 and the gas turbine power head 602 003 have been in the SVG Eisenbahn-Erlebniswelt Horb am Neckar since April 2011 . The gas turbine head was previously exhibited in the Nuremberg Transport Museum. The vehicles stored in Horb were parked in Villingen from around 2017. At the mercy of the weather and vandalism, they fell into disrepair. The scrapping took place in January 2020.

Of the class 601/901 vehicles parked in the locomotive shed of the Leipzig South depot, the intermediate car 901 116 fell victim to a fire on January 16, 2012. These are the vehicles for the planned museum set of the DB Museum. In March 2012, the vehicles were moved to various locations: Triebkopf 601 014 and Mittelwagen 901 115, 304 and 401 to the Horb Railway Adventure World, Triebkopf 601 018 to the South German Railway Museum in Heilbronn and the Mittelwagen 901 121 and 404 to the Lichtenfels depot of the DB Museum Nuremberg.

technology

In each original power car, a fast-running is twelve-cylinder - driving diesel engine 12V 538 TA 10 from MTU 1100  hp . This corresponds to the Maybach engine type MD 650 / 1B , the engines differ only in their designation according to the Maybach or MTU nomenclature. Originally, diesel engines of the same power from Daimler-Benz (MB 820 Bb) and MAN (L 12 V 18/21) were also available.

The VT 11.5 had a hydraulic power transmission with gears either from Voith (type LT 306r) or from Maybach (K104 US / W) , which helped the train to a top speed of 140 km / h, which was later increased to 160 km / h. The bogie was driven under the engine. The brakes were pneumatic disc brakes supplemented with a magnetic rail brake .

Both power cars worked in parallel. Up to two additional multiple units could be driven by an electrical multiple control. The control was compatible with that of the VT 08 series .

An eight-cylinder auxiliary diesel engine from Motorenwerke Mannheim (MWM) with an output of 232 hp (with a turbocharger 296 hp) was also installed in each power unit for the power supply, including the air conditioning and the kitchen car. This was connected to a three-phase generator . If the auxiliary diesel was not running, the power car had to be connected to a stationary power supply. The water circuit should not cool below 30 ° C.

Middle car

The intermediate cars were designated as VM 11 5101-5123 (A 4ü, compartment car with side aisle), VM 11 5201-5208 (A 4y, open seating car with central aisle), VM 11 5301-5308 (AR 4y, dining car with bar area) and VM 11 5401– 5409 (WR 4y, kitchen trolley with dining area), from 1968 correspondingly as 901 101–123, 201–208, 301–308 and 401–409.

The compartment cars had six compartments with a depth of 2200 mm with six places. The open-plan cars had 33 seats in 2 + 1 seating, apart from the seats on the front walls, the seats could be rotated in or against the direction of travel. The bar car had 7 seats in the bar room, 23 seats in the dining section and 17 seats in the open plan compartment, each with 2 + 1 seating with opposite seats. The kitchen trolley also had 23 places. The cars, with the exception of the bar car, had an entrance at one end, the compartment car had one and the open seating car had two toilets.

All intermediate cars had their own air conditioning .

  • Entrance door

  • Original interior of a compartment

  • Original interior of the open-plan car

  • Compartment after conversion to the Alpen-See-Express

  • Former bar car converted into an open seating car for the Alpen-See-Express

Variant: Series 602

DB VT 11.5
DB class 602
Class 602 in the Nuremberg DB Museum
Class 602 in the Nuremberg DB Museum
Number: 4 power cars
Year of construction (s): 1972
Retirement: 1979
Axis formula : B'2 '(power car)
Top speed: 160 km / h
Installed capacity: 1617 kW (2200 hp)
Motor type: AVCO-Lycoming TF35
Motor type: Gas turbine
Rated speed: 13,700 rpm
Power transmission: hydraulic
Gas turbine power car of the 602 series in 1984 in the Nuremberg Aw
602 in the SVG Railway Adventure World Horb am Neckar

At the beginning of the 1970s, the diesel engines of four machine cars were replaced by gas turbines from AVCO-Lycoming (type TF35), supplied by KHD , with 2200  hp and the vehicles were then referred to as the 602 series. Externally, the gas turbine variant can be easily recognized by the significantly enlarged air inlets.

The four power cars were used in InterCity traffic. Scheduled operations began on July 14, 1974, when the "Sachsenroß" intercity connection between Hamburg and Ludwigshafen was converted to a multiple unit with two class 602 powered end cars. From January 1975 it was then possible to run the multiple units in mixed operation with the series 601 and 602 with a newly developed adjustment control for the merging of gas turbine and diesel power units. As a rule, three power cars were in operation in mixed operation and one remained as a reserve.

In April 1975 a train consisting of two class 602 powered end cars and two intermediate cars between Celle and Uelzen set a new German speed record for internal combustion rail vehicles at 217 km / h. This was surpassed on January 13, 2000 by an ICE TD with 222 km / h. After problems with the gas turbines and for reasons of economy, the class 602 (just like the gas turbine locomotives of the classes 210 and 219 ) was taken out of service between February 22, 1978 and July 25, 1979 when the revision periods were reached.

Version of the Danish State Railways

MA at the DSB in Varde , 1975

Eleven machine cars of the DSB MA series as well as intermediate and control cars (AM, BM, BR, BS) were delivered to the Danish State Railways (DSB) between 1963 and 1966 . They were in use until 1990.

See also

reception

Stamp

On October 10, 2006, Deutsche Post AG published a stamp for the VT 11.5 at 55 + 25 euro cents as part of a welfare stamp series consisting of four stamps .

Movie

literature

  • Rüdiger Block: The VT 11.5 series . Eisenbahn Kurier Verlag, Freiburg 1988, ISBN 3-88255-200-X .
  • Martin Hinzmann: Europe first class. The VT 11.5 of the Deutsche Bundesbahn. In: LOK MAGAZINE. No. 244, volume 41/2002, GeraNova Zeitschriftenverlag GmbH, Munich 2002, ISSN  0458-1822 , pp. 36–56.
  • Alfred B. Gottwaldt: Memory of Klaus Flesche: a designer from MAN and his vehicles . In: Yearbook for Railway History . Vol. 38 (2006/07), DGEG Medien, Hövelhof, ISSN  0340-4250 , pp. 62-71.
  • Data sheet from the BZA Munich for the 601 diesel multiple unit.
  • ZV diagrams from BZA Munich for both engine versions from 1971 and 1980.
  • Wolfgang Stoffels: The gas turbine express railcars Road no. 602 001-004 of the Deutsche Bundesbahn . In: Wolfgang Messerschmidt (Ed.): Locomotive magazine . No. 68 . Franckh'sche Verlagshandlung, W. Keller & Co. , 1974, ISSN  0458-1822 , p. 343-350 .

Web links

Commons : DB-series VT 11.5  - Collection of pictures, videos and audio files

Individual evidence

  1. ^ Rüdiger Block: The VT 11.5 series. Eisenbahn Kurier Verlag, Freiburg 1988, p. 63
  2. ^ Rüdiger Block: The VT 11.5 series . Eisenbahn Kurier Verlag, Freiburg 1988, p. 127
  3. ↑ a b c d Rüdiger Block: The VT 11.5 series . Eisenbahn Kurier Verlag, Freiburg 1988, p. 149
  4. ↑ Timetables of the FD Karwendel 1969 and 1970 and the IC Karwendel 1971 to 1979 on www.welt-der-modelleisenbahn.com
  5. ↑ Oliver Strüber: Sleek through Europe . In: railway magazine . No. 12 , 2016, ISSN  0342-1902 , p. 15 .
  6. ↑ From Biggestrand to Aggertal in: Lok Magazin 5/2018, p. 63.
  7. ^ ESG website
  8. ↑ Sale advertisement . In: Eisenbahn-Revue International 7/2017, p. 361.
  9. ↑ Current News - News from Leipzig, Saxony and Central Germany. Retrieved March 8, 2020 .
  10. ^ Eisenbahn-magazin 5/2012, p. 21
  11. ^ Rüdiger Block: The VT 11.5 series . Eisenbahn Kurier Verlag, Freiburg 1988, p. 77
  12. ^ Rüdiger Block: The VT 11.5 series . Eisenbahn Kurier Verlag, Freiburg 1988, p. 79
  13. ^ Rüdiger Block: The VT 11.5 series. Eisenbahn Kurier Verlag, Freiburg 1988, p. 88
  14. ↑ Report speed record . In: Eisenbahn-Revue International , issue 3/2000, ISSN  1421-2811 , p. 105