DB class VT 10.5

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DB class VT 10 5
VT 10 501 Senator
VT 10 501 Senator
Numbering: VT 10 501, VT 10 551
Number: 2
Manufacturer: LHB (501)
Wegmann (551)
Year of construction (s): 1953
Retirement: 1959, 1960
Axis formula : B'1'1'1'1'1'1'B ' (501)
B'2'2'2'2'2'2'2'B' (551)
Genre : BPw 10ükll (501)
WLAB B Pw WR 18ük (551)
Gauge : 1435 mm ( standard gauge )
Length over coupling: 096,700 mm (501)
108,900 mm (551)
Length over buffers: 108.9 m
Height: 3525 mm
Width: 3024 mm
Trunnion Distance: 12,200 mm (551)
Bogie axle base: 2,200 mm (drive frame)
2,000 mm (bogie) (551)
Service mass: 104.0 t (501)
120.0 t (551)
Wheel set mass : 13.0 t
Top speed: 120 km / h (originally)
160 km / h
Installed capacity: 4 × 120 kW (originally)
4 × 150 kW
Motor type: MAN
Power transmission: hydro-mechanical
Seats: 135 (501)
41 + 40 (551)
Floor height: 850 mm

The VT 10 5 series comprised two articulated trains developed in the early 1950s . The trains ran under the names " Senator " (day train) and " Komet " (night train). In terms of their design, they shared components, such as the drive system, but also differed in many ways. A third train, for the traffic of the Deutsche Bundespost , was planned, but was never built.

Requirements and planning

The German Federal Railroad (DB), the German Sleeping Car and Dining Car Company (DSG) and the German Federal Post shared an interest in the development of modern express transport. The politics of the young Federal Republic of Germany had an interest in presenting the technical capabilities of their industry. The possibility of building articulated multiple units was discussed in the scientific advisory board of the Federal Ministry of Transport in 1951 , and in the spring of 1952 five “well-known industrial companies” came together to draw up plans that were ready for construction. The decision was made against adapting the Spanish Talgo technology, as these locomotive-hauled trains appeared to be operationally unfavorable in the terminal stations that were still numerous in the Deutsche Bundesbahn network at the time . Rather, it should be railcars that could be used in both directions. The office of express transport pioneer Franz Kruckenberg was involved in the development at the beginning. Kruckenberg used his experience from building the rail zeppelin and the SVT 137 155 to achieve high speeds through extremely lightweight construction. In addition, there was experience from aircraft construction during the Second World War . Kruckenberg left the planning process on June 30, 1952. Shortly afterwards, the test results for the newly developed single-axle bogies of the VT 10 501 were available and on July 30, 1952, the construction of the two trains was recommended in principle. The aim was:

"The same traffic performance with the same safety with half the weight of the vehicles without increasing capital costs."

DB and DSG each financed one of the two trains. Since they were test trains, only one copy was built each, which was very disadvantageous when used later in regular operation. From June 30, 1952, those involved drew up the construction plans and procured the building materials. Construction began in November 1952 and was completed by the end of May 1953. The first driving tests were undertaken and the trains were presented at the German Transport Exhibition in 1953 from June 20, 1953 . The two railcars are only mentioned briefly in the exhibition catalog, while the VT 08 railcar from 1952 is highlighted. However, the mock-up of a motor vehicle and an intermediate vehicle from the VT 10.5 series were shown in Hall P. This suggests that the decision to turn off the trains was made very late.

technical structure

Similarities

Each multiple unit had two powered end cars and five, the night train later had six intermediate cars. The power cars had two-axle motor bogies. They were 17,850 mm long, the intermediate cars only 12,200 mm long and connected to one another by bellows. The outer skins of neighboring wagons were flush mounted rubber membranes. The shortness of the wagons made it possible to build the vehicles 20 cm wider than ordinary express train wagons without leaving the vehicle gauge when going around curves . For the first time at the DB, the trains had air conditioning and closed toilet systems with a waste collection system, so that toilets could be used even when the train was stationary in stations. (Incidentally, railway vehicles only owned "outhouses" at that time.)

Each power car was equipped with two MAN diesel engines for buses , type D 1548 G, each with an output of 118 kW. The developers assumed that this would be cheaper than an in-house development for just a small series of vehicles. The power was later increased to 154 kW per engine. The original version was thus 120 km / h fast, the later version allowed 160 km / h, which was not used operationally. Two additional truck diesel engines, each with an output of 92 kW, were installed to power the train. Power was transmitted hydraulically with a mechanical four-speed gearbox. The engines and gears formed machine sets that could be exchanged within two hours without going to a workshop.

VT 10 501

The VT 10 501 built by Linke-Hofmann-Busch was operated by the DB. Two intermediate cars each had a common single-axle chassis, a new development based on a design by Kruckenberg. The two car bodies it served were connected to the bogie in such a way that they always let it run exactly in the middle of the track when moving, especially through arches. This new development was first tested in a test train consisting of converted conventional wagons and achieved excellent measurement results.

The car bodies were made of aluminum alloys in a welded shell construction , so that the very low weight of 920 kg per seat resulted, which was only achieved again by the ICE 3 . The seats were arranged in open-plan compartments 2 + 1 with a central aisle. The wide aisle in the train allowed a clear view into the two pairs of cars, which were each coupled together to form large spaces. Meals were served at the seat from a kitchen.

dare description annotation
Power end a Driver's cab, engine room, luggage room, compartment with six seats (later used as a writing compartment ), original writing compartment (later service compartment), radio intercom , cloakroom, two toilets The compartment with six seats was later used as a writing compartment, the original writing compartment, which proved to be too narrow, became a service compartment.
Middle car c 30 seats
Middle car d 24 places, linen cupboard, cloakroom, trunk
Mittelwagen e two trunk, two cloakrooms, kitchen, sideboard, pantry, toilet
Middle car f 30 seats identical to intermediate car c
Middle car g 17 seats, cloakroom, trunk, two toilets
Power end b 24 reclining seats, cloakroom, trunk, engine room, driver's cab

VT 10 551

Jakobs bogie for the VT 10 551i saloon and intermediate car

The multiple unit VT 10 551 built by Wegmann in Kassel for DSG was set up for night traffic. In 1954 the set was supplemented by a dining car and in 1956 by the VT 10 551i saloon car . In contrast to the VT 10 501, the intermediate cars were connected to one another via two-axle Jakobs bogies . The car bodies were made in a combined shell / frame construction with riveted connections. The train had beds in compartments with side aisles. Here the beds were perpendicular to the direction of travel. In single occupancy, these were offered for travelers in (old) 1st class , in double occupancy (two beds one above the other) for travelers in (old) 2nd class. There were also individual compartments on both sides of a central aisle. These, as well as the sleeping chairs offered in one of the power cars, could be used with (old) 2nd class tickets . The train was taken over by the DB in 1955.

dare description annotation
Power end a Driver's cab, engine room, luggage room, service compartment, 5 single compartments , toilet, washroom
Middle car c 4 two-bed compartments with toilet, washroom, 2 DSG service compartments, trunk The car was converted into a half saloon car in 1956.
Middle car d 4 two-bed compartments with toilet, 2 luggage compartments
Middle car i 1 two-bed compartment with bathroom (hip bath), saloon Ordered at a later date and added to the train for state journeys, in which case another car had to be removed from the train due to the limited performance of the engines.
Middle car h Dining room with 21 seats Ordered later and inserted into the train.
Mittelwagen e 2 single compartments , kitchen with buffet and bar
Middle car f 9 single compartments , toilet, trunk, laundry and storage rooms
Middle car g 8 single compartments , service compartment, washroom, trunk, laundry and storage rooms
Power end b 12 reclining seats in the open plan, cloakroom, trunk, two toilets, engine room, driver's cab

The coloring of the VT 10 551, which had a silver car body, a purple-red ribbon window and purple decorative lines above and below the ribbon window, anticipated essential features of the so-called pop paint scheme of the Deutsche Bundesbahn, a color experiment that lasted from 1969 to 1974.

business

When traveling to the German Transport Exhibition in 1953 , the journey of the VT 10 501 had to be interrupted twice due to overheating . The VT 10 551 left the traffic exhibition prematurely for an advertising drive that took it to Athens (see below). There were a number of presentation trips in the area around the exhibition, whereby the trains were not yet operationally approved:

Test drives were carried out several times on the Munich – Frankfurt – Hamburg route and for inclines and declines on the Geislinger Steige . A scheduled use for the timetable change on October 3, 1953 - because of the lack of approval - was out of the question. As a precaution, however, should this still be successful in the current timetable period, a route with the note “ only runs on special order ” has been provided in the timetable .

The scheduled deployment carried out from 1954 onwards was often not possible for various reasons. Conventional replacement trains were kept ready at all times. At least three units of both versions of the VT 10 5 would have been required for scheduled operation .

VT 10 501

The day train VT 10 501 started regular operation with the summer timetable in May 1954 as Ft 41/42 Senator on the Frankfurt (Main) Hauptbahnhof – Hamburg route with a one-day circuit. It was based in the Frankfurt-Griesheim depot .

After just two months of use, the train had to go to the workshop for five months. In 1955 he only managed 55 days of work. Problems caused, among other things, the very hard chassis, which reduced the ride comfort for passengers. In December 1956 it was taken out of scheduled operation due to its high susceptibility to failure . First the train went to the manufacturer in Salzgitter and from 1958 to the AW Nürnberg. The train was shut down on June 12, 1959.

VT 10 551

Scheduled operation

The night train operated as Ft 49/50 “Komet”, initially on the Hamburg – Basel route, and later on the Hamburg – Zurich route. Since there was only one set of the night train, the "Komet" could only serve one of the two directions every day.

The driving characteristics of the vehicle were good, but the concept with six engines per train turned out to be a disadvantage. This caused high maintenance costs. The fact that the train - in each direction - only ran every other day also turned out to be difficult for travelers. Therefore, the DB decided to take the vehicle out of service for the 1958 summer schedule. When cracks in the outer skin of the power cars were discovered, this happened earlier, on October 20, 1957.

Special operations

When the train was available for special operations, the saloon car was usually used. The two power cars received holders for standards .

  • The VT 10 551 left the German Transport Exhibition prematurely for a test and advertising drive to Greece .
  • From November 10th to December 4th 1954 the VT 10 551 drove to Athens for the second time. Federal Minister of Economics Ludwig Erhard traveled to Greece at the head of a government delegation . There was also a collision with a cart on a level crossing. The train was only slightly damaged. After trial runs in the summer of 1954, the train resumed scheduled traffic in July of the same year.
  • From May 11 to 24, 1956, Federal President Theodor Heuss used the train, which was supplemented by the “i” saloon car, for a state visit to Greece, the first state visit abroad by a German head of state after the Second World War. The Federal President was very satisfied with the saloon car and made a few suggestions for improvement.
  • On November 6th and 7th, 1956, Federal Chancellor Konrad Adenauer and his delegation used the train to visit Paris . For this trip, the saloon car was fitted with train mail radio equipment .
  • On January 1, 1957, Konrad Adenauer drove to Saarbrücken with the VT 10 551 on the return of the Saarland to Germany .

The End

The surviving lounge car VT 10.551i
Vehicle designation on the preserved saloon car

Both trains were retired on December 20, 1960. Much experience from the construction and operation of the VT 10 5 series flowed into the construction of the TEE VT 11.5 multiple units . The VT 10.5 was dismantled in 1962 in the Munich-Freimann repair shop .

The saloon and intermediate car VT 10 551i has been preserved. It is used as a clubhouse by the Nuremberg Railway Friends. After standing in the eastern apron of Nuremberg Central Station for years , it now stands next to Nuremberg-Stein station on the Nuremberg – Crailsheim railway line .

literature

In alphabetical order:

  • Peter Goette: Light F-Trains of the Deutsche Bundesbahn . EK-Verlag, Freiburg 2011, ISBN 978-3-88255-729-9 , p. 22nd f .
  • Karl Kaißling: With the articulated multiple unit to Athens . In: AGM newsletter lightweight construction of transport vehicles . No. 3 , 1954, OCLC 310890259 , pp. 13-15 .
  • Heinz Kurz: The VT 10.5 series . EK-Verlag, Freiburg 2016, ISBN 978-3-8446-6025-8 .
  • Rolf Löttgers: Rolling tubes on DB tracks . In: railway magazine . No. 4/2013 . Alba publication, April 2013, ISSN  0342-1902 , p. 9-12 .
  • Emil Maurer (Editor): German Transport Exhibition - Official Catalog . Carl Gabler, Munich 1953.
  • Horst J. Obermayer: Railcar . In: German Railways . Weltbild Verlag, Augsburg 1995, ISBN 3-89350-819-8 , p. 136 f .
  • Hans-Christoph Seebohm : [Answer to] Small question 12 of the SPD parliamentary group - printed matter 2/141 . In: German Bundestag (ed.): Bundestag printed matter 2/167 . Dr. Hans Heger, Bad Godesberg December 30, 1953 ( online [PDF; accessed on July 13, 2017] online version of the associated small inquiry ).

Web links

Commons : DB-series VT 10.5  - Collection of pictures, videos and audio files

Remarks

  1. ↑ Kurz, p. 70, on the one hand names the power cars “a” and “b” the other way around, according to a graphical overview (p. 146, Fig. 247), on the other hand he states that according to According to the DB rules, the power end in which the luggage compartment is located is always designated with "a" (p. 21).
  2. ↑ That was one of the starting components for the test drive of the VT 10 551 to Athens in 1953 .
  3. ↑ Carriage: powered end car “b”, half salon “c”, parlor “i”, dining room “h”, kitchen car “e”, sleeping car “d” with transverse beds, powered end car “a” (Kurz, p. 148).

Individual evidence

  1. ↑ a b c d e f g h Karl Kaißling: With the articulated multiple unit to Athens . In: AGM newsletter lightweight construction of transport vehicles . No. 3 , 1954, OCLC 310890259 , pp. 14 .
  2. ↑ a b c d e f g Karl Kaißling: With the articulated multiple unit to Athens . In: AGM newsletter lightweight construction of transport vehicles . No. 3 , 1954, OCLC 310890259 , pp. 13 .
  3. ^ A b c Peter Goette: Light F-Trains of the Deutsche Bundesbahn . EK-Verlag, Freiburg 2011, ISBN 978-3-88255-729-9 , p. 22 .
  4. ↑ Heinz Kurz: The VT 10.5 series . EK-Verlag, Freiburg 2016, ISBN 978-3-8446-6025-8 , p. 15 .
  5. ↑ a b c d e Peter Goette: Light F-Trains of the Deutsche Bundesbahn . EK-Verlag, Freiburg 2011, ISBN 978-3-88255-729-9 , p. 23 .
  6. ↑ Maurer: Deutsche Verkehrsausstellung , pp. 140f.
  7. ↑ Maurer: German Transport Exhibition , p. 138.
  8. ↑ Heinz Kurz: The VT 10.5 series . EK-Verlag, Freiburg 2016, ISBN 978-3-8446-6025-8 , p. 21st ff .
  9. ↑ Heinz Kurz: The VT 10.5 series . EK-Verlag, Freiburg 2016, ISBN 978-3-8446-6025-8 , p. 21st f .
  10. ↑ a b Heinz Kurz: The VT 10.5 series . EK-Verlag, Freiburg 2016, ISBN 978-3-8446-6025-8 , p. 45 .
  11. ↑ Heinz Kurz: The VT 10.5 series . EK-Verlag, Freiburg 2016, ISBN 978-3-8446-6025-8 , p. 70 ff .
  12. ↑ Heinz Kurz: The VT 10.5 series . EK-Verlag, Freiburg 2016, ISBN 978-3-8446-6025-8 , p. 70 f .
  13. ↑ Heinz Kurz: The VT 10.5 series . EK-Verlag, Freiburg 2016, ISBN 978-3-8446-6025-8 , p. 148 .
  14. ↑ a b c Heinz Kurz: The VT 10.5 series . EK-Verlag, Freiburg 2016, ISBN 978-3-8446-6025-8 , p. 122 .
  15. ^ Peter Goette: Light F-Trains of the Deutsche Bundesbahn . EK-Verlag, Freiburg 2011, ISBN 978-3-88255-729-9 , p. 124 .
  16. ↑ a b Heinz Kurz: The VT 10.5 series . EK-Verlag, Freiburg 2016, ISBN 978-3-8446-6025-8 , p. 149 .
  17. ↑ Oliver Strüber: Trains to Dream? In: railway magazine . No. 12 , 2018, ISSN  0342-1902 , p. 56 .