HHA type DT2
| Hamburger Hochbahn AG type DT2 |
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|---|---|
 HHA type DT2-E
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| Numbering: | DT2.0: 9100–9103 DT2.1: 9104–9143 DT2.2: 9144–9203 DT2.3: 9204–9233 DT2.4: 9234–9387 DT2.5: 9388–9471 last 601… 791 |
| Number: | 186 double railcars |
| Manufacturer: | LHB , Kiepe |
| Year of construction (s): | 1962–1966 conversion 1984–1992 |
| Retirement: | until November 28, 2015 |
| Axis formula : | Bo'1'1'Bo '(DT2.0-2.2) Bo'2'Bo' (DT2.3-2.5) |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over coupling: | 27,600 mm (DT2.1) 28,440 mm (DT2.2-2.5) |
| Length: | 13,450 mm (single car DT2.1) 13,870 mm (single car DT2.2-2.5) |
| Height: | 3,355 mm |
| Width: | 2,508 mm |
| Trunnion Distance: | 8,000 mm (DT2.1) 8,200 mm (DT2.2–2.5) |
| Bogie axle base: | End bogies: 2,100 mm running bogies: 2,400 mm (DT2.1–2.3, 2.5), 2,500 mm (DT2.4) |
| Smallest bef. Radius: | 60 m |
| Empty mass: | 34.0 t (DT2.1) 34.3 t (DT2.2) 35.4 t (DT2.3) 34.7 t (DT2.4) 34.4 t (DT2.5) |
| Top speed: | 70 km / h |
| Hourly output : | 320 kW |
| Acceleration: | 0–45 km / h: 0.8 m / s² 45–70 km / h: 0.43 m / s² |
| Wheel diameter: | 860-790 mm |
| Power system : | 750 V DC |
| Power transmission: | Lateral power rail coated from below |
| Number of traction motors: | 4 × 80 kW |
| Brake: | Self-excited drag brake (motor bogie) Solenoid disc brake (running bogie) |
| Control: | Sagittarius |
| Coupling type: | Scharfenberg |
| Seats: | 82 |
| Standing room: | 106 |
| Floor height: | 1060 mm |
DT2 ( double multiple unit 2) is the name of a vehicle series of the Hamburg subway . This was developed as the successor to the DT1 in the early 1960s and, with its 186 two-part units, shaped the image of the U2 and U3 underground lines until the 1990s . The series is divided into a total of five series.
construction
Experience from building the DT1 as well as the " Silberlinge " flowed into the development of the new type . The car body was created as a self-supporting tube in lightweight steel construction under license from the American Budd Company , which enabled the mass of the vehicles to be significantly reduced compared to the DT1. The power consumption of the cars was correspondingly lower. The interior of the car was clad with light-colored fiberglass-reinforced plastic panels. The floor consisted of a sheet of plywood on a corrugated iron base, which was covered with a 2 mm thick gray PVC covering. This was pulled up on the sides of the vehicle so that there was no edge there for better cleaning. A ventilation duct was worked into the ceiling above the seats on both sides, and the inside of the car was covered with perforated plastic panels. Eight cuckoo fans sat on the roof for each car body . On both sides of the sloping roof coves there was a strip of lights with fluorescent tubes and a partially frosted Plexiglas cover. A design team from the Geschwister-Scholl- Hochschule für Gestaltung Ulm is responsible for the design of the vehicle . It consisted of Hans Gugelot , Herbert Lindinger and Helmut Müller-Kühn, the color concept developed by Otl Aicher and Peter Croy. It is interesting that the Hamburger Hochbahn expressly specified a design reference to the DT2 / DT3 for the development of the latest DT5 model.
The front of the car and the doors were painted orange-red on the outside. The first two prototypes of the type DT2.0 (9100–9103) were delivered “blank” and the fronts were painted later. On each side of the car there were two electropneumatically closing double sliding doors running on the outside . The seats in the passenger compartment were arranged transversely in 2 + 2 compartments; the first series had gray plastic shell seats, later brown or blue plastic upholstered seats. In the 1970s, the bucket seats were painted blue, the inner end walls and the inside of the doors were painted with yellow-orange paint. The original luggage racks on the wall above the seats were also removed.
The auxiliary equipment was fed by a 110 V battery, which in turn took its energy from the 750 V direct current network via converters. The first four series had two converter systems each, the fifth, however, only one.
Each unit had two powered bogies with two hollow shaft motors each . The first two series each had a running axle at the short coupling ends, the later series had a common running bogie. The units were equipped with differentially driven driving and braking rollers (the DT2.4 were equipped with a programmable logic controller (PLC) instead of the classic switching mechanism in the 1990s), which was built into the DT2.5 after the DT2.4 was retired. Four different switching levels (maneuvering, series, parallel and parallel shunt) were available during driving. A self-excited resistance brake was available as the main brake, as well as a spring-loaded disc brake for the drive and a solenoid disc brake for the bogie. The DT2 were all-electric wagons and operationally neither the DT1 nor the DT3 units could be coupled.
modernization
As early as the early 1980s, HHA wanted to phase out all DT1s and a large part of the DT2s and replace them with the new DT4 series . Since the city-state of Hamburg, as the owner of the elevated railway, did not provide the necessary funds for this, the financial resources were only sufficient for the replacement of the DT1, which is why the DT2 had to be upgraded for longer vehicle use. Initially, this should only affect the series DT2.3 to DT2.5.
As a result of the renovation, the corroded inner profile skeleton of the vehicles was upgraded with new profiles. Furthermore, the fire protection has been increased in accordance with the current safety regulations.
From 1984 the DT2.4 double multiple unit 9272/9273 (from 1988: 690) was used as the first upgraded unit. Since the new front fronts had not yet been delivered at this point in time, these and the first subsequent cars were still running with the old front. In November 1986 the type DT2.2 double multiple unit 9202/9203 (from 1988: 650) was also dismantled on a trial basis. It was then decided to modernize these types and the DT2.1. Only the DT2.3 were excluded from the program after four vehicles (two of them with new fronts) because their technology made them an exception within the series. The service life of the vehicles has been extended by around 20 to 25 years as a result of the modernization. To distinguish it received the designation DT2-E (= E rtüchtigt).
Last years and retirement
The DT2.3 was withdrawn from service in 1993, and the scheduled missions of the DT2.5 ended in December 2004 after the DT2.4 had been shut down by September 2004 due to the omission of most of the HVZ reinforcement trains. As of June 2005, ten units were still available as operating reserves and five more were shut down inoperable (they were briefly reactivated during the 2006 FIFA World Cup ). Most of the parked DT2s were parked in the Hagenbeck zoo's sweeping system . Due to additional repeater trips, the five parked units were refurbished from July 2008. There were again 15 units available as a reserve.
From January 2009, 15 DT2 units were again in daily use as 6-car trains on the combined U2 / U3 line (ring line). The reason for this was the closure of the U2 section from Gänsemarkt to Berliner Tor. They also ran during the morning rush hour on the U1 between Farmsen and Stephansplatz.
From May 2010 the DT2 made additional trips during rush hour on the U3 between Berliner Tor via Barmbek to Schlump and on the U2 between Schlump and Berliner Tor. The reason for this was the closure of the harbor viaduct in the baumall area, which was almost 100 years old and has now been renewed. This mission was supposed to end at the beginning of October 2010, but it was terminated prematurely in July 2010 and not resumed.
Due to the delays in the delivery of the DT5 (the first train for test runs in the route network was not delivered until December 1, 2011), however, the trains that were still in existence were in repeater traffic until their end in November 2015 and served as operating reserves. The DT2 units did not have an automatic station announcement and video cameras (which, according to the Hochbahn, should be installed in every subway car).
The last DT2 were replaced by the more modern successor DT5 in November 2015 after approximately 53 years of operation. The last trip took place on November 28, 2015.
See also
Individual evidence
- ↑ a b Jan Borchers: After 11 years of being a reservist: Farewell to DT2. In: Forum / Blog. bahninfo-forum.de, November 23, 2015, accessed on November 23, 2015 .
- ↑ Modern underground railcars. DT1, DT2, DT3 . Brochure from Hamburger Hochbahn AG, as of June 1978
- ^ Herbert Lindinger: A new subway car. In: magazine. form.de, accessed on December 9, 2012 .
- ↑ Jan Bartelsen: U2 / U3: Line swap completed / current vehicle use DT2, DT3 and DT4. bahninfo.de, June 29, 2009, accessed on January 1, 2012 .
- ↑ Jan Borchers: Return of the DT2 ... In: Forum / Blog. bahninfo-forum.de, April 23, 2010, accessed on January 1, 2012 .
- ^ Hochbahn: Corporate Report 2010. (PDF) p. 4 , accessed on June 4, 2020 .
- ↑ Security concept in public transport. In: Sicherheit.info. November 21, 2012, accessed June 4, 2020 .
literature
- Martin Pabst: U- and S-Bahn vehicles in Germany. 1st edition, Verlag GeraMond, Munich 2000, ISBN 3-932785-18-5 .
- Marcel Auktun, Carsten Christier: Vehicles of the Hamburg subway: The DT2: 1962–2015. 1st edition, Books on Demand, Hamburg 2016, ISBN 978-3-7392-4847-9 .
