LHB VT 2E
| LHB diesel-electric double multiple unit | |
|---|---|
 VT / VS 2E, SGP VT 70, VTE (from left to right)
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| Manufacturer: | Linke-Hofmann-Busch , Simmering-Graz-Pauker |
| Year of construction (s): | 1976-1993 |
| Retirement: | from 2011 (first series, GKB series) |
| Axis formula : | Bo'2'Bo ' |
| Height: | 3.5 m |
| Installed capacity: | 2 × 228 kW - 485 kW |
| Power transmission: | electric |
| Number of traction motors: | 4 (75 kW - 125 kW each) |
| Drive: | 1 or 2 diesel engines |
| Brake: | Knorr disc brake , electromotive resistance brake , magnetic rail brake ; electrical brake control |
| Control: | Multiple traction possible |
| Coupling type: | Scharfenberg |
| Seats: | 88-110 |
| Floor height: | 1.2 m |
The VT 2E is a diesel-electric double multiple unit from the manufacturer Linke-Hofmann-Busch (LHB, now part of Alstom Transport Germany ) for local transport. The vehicles are listed in the German vehicle settings register as series 0609.0 or 0133.2 . In Austria , Simmering-Graz-Pauker (SGP) manufactured the VT 70 under license .
Origin and technical data
To renew its vehicle fleet, the AKN Eisenbahn had LHB develop a new railcar in the mid-1970s. The construction borrowed from the electric underground railcar DT2 / DT3 of the Hamburger Hochbahn (manufactured from 1962) and the first series (series M1-M3) of the Amsterdam Metro (manufactured from 1973), which were also built by LHB used many similar parts. There are also similarities in the design of the vehicle's exterior to the DB class 627 .0, which LHB was also involved in manufacturing two years earlier. While the basic structure remained the same, each series was adapted to the conditions of the area of application (e.g. in terms of motorization or entry height) and the newer series were technically further developed compared to the previous one.
A two-part railcar with a diesel-electric drive was created . The two light-weight motor car halves are supported on a common, non-powered Jakobs bogie , which is equipped with a magnetic rail brake . The Indusi coil is also located here on the vehicles used in Germany . The end bogies are each driven by two direct current motors (last series: three-phase asynchronous motors ). In the first two variants, a diesel engine with a three-phase generator with a downstream rectifier is installed in each half , in the last two only a diesel engine with roughly twice the power. Like the underground predecessors, the vehicles are equipped with an electric resistance brake over the traction motors and a spring-loaded brake. To support can in bad weather sanded be. The heat generated by the electric brake is dissipated directly to the outside via fans or used to heat the passenger compartment, and the electricity generated by the diesel generator can also be used for heating. The diesel engine runs at a higher speed when stationary.
Each half of the vehicle has two pneumatically operated external double sliding doors on both sides . So that the driver can monitor the doors from his seat, there is a pneumatically foldable rearview mirror in each of the four vehicle corners . Yellow and orange tones were initially chosen as the color, later the respective corporate colors. Characteristic is the unpainted beaded outer sheet metal below the side windows, similar to that of the DT2 / DT3, which was not used until the last series. Rolling belts or exchangeable signs above the windscreen served as train destination displays , which were later replaced by LED or LCD displays.
Types
VTE of the AKN
| LHB VTE (AKN) | |
|---|---|
 VTE in Barmstedt
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| Numbering: | VT 2.31 - VT 2.46 |
| Number: | 16 (2020: 5 more) |
| Year of construction (s): | 1976/1977 |
| Retirement: | 2015 (at AKN) |
| Length over coupling: | 30.13 m |
| Width: | 2.93 m |
| Empty mass: | 51.9 t |
| Top speed: | 88 km / h |
| Installed capacity: | 2 × 228 kW 2 × 242 kW |
| Motor type: | MAN D 3256 BTYUE Cummins M11 |
| Number of traction motors: | 4 (each 78 kW) |
| Brake: | Kbr XI-ELF- P - Mg (D) |
| Control: | up to 4 in multiple traction |
| Seats: | 88 |
| Floor height: | 1180 mm |
The AKN's VTE is the first model. In this model, each half of the railcar had a diesel engine and a generator. The seating arrangement is transversely 2 + 2 in a vis-a-vis compartment arrangement. The railcars were built by LHB in Salzgitter .
The AKN procured 16 copies, they bore the numbers VT 2.31 to VT 2.46. Two railcars, VT 2.31 and VT 2.42, collided on September 29, 1994 on a single-track section near Bad Bramstedt . The affected halves were taken out of service and a new train VT 2.42 was formed from the remaining halves.
From 1990 to 1993, the VTE's bogie suspension and suspension were modified in its own workshop in Kaltenkirchen, and ticket machines were also installed in the units.
During a renovation, the trains were equipped with LED rear lights and newer train destination displays, and the AKN corporate colors (white / red / blue) were used for the new paintwork on the front.
This oldest series was withdrawn from August to December 2015 when it was replaced by the LINT 54, which was originally also developed by LHB . The last trips were made on December 13, 2015. The vehicles were put up for sale in mid-2015 after a mileage of around 3.4 to 3.8 million kilometers each, with buyers with a usage concept being offered a stock of spare parts.
The VT 2.39 and 2.42 have been at BayernBahn in Nördlingen since mid-March 2016 . These vehicles were used by the Regiobahn on the Düsseldorf - Mettmann route in the summer of 2017 to reinforce regular train operations, including during the start of the Tour de France 2017 and to handle additional passenger traffic during a major Deutsche Bahn construction site in Wuppertal. Two of the old trains (VT 2.35 & VT 2.37) were used for special trips by the Aschersleben transport company in Egeln. VT 2.38 was owned by the branch line Staßfurt – Egeln e. V. These vehicles have also been owned by BayernBahn since autumn 2019.
The remaining vehicles were scrapped.
VT 70 of the Graz-Köflacher Railway
| SGP VT 70 | |
|---|---|
 VT 70.05 in Graz main station
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| Numbering: | VT 70.01 to VT 70.13 |
| Number: | 13 |
| Manufacturer: | Simmering-Graz-Pauker under license from Linke-Hofmann-Busch |
| Year of construction (s): | 1980 and 1986 |
| Retirement: | 2011-2013 |
| Length over coupling: | 30.18 m |
| Width: | 2.93 m |
| Empty mass: | 54 t |
| Top speed: | 90 km / h |
| Installed capacity: | 2 × 235 kW |
| Motor type: | MAN , with charge air cooling |
| Number of traction motors: | 4 (each 78 kW) |
| Control: | up to 5 in multiple traction |
| Seats: | 110 |
The Graz-Köflacher Eisenbahn (GKE) in Austria procured a further development of this railcar, which was built under license from Simmering-Graz-Pauker (SGP) in Graz . There were changes in the equipment: One half of the railcar has a toilet, the seats are arranged in 2 + 3 vis-a-vis compartments. Another, somewhat more powerful diesel engine was also used in order to be able to cope with the greater gradients compared to the Hamburg region. This has since been replaced twice, most recently in 2001.
Five units were procured in the first series in 1980/1981 (VT 70.01 - 05), eight units were reordered in 1986 (VT 70.06 - 13). The series could originally be differentiated by the side windows (1st series hinged windows, 2nd series translating windows ), but the windows were later exchanged so that all railcars had both window types. The seats are also different, the attachment of the windshield wiper is at the top in the first series and at the bottom in the second.
In order to also meet the requirements of operation in snow, the railcar halves were supplemented at the outer ends by a snow plow firmly connected to the car body .
In 2011 the railcars were replaced by new Stadler GTWs , some VT 70s remained in the GKB fleet as a reserve. In the course of 2013, all class VT 70 railcars were withdrawn. All old vehicles were sold to Poland.
VT / VS 2E from FKE / VHT
| LHB VT / VS 2E (FKE / VHT) | |
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 VT2E of HLB in Köppern
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| Numbering: | VT2E.1 A / B to 9 A / B and VT2E.11 A / B to 21 A / B |
| Number: | 8 and 12 |
| Year of construction (s): | 1987 and 1992 |
| Length over coupling: | 32,620 mm |
| Height: | 3,550 mm |
| Width: | 3,033 mm (above doors) |
| Trunnion Distance: | 12,460 mm |
| Bogie axle base: | 2,100 mm |
| Smallest bef. Radius: | 100 m |
| Empty mass: | 55 t |
| Service mass: | 65 t |
| Wheel set mass : | 11 t |
| Top speed: | 100 km / h |
| Installed capacity: | 485 kW generator: 435 kW |
| Starting tractive effort: | 95 kN |
| Braking force: | 40 kN (E-brake) |
| Wheel diameter: | 870-800 mm |
| Motor type: | Daimler-Benz OM 444 LA |
| Motor type: | 12-cylinder V-engine with exhaust gas turbocharger and charge air cooling , 4-stroke , water-cooled, underfloor |
| Rated speed: | 2,100 min -1 |
| Tank capacity: | 1,100 l |
| Number of traction motors: | 4 × BBC ERG 2040, 93 kW ( Tatzlager - DC motors ) |
| Brake: | K - P - A - E - Mg (D) el |
| Train control : | Indusi I 60 R |
| Control: | up to 4 in multiple traction |
| Seats: | 78 + 14 (2nd / 1st grade) until 2006: 122 |
| Standing room: | 152 |
| Floor height: | 1.22 m |
Logos:   
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First order from FKE
The then Frankfurt-Königsteiner Eisenbahn (FKE), today Hessische Landesbahn (HLB), also needed new railcars for the Königsteiner Bahn route in 1987 in order to be able to keep to the 30-minute intervals required by the FVV on the one hand and the older Esslingen railcars without them on the other Replace PZB . After test drives with various models, including a VT 2E from AKN - which was the only railcar that could maintain the required speed even on a section with a steep incline - it was decided to replicate the railcar. The vehicles were recorded as VT / VS 2E . The railcar is designated as VT 2E.x A (or VT 2E x ), the control car as VT 2E.x B (or VS 2E x ).
The car body has been lengthened a little and the door arrangement has been changed so that it is easy to get off at the S-Bahn stations. In addition, the entry height has been adapted to the S-Bahn platforms (96 cm). Instead of two diesel engines, only one underfloor engine with roughly twice the power was installed. There was no toilet. The rail scraper attached to the lower front apron in the GKB series was replaced by a slightly recessed one attached to the car body. The vehicles were given the numbers 1–8 and were marked with the FKE logo. Similar to the previous series, the vehicles were painted red next to the corrugated outer panel, the front and door undersides were light beige. The interior was designed with yellow and white striped walls and dark red seat covers. The railcars were given a sign with the letter K on the front .
New order for the Taunusbahn
When the Taunusbahn was reactivated in 1992 by the Hochtaunus Transport Association (VHT), the tried and tested type on the other Taunus route was used and eleven railcars (No. 11-21) were procured, which were marked with the VHT logo. The FKE, which then took over the management of the Taunusbahn, attached itself to the order with a similar vehicle due to the increased demand (No. 9).
In contrast to the existing ones, the underside of the front of the new vehicles was yellow (exception: FKE railcar No. 9 still in light beige), the doors were painted completely red. On the front they had the old Taunusbahn logo: a red circle with the words TSB . The old vehicles also received the new logo, and their doors were adapted to the new design. Inside, the walls were kept in a subtle gray, and burgundy / turquoise-colored fabric was used for the seat covers. Technically only minor changes were made. The door to the driver's cab, for example, was designed as a sliding door instead of a pivoting door and the passenger door technology was changed slightly, which meant that the emergency cock was no longer required. Initially, the vehicles also had an interchangeable sign with the letters T or K (for Taunus or Königsteiner Bahn) in the windscreen to distinguish them .
After a few years, a new Taunusbahn logo was designed. It also consists of the TSB lettering , but the letters have serifs and slightly overlap.
Redesign
All vehicles were modernized from mid-2006 to 2007 at Bombardier Transportation in Berlin. The main features are a renewed ventilation and heating system with auxiliary heating, but an air conditioning system could not be installed for static reasons and to ensure braking performance. The drive was equipped with better noise insulation. The destination displays were equipped with an LED display, which is supplemented by a display inside and the GPS- controlled announcement of the next stop ( FIS ). Initially, the new FIS often had problems that could be resolved over time.
The interior has also been adapted to a contemporary design: in addition to new seats instead of the old bench seats and an interior in light white, half of the luggage racks have been dispensed with and the passenger compartment has been made more transparent with separating panes. First class compartments were set up with folding tables and power connections for laptops. However, the ticket machines were expanded due to bad experiences with fare dodgers who were still getting tickets at the last moment. The color scheme has also been changed: the front is now completely painted in light yellow and is replaced on the sides by a slanted red stripe, the doors remained light red. The paintwork and seats thus correspond to those of the LINT-41 multiple units. At the end of September 2007, the entire inventory was modernized. All bear the HLB logo on the side (the FKE was transferred to HLB Basis AG in March 2006 ), the numbers 11–21 also that of the VHT.
Vehicle 12 was slightly damaged at the front in an accident with a car on New Year's Eve 2006 and was repaired in the course of the redesign.
In 2009 the railcars were retrofitted with an emergency brake override.
In 2020 the railcars in the Rhein-Main-Verkehrsverbund (RMV) will run on the lines: Taunusbahn (RMV line 15) and Königsteiner Bahn (RMV line 12). In 2016 they also drove on the Sodener Bahn (RMV line 11).
VTA of the AKN
| LHB VTA (AKN) | |
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 VTA at the Hörgensweg stop
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| Numbering: | VT 2.51 to VT 2.68 |
| Number: | 18th |
| Year of construction (s): | 1993 |
| Length over coupling: | 32.62 m |
| Width: | 3.03 m |
| Empty mass: | 55.4 t |
| Top speed: | 105 km / h |
| Installed capacity: | 485 kW |
| Motor type: | Cummins KTA-19-R2 |
| Motor type: | 6 cylinder diesel |
| Power transmission: | Busbar (see below) |
| Number of traction motors: | 4 (each 125 kW) ABB asynchronous |
| Control: | up to 4 in multiple traction |
| Seats: | 96 |
| Particularities: | 8 hybrid vehicles |
In 1993, the AKN finally procured another 18 railcars, which in turn corresponded in length to the FKE vehicles. For the first time, the corrugated outer sheeting was dispensed with. A new, more powerful motor was chosen, and the drive control and motors were completely converted to three-phase current. The vehicles were given the numbers VT 2.51 to VT 2.68.
The new multiple units could be coupled with the VTE of the first series, while a safety circuit ensured that the maximum speed of 80 km / h was not exceeded.
Eight multiple units (VT 2.51 - 57 and 2.68) were retrofitted with pantographs on bogies for the lateral conductor rails of the Hamburg S-Bahn system. As a two-motor multiple unit , they can also run on the S-Bahn lines without a diesel engine.
The series was later equipped with modern train destination displays and LED taillights.
Web links
- Vehicle description on the HLB (Hessische Landesbahn) website
- AKN website (with photos)
- Data sheet about the VT / VS 2E of the Hessische Landesbahn. (PDF; 824 kB) Archived from the original on August 5, 2013 ; accessed on December 27, 2015 .
Individual evidence
- ↑ Fundamental modernization of the AKN . In: Der Stadtverkehr , issue 11 / 12-1976, pp. 442-444, Werner Stock Verlag, Bielefeld 1976
- ^ AKN main workshop: "Clinic" for railcars . In: Fahr mit uns , HHA customer magazine, issue 2/1990
- ↑ AKN sale: You need a railcar? Report from the North German Broadcasting Corporation. August 6, 2015, archived from the original on May 11, 2016 ; accessed on May 11, 2016 .
- ↑ BEM: VT2E railcars will run on April 24, 2016 on the Nördlingen - Dinkelsbühl - Feuchtwangen route
- ↑ Photos and a. of the special mission on the photo page bahnbilder.de
- ↑ Topic in the forum Drehscheibe Online
- ^ Branch line Staßfurt-Egeln e. V. - Our vehicle. In: Nebenbahn-stassfurt-egeln.com. Retrieved February 20, 2017 .
- ↑ End of the line scrapyard: trains in the shredder. Report from the North German Broadcasting Corporation. April 12, 2016, archived from the original on August 29, 2017 ; accessed on May 11, 2016 .
- ↑ GKB hub , April 2006 edition (PDF; 1.5 MB)
- ^ Austria: GKB puts VT 70 out of operation . Report on eurailpress.de from July 3, 2013, accessed on December 18, 2016
- ↑ photo
