Light commuter railcars

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A GT8-100D in the Albtalbahnhof of the AVG , between the Karlsruhe tram network of the VBK and the Rheinbahn of the DB
The Saarbrücker Stadtbahnwagen 1016 in Saargemünd , France , with a special permit
A Regio-Citadis in Kassel Hbf shortly before the change from tram to rail
A GT8-100D on the Rheintalbahn between Bruchsal and Karlsruhe, below the Tramway Durlach-Grötzingen, which leads to the railway lines to Heilbronn and Pforzheim
A regional sprinter of the Rurtalbahn, meanwhile no longer an LNT

Light commuter railcars are rail vehicles that do not have the frame rigidity required for ordinary railroad vehicles ( i.e. the longitudinal compressive force that can be absorbed by the car body ). As with other possible deviations from the recognized rules of technology with these vehicles, proof of at least the same level of safety must be provided to the supervisory authority of the railway infrastructure company .

history

Even earlier there were vehicles with a lower frame stiffness than required for international traffic, for example the VT 95 and VT 98 with 500 kN. After several serious accidents with these vehicles because of the safety technology that was often not yet available at the time, the corresponding UIC leaflets were also used for local railcars by the Deutsche Bundesbahn from around 1972 .

In the 1980s, mixed operation on the Hardtbahn was established in Karlsruhe as the first extension of the Karlsruhe Stadtbahn , which had already existed since 1958 with mixed operation of tram vehicles on railway tracks on the Albtalbahn . In the case of the GT6 / 8-80C only used in this “one-system network” , however, there was no need for special approval conditions, since it is a non-federal railway or, in the case of the Hardt Railway, has been converted into one. But then the desire arose for further expansions. The GT8-100C / 2S drove from 1991 onwards with route-related approval . In addition, this was not possible on the route to Wörth, which was already desired at the time, but only on the less heavily traveled routes to Bretten and Pforzheim.

In October 1992 the Federal Ministry of Transport commissioned a report on the “Use of trams / LNT on public transport railways”, which was completed on November 5, 1993. As a result of this "basic report", the "Special conditions for the operation of light local railcars in mixed operation with regular vehicles of the public transport railways" were announced on December 28, 1993. The maximum speed was limited to 80 km / h and side protection by protective switches was prescribed.

In August 1994, the BMV commissioned a further report that also took into account speeds of 90 km / h and 100 km / h and was completed in March of the following year. On April 24, 1995 the LNT terms were updated.

In a third report from September 1994 to December 1996 it was determined which conditions a light railcar must meet in order not to be approved as an LNT, but as a full-fledged EBO standard vehicle . Based on this, the approval of the RegioSprinter was changed in May 1998, despite its longitudinal strength of only 600 kN.

conditions

The vehicles must achieve the braking decelerations that are prescribed for tram vehicles running on public roads. They have to withstand a buffer pressure of at least 600 kN (instead of the 200 kN common with trams). In addition, they and the routes traveled must be equipped with a train radio system that is compatible with one another .

restrictions

In principle, these vehicles are not allowed to travel more than 100 km / h. For speeds over 90 km / h, however, a quality assurance system according to ISO 9001 must exist for the operational management and safety of the route . The maximum line speed must not be greater than 160 km / h, in double-track tunnels not greater than 120 km / h.

Secondary railways with a maximum line speed of 50 km / h or more are only allowed to use them, except as irregular transfer journeys , if there are main signals, the points are signal-dependent and there is counter-run protection on single-track lines . For routes with a maximum speed of more than 80 km / h and for main railways - except for overpasses - an additional route block must be available. If the maximum line speed is greater than 100 km / h and if the maximum line speed is greater than 80 km / h for a proportion of trains from control vehicles of more than 30%, the points must be signal-dependent and the main signals, line block and train control systems , as well as in The railway stations have track vacancy detection systems on tracks that are not used exclusively for LNT .

The opposite track must when using LNT only way working are busy. On routes with an average of no more than four scheduled trains per hour and a maximum speed of 120 km / h, the opposite track may also be used in the event of disruptions until the end of the day of operation, whereby the LNT may travel at a maximum speed of 90 km / h.

Shunting may be done with regular vehicles on tracks with LNT occupied by passengers, which are not protected by a stop signal, only if this only happens "occasionally", the maximum line speed is no more than 90 km / h and an average of four trains per hour run on average. There must be a railway employee at the head of the shunting department who must be able to stop you directly using the air brake .

At DB Netz , routes on which the fulfillment of these criteria has been successfully checked are included in the "confirmed area of ​​operation for LNT" and notified to the Federal Railway Authority. The operational instructions to be drawn up according to the LNT conditions are, for example, the "Operating instructions for driving light local railcars in mixed operation with regular vehicles on routes of DB Netz, Südwest branch, Karlsruhe and Stuttgart operating locations, valid from September 26, 1999" .

LNT vehicles

literature

Individual evidence

  1. ↑ a b c d e f g h i j Martin Karr: Multi-system concepts for railways in Europe. July 1998, accessed January 20, 2017 .
  2. ^ A b K. Fischer, D. Naumann, D. Müller, K. Linke, H. Fröhlich, H. Friedemann, D. Lange: Expert opinion on the use of light local railcars (LNT) in mixed operation with EBO vehicles on public railways Traffic . Research assignment of the BVM Fe-Nr. 70404/92. Transportconsult International Berlin (TCIB) GmbH, November 1993, ITRD 70.404 .
  3. ↑ a b c d Light local railcars (LNT) of the AVG on the network of the DB AG. In: karlsruher-modell.de. TransportTechnologie-Consult Karlsruhe GmbH (TTK), accessed on January 20, 2017 .
  4. ↑ a b c d e f g h i j k l m n o p q r Statement by the Federal Ministry of Transport: "Special conditions for the operation of light local railcars (LNT) in mixed operation with regular vehicles of the public transport railways", file number E 15 / 32.31.00 / 19 Va 95 (1) from April 24, 1995 (online at wedebruch.de (no HTTPS) or in the Light Rail Atlas (Dutch))
  5. ↑ a b c H. Fröhlich, D. Lange: Supplementary report on the use of light local railcars (LNT) in mixed operation with EBO vehicles on public transport railways . Research assignment of the BVM Fe-Nr. 70457/94. DE-Consult , March 1995, ITRD 70.457 .
  6. ^ G. Voss: Use of rail vehicles in city and regional traffic . Research assignment of the BVM Fe-Nr. 70452/94. Technical University of Hanover , Institute for Rail Vehicles and Mechanical Railway Systems , December 1996, ITRD 70.452 .
  7. ↑ vehicles. In: karlsruher-modell.de. TransportTechnologie-Consult Karlsruhe GmbH (TTK), accessed on January 20, 2017 .
  8. ^ Günter Koch: Stadtbahn auf Eisenbahn: Notes on the legal and technical boundary conditions. (No longer available online.) Archived from the original on January 20, 2017 ; accessed on January 20, 2017 (last picture).
  9. ↑ RegioSprinter approved for 120 km / h. Press release. (No longer available online.) Siemens AG, March 1998, formerly in the original ; Retrieved on January 1, 1970 (see also detailed work “Multi-system concepts of railways in Europe” by Martin Karr).  ( Page no longer available , search in web archives )@1@ 2Template: Toter Link / w2.siemens.de
  10. ↑ An Introduction to Bombardier. (PDF; 5.9 MiB) (No longer available online.) 2003, archived from the original on January 20, 2017 ; accessed on January 20, 2017 .
  11. ↑ Heribert Menzel: The Regio CITADIS from ALSTOM LHB for the RegioTram North Hesse. (No longer available online.) In: tram-kassel.de. April 13, 2006, archived from the original on October 2, 2013 ; accessed on January 20, 2017 .
  12. ↑ Operating instructions for driving with light local railcars (LNT) of AVG in mixed operation with regular vehicles on routes of DB Netz regional area southwest as well as on leased routes of AVG. (PDF; 275 kB) DB Netz, Regional Area Southwest and Albtal-Verkehrsgesellschaft, 2015, accessed on April 12, 2020 .