Local traffic car prototypes from Linke-Hofmann-Busch
| LHB car | |
|---|---|
 Control car Bnrzf 732 on March 25, 1985 in Haste
|
|
| Number: | 3 × ABnrzb 705/706 6 × Bnrzb 726/727/731 2 × Bnrzf 732 |
| Manufacturer: |
LHB (10 ×) MBB (1 ×) |
| Year of construction (s): | 1976 |
| Retirement: | until 1998 |
| Axis formula : | 2'2 ' |
| Genre : |
Middle car 1./2. Class: ABnrzb 705/706 middle car 2nd class: Bnrzb 726/727/731 control car 2nd class: Bnrzf 732 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | Control car: 26,400 mm |
| Height: | Control car: 3859 mm above the SO |
| Width: | 2830 mm |
| Trunnion Distance: | 19000 mm |
| Bogie axle base: | 2500 mm |
| Empty mass: | Control car: 23,500 kg Intermediate car: 28,000–29,000 kg |
| Top speed: | 160 km / h, later reduced to 140 km / h |
| Impeller diameter: | 730 mm |
| Train brake: | Pneumatic disc brake KE-GPR-A with electropneumatic brake control |
| Train control : | Indusi |
| Train heating: | electrical Lhzes |
| Control: | conventional push-pull train control |
| Seats: | AB: 24/27 (1st class), 48 (2nd class) , B: 88 (2nd class), Bf: 80 (2nd class) |
| Floor height: | 1000 mm |
The transport car prototype by Linke-Hofmann-Busch were a passenger coach design of the German Federal Railroad .
history
In 1976, the Linke-Hofmann-Busch (now Alstom Transport Deutschland ) and Messerschmitt-Bölkow-Blohm wagon factories built eleven prototypes of a new, low-floor local transport car developed by the Minden Central Railway Authority . This type was to follow the n-type cars , which were built in large numbers from 1958 , and whose comfort was no longer considered sufficient as early as the 1970s.
The prototypes differed from the n-type cars in that they had a lower floor height with more convenient entrances, a higher-quality interior with a larger seat divider , a significantly improved heating and ventilation concept, and a lower weight due to the design. The interior design combined many elements from the series 614 and 628.0 diesel multiple units built a few years earlier as well as the x-wagon developed immediately afterwards , while various arrangements were tested.
construction
The ten LHB cars were made of steel, the MBB car was made of aluminum. The sheet metal on the LHB wagons was made of corrugated stainless steel under a license from the American Budd Company . In addition to the further developed lightweight construction, lower entrances with electro-pneumatically operated double pivoting sliding doors with folding steps , new air-sprung bogies type LD 76, air heating and significantly more comfortable seats with longer seat dividers were features of the prototypes. Different seat types and seat arrangements were tested. The seats in the control car in the compartment behind the driver's cab were later removed, however, and the cars were given the new type designation BDnrzf.
The difference in height between the lower car floor and the normal crossing was overcome with ramps, so the cars could be coupled with all normal passenger coaches. All cars have an identical floor plan with the same position of the entrances; in the case of the control car, the end compartment at the end of the car 2 is a fictitious compartment shorter in order to have space for the spacious driver's cab. The control car already had the ergonomic standard driver's cab introduced with the 111 series . The push -pull train control of the guided locomotive was carried out using the 36-pole conventional push -pull train control that was still common at the time .
Closely related to the LHB local transport prototypes are the x-cars designed for the Rhine-Ruhr and Nuremberg S-Bahn networks . In addition to the visual and wagon construction similarity, the low floor height, some elements of the interior, the air heating and, with a few changes, the bogies have been adopted.
commitment
After delivery and acceptance, these vehicles were initially used almost exclusively in local transport in the greater Hanover area . Mainly the routes of the later city express and today's S-Bahn network ( Deisterbahn ) were used; The 141 series was mostly used as the locomotive .
At a time when local rail passenger transport was increasingly coming under cost pressure, the LHB local transport car prototypes were comparatively expensive vehicles, not least because of the more elaborate interior fittings than the n-car and the eight-seat fewer seats at 88. A series procurement was therefore too expensive for the Bundesbahn , so it stayed with this pilot series. Instead, the n-wagons continued to be built in a slightly improved version until 1980.
Conversion to an intercity push-pull train
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In 1988, the first part of the high-speed line from Hanover to Würzburg was opened and the entire intercity traffic in Germany was reorganized. The Hessian state capital Wiesbaden was no longer served by intercity trains according to the then applicable timetable system. The state government did not consider the connection with local and S-Bahn trains to be sufficient, so a shuttle service to Frankfurt and Mainz was implemented. The DB remembered the LHB local transport car prototypes and converted some of them into intercity cars, so that two complete intercity push-pull trains were available.
The two control cars Bnrzf 732 were given a 1st class interior while retaining the large rooms and were henceforth designated as Azf 209 . The five Bz 298 emerged from the four Bnrz 726 and the Bnrz 727 and received the interior fittings familiar from the Bpmz cars as well as a paint job in the IC product colors of the Deutsche Bundesbahn at the time, oriental red, pastel violet and light gray.
This then was the first push-pull trains in long-distance transport of the German Railways at all, the first series-converted distance traffic control car came in 1995 with the Inter Regio - control car Bimdzf 269 used. With the two push-pull trains called “Wiesbaden-City”, the shuttle connection between Wiesbaden and Mainz was initially operated as Intercity, from 1991 also the connection between Wiesbaden and Frankfurt Hauptbahnhof. Several 141 were repainted in the orient red color scheme especially for this purpose.
Since the converted wagons were only completed with a delay, replacement sets from normal Intercity wagons with one locomotive at each end of the train were initially used. A situation that would arise again and again later, because their prototype status meant that they were all their life splinters, stocking of spare parts has recently become increasingly difficult and it was not always possible to keep the cars sufficiently available. Often there were also mixed trains from converted together with not (yet) converted LHB wagons or other passenger wagons. The control cars could only be used as "normal" cars in their last years of operation.
In the 1990s, the regular trains as Wiesbaden-City were supplemented by nighttime daytime services with the 111 series as an airport shuttle from Karlsruhe and Düsseldorf Airport . At the end of the winter timetable 1994/95, Wiesbaden-City was discontinued. In the end, only the nocturnal pair of intercity trains was driven between Frankfurt main station and Düsseldorf airport before the cars were parked at the end of May 1998.
Whereabouts
The vehicles that have not been converted have all been scrapped, while most of the intercity cars have been preserved. After the end of their use, the cars converted to "Wiesbaden City" were initially parked in Frankfurt (Main). Gradually, the cars were then driven in different directions. Today one is in Marne in Schleswig-Holstein and serves as a meeting room. Both control cars are on the LHB factory premises.
Overview
The following car types were built:
| Type | Manufacturer | Construction year | modification | Retirement | number | Remarks | Whereabouts |
|---|---|---|---|---|---|---|---|
| ABnrzb 705 | LHB | 1976 | - | 1993 | 2 | 1st class compartments | scrapped |
| ABnrzb 706 | LHB | 1976 | - | 1993 | 1 | Open plan in 1st class | scrapped |
| Bnrzb 726 | LHB | 1976 | 1988/93 | 1998 | 4th | Conversion to Bpz (b) 298 | |
| Bnrzb 727 | LHB | 1976 | 1988 | 1998 | 1 | Conversion to Bpzb 298 | |
| Bnrzb 731 | MBB | 1976 | - | 1993 | 1 | Aluminum construction, modified side walls | scrapped |
| Bnrzf 732 | LHB | 1976 | 1988 | 1998 | 2 | Control car | Conversion in Apzf 209 |
The wagon classes were later changed, the code letter b was redefined and, like the code letter p, was no longer used.
See also
Individual evidence
- ^ Author collective: The DB Wagons - as of January 1, 1997 . EK publishing house.
- ^ Horst J. Obermayer, J. Deppmayer: Passenger coaches German Federal Railroad. Weltbild Verlag GmbH, Augsburg 1990, ISBN 3-89350-819-8
- ↑ http://www.revisionsdaten.de/wagendatenbank/