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NGT6 1315

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Blog Entries posted by NGT6 1315

  1. NGT6 1315
    Cheers, everyone!
     
    I had to wait far longer than I would have preferred, but this Friday, I finally did get instructed on our new NGT10 trams. Type rating for our staff had been significantly slowed due to the flu outbreak in late winter but is now being caught up on.
     
    The procedure consists of one day of theory, one day of individual driving instruction, and one shift of passenger service with a trainer in attendance. I'll now have to accomplish only the last step and would then be rated for solo driving.
     
    Driving instruction is currently carried out in a morning and afternoon shift Mondays till Fridays. The unit currently used primarily for training is 1001, which was absent from Leipzig between 26 October last year and 22 March for amendments and paintwork renewal.
     
    Training shifts explicitly double as testing and evaluation sessions, with instructors and trainees explicitly invited to collect information and observations. This means that newly delivered NGT10s generally are booked for training shifts for a crtain period before release into revenue service.
     
    As it is, 1001 currently is generally the first unit to receive software updates for evaluation prior to distribution to the other units. At present, 1001 through 1012 are in Leipzig. 1011 saw its first revenue shifts this week, while 1012 is currently being prepared for shakedown turns.
     
     
     

     
    Our route first took us to Schkeuditz, pulling over off Central Station West to allow the Line 11 service behind us past.
     
    En route to Schkeuditz, I made an emergency stop for practice. I had been informed that the NGT10 has even better performance here than the NGT12, which is excellent already. Taking a pedestrian crossing outside Stahmeln as the mark, on a slight downhill gradient out of 50 kph, the stopping distance was roughly half the unit's length, my estimate being about 19 metres. Which of course means that, as always with emergency stops, one should be prepared for possible injuries aboard.
     
    As a new detail which is being planned to be duplicated on our older low floor units, hazard lights automatically activate upon an emergency stop.
     
     
     

     
    Taking a break in Schkeuditz.
     

     
    I was quite fond of the driver seat, easily as comfortable as on current top-range cars. Numerous adjustment options exist for backrest, lumbar support and cushioning, with actuation being partially electric and partially pneumatic. The seat as a whole is pneumatically suspended with automatic weight adjustment, and also provides heating and ventilation. There also is an "easy access" key which has the seat travel to a position allowing easy-ish cab ingress and egress, as - which does merit mention - cab space use is, shall we say, efficient.
     
    One feature not yet active is the memory adjustment function, where one optimal and up to two additional adjustment profiles can be saved to the staff pass, which, once active, will allow the seat to set itself automatically after driver changes.
     
     
     

     
    As I mentioned earlier, many vehicle functions are now operated through touchscreens, of which there are two on the control panel.
     
    This is the standard interface for the centre screen, providing speed, OHLE and battery circuit tension information, as well as wipers, windscreen heating and defogging, pantograph actuation, microphone control for internal, external and radio communication. Furthermore, the "disk/padlock" softkey allows a total period of ten minutes (five ahead and five beyond activation) of CCTV image recording to be saved to a protected event storage for later readout. This, of course, can be useful in the event of violence or other incidents aboard, with general CCTV memory duration being 168 hours as per current privacy regulations.
     
    The icon immediately to the right of the pantograph softkey indicates holding brakes to be applied. The speed indicator also provides information as to when recuperated power can be fed back into the OHLE grid during braking, and when you are driving economically, utilising coasting and downhill sections effectively, for example.
     
    With unlocked doors, it is also possible to open and close individual doors by tapping the appropriate softkeys in the lowermost row.
     

     
    The left screen provides diagnostic information as well as cab and passenger air conditioning and lighting control. Interior and exterior lighting can be automatically activated by ambient light sensors. The general rule is that functions which are selected or activated are indicated by coloured accents on the relevant softkeys, such as the "auto" labels and light beams on the automatic lighting keys.
     
    Error messages would appear in the table to the upper left table…
     

     
    …and can be read and acknowledged by tapping, following which they are moved into this temporary storage, which can then be called up on the "wrench" tab. It is recommended to clear this table occasionally using the "trash" key. The "document folder" key would call up the permanent error history with all faults to have ever been recorded by the unit.
     
    Not all errors really are genuine, some resulting from factors such as peripheral signal latency. This, I understand, is still being worked on, and probably expected during practical evaluation periods such as this.
     
     
     

     
    It is also possible to call up an energy consumption tab.
     
     
     

     
    CCTV camera images can be viewed also. By default, these are displayed whenever stopped with unlocked doors, though this setting can be deactivated.
     
    It is possible to display quad images and individual camera images. Changing between single and quad images requires tapping the image display; changing between any quad view or individual images is done by swiping left or right from the outer screen limits. In other words, operation is not at all unlike that of tablets or other mobile computing devices.
     

     
    The ITCS terminal, door and point control buttons as well as turn signal buttons are on the rightmost panel section.
     
     
     

     
    The left lateral panel comprises the activation lock, pantograph control and emergency lighting buttons, as well as selectors for holding brake emergency release.
     
    The selector behind the "R!" lid activates an emergency operating mode for route clearing in the event of various major malfunctions. In this mode, only core operating functions are maintained, and driving controls are restricted to one fixed power and brake force setting and a maximum speed of 20 kph.
     

     
    The controller handle is identical to that of the NGT12. The microphone, as I may have mentioned before, allows free speaking into the cab space without the need to bend down.
     
     
     

     
    The NGT10 also is our first unit to be equipped with outboard cameras rather than a traditional rear view mirror. While calling at stops, downward-facing cameras above Doors 1 and 6 are displayed in the right half of the camera display. It is also possible to activate the Door 1 camera for 30-second periods while driving for judging lateral distance in narrow locations.
     
     
     

     
    During our walkaround, I also practised unstowing the towing coupler. Due to space constraints, an Albert coupler head was the only viable option…
     

     
    …which means that for towing by units other than another NGT10, an adapter for Scharfenberg couplers is required. Ordinarily, these are carried by inspector and breakdown assistance vehicles, but 1001 carries one aboard for the duration of its training assignment, too.
     
     
     

     
    Motor bogie.
     
     
     

     
    The rear control stand provides basic controls. The power controller is spring-loaded in order to provide a deadman safety function, and has "B" (Braking) as the neutral position.
     
     
     

     
    We also visited Lausen…
     
     
     

     
    …and Deutscher Platz, which loop once provided passenger access to the old Exhibition Centre during the regular Leipzig Spring and Autumn Exhibitions.
     
     
     
    My general impression of the NGT10 has been decidedly positive. With a length of 37.63 metres, width of 2.3 metres and weight of 55.16 tonnes, it is slightly smaller and lighter than the NGT12, while being rated at the same 680 kW/912 hp traction power and having eight powered wheelsets, too. This yields fairly responsive and agile driving characteristics, and in addition, it handles run-down track and poor adhesion conditions rather well. That impression is shared by a plurality of drivers already rated on the type.
     
    One interesting detail I hadn't noticed while riding NGT10s as a passenger: The driving controls utilise virtual power and brake force notches, which are closely and smoothly spaced, but once you know they exist and are driving the type you can, in fact, notice this gentle stepping. However, they do not diminish ease and smoothness of handling, in my opinion. While much tweaking, testing and fixing is still ongoing due to the NGT10 being an all-new design, I for one am optimistic at present that the effort will be worth it.
  2. NGT6 1315

    Eppur si muove!

    By NGT6 1315,

    Cheers again, everyone!
     
    This is just to post a selection of photos I took at a publicity event having taken place at Dölitz this morning. This was a symbolic handover of keys for the new NGT10 trams to our driving staff.
     
    Driver instruction for our new rides is scheduled to commence immediately after the upcoming Whitsun weekend, with two days - one for theory and technical aspects, one for driving practice - being planned for each instruction group.
     
    Anyway, I shall mainly let the photos speak for themselves.
     


     

     

     

     

     

     

     
     
     
    The State Minister for Economy, Labour and Transport was also in attendance and got to drive 1002 around the depot with one of our instructors in attendance:
     

     

     

    After that, everyone who wanted got the opportunity for joining a ride to the Märchenwiese loop and back to Dölitz:
     


     

    I felt that 1002 ran very smoothly, and also to sound very much like the NGT12 as the drive units have deliberately been designed to be largely identical to those of the latter for commonality of replacement parts.
     


     
    Finally, our instructor took 1002 back to Heiterblick as fine-tuning procedures are still ongoing to expedite final certification for revenue service. With 1001, 1002 and also 1003 now being available for these final trials, all three cars are made use of to that end.
     

    Thank you once again for reading!
  3. NGT6 1315
    Cheers once again!
     
    Today, I should like to entertain you with a bit of a photo strip from a short trip to Berlin we made on Friday and Saturday – the occasion being a slightly different sort of excursion on the city's underground.
     
    Specifically, BVG offer excursions on open flatcars equipped with passenger chairs, intended to illustrate the enormity of the planning and engineering work which an underground system as large as this embodies. And in my impression, that goal is well and truly achieved. I suppose one might argue that "all you will see are long, dark tunnels", but from my experience, I can assure you that it does make a major difference to be seeing all the myriads of technical installations of various types, as well as the route profile and physical structures, which you usually aren't really able to from aboard a train.
     
    These "Cabrio" tours can be booked through BVG at http://www.bvg.de/de/Service/Berlin-erleben/Detailansicht?newsid=262 , which page appears to be available in German only, though. Do keep in mind that there seems to be a large demand for these tours, which will often be sold out months in advance. Also, you should be aware of them usually taking place at night, for the understandable reason of not interfering with the densely timetabled daytime revenue services.
     

     
    Prior to our underground excursion, we visited a couple of locations around the city, also diverting to Alexanderplatz in order for me to capture a few glimpses of tram operations. Here, F8E 8003 was just a few minutes from terminating at Hackescher Markt on Line M6.
     
     
     

     
    In turn, F8E 8006 had just begun its next round at Hackescher Markt, working Line M4 to Zingster Straße in Hohenschönhausen.
     
     
     

     
    The Bombardier Flexity Berlin trams exist in single- and double-ended versions, as well as lengths of five and seven segments, designated F6E, F6Z, F8E and F8Z internally. Here, F8E 8028 is calling at Landsberger Allee/Petersburger Straße, working Line M5 to Zingster Straße.
     
     
     

     
    While waiting for a M10 service to Warschauer Straße, F6Z 4027 was travelling outward to Central Station.
     
     
     
    Our underground excursion began at Deutsche Oper Station on Line U2. The itinerary for these tours has changed a bit over the years, with the current one being as follows:
     
    Deutsche Oper (Obi) – Deutsche Oper East Turnback – Richard-Wagner-Platz (Rw) via small/large profile connecting tunnel – Wilmersdorfer Straße (Wd) – Adenauerplatz (Ad) – Konstanzer Straße (Kn) – Fehrbelliner Platz (Fpu) – Blissestraße (Bli) – Berliner Straße (Beu) – Berliner Straße West Turnback – U7/U9 connecting tunnel – Güntzelstraße (Gt) – Spichernstraße (Snu) – Kurfürstendamm (Kfu) – Zoologischer Garten (Zu) – Hansaplatz (Ha) – Turmstraße – Birkenstraße (Bi) – Westhafen (WF) – Amrumer Straße (Am) – Leopoldplatz (Lpu) – Leopoldplatz Turnback – U9/U6 connecting tunnel – Seestraße (Se) for a 15-minute break – U9/U6 connecting tunnel – Nauener Platz (Np) – U9/U8 connecting tunnel – Osloer Straße (Ofu) – Pankstraße (Pk) – Gesundbrunnen (Gb) – Voltastraße (Vo) – Bernauer Straße (B) – Rosenthaler Platz (Ro) – Weinmeisterstraße (W) – Alexanderplatz (Ap) – Jannowitzbrücke (Jb) – Heinrich-Heine-Straße (He) – Moritzplatz (Mr) – Kottbusser Tor (Kbu) – Schönleinstraße (Sl) – U8/U7 connecting tunnel – Südstern (Sü) – Gneisenaustraße (Gs) – Mehringdamm (Me) – Möckernbrücke (Mu) – Yorckstraße (Y) – Kleistpark (Kt) – Eisenacher Straße (Ei) – Bayerischer Platz (Bpu) – Berliner Straße (Beu) – Blissestraße (Bli) – Fehrbelliner Platz (Fpu) – Konstanzer Straße (Kn) – Adenauerplatz (Ad) – Wilmersdorfer Straße (Wd) – Bismarckstraße (Bmu) – Richard-Wagner-Platz (Rw) – Richard-Wagner-Platz North Turnback – large/small profile connecting tunnel – Deutsche Oper (Obi)
     
    All abbreviations are BVG operational facility codes, as also represented in this track plan: http://www.gleisplanweb.eu/Maps/Berlin2.pdf . Note that numerous stations have multiple levels if served by different lines, so these codes will also disambiguate between such crossing stations.
     
    As the itinerary will also show, the various connecting tunnels are among the tour's attractions as these tunnels aren't normally used for revenue services. Furthermore, I should like to point out that the small profile (U1, U2, U3 and U4) and the large profile lines (U5, U55, U6, U7, U8 and U9) are technically incompatible due to different loading gauges, conductor rail design and traction current polarity, thus effectively constituting two separate networks.
     

     
    Hard hats were obligatory, and in addition, RF audio guide sets with earphones were provided for the purpose of a live audio commentary from our tour guide. I cannot really tell the precise locations of any of the following tunnel photos, though!
     
     
     

     

     
    Tunnel clearances do differ widely across the network, also owing to various sections having been built with different methods. As underground services continue for 24 hours through Friday and Saturday nights, we also needed to pull out into passing loops and turnbacks occasionally in order to allow timetabled services past.
     

     
    Numerous underground sets are stabled in turnbacks en route through the night, and while there are guarded by security staff for protection against vandalism. Which does occur even in tunnels, madly dangerous as this is!
     
     
     

     
    While no general passengers are present here in this view of Konstanzer Straße, we were greeted by cheering revellers while passing other stations as the night progressed!
     

     

     
     
     

     

     

     

     
    As I said, watching the enormous complexity of engineering and technology involved across the network, as well as considering the architectural differences between stations built in specific eras, was, to my mind, seriously intriguing.
     
     
     

     
    During our break at Seestraße, I captured our locomotive. 4052 and 4053 are a pair of dual mode electric and battery-powered SA97 type locomotives, built by Schalker Eisenhütte in 1997. Normally used for PW work in both networks and thus built to the small profile loading gauge for compatibility, these locomotives are rated at 440 kW and for 40 kph, measure 13.8 by 2.28 by 3.17 m, weigh 36 tonnes and have height-adjustable couplers in order to also be able to provide breakdown assistance on either network.
     

     
    With a centre cab with dual control stands, the SA97 locomotives are well-suited for their purposes, and capable of reversing quickly.
     

     
    Shoegear is provided for both networks, as the small profile lines use top-contact conductor rails, while the large profile lines have bottom-contact rails.
     
     
     

     
    4157 is one of six SP82 type control cars, which are used for facilitating bidirectional operation of PW formations. They are, however, not driving trailers in the traditional sense as there is no control cabling on PW stock. The operator aboard the control car thus needs to relay commands to the locomotive's driver by radio.
     

     

     

     

     

     

     
     
     
    Having returned to Deutsche Oper, our tour ended at 12.30 am, after which we could easily return to our hovel using night-time services. I can happily recommend these tours to anyone!
     
    Thanks for reading!
  4. NGT6 1315

    1002: Odyssey Two

    By NGT6 1315,

    Cheers again!
     
    As I promised this morning, I was able to snap a few photos of NGT10 1002 presently on display at the Exhibition Centre – with us also taking the opportunity of actually visiting the House and Garden Fair also as we wanted to collect some ideas for our garden as well.
     
    So, this…
     


     

     

     

     

    …is what the NGT10 looks like sans test mule camouflage.
     
    The asymmetric design principle is something of a Solaris trademark, as some of you might already be aware of if you are familiar with the contemporary public transport scene. The NGT10 in particular was custom designed by IFS Design UG, who coincidentally had also provided the exterior styling for our earlier NGT12, or the Flexity Berlin series for the Berlin tram system, for example.
     
    With Solaris being a Polish producer, 54.5% of all components are actually provided by German suppliers, and 9.4% by Czech and 5.4% by Austrian producers. 29% are originally Polish.
     


     
    Like the NGT6, NGT8 and NGT12, the NGT10 again has daytime running lights. Much of the external and interior lighting is, in fact, provided by LED assemblies.
     
     
     

     
    This is the Jacobs bogie underneath the central articulation joint…
     
     
     

     
    …while the motor bogies are traditional in design as it was determined that regular bogies are the better choice for our network's parameters.
     


     
    This photo is intended to again highlight the LED signalling stripes (green when unlocked, red when being locked, and off while the vehicle is moving or if the door has been deactivated – as it has been in this instance) running top to bottom on each door blade.
     
     
     

     

     

    I expect this promotional lettering will appear at least on part of the NGT10s once they enter revenue service!
     
     
     


     
    The monitoring camera above Door 6.
     
     
     

     
    And a better look at the instrument panel in its entirety, which with so many interested colleagues I wasn't quite able to get on Friday! The device in the rightmost part of the panel is the Trapeze ITT onboard ITCS unit, also operated by way of a touch screen. Left to to right, the buttons below are, top row: turn signals; hazard lights; headlight flasher/high beam; manual point control (left, straight [only used for Consecutive Point arrays] and right); and, bottom row: door release, door locking, central door opening; forced door closing; hard button for opening Door 1 individually.
     
    The curved handle below the rightmost section again contains our usual array of bell trigger (facing the driver's seat), auxiliary deadman switch, track brake and sanding triggers.
     


     
    There also is a suitably large interior viewing mirror next to the exterior camera screen. Both will, as we were told on Friday, be relocated a bit further to the front and to the window pillar respectively to gain some additional headroom when standing.
     
     
     
    With an overall length of 37.63 m and width of 2.3 m, the duration power output will be 680 kW as on the (slightly larger and heavier) NGT12, most likely making the NGT10 a tad more agile still as like on the former, eight wheelsets are powered. Short-time peak power output will even be 920 kW. It will accommodate 220 passengers as a standard load, 75 of which seated.
     

    Thanks for reading, once again!
  5. NGT6 1315
    Cheers everyone…
     
    I may have mentioned before that LVB have committed themselves to renewing their tram and bus inventory, which process has begun taking shape by the end of 2016. Concerning our new trams, with the procurement contract having been signed on 26 March, 2015, Polish bus and (more recently) tram builder Solaris had been declared the winning bidder, having proposed a 20-wheel, four-segment articulated vehicle from their Tramino series. Per common practice in Germany, this tram is referred to as NGT10, which quite simply means "low floor articulated unit with ten wheelsets." At present, a total of 41 of these units is intended for procurement until 2020, the goal being withdrawing our Tatras from timetabled service entirely and also displacing the smaller NGT8 trams from the mid-1990s from those lines where they are no longer sufficient due to lack of passenger space.
     
    Let me now first take a bit of a step back to December as on the morning of the 21st, NGT10 1001 was delivered at our Heiterblick Technical Centre. All interested staff had been invited to attend, which especially those of us drivers known to be nerds did in force!
     


     

     
    The oversIze transport carrying 1001 had departed Poznań on 19 December, and since it was permitted to travel at night only, needed to pause near Frankfurt-upon-Oder during the daylight hours of the 20th. Dutch haulier van der Vlist has been contracted for conducting these transfers, there not being too many hauliers equipped for shipping tram vehicles to begin with!
     
    Having reached Leipzig by 2.10 am and entered Heiterblick shortly after 6 am, unloading procedures began by 6.40 am in sharply frosty weather.
     


     
    1001 was first towed inside the workshop for warming up and activation, and eventually rolled back out a few minutes past 8.30 am on what turned out to be a gloriously sunny day.
     


     
    As it was expected that 1001 would commence route and certification tests well ahead of 1002's delivery, the unit was camouflaged as a "test mule". However, 1001 did not leave Heiterblick as of yet due to plan changes, carrying out initial trials within the premises only. It is expected to sortie for actual route trials within the next two weeks at the latest. It is likely that 1002, which was delivered during the night of 8/9 February, will be able to support the mandatory trial and certification period also.
     

    As curiosity and expectations continue to run high among our staff, it was decided to arrange for a walk-on presentation of 1001 this Friday, as 1002 had been dropped off at the Exhibition Centre for the NGT10's first public appearance as part of the House and Garden Fair which began yesterday.
     


     
    For visitors wishing to travel from Angerbrücke, transport was provided in the shape of Solaris Urbino IV 18 14167/L-DE 1019, which belongs to a batch of 25 bendies ordered in July 2016 for replacement of mainly older generation Solaris Urbino standard buses no longer meeting current emission standards. Also, current procurement plans call for increased use of articulated buses rather than standard buses in order to provide additional passenger capacity.
     
     
     

     
    While 1002 was being prepared for its public roll-out at the House and Garden Fair which opened yesterday, 1001 will retain its test mule camouflage for the time being, which I suppose may also offer a bit of additional protection against minor blemishes. With the NGT10s still being intended to replace the non-trailer capable NGT8s and the Tatras on Lines 4 and 10 in the first stage, we changed the destination signage between these two lines during this presentation.
     
     
     

     
    With the stretch of Teslastraße outside the workshops proper being part of the Heiterblick premises operationally, 1001 was taken around the block several times…
     
     
     

     
    …with a Solaris driver in control of the vehicle. From this first ride-along impression, short as it may have been, running characteristics appeared decent enough to me, and I'm looking forward to eventually receiving type rating for the NGT10 myself!
     
     
     

     

     
    Turning another round signed as Line 10!
     
     
     

     
    Coloured LED stripes are provided to inform passengers of doors being unlocked when lit green, or red when being closed. This is a feature also found on several other contemporary light rail stock, such as the TW3000 LRVs for Hanover or the C2 Series underground sets for Munich.
     
    Also note the white LED destination signs, which are presently becoming increasingly popular over the previously common amber displays due to being better legible in bright sunlight.
     
     
     

     
    A feature novel for Leipzig trams is the provision of rear view cameras in lieu of traditional mirrors. Also note the downward facing camera, which we were told is intended to ease judging lateral distance in confined space situations such as those caused by stupidly parked cars.
     
     
     

     
    Inside the cab, a triple split screen will display the external camera images. The third camera is located above Door 6 at the rear end.
     
     
     

     
    Meanwhile, these holding brackets on the forward face of the instrument panel will simplify carrying auxiliary sign plates, as used during scheduled diversions or other events affecting regular services.
     
     
     

     
    What I found especially interesting is that a dashcam will actually be provided in order to augment trip recorder data in the event of traffic accidents with tram involvement. For the time being, these cameras will remain inactive, pending a possible modification of privacy laws which, as I understood, is judged likely to occur in the not-too-distant future.
     
     
     

     
    The auxiliary rear control panel.
     
     
     


     
    The exterior door openers felt agreeably robust to my touch!
     
     
     

     

     
    The Jacobs bogie in the middle of the tram required that hinged skirting panels be provided in order to provide sufficient rotational clearance in tight curves, with the minimum curve radius on our network being 17 m at present.
     
     
     

     
    While the configuration of two parallel windscreen wipers seemed unusual initially and did cause concern regarding sufficient and gap-free coverage, I could ascertain that by moving alternately across the centreline, the wipers will indeed cover the principal viewing angle completely.
     
     
     

     
    Flat LED stripes serve as lateral turn signals.
     
     
     

     
    I also was positively impressed by the large LED lighting panels mounted to the ceiling, almost creating the impression of skylights extending along the entire unit. The interior lighting can be electronically tinted to create a "cool" ambience in summer, and a "warm" one in the cold months.
     
     
     

     

     
    Except for a number of traditional buttons for key functions such as door release and locking, turn signals, point control and troubleshooting (and, of course, power and brake control), all man-machine interaction will be through touch screens. Do note that in addition to the usual central door release and locking circuit, it is possible to open and close every single door individually through the bottom row of soft keys on the central view screen.
     
    My impression was that the touch screens responded quickly and reliably to inputs, and I noticed that audio feedback is being provided by way of suitable "click" sounds.
     
     
     

     
    The controller handle is identical to that on the NGT12, with the handle having to be rotated 90 degrees to the right to serve as the principal deadman switch.
     
    You may notice the smallish microphone to the left of the instrument panel. I was able to ascertain that this microphone provides such good amplification that in order to make announcements or to communicate via radio, it is completely feasible to just speak normally from your regular seating position without having to lean over.
     
     
     

     
    The troubleshooting panel is, broadly, designed to be similar to that of the NGT12, as are the icons used on all mechanical buttons. The key switch for enabling holding brake backup release has yet to be installed, it seems.
     
     
     

     
    As you may be able to judge, the seating position is agreeably high, too!
     
     
     

     
    Seat adjustment is completely electric, with the plan being to provide a chip tag with the ideal seating position for every single driver in order to have the seat set itself automatically. However, manual alterations will still be possible. Furthermore, the seat is both heated and ventilated for additional workplace comfort.
     
    We were also informed of the NGT10 being equipped with "intelligent air conditioning" capable of being programmed with local weather profiles to match cooling and heating output, as well as humidity and ozone content, to long-term meteorological monitoring data in order to provide optimal interior ambience adjustment. The system was also designed with human physiology in mind, meaning both heating and cooling will be provided only to achieve an appropriate temperature differential in order to avoid medical problems. This means that, for example, heating will be provided only up to external temperatures of 16°C, while in hot weather, the difference between outside and interior temperature will be deliberately kept small enough to prevent passengers experiencing circulatory problems.
     
     
     
    I will see to obtaining a few images from 1002 either today or next week for a more complete impression of our new trams, so do keep your eyes open for a follow-up posting in this space!
  6. NGT6 1315
    Morning all (which it is, however early!) …
     
    This here's intended to be just a very brief follow-up to my earlier post, The Secret Weapon of the Urban Rail Special Forces.
     
    As indicated there, the majority of our NGT8s is scheduled to be upgraded as 1101 "Johann Sebastian Bach" has been, with 33 out of the 56 units specifically being planned for the trailer mod. Of these, 31 are slated to be in revenue service with trailers at any time, and two forming an operational reserve.
     
    As a matter of fact, a few other NGT8s have already completed their refit or are currently undergoing it. Specifically, 1148 and 1149 have been upgraded this summer, with 1145, 1147 and 1150 currently being in the shops.
     
    And as it is, during my shift on Line 12 yesterday, I was treated to getting a taste of…
     


     
    …1149 "Friederike Caroline Neuber", advertising for the Leipzig Zoo…
     


     
    …and carrying the new trailer coupler at the aft end.
     

    Compared to 1101, the newly refitted NGT8Bs (as the trailer-capable units are referred to in our working timetables) have had a couple of alterations made to their cab instruments…
     


     
    Here, note the three trailer fault indicator lamps which have now been relocated to the upper left cab panel, having been installed in the most inconvenient location of the rear shunting control stand on 111 originally.
     

    have
     
    Likewise, the indicator lamps on the left instrument plane have been partially reassigned, with separate indicators for the motor car and trailer holding brakes now existing.
     
     
     


     
    Also note the emergency intercom buttons having been installed on the left armrest panel.
     
     
     

     
    Meanwhile, 1140 "Dr Carl Friedrich Goerdeler" has not yet been fully refitted but does have the revised door controls already.
     

    Will now hit the sack, I think. Thanks for looking!
  7. NGT6 1315

    Dölitz Details

    By NGT6 1315,

    Hello again!
     
    Having posted a handful of night-time images from the grounds of Dölitz Depot in this entry, I was able to shoot an additional set of images in daylight, and would like to share these with you.
     
    This tram depot opposite the "agra" exhibition centre primarily used for national agricultural exhibitions in the GDR era was originally built and operated by LVB's predecessor GLSt (Große Leipziger Straßenbahn AG), and was first opened in 1900. Originally comprising only two car sheds, the depot was extended with an open stabling area in 1984, and closed for extensive renovation and modernisation works on 30 September, 2013.
     
    With this project now completed, Dölitz went back on line on 23 July this year. Technically, the depot was broadly outfitted like Angerbrücke, now being equipped with an electronic signalling and routing suite which can be either remotely controlled from Angerbrücke during those hours when no supervisor is present locally, or from the local supervision office.
     


     
    Low environmental impact was one key element of the refurbishment programme, meaning the depot facilities recycle as much water as possible and also collect rain water for cleaning purposes. Furthermore, the depot was designed as a precipitation catchment zone in order to assist in preventing flash floods following severe weather events.
     
    The building in the background contains the depot workshops and tram washing facility, while the asphalted surface serves as a reversing zone for buses as well as a stabling area for fire brigades.
     


     
    The newer of the two car sheds originally existing on the depot grounds could be retained and renovated completely. This shed, built in 1912, will serve as a sheltered stabling area for buses which will be based here in the not too distant future, as well as for staff parking spaces.
     


     
    Staff parking is currently possible only in the future bus stabling area for as long as the office containers remain in place for the engineering companies still present for follow-up and finishing works.
     


     
    Trams are stabled on this open surface on the north side of the depot area.
     
     
     

     
    Due to the computerised routing suite, shunting paths need to be requested by keypads such as this example on Signal SR 2.05.
     


     
    The ingress track passes the workshops on the depot's southern rim.
     


     

     

     

     
    A couple of wide views of the tram stabling area which comprises twelve tracks.
     


     
    The passage for buses and personal cars between the workshops and the parking shed.
     
     
     

     
    The standard procedure for depot returns as well as turnaround movements for Line 11E services terminating at Dölitz is to ingress the depot on Track 15 and proceed to Signal S 2.02. Returning services will then be assigned a target track and may proceed only as soon as the signal shows F 1 with the corresponding track number. Meanwhile, Line 11E services usually loop back through Track 6.
     
     
     

     
    Returning trams can also be routed directly into the workshops if required for servicing and washing, with these tracks numbered 13 and 14.
     
     
     

     
    Depot sorties require route requests in a very similar way to the procedure at Angerbrücke. While moving slowly onto the starting line on the respective track, drivers need to press the point setting button for Left in order to sortie for Markkleeberg, or Right for citybound sorties. Acknowledgment will then be provided with the "A" chamber for the relevant track lighting up. As soon as the requested route has been set, the signal underneath will show F 1 plus the track number from which the sortie has been cleared. Multiple sorties from the same track are not permitted, meaning each individual tram must carry out a separate route request.
     
    Note the route request keypad also required for shunting.
     


     
     
     

     
    This is the portico of the original tram shed from 1900 which has been retained in the sortie zone. It has been moved north from the shed's original location by several metres, as the sheds were originally set immediately side by side.
     
     
     

     
    Points in the depot area are generally designed with deep-grooved common crossings as the wheelsets on our tram fleet such as it exists today are equipped with sufficiently wide tyres to permit moving away from flange-bearing points. I understand that unless specific reasons exist for retaining flange-bearing common crossings locally, points which need to be replaced for any possible reason will be exchanged for deep-grooved varieties.
     


     

     
    The track section on Bornaische Straße in the area immediately outside the depot grounds is also part of the electronic routing suite.
     
     
     

     
    Southbound services – whether proceeding to Markkleeberg on Line 11 or returning – as well as citybound services at the Am Eichwinkel stop seen in the background just off the house with cars parked in front – need to observe two signals following each other closely. For southbound services, Signals S 3.14 and 1.03 need to show F 1 (as 3.14 is doing in this photo), with 1.03 also needing to show the track number 92. For services coming from the city and entering the depot, the signal needs to show F 5 (a triangle on its tip) with track numbers 13 or 14 for the workshops, or 15 for a direct ingress.
     
    Northbound Line 11 services require that Signals S 1.02 and 3.16 show F 1, with 1.02 also needing to show the track number 91. Returning services will be shown F 5 plus track numbers 13, 14 or 15 on 1.02, as previously described.
     
     
     

     
    And this was 1231 "Bielefeld" at Dölitz this Tuesday during the dwell time upon having arrived on Line 11E.
     

    Thanks for reading!
  8. NGT6 1315
    Morning all!
     
    I was thinking that I might just as well utilise this blog for also posting trip reports centred on other tram systems aside from my usual front line dispatches, as I felt this approach might be well suited for allowing a comparative view of technical specifics and operational parameters in other cities.
     
    So, may I just start with a photo strip from my recent visit to Frankfurt, where I was also able to try out my new camera which had arrived just the day before we left for our trip!
     
    With roughly 717,000 residents, public transport in Frankfurt must by definition be extensive, and aside from the suburban railway lines (and, by extension, all other regional railway lines touching the city) is mainly based on the light rail lines – for simplicity referred to as underground – on a route length of 65 km as of 2016, and the tram system of roughly the same length. Tram and light rail do have several connecting points and share the main technical parameters except for platform heights and car width.
     

     
    Travelling east on Bruchfeldstraße, S Type tram 222 was working Line 15 from Haardtwaldplatz in Niederrad to Southern Station. These trams are related to our NGT12, also being Bombardier Flexity Classic derivatives.
     
     
     

     
    228 is one of several S Types advertising for the Phantasialand theme park, and is seen here working Line 21 for the Stadium. The S Type trams were procured from 2003 till 2007, providing a 420 kW power output and offering space for 115 seated and 64 + 6 standing passengers.
     

     
    I also took a bit of time for a somewhat more professional look at other technical aspects such as signalling. Point control is, I understand, performed through RF transmission, with two types of point signals existing. This here is the newer variant with just one signal chamber, with the usual "arrowhead" symbols formed by independent line sections. This signal for Point 3803 W 21 can show Straight and Right, with point lock indicated by the base line (at the open end of the arrowhead) lighting up.
     
    By contrast, our point signalling practice in Leipzig is based on the idea that points can be set left or right only, and point lock being indicated by an X symbol (properly referred to as W 0) in the chamber atop those with the arrowhead symbols, which in turn are referred to as W 12 for Right and Locked and W 13 for Left and Locked. Also, here in Leipzig, we only utilise the W 12 and W 13 aspects with base lines, but not the variants without base line which are designated W 2 and W 3 for Right and Left respectively.
     

     
    The older type of point signal used in Frankfurt does look similar to our point signals, with the above exceptions. I noticed points take noticeably longer to set, thereby also yielding a span of at least one second for the point signal to change aspects after point setting. I understand this is deliberate to ensure drivers paying proper attention to point setting.
     
     
     

     
    At Stresemannallee/Gartenstraße, 251, advertising for the city friendship of Frankfurt and Tel Aviv, is waiting for the route while working Line 12 from Rheinlandstraße in Schwanheim to Hugo-Junkers-Straße in Fechenheim.
     
     
     

     
    R Type tram 025 on Line 15 for Southern Station passes 238 on Line 16 for Ginnheim.
     
     
     

     
    231 advertises for Huawei mobile devices and is seen here working Line 17 from Neu-Isenburg to the Rebstock Spa.
     
     
     

     
    The very first of its kind: R Type tram 001 on Line 21 for Mönchhofstraße. These cars were quite innovative when they were first procured in 1993, with a second batch having followed in 1997. Offering a 100% low floor configuration on the strength of independent wheel running gears with eight 50 kW hub motors on the outer running gears, the R Type suffered from poor reliability for many years and required extensive readjustments to obtain acceptable operational stability. These trams were built by Siemens/Duewag, thus having many similarities to our NGT8s in interior appearance and cab design specifically.
     

     
    R Type car 014 was working Line 16 that day. Twenty-six of the R Types have been refurbished by this time, with this refurbishment mainly comprising a new passenger information system and interior styling similar to that of the S Types.
     

     
    S Type 222 was on Line 15 to Haardtwaldplatz. These cars are MU capable, which is usually made use of for Line 20 specials to the Stadium for football matches and other major events there.
     

     
    208 is sitting at the platform at the Neu-Isenburg loop. The tram line terminates at the city limits, though suggestions and encouragements for extending it into Neu-Isenburg proper keep reappearing.
     

     
    The Neu-Isenburg route passes through the forest in the south of Frankfurt. Here, 232 is calling at the Oberschweinstiege stop.
     

     
    The "Cider Express" or "Ebbelwei-Express" in German is a tourist and city tour line worked with suitably refurbished K Type motor cars and k type trailers, originally built from 1949 till 1955 and representing the last four-wheel tram stock procured for Frankfurt. One set is seen here on Diesterwegplatz right outside Southern Station.
     
     
     

     
    At Southern Station, Line 15 reverses in a stub on Hedderichstraße. Here, 227 is moving out of that stub for its next trip to Haardtwaldplatz.
     

     
    R Type 035 is travelling along Brückenstraße on a Line 14 service for Louisa Station.
     
     
     

     
    This is the Haardtwaldplatz loop at the western end of Line 15, with 011 sitting at the arrival point.
     
    On Sunday, I then dedicated some time to revisiting the light rail lines. Having ridden up to Ginnheim on Line 16…
     

     
    …where the pair of U5-50 cars 831/832 was standing by for a trip on Line U1 to Southern Station. This pair of LRVs advertises for the TuS Makkabi sports association.
     
     
     

     
    The "A Route" lines U1, U2, U3, U8 and U9 are supplied by Heddernheim Depot, where numerous LRVs were stabled on this quiet morning. The formation in the middle between the two U5 Type sets is a mixed formation of U4 and U5 Type stock, with these types having been given cross-type compatibility. The U4 car seen here at the head of that formation is 529, with the cab A/C rooftop pods being easily visible.
     
     
     

     
    This pair of U5-25 stock on Line U2 was headed by 630. The U5 Stock cars were ordered in two-cab and back to back single-cab versions, designated U5-25 and U5-50 respectively. These LRVs are Bombardier Flexity Swift derivatives, and therefore distantly related to our NGT12s and Frankfurt's S Type.
     

     
    Two U5 Stock sets passing each other, with 810 leading on the inbound U3 service and 621 trailing on the outbound U1 service.
     
     
     

     
    814 is in the lead on this U8 service travelling inbound from Riedberg.
     

     
    Riedberg is a borough almost entirely developed from scratch, and located in the north of Frankfurt. In addition to Line U8 travelling along the A Route trunk, Line U9 is set up to work the tangential Ginnheim – Nieder-Eschbach relation, and usually booked with single U4 or U5 type cars.
     
     
     

     
    And to round off this photo strip, 819 leads this U8 service for Southern Station, with the reversing stub for U8 services being located further in the background beyond the platforms.
  9. NGT6 1315

    The Return to VH2

    By NGT6 1315,

    Morning all!
     
    As I'm sure I mentioned at one point or another, I had let our shift planners know that aside from preferring getting shifts throughout our network in order to stay proficient on all routes and tram types, I'm always happy to take shifts out of the ordinary soon after having joined the tram. I thus was delighted when for yesterday, I found I had been booked on a shift on Line 16, which line has been temporarily cut at the Eutritzsch, Krankenhaus loop for track renewal further north on the Exhibition Centre route. For visualisation, may I just, once again, link to Christian Stade's CC-BY-SA licenced track plan at gleisplanweb.eu: Click.
     
    The traffic pattern up until 8 August will thus comprise trams terminating and commencing at the Klinikum St. Georg stop on Delitzscher Straße, handing off passengers to rail replacement buses calling at all stops on the remainder of the line to the Exhibition Centre.
     
    In addition, 23 July was scheduled to be the day when, after years of modernisation work, Dölitz Depot – located in the far south of Leipzig very near the boundary with the town of Markkleeberg and designated VH2 (for "Verkehrshof") internally – would go back on line. This required that timetables on Lines 9, 10, 11 and 16 which will be partially or, in the case of Line 9, entirely be supplied by Dölitz had to be arranged such that the required number of trams would transfer there with their depot returns. My shift comprised Turns 1609 and 1607/1007, with 1607/1007 being one of those turns planned to return to Dölitz in the evening.
     

     
    In warm but still fairly sticky summer weather, 1207 "Stuttgart" is seen here in the waiting zone at Lößnig, which we can use to perform the usual terminus walkthrough to check for damage or lost items.
     
     
     

     
    The Eutritzsch, Krankenhaus loop is located at the boundary of a residential area off Wölkauer Weg, in turn on the east side of Delitzscher Straße opposite St George's Hospital. The loop as such is fairly nondescript but offers two boarding platforms and can be sortied from both towards the city centre and the Exhibition Centre, thereby presenting a convenient reversing spot in the event of excessive delays or route closures.
     
     
     
     
     

     
    For Turn 1607 – later transferring to Line 10 as 1007 – I got 1228 "Essen", seen here next to 1142 "Ulrich von Hutten" at the boarding platforms in Lößnig.
     
     
     

     
    Line 16 services are signed as "Dienstfahrt", i.e., not in service, for the short movement into the Eutritzsch loop.
     
     
     
     
     

     
    A view from a location a few steps further towards the road…
     
     
     

     
    …and one from the rear end of 1228 while I was carrying out my walkthrough.
     
     
     
     
     

     
    The last round for the day commenced upon transferring to Line 10 at Lößnig, with my ride terminating at Central Station where I would be reversing…
     
     
     

     
    …through the stabling area on Kurt-Schumacher-Straße and where I did not let the opportunity for taking a photo with my tram signed for Dölitz pass!
     
     
     

     
    Night had fallen as I had returned to Dölitz, so these photos are really just a couple of mood-setters. Here, the first couple of trams to have been transferred to the refurbished depot are seen stabled for the night and awaiting cleaning.
     
     
     

     
    The portico which belonged to the old car shed has been retained and re-erected – though slightly shifted in location – to serve as a portal for the sortie tracks.
     
     
     

     
    This shed will eventually serve as a parking area for buses and, I was told, employee cars.
     
     
     

     
    And this would be the depot workshop and washing facility where three or four trams were awaiting servicing.
     
    Thank you for reading!
  10. NGT6 1315
    A'noon everyone…
     
    It's been several months since I last got to drive the particular tram which I intend to illustrate in today's post, but now that I did do so during yesterday's shift, I was thinking it might be of interest to you.
     
    With a procurement programme for a new low floor tram – derived from the Solaris Tramino design and per its intended configuration with ten wheelsets designated NGT10 – having been launched last year and a phase-out of our Tatras thus being scheduled to occur in the next couple of years, another modernisation programme first conceived about six years ago focuses on enabling at least part of the NGT8 fleet to be more effectively used on highly frequented lines. These cars had been procured in the mid-1990s when inner-German migration after unification had led to a declining population of Leipzig as a whole, and thus to dwindling ridership numbers. With the city's population and public transport ridership but having markedly increased during the past few years, the NGT8s have since proven to be rather too small for several lines which they need to be booked on, and to have too few doors.
     
    This programme therefore proposes to upgrade at least more than half of our 56 NGT8s for operating with the NB4 trailers. In 2011, 1101 "Johann Sebastian Bach" was therefore rebuilt to serve as a demonstrator and to gather operational experience.
     
    On the whole, this rebuild was eventually deemed worthwhile for further implementation, to which end – according to my information – all NGT8s had been provided with strengthened articulation joints during their last round of revisions so as to facilitate the completion of the trailer upgrade at a later date. Several weeks ago, 1148 "Christian Fürchtegott Gellert" was thus booked as the next NGT8 to receive this upgrade, and has made its first (very short) test ride with trailer 931 on 13 July.
     
    I should also mention that several NB4 trailers to have had new revisions have also been upgraded to be compatible with the NGT8s, so 1101 has inevitably been needed for their post-revision acceptance tests.
     
    In revenue service, 1101 is currently coupled to trailer 917, and with few exceptions usually booked onto Turn 1163. The set is often referred to as the "Secret Weapon" or, occasionally, the "Sacred Cow", just to explain the title for this post!
     
     
     

     
    Here, 1101-917 is seen in the evening sunlight at the Markkleeberg Ost loop. I was delighted to note it has since been outfitted with revised door controls – expected to be provided on all NGT8s – which make the doors much faster to respond and add a closing alarm.
     
     
     


     
    A look at 917 at the aft end, having travelled north to Schkeuditz.
     
     
     

     
    And a look at the NB4 interior. Note the seating bays in the bogie areas. As on our trams proper, there is a shunting control stand at the aft end of each trailer, hidden by a lockable fold-up panel.
     
     
     

     
    While the breakdown towing couplers provided on both ends of all NGT8s are generally folded in and stowed behind the front and rear fairings, the trailer coupler can no longer be so stowed, and like on the Tatras needs to be centred with a retention bar if not used. It's common practice for couplers to be protected with these weatherproof hoods.
     
     
     


     
    In the cab, a second loudspeaker is provided for the emergency intercom from the trailer…
     
     
     

     
    …while the control desk was amended with a pair of buttons for handling calls from this intercom device, and a lighted acknowledgment button for trailer system malfunctions which is seen – slightly out of focus – at the very left edge of the instrument panel.
     
    If this indicator lights up permanently, one of three malfunctions will have occurred – trailer battery charger failure, non-releasing trailer brake, or (in the cold months) a trailer heating failure. The battery charger failure essentially is a "Red Alert" kind of event where all you can do is going CAPE and attempt to reach the nearest stabling area or depot as the trailer brakes will eventually go into undervolt and apply – requiring manual pumping action to release.
     

    As for driving these "NGT8B" sets as they're generally referred to in our working timetables, the trailer's additional weight is, of course, impossible to not notice. Acceleration is reduced rather significantly, especially uphill, and depending on how well any given trailer is adjusted, you will notice a more or less gentle jolt from behind when braking. I would therefore tend to rate these sets as "okay" to handle but not stellar.
     

    Well, so much for the moment. Thanks for reading!
  11. NGT6 1315
    Morning all!
     
    Long time no see on here but now, the engineering works campaign going on this summer yielded a traffic pattern sufficiently out of the usual to merit a blog post. I should also mention I gladly volunteered for this specific service and have been booked on corresponding shifts several times, so I may also amend this post with additional photos!
     
    The engineering project I was referring to concerns track renewal and water piping renewal at Lindenauer Markt and on Kuhturmstraße, scheduled to last from 27 June (meaning they're through the first day already) till and including 10 July. As a result, the western branches to Böhlitz-Ehrenberg and Miltitz of what ordinarily are Lines 7 and 15 plus Line 8's western branch to Grünau-Nord – the line sharing this part of its route with Line 15 – are, effectively, cut off from the rest of the network during this period.
     
    However, our network is still structured such to permit a replacement shuttle service merging said branches of Lines 7 and 15, on the strength of the old Leutzsch Depot still being in existence and workable. This depot had lost its role for regular revenue service in 2001 but as it was never disconnected from the network, has still proven useful for periods of engineering works on several occasions since that time – most importantly during the extensive refurbishment of Angerbrücke Depot which took place from 2003 till 11 June, 2005. During that period, Lines 3, 7, 8, 13 (now integrated with Line 3) and 15 had been supplied by Leutzsch.
     
    For greater clarity, I should like to link this track plan, courtesy of Christian Stade at gleisplanweb.eu and provided under CC-BY-NC-SA licence: Click. This means that, utilising the route through Odermannstraße – which is the small stretch between Demmeringstraße and Lützner Straße, but not highlighted as such in the track plan – we can provide a shuttle service on these two key routes in the west of the city.
     
    The traffic pattern is designed such that a temporary stop has been deployed at the intersection of Odermannstraße and Lützner Straße to allow short connecting walks to the rail replacement bus service to Angerbrücke, where said service connects to the remainder of Lines 7 and 15 on the other side of the engineering section.
     
    Furthermore, trams change back and forth between Lines 7 and 15 accordingly. Eastbound services coming from Miltitz as Line 15 run as "E" services on the stretch from Lindenau, Bushof (which is our principal bus depot) to Odermannstraße and hand off passengers to the bus service at the bus depot, while eastbound services coming from Böhlitz change to Line 15 at Odermannstraße and hand off citybound passengers there.
     

     
    As mentioned in my photo post about the farewell charter for NGT6 prototype 1302, Leutzsch Depot is located on Rathenaustraße in a quiet residential area highlighted by numerous Gründerzeit mansions dating to the late 19th and early 20th century. This would be the depot approach immediately outside the premises, with this area regularly served by Line 67 quarter buses, which reverse through the depot area. The stop seen here also is the final stop served by trams returning to this depot before entering the Home Loop around the old admin building, seen half-hidden by trees to the left.
     
    The points belonging to Leutzsch Depot are all manually set, requiring drivers to pay attention in order to prevent false routings. This is especially true if you should intend to sortie the depot out of tracks 10, 11, 13, 15 and 16, in which case you would enter the Home Loop clockwise and would have to watch how Point 233 – located roughly parallel to where the dark BMW is parked – is set. If it were set to Left, you would, essentially, commence wrong line operation!
     

     
    The Home Loop consists of an inner and outer loop, with only the outer loop being designated for operation at this time.
     

     
    The outbound end of the Home Loop and the tracks going out of the old open stabling area – designated tracks 1 through 7 – which but has had the OHLE removed and is now used only for storing retired Tatra cars.
     
     
     

     
    Looking at Point 233 from the facing end to illustrate the risk for embarrassment involved!
     
     
     

     
    The admin building is, theoretically, still workable, with one floor currently being leased to Deutsche Bahn.
     
     
     

     
    To begin my shift, I then had a pleasant walk of no more than 15 minutes along Rathenaustraße and up to the Rathaus Leutzsch stop where I would then book on.
     

     
    Intersection with Blüthnerstraße and Pfingstweide.
     

     
    In daytime, outbound services to Miltitz have a programmed dwell time of four minutes at Lützner/Merseburger Straße to allow the rail replacement buses – which terminate at Lindenau, Bushof – sufficient time to keep ahead and drop off connecting passengers…
     
     
     

     
    …and inbound services destined to cross over to Line 7 also have four minutes of dwell time at Lindenau, Bushof, where inbound rail replacement buses start their turns.
     
     
     

     
    The pair of 1347 "Zweinaundorf" and 1332 "Leutzsch" at Böhlitz-Ehrenberg – the borough where this terminus is located actually being historically called Gundorf…
     

     
    …and at Miltitz.
     
     
     

     
    The second shift half was conducted on 1338 "Lindenthal" and 1316 "Eutritzsch", with these two cars currently testing a revised door control programming and therefore needing to remain coupled.
     
     
     
    In between, my break took place at the Lindenau bus depot, which I had never been to before.
     

     
    L-IK 280, formerly Car 208, is a Hungarian-built Ikarus 280 type bendy bus from our historic inventory.
     
     
     

     
    12277/L-PW 452 is a Göppel go4city 12E all-electric bus currently being evaluated on Line 89, which due to its routing right through the largely pedestrianised city centre has been the first stomping ground for hybrid buses in Leipzig. Such buses are, obviously, well suited for pollution-sensitive areas where ridership numbers but do not make tram lines viable.
     
    This bus utilises a roof-mounted pantograph for opportunity charging en route, with a corresponding charging station being installed at Connewitz, Kreuz at the southern end of Line 89.
     
     
     

     
    L-NV 1760 is an IFA W 50 L based wrecker also based at Lindenau.
     
     
     

     
    it's also interesting to note that the Lindenau bus depot has, in fact, been a hybrid bus and tram depot originally and also comprised the main repair works up until the opening of Heiterblick in 1927. Buses have been stationed here since 1928.
     

     
    The remaining tracks have been disconnected from the Lützner Straße route since 2008.
     
    Anyway, so much for the moment. Circumstances permitting, I might, as mentioned further up, provide some additional photos of the "Western Shuttle" after my next shifts there. Thanks for reading!
  12. NGT6 1315
    Evening all!
     
    As promised elsewhere on RMweb, I should like to regale you with a selection of photos taken during a special charter which me, several colleagues and a number of public transport enthusiasts from Leipzig and Berlin attended yesterday.
     
    This charter was arranged on the occasion of plans for taking Leoliner 1302 – the second of the two prototypes – out of passenger service this summer and refitting it as our new training car to replace the Tatra T4D car 5001 in this role in order to have a suitable replacement available when the remaining fleet of Tatras will commence retirement. 1302 will most likely be extensively modified for this role, among other things including – as per our information – the removal of Door 1 and conversion of the area above Bogie 1 in the forward body segment into an enclosed, air conditioned saloon for learner drivers and the instructor while on the route.
     
    In addition, 1301 will be withdrawn from passenger service as well, and also be converted in a departmental tram. However, the precise purpose has yet to be decided upon.
     
    Our itinerary covered a sizeable part of our network, starting at Angerbrücke Depot at 8 am on a day of glorious sunshine.
     
     
     

     
    In a sense, this image on the Zeppelin Bridge spanning the Elster Basin could be said to foreshadow 1302's destiny.
     
     
     

     
    It was a quiet morning still when we stopped at Koehlerstraße in the borough of Reudnitz, though we did attract curious looks from passers-by wherever we went. I wonder why!
     

     
    On our way to Stötteritz near the Stötteritz Station stop on Stötteritzer Straße. Can you follow?
     

     
    This location is on Prager Straße, just beyond the Old Exhibition Centre which, as mentioned elsewhere, has been converted into a business and retail park.
     
     
     

     
    Approaching Lößnig, which is the shared terminus of Lines 10 and 16.
     
     
     

     
    This curve from Wiedebachplatz onto Bornaische Straße will be regularly worked in just a couple of weeks when Dölitz Depot goes back on line after its extensive refurbishment. In a sense, the signage on 1302 thus again foreshadows future events.
     
     
     

     
    During their first years in service, 1301 and 1302 were exclusively booked onto Line 11E Wahren-Dölitz, and almost invariably run as a "tract". At that time, these two cars could be combined with either in the lead, though today, it is only possible to couple them with 1302 leading as 1302 has electric control contacts only on the rear coupler and 1301 only on the front coupler.
     
    It's also worth remembering that at the time, the prototypes had conducting couplers, so the trailing car could leave its pantograph down and be fed traction current from the leading car – much like our Tatras are configured.
     
     
     

     
    This was already on Markkleeberg's terrain where the final stretch to the Schillerplatz loop is single-tracked and set in the centre of Bornaische Straße.
     
     
     
     
     

     
    Next, we simulated a short turn around Wiedebachplatz, returning to Connewitz Kreuz along Arno-Nitzsche-Straße and then travelling right up to Schkeuditz.
     
     
     

     
    Of course, the sign on the OHLE mast applies only to the uninitiated!
     
     
     

     
    The Sternburg Mansion in the borough of Lützschena on the very outskirts of Leipzig.
     
     
     

     
    Sure is nice to be out driving when the entire city is in green and bloom! This was at the Exhibition Centre…
     
     
     

     
    …where we simulated a Line 16E service as operated for extra exhibition transport schemes.
     
     
     
     
     

     
    This location on Wittenberger Straße in the borough of Eutritzsch was, in fact, on Line 14's route for years before it was first modified to terminate and reverse through the holding area on Kurt-Schumacher-Straße immediately west of Central Station, and now into a quasi "Circle Line" rounding the city centre and starting and terminating at Plagwitz Station.
     
     
     

     
    At Thekla, we commemorated the one and only Line 9 there ever was.
     
     
     

     
    To the left in the background, you can see one of the two stabling areas of Wittenberger Straße Depot…
     
     
     

     
    …where we rolled in to say hi.
     
     
     

     
    At the Landsberger Straße terminus in the north of Gohlis. Line 56 was one of the night tram lines which, if I'm not mistaken, existed till the second half of the 1990s.
     
     
     

     
    On Lindenthaler Straße just south of Coppiplatz.
     

     
    We then rode out to Miltitz and stopped on Lützner Straße against this colourful mural.
     
     
     

     
    A simulated Line 8 service and a real one!
     
     
     

     
    Concrete slab prefab housing blocks in Miltitz which had most likely been the rage during the GDR era.
     

     
    Leaving the terminus. The destination signage is something of an in-joke as Probstheida is where Lokomotive Leipzig, one of the two best-known local football clubs, have their stadium.
     
     
     

     
    We also paid a visit to the old Leutzsch Depot…
     
     
     

     
    …which is actually located in a rather pleasant area with numerous early-1900s mansions.
     
     
     

     
    Our final jaunt took us out to Grünau and Lausen where we next stopped between Kurt-Kresse-Straße and Herrmann-Meyer-Straße.
     
     
     

     
    Trackage to Grünau is completely grade-separated for an exciting high speed experience!
     
     
     

     
    Passing the parkland along Klingerweg.
     
     
     

     
    And while I personally will completely stay out of the rivalry thing between Lok Leipzig and RB Leipzig, we did take the opportunity of the latter club just having moved up to the German Premier League that day for signing 1302 accordingly.
     
    After that, we returned to Angerbrücke after a long but absolutely fun day out on the rails!
     
    Thanks for looking and do feel free to ask any questions you might have .
  13. NGT6 1315
    Afternoon all!
     
    I realise it's been a while since my last stock profile from our tram, so given that I'll be driving one later today, may I just post a few paragraphs about our NGT8 type trams.
     
    As I'm sure I pointed out on another occasion, the general pattern of designation for trams in Germany is not specific to any one city, so other tram systems may also have cars commonly designated NGT8 but completely unrelated to other vehicles. So, for what I hope will be clarification, I'll need to digress for a bit to begin with.
     
    The Leipzig NGT8 trams are, technically, an evolved derivative of a twelve-wheel, three-segment tram developed by Duewag and Siemens in the late 1980s, constituting the first generation of low floor trams to have been developed in what then was West Germany. First obtained by Kassel's KVG in 1990 and 1991 and followed by two additional batches in 1994, these original cars were outfitted with thyristor choppers and DC motors, yielding a slightly greater floor height than derivatives of this design obtained by other cities in the following years, which were usually equipped with asynchronous AC propulsion.
     
    The NGT6C trams as obtained for Kassel were also characterised by Frederich type independent single wheel running gears – abbreviated EEF for "Einzelachs-Einzelfahrwerk System Frederich – on the central body segment, and traditional bogies underneath the first and third segment. Other related trams such as those obtained by Bonn and Düsseldorf were outfitted with a pair of single axle running gears rather than independent wheels underneath the central segment. With most any city usually having specific requirements as to larger and smaller details, this family of trams could also be obtained for different gauges, or with other characteristics such as the independent cab doors on the batch of sixty MGT6D cars obtained by Halle from 1996 till 2001.
     
    The NGT8 cars for Leipzig were obtained from 1994 till 1998 and built by a consortium of Duewag, Waggonbau Bautzen, ABB and Siemens. Unlike the related types in other cities, they were equipped with two four-wheel bogies on the central body segment, as an all-bogie tram was judged to be best able to negotiate the Leipzig network. They are outfitted with asynchronous AC propulsion and outfitted for 70 passengers seated and 122 standing at an occupation of six persons per square metre.
     
    By current standards, they should be considered a mid-capacity type, also because as built, they were capable of neither multiple working nor trailer operation. However, in 2011, car 1101 was modified to serve for practical evaluation of trailer operation. To that end, it was outfitted with a non-stowable coupler on the rear end and a number of additional instruments to enable trailer operation. At the time, NB4 trailer 906 was set aside for being essentially permanently coupled to 1101.
     
    Generally, the NGT8-NB4 pair proved to be suitable for revenue traffic, so at present, the remaining NB4 trailers – currently going through their second revision cycle – are being prepared for working with NGT8 motor cars as well. About twenty NGT8s are earmarked for being enabled for trailer operation, each NGT8-NB4 pair representing the rough capacity equivalent of a Tatra Großzug. That being said, practical experience demonstrated that NGT8s to be outfitted for trailer working need a couple of other improvements to remain sufficiently reliable while pulling additional weight.
     
    Technical characteristics
     
    Overall length – 27.77 m
    Width – 2.20 m
     
    Configuration – Bo'2'2'Bo'
    Service weight – 32 t
     
    Power rating – 380 kW/510 hp
     
    Regular acceleration and braking rate – 1.3 m/s2
    Emergency stop rate – 2.8 m/s2
     
    Minimum curve radius – 16 m
     
    Maximum speed – 70 kph certified, 50 kph revenue
     
     
     
    My personal impression of these trams is that due to their high power rating, they are extremely agile and responsive, though on the other hand, they tend to be tricky to handle in poor adhesion conditions. That is also why I tend to think of them as sports cars!
    Other than that, one criticism frequently heard is that "they don't do many things the way drivers want them to happen", which I do concur with in several instances at least. What I personally dislike most ist that the doors are quite slow to react to a closing command, and that the electro-hydraulic holding brake could release quicker once it has started to apply when – such as due to a signal changing to Clear – you want to power up again. I am told the NGT8s but will be modified with the same door controls as our NGT12s as soon as the trailer upgrade will be implemented. In other words, I would say they are not bad to drive, but have a couple of peculiarities they could have done without.
     


     
    Numerous NGT8s carry full body advertising for different products. Here, 1114 "Georg Agricola", which along with 1121 and 1138 can be booked as a "Party Tram", is stood at Knautkleeberg. Note that the LED daytime running lights were a refit.
     
     
     


     
    At present, four NGT8s – 1103, 1121, 1142 and 1143 – advertise for the new unified branding for the Leipzig transport and utilities companies. Here, 1121 "Franz Mehring" waits in the Mockau loop at the top end of Line 1.
     
     
     

     
    The only time I have actually got to drive the single NGT8-NB4 set – also known as NGT8B internally – thus far has been during our training. Here, this set – 1101 being named "Johann Sebastian Bach" – is seen in the holding area at Schkeuditz.
     
     
     

     
    The cab, I think, also very much reeks of typical, straightforward 1990s design. Note that as on the NGT12, the controller handle doubles as the primary deadman switch, and needs to be rotated 90 degrees clockwise. The pedal in the footwell is not a deadman pedal but the secondary bell trigger. The screen on the left of the control panel is the diagnostic terminal, while the ITCS terminal is set in the right hand part of the panel.
     
     
     
    Thanks for reading!
  14. NGT6 1315
    Morning all!
     
    I wouldn't want to withhold this little overview for which I took a couple of photos during my shift yesterday, illustrating possible means for how engineering works on tram lines may be safeguarded while keeping traffic flowing.
     
    At present, the Landsberger Straße terminus at the north end of Line 4 is undergoing refurbishment, to which end various temporary signalling measures for road and rail have been put in place. This is made doubly interesting by the fact that this terminus is located at the end of a short stretch of single track, so right now, there are two different but related elements of signalling to be observed.
     
    But, let me regale you with a couple of "general" images first . I spent the first couple of hours on Turn 421, booked with…
     

     
    …1346 "Thonberg" and 1330 "Wiederitzsch", seen here at the arrival point in Stötteritz…
     

     
    …and halfway through the loop as the boarding point was still occupied by the turn ahead of me. Due to the construction work at Landsberger Straße, we have a fairly generous turnaround of 19 minutes at Stötteritz during daytime, and seven at Landsberger Straße, owing to an additional turn having been booked on the line for relief.
     
     
     

     
    Here, I am stood at Landsberger Straße, where, while engineering work is ongoing, the arrival point has been temporarily relocated immediately ahead of the departure point.
     
     
     
    The construction site has been outfitted with a temporary signalling arrangement. However, travelling up to Landsberger Straße, the first important piece of signalling you encounter is at Beyerleinstraße.
     

     
    As I said, the final stretch of route from Beyerleinstraße to the terminus is single-tracked and safeguarded by a Single Track Signalling suite, which I suppose could be a suitable English interpretation of the German term, "Fahrsignalanlage", or "FSA."
     
    The STS suites we use utilise either pantograph head detectors on the OHLE for a route request, or key lock switches – the latter being standard at those termini located at the ends of single-tracked sections. On single track sections on the open line, pan head detectors are used for greater convenience, though these signalling suites can also be equipped with key locks to serve as a backup means of route request.
     
    At Beyerleinstraße, pan head detectors are used for outbound services. The STS screen here shows "Stop" and "Acknowledgment of Route Request."
     
     
     

     
    Later, the screen also showed the letter "F", which is an indication that the road and pedestrian traffic lights co-located with this STS unit have been shut down, as is normal here in the early mornings and in the evenings.
     
     
     

     
    As indicated, the present arrangement at Landsberger Straße requires two important signalling components to be kept in mind simultaneously! First of all, there is the STS suite, which the signal screen suspended from the OHLE is part of. The route request key lock is off image to the right.
     

     
    And there is this temporary signal interlocked with the temporary road traffic lights on the outbound lane, set to a fixed timing pattern. You may depart only if, one, you have a clear STS aspect, and, two, if the temp signal is unlit, as in this case.
     

     
    Here, the temp signal shows "Stop", and changes to the combined aspect of "Stop" and "Await Clear" (the "dot" aspect, set in the lower of the two chambers in this case) immediately prior to turning dark to indicate "Clear."
     
     
     

     
    And there is the temporary set of traffic lights that has been set ahead of the terminus.
     
     
     

     
    Also take note of this automatic swing-away barrier, which is enabled by approaching trams.
     
     
     
    And to round everything off, two nocturnal photos…
     

     
    …of my NGT6 tract prior to depot return, signed as Line 4E for the stretch to Central Station, and there re-signing itself as Line E for Sportforum.
     

     
    And for my second half on Turn 414, I got 1124 "Marianne von Ziegler".
     
     
     
    Thank you for reading and do feel free to ask any questions you might have!
  15. NGT6 1315
    Morning all!
     
    During my shift last night, I felt the situation was ideal for taking a couple of illustrative photos of the practice we refer to as "Interchange Node" or, in German, "Sammelanschluss". I hope you don't mind these being snapshots from my phone, but I believe they will visualise the concept.
     
    During those periods of longer timetable intervals in the late evening and early mornings – especially on Saturdays and Sundays – our traffic pattern on the tram is designed such that every 30 minutes, an interchange node occurs at Central Station. This means that services from the most important lines covering the various major areas of the city meet to allow passengers a seamless transfer. Operationally, this also means that rather than the usual two trams per double platform, up to four trams may occupy each track, with the official arrangement being the following:

    Platform 1: Line 11 – Line 16 – Line 1
    Platform 2: Line 11 – Line 16 – Line 1 – Line 3
    Platform 3: Line 15 – Line 7 – Line 4 – Line 3
    Platform 4: Line 4 – Line 15 – Line 7 – Line 14

     
    However, even though Central Station does offer ample space, some "tweaking", if you will, is inevitable, as I hope I can visualise with the following images:
     
     

     
    Standing at Platform 2 with Turn 1144 for the 11 pm interchange node, note that my tram is actually partly on the pedestrian crossing at the east end of the platforms. This is to allow the following Line 16 and Line 1 services – both with NGT8 cars – to be able to wait with, shall we say, most doors along the platform.
     
     
    Even so, this arrangement also entails that certain lines actually need to stop ahead of the platforms…
     

     
    …in this case, Line 3 services for Knautkleeberg. Note that these, too…
     
     

     
    …need to stop partway on the pedestrian crossing, as does the Line 4 service for Stötteritz over at Platform 4.
     
     
     

     
    At the 12.30 am interchange node…
     
     

     
    …this example shows how, once again, Line 3 for Taucha has to stop ahead of the platform.
     
     
     

     
    And ahead of Platform 4, note this Line 14 service waiting on the last position in the queue.
     
     
    Our regulations for double stops such as Central Station outline that, whenever possible, double departures should be ensured, meaning that two services should attempt to depart simultaneously to clear the platforms for the next services. Furthermore, they say that any services on the third or fourth position – as during the interchange nodes – need to stop anew once they are alongside the relevant platform to ensure a "proper" station call.
     
    Which is to say that as per the lineup outlined above, Line 1 services at Platform 1, Line 1 and 3 services at Platform 2, Line 4 and Line 3 services at Platform 3 and Line 7 and Line 14 services at Platform 4 need to call twice.
     
    It's also common practice for interchange node services to depart only following a starting signal from Control. This can be provided either via radio or through text messages posted on the ITCS terminals, which can read "Depart as scheduled", "Safe trip" or similar, depending on who's at the control desk!
     
     

     
    In this example, my scheduled arrival at Central Station was at 10.53 pm, with departure scheduled to occur in 3.20 minutes. As all services had arrived within the expected time frame, we did depart at 11 pm, as planned.
     
    If any services earmarked for participation in the interchange node are delayed in arrival, one option which Control may invoke is to notify all waiting services of the pending arrival, or to explicitly delay the starting signal until all services scheduled to take part have arrived.
     
    Of course, it is not possible to do so for indefinite lengths of time, so there may be situations where drivers may need to make the seemingly heartless decision in favour of the well of those already aboard and against any dawdling "latecomers" in order to reach the interchange node with at least part of the scheduled dwell time remaining. After all, no-one really gets stranded at night, as beginning at 1.11 am, night buses bridge the gap till tram services resume in the early morning.
     
    It's also advisable that if you are delayed due to, for example, technical reasons or traffic holdups, you should notify Control when your delay is beginning to exceed five minutes as the defined dwell time at Central Station is between five to seven minutes – depending on individual lines. As I mentioned, it is not possible to delay the start signal indefinitely, so in such cases, Control may also decide that you should skip the interchange node, and can define ad-hoc interchanges with at least one of the other participating lines at a different location. Such operational orders are commonly forwarded through text messages to the ITCS terminals, during which process the individual timetables for the relevant services can also be adjusted for the additional dwell time.
     
     
    Well, I believe that's everything I think can be said about this procedure, but do feel free to ask any questions you might have!
  16. NGT6 1315
    Morning all, just…
     
    I think a while ago, I promised to provide a bit of an illustration of how the onboard ITCS terminals on our trams work, intended to allow a bit of insight into the workings of public transport today. There are, of course, numerous different types of ITCS equipment available, though their functional principles are, largely, identical, I suppose.
     
    Covering a bit of terminology first, I'd like to begin by outlining that in German, the traditional term for that which in English is now called ITCS – Intermodal Transport Control System – has long been "RBL", written out as "Rechnergestütztes Betriebsleitsystem" and appropriately translated as "Computerised Operational Direction System." While technical documents issued by the German Association of Public Transport Operators ("Verband Deutscher Verkehrsunternehmen", VDV) have largely adopted the English term ITCS since about 2005, RBL will, of course, still be understood to refer fundamentally to the same thing. I am also aware of the English designations of Computer-Aided Dispatch and Automatic Vehicle Location (CAD/AVL) and Automatic Vehicle Location System (AVLS), which also describe key elements of this suite of applications.
     
    Whichever of these designations one may prefer use, ITCS is, basically, a unified suite of operational information and communication, operational direction and multi-channel passenger information systems.
     
    For exchange of information and communications, ITCS installations – which in detail may be tailored to the specific requirements of any given transport network – will utilise either analogue radio transmission or, for newer implementations, Terrestrial Trunked Radio or GSM. Communication includes direct voice communication between Control and individual drivers, as well as data transmission such as vehicle position data or datagrams for text-based instructions. Such communications can also be directed to specific lines or bundles of lines for general information of interest to the relevant staff members, as in the event of disruptions in a specific location and affecting only certain lines.
     
    Vehicle location and travel time prediction is usually achieved through fixed lineside infrared beacons and corresponding onboard transceivers, now frequently augmented by GPS locating devices. This real-time information is then generally compared with stored routing and timetabling information for each individual line. Depending on how the centralised processing systems are configured, these can then automatically instruct drivers to wait for connecting services, and/or allow control operators to make such decisions as required. Such operational instructions can, again, be provided either by voice communication or by text messages which would be displayed on the onboard terminals.
     
    As I believe I mentioned elsewhere, it's also worth mentioning that in Germany at least, tram systems are normally configured such that points are set by data transmission from each individual car to the point control units, and that centralised route setting, as would be present on railways or "Stadtbahn" (light rail) and genuine underground systems, in turn, does not exist.
    For point control, some tram operators prefer to provide manual setting only, meaning that drivers must set each point by pressing one of either two or three buttons provided on the cab desk as they approach. If memory serves, Basel, Darmstadt, Dresden and Munich are examples for cities where only manual point setting is available.
     
    Other cities, such as Leipzig and Frankfurt, provide automatic point setting, though point control buttons are still provided for backup and for use in the event of diversions and for departmental services. For automatic point setting, the onboard transponder is tied into the ITCS terminal to provide the point control units with information as to which way each relevant point along the service's path must be set for it to be directed to its destination.
     
    This year, LVB have upgraded their ITCS suite, which for full capabilities to be exploited also required our trams and buses to be outfitted with new onboard terminals. In Leipzig, Swiss transport information system producer Trapeze was chosen to provide these terminals, with trams having been fitted with the Intelligent Touch Terminal sets and buses being fitted with the ticontrol.500 combined ITCS terminals and ticket printers. Buses are still being refitted at this time, while the tram refit was concluded by the end of this summer. The ITT and ticontrol sets are both controlled through a touch screen for menu navigation and data entry, rather like smartphones and tablet computers.
     

     
    This is essentially the "home" screen once you have entered your turn number, which in this example was 1508. Once you have done so, the terminal automatically accesses the relevant set of timetables and routing information for the entire duration of the turn's operation on a given day (as timetables and routes can, and often do, differ between individual days of a week). In this example, I had 25 minutes to spare till depot sortie.
     
    The home screen can be accessed from any menu by pressing the "house" icon to the left. The icons below the turn number and punctuality field to the right are:
    communication request to Control (phone receiver icon) communication request to depot supervisor (phone receiver above house icon – available only if this icon is shown with a light blue background) manual signal priority request (traffic light icon – lineside equipment not enabled for this function yet) pause passenger information system (dashed "IFIS" icon) emergency communications request to Control, to be used in the event of accidents with casualties (red triangle with "Not" text icon)


     

    This menu for Voice Communication is accessed using the "loudspeaker" icon to the left. The topmost icon in the list directs you to a submenu where you can select from a total of 46 pre-recorded passenger service announcements, such as requests to keep wheelchair spaces clear, to clear the doorways and move further into the car, or to inform passengers of obstructions on the line or waiting for connecting services.

     



    The second item in the Voice Communications menu opens the Phone Directory as the ITT devices conveniently offer a mobile telephone function as well. Theoretically, you can call any person within the company through the ITT sets.

    The directory which is available comprises relevant phone numbers such as staff dispatcher or depot supervisors – so for obvious reasons, I edited this image to conceal these numbers.

     



    The "envelope" icon to the left opens the Mailbox menu where you can access all text messages you may have received during your shift – though it is recommended to delete messages regularly once you have acknowledged them and do not need them any longer.
    You can also send text messages yourself by selecting the third list item. These can either be one of the following: "Yes", "No", "Malfunctioning ticket machine", "Request technician", "Arrived at destination", "Infrastructure report request", "Short turn request", "Traffic congestion" and "Overcrowding"; and you can also send free-text messages which you compose using a virtual keyboard on the terminal's display. You should, however, keep such messages as short as possible.



    Furthermore, the "compass" icon opens the Navigation module which might look slightly out of place on a tram and is, as far as I know, simply a feature provided on the ticontrol terminals on our buses and carried over to the ITT units for convenience. It's interesting to note that, for one, the Navigation module utilises Open Street Map data, and that you can even enable voice directions as on automobile sat navs. Of course, this navigation module can be quite useful for buses in particular, especially during diversions utilising unusual or otherwise complex routes.

    Well, I hope I could outline another aspect of the technical means relevant to my work, and perhaps improve understanding how modern public transport works.
  17. NGT6 1315
    Morning, everyone!
     
    Understanding that German steam locos and narrow gauge are subjects keenly followed by numerous RMwebbers, I wouldn't dare withhold a couple of photos which I took on a day trip to the HSB narrow gauge railway yesterday, which my wife has given me/us for my birthday.
    I probably don't need to say that much about the 1,000 mm gauge network in the Harz Mountains which has been operated by Harzer Schmalspurbahnen since 1 February, 1993. Consisting of the Cross Harz Railway ("Harzquerbahn"), Selke Valley Railway and Brocken Railway, the entire system comprises 140.4 km of trackage. And although the majority of services continues to be provided by a fleet of lovingly cared-for steam locomotives, HSB should not be mistaken to be just a museum railway, instead running to regular timetables and indeed contributing to regional passenger traffic in the Harz region.
     
    We began our trip at Wernigerode, which is a town of about 33,500 residents and the place where HSB are headquartered. Along with Nordhausen Nord and Gernrode, the town also comprises one of the three depots, as well as the workshops at Wernigerode Westerntor Station.
     
     

     
    An outbuilding adjacent to the locomotive shed has had a viewing platform set atop which is obviously convenient for enthusiasts! Here, two coach formations had been prepared at the platforms, and connected to steam pre-heating outlets until the locomotives would couple up.
     
     
     

     
    Standard coaching stock on the HSB comprises the KB4ip series of reconstructed bogie coaches, which are steam heated and air braked.
     
     

     

     
    Draw gear consists of central buffers and double screw link couplers with balancing levers.
     
     
     

     
    This would be our train, still waiting for the locomotive to couple up.
     
     

     
    Preparations were going on in the depot grounds, with 99 236 sitting outside the shed and providing steam pre-heating. This is one of eleven Class 99.23 2-10-2 tanks built in the mid-1950s by the Karl Marx Locomotive Works of Babelsberg which form the backbone of HSB's locomotive fleet, with 99 236 (or 99 7236, actually) – works number 134013 – having been built in 1955.
     
     
     

     
    These locomotives were obtained to replace the ageing pre-WW2 and indeed pre-WW1 locomotives which had long been the regular fare for the Harz narrow gauge lines.
     
     

     
    99 7241 was standing by inside the shed, making steam.
     
     
     

     
    Signal box and turntable inside the depot grounds.
     
     

     
    Our locomotive for the special we were booked on was 99 5902, seen here finishing preparations outside the signal box and with a Class 648 DMU departing Wernigerode on the HEX 80222 HarzExpress service for Goslar on the standard gauge line.
     
     

     
    99 7239 was first to emerge from the depot, however – running up for working the timetabled HSB 8925 service to the Brocken.
     
     
     

     
    In time, 99 5902 was making her appearance, too…
     
     

     
    …and coupling up.
     
     

     
    She was built in 1898 and is one of three remaining B'B configured ex-NWE Mallet locomotives later operated by Deutsche Reichsbahn as Class 99.590. NWE, or Nordhausen-Wernigeroder Eisenbahn, was one of the two independent companies (the other company having been Gernrode-Harzgeroder Eisenbahn) which had built the network of metre gauge lines in the Harz, and had been absorbed by Deutsche Reichsbahn on 1 April, 1949.
     
     
     
     

     
    At Drei Annen Hohne, the tiny Mallet needed to take on water, and was duly scrutinised by crowds of enthusiasts and travellers.
     
     

     
    Further up the line at Schierke, we needed to await the HSB 8932 service from Brocken Station…
     
     
     

     
    …which was powered by 99 7247.
     
     

     
     

     
     
     

     
    Upon arrival at Brocken Station, not too far below the mountain's summit of 1,142 m or 3,747 ft, 99 5902 was uncoupled and ran around the coaches.
     
     

     
    The Brocken has a subarctic microclimate, characterised by figures such as an average of 300 days of misty and foggy weather, mean annual temperature of 2.9°C, and a maximum wind speed of 263 kph to have been recorded in 1984. The greatest snow depth to have been recorded on the mountain was 380 cm, in April 1970.
     
     

     
    And it was very windy at the summit indeed, which together with the dense, drifting fog and natural scenery made it easy to comprehend why so many folk tales of mystery and witchcraft developed in areas like these. In fact, one cultural event having taken place on the Brocken for a couple of years now is a rock opera performance of Goethe's "Faust", which I haven't seen myself yet but which I'm sure is an excellent idea and a creative modern adaptation of this cornerstone of literature.
     
     

     
    Back at the station, 99 7241 was running around her coach formation, having arrived with HSB 8920 from Nordhausen Nord and preparing to sortie with HSB 8922 for Drei Annen Hohne…
     
     

     
    …while 99 5902 was sitting and waiting with the windows blanked with stiff tarpaulins.
     
     
     

     
    I rather liked this impression of 99 7241 in dense fog, hissing and steaming like a ghost of steel.
     
     

     
    Back at Drei Annen Hohne during the return to Wernigerode, 99 5902 and 99 7239 at the head of HSB 8904 from Eisfelder Talmühle for Wernigerode needed to replenish water.
     
     

     
    Draw gear, brake and heating lines…
     
     

     

     
    …and the LP and HP engine on our little Mallet.
     
     

     
    I found the idea of having digital passenger information displays concealed like old style departure boards quite intriguing, too!
     
    Night had fallen already as we arrived back at Wernigerode, concluding an enjoyable day out!
     
    Thanks for reading!
  18. NGT6 1315
    Afternoon all!
     
    Following up to my earlier portrait of our NGT6 "Leoliner" trams by HeiterBlick, I would like to continue this series of showcases with a few paragraphs about our NGT12 trams, which at present are the largest steeds in our stable, if you will.
     
    To provide up-to-date and accessible rolling stock on those lines characterised by particularly high ridership numbers and earmarked for gradual upgrade to light rail equivalent standard with large proportions of grade-separated track, LVB contracted Bombardier in 2003 to develop a five-segment articulated tram based on the Flexity Classic design, taking advantage of the near-parallel development of the NGTD12DD trams for Dresden's DVB. The NGT12-LEI was procured in three batches, two of twelve and one of nine, in 2003, 2005 and 2011 respectively.
     
    These cars are used for all regular turns on Lines 11 and 16 and the majority of those on Line 15, with a few turns on Lines 3 and 7 also being booked with them at this time. Lines 11, 15 and 16 are, in fact, those upgraded to quasi-light rail standard for all or at least much of their length. Due to their high passenger capacity, NGT12 trams can also be seen on Line 4 during football matches or other events taking place in the Leipzig Stadium, now officially called Red Bull Arena.
     
     
     

     
    1228 "Essen" standing by at Angerbrücke for one of the last sorties – onto Line 16, or, more precisely, Turn 1622 – on the morning of 16 October. This is one of the 3rd batch cars, easily recognised by the coloured LED destination signs which but are not currently planned to be refitted to 1st and 2nd batch cars.
     
     
     

     
    Leaves were falling as 1208 "Nürnberg" was stood at the Exhibition Centre on the north end of Line 16.
     
     
     

     
    On the holding track on Rathausplatz in Schkeuditz, 1208 demonstrates one recent minor upgrade: The monochromatic destination signs on the 1st and 2nd batch cars have been updated to display slightly bolder text, improving readability over the original configuration.
     
     
     
     

     
    …and later during turnaround on Schillerplatz at Markkleeberg Ost on the south end of Line 11.
     
     
     

     
    Same location, same day, different time: 1210 "Dortmund" shines its lights through the autumnal night while I was waiting to drive up to the Wahren terminus in Leipzig on Pater Aurelius Square…
     
     

     
    …where I arrived while a new band of rain showers passed over the city.
     
     
     

     
    A view from the cab, which in spite of the darkness outside will hopefully suffice to give an impression of a driver's perspective from these cars.
     
     

     
     
     
     

     
    A look through the passenger space…
     
     

     
    …and one of the two onboard ticket machines.
     
     

     
    The control panel is, I think, well designed and puts all main functions within easy reach. Once again, note the static balancing handle set for the right hand, which as on the NGT6 has trigger buttons on the inner face for easy manipulation. The button facing the seat is one of two bell triggers, while the buttons set inside the handle are the secondary deadman switch; track brake; and sander.
     
    Note the power/brake controller lever being installed at a slight angle to the front left and having a T-shaped handle which must be rotated 90 degrees clockwise, thus serving as the primary deadman switch. One useful detail is that the controller handle includes a bell trigger, set for the left thumb. Also visible are the reverser knob and activation key lock to the left and in front of the controller.
     
     

     
    Additional instruments – mainly for auxiliary systems like the cab air conditioning but also for car preparation and emergency holding brake release – are provided on the secondary panel, located left of the driver's position. Once again, note three lidded activation triggers for holding brake emergency release activation ("Hilfslösen"); breakdown running mode ("Räumfahrt") for removing a severely malfunctioning car from the route; and OHLE de-icing ("Eisfahrt"). The latter function mainly does two things: For one, it enables the traction packages to remain working with an OHLE voltage as low as 400 V rather than the normal lower limit of 520 V, and it also configures the braking rheostats to continuously draw power in order to yield a thermal heating effect on the OHLE wire to assist in removing thick ice. In de-icing mode, speed is automatically limited to 20 kph in order to prevent pantograph bouncing and possible arcing.
     
     

     
    Close-up of the main instrument cluster. Note that on the NGT12, it is possible to manually open Doors 1, 2 and 7 separately.
     
     

     
    The diagnostic terminal can be set to display OHLE and battery voltage, which I prefer to do as I like to keep an eye on how much power the car is drawing at any time, which you can, to a degree, extrapolate from variations in the OHLE voltage.
     
     
     

     
    The CCTV monitor is installed to the top left of the driver's position. As on our other types, you can either select a full sized image from any single camera, or quad-split images from groups of four cameras.
     
     

     
    It's common for the last revision date and nominal service weight to be written on inside the cabs.
     
     

     
    A look at the rear view mirror…
     
     
     

     
    …and the auxiliary control panel at the rear end, hidden under a locked lid.
     
     
     

     
    Tram jam during the recent Blue Lines diversion through the East Circuit while engineering work was carried out on Goethestraße. Again, it's evident that visibility from the NGT12 cab is excellent.
     
     
     

     
     
    Once while I was at Angerbrücke, firemen were practising how to jack up a NGT12 in order to recover accident victims from underneath the car, on which occasion I was able to glimpse one of the motor bogies with the skirt flap folded up. Note the wheelsets again having inside bearings in order to save space and provide sufficient rotational motion for the bogies inside the underframe skirts. The wheelsets themselves are slowly being refitted with a newer type of annular noise absorber, replacing the layered sheet package type originally provided.
     
     

     
    Effect view of Bogie #1.
     
     
    Technically, the NGT12 is configured with five articulated body segments, of which #2 and #4 are designed as "floating" segments carried by the adjacent segments #1, #3 and #5. The latter three are also configured with two bogies each, with segments #1 and #5 comprising the motor bogies with conventional wheelsets, and #3 the trailer bogies with independent wheels. Cab and passenger space have separate air conditioning circuits. Passenger capacity on these cars is for 104 seated and 160 standing at 4 persons per square metre. The A/C and Drive Control Unit pods are set atop the roof.
     
    Propulsion is provided by two Drive Control Units, supplying each pair of motor bogies, and two 85 kW asynchronous AC motors per bogie working through two-stage reduction gears. The holding brake works with electrohydraulic actuation and is provided in each motor bogie, with one pair of magnetic track brakes being provided in all bogies.
     
     
    The main characteristics:
     
    Overall length – 45.09 m
    Overall width – 2.30 m
    Overall height – 3.56 m
     
    Configuration – Bo'Bo'2'2'Bo'Bo'
    Wheel diameter – 600 mm
    Wheelbase (all bogies) – 1.80 m
     
    Minimum curve radius – 18 m
     
    Empty service weight – 59.2 tonnes
    Maximum service weight – 78.6 tonnes
     
    Power output – 680 kW/912 hp
    Design maximum speed – 70 kph (operational limit for all our types is 50 kph)
     
     
    My personal impression of the NGT12 is that in spite of its considerable size and weight, these cars are very easy and carefree to handle, reducing fatigue and stress for the driver. They are also surprisingly agile considering their size and weight, and quite safe even in poor adhesion conditions. Their performance in an emergency stop is particularly impressive, with my estimate from our instruction being that they can stop roughly within their own length even from 50 kph. This tremendous braking force which is applied in emergency stops is why – on all our tram types – we must inquire as to possible injuries among passengers if we needed to pull an emergency stop in revenue traffic. They are, however, a bit top-heavy due to the considerable weight of the A/C pods and their cooling liquid in particular, and may thus commence oscillations more quickly on less well aligned track.
     
    All in all, I personally tend to view them as the "Stretch Limos" in our inventory, as they're undoubtedly comfortable even during longer shifts. I haven't had any major malfunctions with them myself and I keep hearing they're highly reliable in general, with Bombardier also still going great lengths to providing optimal technical support even years after procurement.
     
     
    Thank you for reading!
  19. NGT6 1315
    Morning all!
     
    For our showcase of contemporary urban transit stock today, I should like to turn our attention to what I think is a particularly iconic and recognisable type of vehicle, namely the TW 2500 (and related TW 2000) Series LRVs as operated on Hanover's light rail system.
     
    With approximately 523,000 residents at the time of writing, Hanover as the state capital of Lower Saxony became a focus of international attention through the EXPO 2000 world fair which as a side effect had spawned various infrastructure development projects in preparation for this event during the 1990s. Also, Hanover has had an extensive tram system which originated in 1872 when the first horse-drawn tramways – initially provided by two competing enterprises – commenced operation. Electrification of the Hanover tram system, which at the time of its maximum expansion comprised a route length of 163 kilometres, was established from 1893 till 1903, with the tram system also including various "interurban" routes to outlying towns and communities such as Sarstedt, Hildesheim or Großburgwedel. The operating company assumed its present shorthand name of "üstra" – correctly written all lowercase – in 1921, the acronym originally referring to the name, "Überlandwerke und Straßenbahnen Hannover" which could be roughly translated as "Interurban Utilities and Tram Company of Hanover." Since 1980, the company's official title has been "üstra Hannoversche Verkehrsbetriebe."
     
    As was the case with numerous German tram systems, the Hanover network contracted drastically during the 1950s and 1960s, meaning that of all interurban routes, only the route to Sarstedt remained in operation. At the same time, newly designed eight-wheel and articulated twelve-wheel Düwag trams began rejuvenating üstra's stock inventory.
     
    In the 1950s, mirroring similar considerations in various other West German cities, plans began being discussed for transforming the existing tram system into a light rail system, commonly referred to in German as a "Stadtbahn." These plans involved the construction of tunnel sections through Hanover's city centre in order to remove mutual interference of rail and road traffic. Political agreements to this end were signed on 23 June 1965, resulting in the eventual construction of three separate but interconnected tunnel routes commonly referred to as A, B and C Route. However, the initial goal of establishing a completely grade-separated urban rail system with four tunnel routes was eventually shelved due to massively overrunning costs, resulting in the evolution of a light rail system with said three tunnel routes and a combination of street-bound and grade-separated overground trackage.
     
    The awarding of the EXPO 2000 fair to Hanover did, as previously mentioned, provide a massive impulse for further expansion and improvement of the Hanover light rail system such as it existed by the early 1990s. As of late 2015, the system comprises a total route length of 127 kilometres, of which 19 kilometres (15%) are tunnel routes, 87 kilometres grade-separated overground trackage (68%), and 21 kilometres (17%) street-bound trackage. The network even extends past the boundaries of Hanover proper, with Line 1 ending in the town of Langenhagen on the northern branch and serving the cities of Laatzen and Sarstedt; Line 3 terminating at Altwarmbüchen in the town of Isernhagen; Line 4 having its terminus in the town of Garbsen; and Line 9 reaching Empelde in the town of Ronnenberg.
     
    The lines, such as they exist at this time, are as follows:
     
    Line 1 – Langenhagen – Alter Flughafen – Niedersachsenring – Vahrenwalder Platz – Central Station – Kröpcke – Aegidientorplatz – Peiner Straße – Bothmerstraße – Laatzen/Eichstraße Station – Laatzen/Zentrum – Laatzen – Rethen – Gleidingen – Heisede – Sarstedt
     
    Line 2 – Alte Heide – Vahrenheider Markt – Niedersachsenring – Vahrenwalder Platz – Central Station – Kröpcke – Aegidientorplatz – Peiner Straße – Bothmerstraße – Laatzen/Eichstraße Station – Laatzen/aquaLaatzium – Rethen
     
    Line 3 – Altwarmbüchen – Paracelsusweg – Noltemeyerbrücke – Vier Grenzen – Lister Platz – Central Station – Kröpcke – Waterloo – Stadionbrücke – Linden Station/Fischerhof – Wallensteinstraße – Mühlenberger Markt – Wettbergen
     
    Line 4 – Garbsen – Leinhausen Station – Herrenhäuser Gärten – Leibniz University – Königsworther Platz – Steintor – Kröpcke – Aegidientorplatz – Marienstraße – Kantplatz – Nackenberg – Karl-Wiechert-Allee Station – Misburger Straße – Medizinische Hochschule – Roderbruch
     
    Line 5 – Stöcken – Leinhausen Station – Herrenhäuser Gärten – Leibniz University – Königsworther Platz – Steintor – Kröpcke – Aegidientorplatz – Marienstraße – Kantplatz – Nackenberg – Großer Hillen – Tiergarten – Anderten
     
    Line 6 – Nordhafen – Nordstadt Station – Christuskirche – Steintor – Kröpcke – Aegidientorplatz – Marienstraße – Kinderkrankenhaus auf der Bult – Brabeckstraße – Kronsberg – Messe/Ost (EXPO-Plaza)
     
    Line 7 – Misburg – Paracelsusweg – Noltemeyerbrücke – Vier Grenzen – Lister Platz – Central Station – Kröpcke – Waterloo – Stadionbrücke – Linden Station/Fischerhof – Wallensteinstraße – Mühlenberger Markt – Wettbergen
     
    Line 8 – Central Station – Kröpcke – Aegidientorplatz – Peiner Straße – Bothmerstraße – Am Mittelfelde – Messe/Nord
     
    Line 9 – Fasanenkrug – Bothfeld – Noltemeyerbrücke – Vier Grenzen – Lister Platz – Central Station – Kröpcke – Waterloo – Schwarzer Bär – Lindener Marktplatz – Am Soltekampe – Empelde
     
    Line 10 – Ahlem – Brunnenstraße – Leinaustraße – Am Küchengarten – Glocksee – Goetheplatz – Steintor – Central Station – Aegidientorplatz; supplemented by "Short 10" express line with fewer calling points: Ahlem – Brunnenstraße – Leinaustraße – Am Küchengarten – Glocksee – Goetheplatz – Waterloo – Kröpcke – Central Station
     
    Line 11 – Haltenhoffstraße – Christuskirche – Steintor – Kröpcke – Aegidientorplatz – Marienstraße – Hannover Congress Centrum – Zoo
     
    Line 16 (extra line during exhibitions) – Königsworther Platz – Steintor – Kröpcke – Aegidientorplatz – Marienstraße – Kinderkrankenhaus auf der Bult – Brabeckstraße – Kronsberg – Messe/Ost (EXPO-Plaza)
     
    Line 17 – Aegidientorplatz – Central Station – Steintor – Goetheplatz – Schwarzer Bär – Stadionbrücke – Linden Station/Fischerhof – Wallensteinstraße
     
    Line 18 (extra line during exhibitions) – Central Station – Kröpcke – Aegidientorplatz – Peiner Straße – Bothmerstraße – Am Mittelfelde – Messe/Nord
     
     
    üstra's rolling stock inventory as of November 2015 comprises 144 (out of 260 built) TW 6000 Series LRVs, built by a consortium of Düwag, Linke-Hofmann-Busch, AEG, Siemens and Kiepe from 1974 till 1993; 143 (out of 144 built) TW 2000 and TW 2500 Series LRVs; and most recently, a growing fleet of TW 3000 Series LRVs built by a consortium of Vossloh Kiepe, Alstom and HeiterBlick, which are to replace the remaining TW 6000 units. At this time, an order of 100 is being assembled, with 46 options also contracted for.
     
    The TW 2000 and 2500 Series units were obtained as part of the EXPO 2000 preparations, with deliveries having taken place from 1997 till 2000. These LRVs were built by a consortium of Linke-Hofmann-Busch and Siemens, and were explicitly specified to be built with an aesthetically pleasing exterior, for which British designer Jasper Morrison was contracted.
     
    First presented on the 1997 Hanover Exhibition, these cars were deliberately given a mainly silver livery instead of the traditional lime green, yielding a similar appearance to that of the batch of Mercedes Citaro G articulated buses procured by üstra from 1999 and designed by the late James Irvine. The TW 2000/2500 Series and the Irvine Citaros, of which Leipzig's transport operator LVB also obtained a batch of thirty, are thus aptly nicknamed "Silver Arrows." In both Hanover and Leipzig, these buses are being phased out already, though.
     
     
    1:87 scale models of the TW 2000/2500 and TW 6000 Series LRVs are, once again, available from Halling, and in Germany can be obtained directly from üstra's customer service centre. With several variants being offered for either, the TW 2500 cars are sold only as a pair, with one of the two cars being powered.
     
     

     
    While the TW 2000 cars are double-ended, the TW 2500s are configured as semi-sets to be operated in back-to-back formations. The Halling set as offered by üstra represents the pair of cars 2508 and 2509, and is made in a similar fashion as the more recent Bombardier Flexity Berlin model – with a painted transparent body shell and printed rather than scribed surface details. However, I do stand by my earlier statement that, considering trams and LRVs being more of a niche subject for modelling and modern light rail vehicles usually having fairly smooth bodywork in any case, these models are not at all badly done.
     
     
     

     
    To be able to serve road level stops, the TW 2000/2500 have fold-down access steps underneath all passenger doors, though with the remainder of the Hanover network being expected to be upgraded to high level platforms in order to fulfil accessibility legislation, these will most likely fall out of use in a few years. The TW 3000 sets currently being procured are no longer outfitted thus either.
     
    The fundamental configuration for the TW 2000 and TW 2500 is, essentially, identical, though of course the TW 2000 sets have a second cab attached on the "b" segment in lieu of the gangway provided on the TW 2500.
     
    As on the Flexity Berlin set I presented earlier, I would think the TW 2500 model could yet be upgraded with a few bits and pieces, such as lateral turn signal casings to add a bit of structural detail, or perhaps passenger figures.
     
     

     
    The set comes with a sheet of stickers for the destination signs, cleverly designed to be attached to the inside of the body segments in the appropriate places. The destinations offered are, Line 1, Sarstedt or Langenhagen; Line 4, Roderbruch or Garbsen; Line 8, Hauptbahnhof; and Line E, Messe/Nord. The stickers need to be cut out with a modelling scalpel.
     
     

     
    With rooftop equipment on modern LRVs being typically sparse, the model does represent the cab A/C and passenger space ventilation pods. Also, while the pantographs used on the model appear to be generic Sommerfeldt parts, I did apply a slight improvement already, clipping off the non-prototypical looped contact ends to leave them free-standing, and angling them down more strongly.
     
     

     
    As mentioned further up, the "b" ends on the TW 2500 comprise a gangway with flexible diaphragm. There is a portable auxiliary control panel provided on this end, which is stowed in a cabinet near the gangway when not in use. The TW 2500 pairs are usually split only for depot shunting and for maintenance, or to remove a failed semi-set from the line if necessary. The couplers on the gangwayed end are set at a slightly different height than on the cab ends, however.
     
     
    The TW 2000/2500 are designed as double-articulated cars, with the body segments primarily made of steel and the cab sections made of fibreglass. Each unit has one powered bogie each underneath the "a" and "b" segments, and one fixed two-wheelset running gear underneath the central segment. Propulsion is provided by four asynchronous AC traction motors per unit, in turn controlled through a Siemens SIBAS 32 suite tied into two propulsion control units. As is standard on BOStrab compatible vehicles, the primary mode of braking is the dynamic brake, supported by a holding brake with electro-hydraulic actuation, and magnetic track brakes for emergencies.
     
     
    An overview of the principal characteristics:
     
    Length – TW 2000 (Type 1) 25.82 m, TW 2500 (Type 2) 24.70 m
    Width – 2.65 m; 2.45 m at platform level
    Height – 3.74 m including rooftop equipment
    Floor height – 0.86 m
     
    Bogie wheelbase – 1.80 m
    Wheel diameter – 0.73 m
     
    Service weight – 39.8 tonnes per car
     
    Power output – 400 kW/536 kW continuous; 585 kW/785 hp peak
     
    Design maximum speed – 80 kph
     
    Passenger capacity – 54 seated, 101 standing at 4 persons per square metre.
     
     
    And finally, two interesting videos plus one (roughly) 30-minute report by German TV station NDR about the Hanover light rail system:
     
     

     

     

     
     
    Thanks for reading!
  20. NGT6 1315
    Morning all (just)!
     
    Aside from matters of infrastructure and practical application of operating regulations, I should also like to provide outlines of our rolling stock inventory, amended by personal impressions from actual driving. This is what I'd like to start doing in today's posting, commencing with what as of now is – though only by a narrow margin over the NGT12 – my favourite type from our inventory!
     
    Approximately fifteen years ago, LVB were evaluating options for renewing the company's tram stock within a minimum time span while at the same time keeping procurement expenses low, which at the time did not appear feasible if trams from larger producers such as Siemens or Bombardier were to be obtained. Furthermore, one key consideration was that local development and assembly skills should be exploited to as large an extent as possible to that end.
     
    One suggestion which initially appeared to hold a lot of promise was to heavily refurbish a significant numbers of Tatra T4D and B4D cars which had not yet been treated such. This would have offered the option of continuing to use the original bogies – already adapted to our unique gauge of 1,458 mm (4 ft 9 19/32 in) – with massively modified bodywork set atop. As proof of concept, one demonstrator was rebuilt from non-modernised T4D car 1808. This car, which was renumbered various times, was referred to as NFTW4 and initially utilised as a departmental service car, designated 5050. In 2009, it was further modified to also serve as a rail grinder car, now designated 5092. In that role, it can be used in a back-to-back formation with our second rail grinder and OHLE inspection car, 5091, which has retained the original T4D body with a few modifications such as a glazed rooftop dome.
     
    Eventually, it was concluded that a mere refurbishment of existing T4Ds would not yield the kind of tram needed for traffic requirements such as they had developed by that time, as a result of which LVB subsidiary Leipziger Fahrzeugbau were contracted for a more extensive project with the goal of developing and building a six-axle articulated tram with a mixed configuration of low and high floor passenger areas. Less than one year later, two prototypes were rolled out, designated 1301 and 1302, and commenced testing in December 2003.
     

     

     

     

     

     
     
    Both prototypes remain in service and as part of their recent revisions were – where possible – "approximated" to the production cars. Most visibly, 1301 and 1302 now have coloured LED destination signs at the fronts.
     
     
    As built, 1301 and 1302 were configured with conducting couplers which could feed traction current from the first car to the second, allowing the second car to run with the pantograph down – mirroring the practice from the T4Ds. This capability but was later deleted, and not implemented on the production cars either. Also as part of their revision, 1302 was outfitted with a purely mechanical coupler on the front end and 1301 with one on the rear end, so that multiple working is now possible only with 1302 leading. The prototypes but are most commonly working singly, and are most frequently booked onto Line 14.
     
    As the prototypes were configured with bodies 2.30 metres wide from top to underframe skirts, they were initially restricted to working those routes already adapted with platforms matching 2.30 metre wide bodies as opposed to the earlier standard of 2.20 metres. They were mainly booked onto Lines 11 and 11E, but with all platforms now having been adapted for 2.30 metres, they may now be used across the entire network.
     
    The production cars were ordered in two batches in late 2004 and June 2009 for a total number of 48, and comprised various modifications. Most visibly, the front and rear ends were redesigned and the couplers modified to be folded in and concealed by a swing-up valance when not in use. Furthermore, the swing doors were replaced with plug doors. The cab control desk was heavily modified as well and various modifications applied to the passenger spaces also.
     
     
     

     
    1306 "Lindenau" on Turn 1442 at Plagwitz Station
     
     

     
    1350 "Heiterblick" and 1305 "Sellerhausen" in the Gerhard-Ellrodt-Straße loop in Großzschocher which currently is Line 3's southern terminus due to extensive engineering work, scheduled to continue till 5 December.
     
     

     
    And in Taucha – a town of about 14,800 immediately northeast of Leipzig – after the next upbound trip. At present, all NGT6s not thus equipped yet are being refitted with LED daytime running lights, with this refit being carried out as part of scheduled revisions.
     
     
     

     
    1332 "Leutzsch" upon preparation for sortie onto Line 8 at Angerbrücke Depot.
     
     
     
    Interior impressions:
     

     

     
     
     
    Most crucial for me as a driver, the cab on the production cars in particular is, to my mind, well laid out and clearly structured, with buttons and switches which I think are robust and pleasant to touch. The controller handle, set for the left hand as is common on modern trams from German builders, is particularly nice.
     

     
    To the left of the controller handle and left ahead are the reverser switch and the activation key lock. The controller handle as such has one neutral notch, one notch each for minimum power and braking force respectively, and one notch for emergency braking, just below maximum regular braking force. Aside from that, power and brake regulation is completely notchless.
     
    One thing I particularly like about the NGT6 is that you are sat fairly high – roughly at the roof height of a normal automobile – and have excellent vision on the route.
     
    The L-shaped aluminium handle set for the right hand is what we also call the "Static Balancer" and contains five buttons itself. These are, the bell trigger set for the right thumb on the handle's left end; tertiary deadman switch; track brake; sander; and headlight flasher. It is recommended to rest your right hand on or near the handle so as to be able to quickly trigger any of the buttons previously mentioned. –
     
    Having mentioned the tertiary deadman switch, the principal deadman switch is the pedal which you can see to the left in the footwell; while the controller handle itself can also be depressed and is the secondary deadman switch. Either of these three switches must be continuously depressed while the car is in motion. The footplate on which the deadman pedal is set can be adjusted in height.
     
    The ITCS terminal – specifically, the Intelligent Touch Terminal device by Swiss producer Trapeze – is set to the right of the speedometer. These terminals were installed during the summer this year, and are interacted with through a touch screen, so anyone who has handled a smartphone or tablet computer should not have any problems working with these terminals. There continue to be software updates with fairly high frequency at this time.
     
    And, just to pick up on my earlier posting on pointwork and point signalling, there is one detail in this photo also meriting separate attention. These would be the three blue buttons on the right of the instrument plane, which are for point setting.
     
    Scheduled turns generally utilise the line and turn information from the ITCS terminal for point setting, but if necessary, you can override this information by way of these buttons. This could be necessary for diversions but is also required for depot sortie and return services – which have route information provided only for that part of their path from the location where they have entered their regular route – as well as empty stock or departmental services, neither of which operate with programmed routes.
     
    Aside from this instrument panel, there also is a secondary instrument plane to the bottom right of the primary, one corner of which you can see just at the lower right of this photo. This panel mainly contains buttons for pantograph operation, battery activation, safety relay, and several lidded and sealed activation buttons for critical functions like door locking control override. These you may only activate after obtaining permission from Control. The CCTV monitor is also set in this secondary instrument panel.
     
     

     
    This would be the error reporting panel, set to the top left of the driver's position and once again, laid out simply and clearly with LED indicators. As the car had been stationary when I took this photo, the indicators for the holding brakes are lit, and thus do not report any malfunction in this case!
     
     
     
     

     
    Quite different in appearance, this would be the control panel on the prototypes. I took this photo during one of our training turns, at which time the prototypes still had the old ITCS terminals. These have since been replaced by the ITT units:
     
     

     
    I will write a few comments on these devices at a later time!
     
    One key difference still present on the prototypes is that the controller handle is set much lower than on the production cars, although the original, ball-shaped handle has long been replaced with the T-shaped handle from the production variant.
     
     
    The NGT6's principal characteristics are as follows:
     
    Overall body length – 22.59 m; 23.10 with extended couplers
    Overall width – 2.30 m
    Empty service weight – 27.3 tonnes
    Maximum service weight – 40.5 tonnes
    Passenger capacity – 39 seated, 79 standing at four persons per square metre
    Minimum curve radius – 16 metres
    Low floor area – 60% of total
     
    Power output – 260 kW/349 hp
    Wheel arrangement – Bo'2'Bo'
     
    Wheelbase – 1.90 m for motor bogies, 1.60 m for trailer bogie
    Wheel diameter, new/maximum wear – 700/635 mm for motor bogies; 550/500 mm for trailer bogie
    Gear ratio – 1 / 8.7039
     
    Maximum track braking force per shoe – 70 kN for motor bogies; 55 kN for trailer bogie
     
     

     
    The motor bogies are very similar in design to those on the T4Ds, with inside wheelset bearings and longitudinal traction motors set side by side near the bogie centre. Of course, the NGT6 utilises asynchronous AC traction motors as opposed to DC motors with separate stator excitation. The holding brake is designed with brake disks clasped by callipers. As on all contemporary German trams, the dynamic brake constitutes the primary braking system, with the track brakes applying only in emergency stops initiated by the driver, and in severely poor adhesion conditions while braking.
     
    The trailer bogie, set immediately behind the body articulation joint, has only a pair of track brakes but no service or holding brake of any kind.
     
    The NGT6 is equipped with cab air conditioning units only, and conventional ventilators and heating units for the passenger space. The traction and auxiliary inverter package is set on the rooftop above the rear motor bogie, utilising IGBT components.
     
     
    From my point of view, the propulsion control system, provided by Vossloh Kiepe, is where the NGT6 shines most brightly. I personally can hardly imagine a setup allowing for even more precise power and brake control, and in fact, the controls are configured so well that in my impression, each millimetre of additional motion on the controller handle corresponds exactly to that millimetre in effect. The controls also allow for excellent creep control, which can be useful in dense traffic, restricted speed zones, depots, or reversing loops.
     
    I admit that there are situations where in my opinion, the NGT6 could do with a bit more motor power, though I'm hearing a software update currently being installed on these cars apparently makes them more agile, and also improves adhesion properties in autumnal and wintry driving conditions. That being said, I always enjoy driving tthe NGT6, and I personally certainly do not agree with those who claim it was a "cheapo" design. It is, I think, cost-efficient, but to my mind, that is a different concept entirely.
     
    And for a closing note, I should like to point you towards HeiterBlick's product file on the NGT6: http://www.lfb.de/downloads/pdf/LeoLiner_deutsch.pdf, and in English: http://www.lfb.de/downloads/pdf/LeoLiner_english.pdf
  21. NGT6 1315
    Evening all!
    I originally posted the following text on my "Bw Leipzig Hbf West" blog in April but, in light of, shall we say, personal professional experience collected since that time, I thought it might be worthwhile reposting and amending it on here!
     
     
    In any case, I suppose a bit of a preface should be sensible
     
    German trams most commonly run under what could be called line-of-sight operating conditions, meaning that cars proceed on sight from one signal to the next, and that no train protection systems as would be present on railways are available. Such systems generally are installed only on grade-separated routes of various light rail networks throughout the country, such as those in Hanover, Frankfurt or Stuttgart.
     
    That, of course, means drivers must generally observe regular traffic rules on street-bound routes, and trams must be outfitted with the same basic arrangement of headlights, brake lights and turn signals as automobiles. Obviously, trams must, given their weight, also be outfitted with highly effective brakes to be able to operate safely under these conditions and among automobiles. This is why they are generally outfitted with magnetic track brakes to allow for very short emergency stopping distances.
     
    Generally, tram and other light rail systems are subject to the regulations laid out in what is colloquially called "BOStrab" in German, which is shorthand for "Bau- und Betriebsordnung für Straßenbahnen" and best translated as "Tram Construction and Operating Ordinance." This is a set of regulations completely separate from the "Eisenbahn-Bau- und Betriebsordnung" (Railway Construction and Operating Ordinance), abbreviated "EBO" and applicable to all "heavy rail" systems in Germany.
     
    Most commonly, rail vehicles comply to only EBO or only BOStrab but not both at the same time. Exceptions to that rule can be found, for example, on the suburban network in the Karlsruhe area or on the Saarbahn network, either of which constitutes a tram-train system. Basically, these tram-trains must therefore, among other parameters, meet railway crashworthiness and impact resistance norms, and be outfitted with wheelsets suitably profiled for both railway and tram track geometries.
     
    That, however, is a subject worthy of separate coverage, and if you speak German and can also handle technical vocabulary, I recommend you have a look at https://www.vdv.de/bostrab.aspx where the Association of German Transport Operators offers various official guidelines for practical applications of BOStrab standards for download. This includes a paper on track and wheel geometry, titled "Technische Regeln für die Spurführung von Schienenbahnen nach der BOStrab."
    Let us begin with this photo…
     
     

     
    Paved-in track is generally built with grooved rails while grade-separated tracks can be built with either Vignoles or grooved rails. On paved-in routes, points therefore differ a bit from regular points, which I'll get back to in a few moments.
     
    In order to increase route capacity at intersections or other key locations, it is now quite common to provide what is commonly called "sorting points." Technically, these are, basically, very long points with the point blades being placed far ahead of the diverging track. Assuming two cars following each other but working different lines, this allows for either car to be properly routed in advance of passing an intersection in order to maximise throughput for each signal cycle.
     
    Taken at the Goerdelerring intersection, the straight track proceeds into Jahnallee and is used by Lines 3, 4, 7 and 15, while the diverging track turns onto Pfaffendorfer Straße and is for Line 12. Similar sorting points, some even longer, also exist in other locations in the city but some can be photographed safely only aboard trams.
     
     
     
     

     
    While no sensible alternative to grooved rails exists for paved-in track, this type of rail does, technically, entail an increased risk of stones, snow, ice or other materials getting stuck in the grooves. On points in particular, this could result in derailments, so in order to counter this risk, the rail elements utilised for points are fabricated with much shallower grooves.
     
    As you can see in the above photo, also taken at Goerdelerring, this configuration is most prominently evident at the common crossings. Looking closely, you can also spot the stock rail grooves varying in depth in between the common crossings, where they are most shallow. This also means that effectively, the common crossings are flange bearing, so that the wheel flanges rather than the treads carry the car weight. I understand this also has the additional effect of extending the common crossings' lives.
     
    *************
     
    One remark which I think I should make up front is that while the Tram Construction and Operating Ordinance does outline a common framework of guidelines as to the purpose and appearance of tram signals which is valid throughout Germany, the Technical Supervision Authorities ("Technische Aufsichtsbehörden", TAB) in the individual states as well as the operating companies themselves are at liberty to request and implement adaptations to suit specific requirements posed by local conditions which the general BOStrab framework could not cover.
     
    Such individual adaptations which are specific for one particular tram system are outlined in local application guidelines usually designated "DFStrab", spelt out as "Dienstordnung für den Fahrbetrieb – Straßenbahn" and suitably translated as "Operational Tram Service Regulation." Ours at LVB looks like this:
     
     

     
    …and consists of a 74-pages main part and several appendices for signalling, depot and shunting operations, as well as operating manuals for the four car types currently in our inventory.
     
     

     
     
    Fundamentally, tram signals should be understood largely as pure route signals, as opposed to German railway signals which generally imply specific running speed information as well.
     
    These route signals are generally referred to as "F signals", spelt out as "Fahrsignale" and extended to the individual aspects. On multi-route junctions such as this one, there is generally one signal screen for each route which can be set from this location, and indeed relevant only to that individual route. This, of course, means you must observe the screen relevant for the direction you need to take. In a sense, this makes them very similar in principle to traffic lights.
     
    I will, however, further outline these principal route signals in a different posting!
     
    Also take note of the screen set atop the cluster of three "F" signal screens, and lettered to refer to the point from the first photo, 170. This is, essentially, a point signal, obviously useful to inform drivers whether the proper route for their turn has indeed been set.
     
    As tram points must no longer be set by way of OHLE current sensing contacts (which were disallowed in the mid-1990s), route setting is now commonly performed automatically through induction-based telemetry with transmitter units on cars and ground-mounted transceiver circuits. These transmitters are tied to the Integrated Onboard Information System – "Integriertes Bordinformationssystem" or "IBIS" in German – so that as a driver, you need to enter the line and turn number through a cab terminal for the car to be properly routed for the duration of the shift.
     
    The transceiver circuit is placed sufficiently far ahead of the point, and marked with the St 2 plate:
     

     
     
     
    If, for some reason, the proper route was not set automatically, you can manually set points either by way of corresponding buttons on the IBIS terminal or control desk while within transmitting distance of the ground-based transceivers – or by way of a simple lever carried in each cab and actually referred to as a "spear" in operating parlance.
     
    This also means it is essential for drivers to approach points only at such speeds that they can come to a halt ahead of the point blades with a standard service brake application. Generally, in Leipzig, we must observe the following speed limits for passing points:
    Manual point, facing: 15 kph
    Manual point, trailing: 25 kph
    Powered point, facing and trailing: 25 kph

    …with the official reason for this procedure being that it shall enable drivers to positively ascertain correct route setting and point blade alignment prior to passing any point. There is no possibility for Control to interact with any points on the routes under this kind of decentralised point setting. Light rail systems, such as those mentioned further up, do generally have centralised point control, and thus are much more similar to railways and their signal boxes in this respect.
     
    For us, it's also essential to know what to do when a powered point has failed, which is usually recognisable when the point signal – or "register", as we call it – has turned completely dark or shows an erratic aspect. First of all, it is not permitted to simply proceed across a "dark point" without authorisation.
     
    What we should always try to do when stood ahead of a dark point is to try manually setting it with the lever we carry aboard, or, if necessary, clean out the rail grooves around the point blades with a broom which we also have aboard. In many cases, this will allow the point to achieve proper alignment and locking, as it will often just be some dirt to have fouled the blade alignment sensors and/or the point blades. In this case, the register will light up anew, confirming successful setting and locking.
     
    If a manual reset and cleaning does not establish a lit register but the blades are properly aligned, we are to notify Control accordingly, who may then authorise us to proceed with proper caution – which comprises walking speed until the point has been completely passed. It is also possible, and indeed common practice, for Control to summarily authorise all turns having to pass a dark point accordingly once it has been reported and repair measures have been ordered, so as to keep radio communication clear.
     
    At this point, I should also mention another important item to keep in mind when passing points – especially those points we summarily call "left-hand points." Put simply, this is any non-locked point where the diverging branch intersects the opposite track and which would therefore entail colliding with an oncoming service if it should be falsely set, or indeed reset itself while passing. This interpretation thus also applies to any failed powered point where the diverging branch intersects the opposite track.
     
    Consequently, it is generally forbidden to pass a non-locked left-hand point simultaneously with an oncoming service, which in practice means that the service to perform a facing point movement must wait ahead of the point until the opposite service has passed. However, such points may be signed to allow simultaneous passing, utilising the W 22 plate, as it is called in Leipzig:
     

     
     
     
    And there is even more to observe with regards to manually set points!
     

     
    Generally, manual points do not have to be reset to any specific position unless this plate, called W 21, is present. Of course, this is another reason why you should adjust your speed such that you can check for proper point alignment prior to passing, and come to a safe halt and reset it if necessary. The arrow on the W 21 plate will always point in the direction defined as the standard route for that specific point, and means that if you needed to pass it on the non-standard route, you must stop and reset it immediately upon passing.
     
    As for the point signal in the earlier example, the variety used in Leipzig is, actually, an example for how individual operators may implement modifications to the general BOStrab framework.
     
    But, first of all, take note of the "X" symbol lit up at the top of the screen. This is the "W 0" aspect indicating that the points are currently electronically locked for the next tram to pass it and that none of the following trams can reset the points until they have been cleared. To that end, a magnetic resonance circuit is placed beyond the point blades to detect the large lump of ferromagnetic metal that is a tram, and which re-enables the setting circuit once the point has been cleared.
     
    Now, looking at the first image in this posting, you will notice that the point in question has a straight branch and a right hand branch. However, the indicator in this example is equipped with aspects for left and right hand branch.
     
    While BOStrab does specify an aspect for the straight branch, LVB have chosen to normally utilise only the aspects for left and right on point indicators, so that in this example, the "left" branch actually refers to the straight route.
    The standard aspect for the straight route would appear as an upward pointing arrowhead. Exceptions to this rule exist only in four specific locations where we have Consecutive Point Control implemented, which I will illustrate at a later time.
     
    It is also important to keep in mind that there are actually two variations for each of the point indicator aspects: Without the straight "bar" at the open end of the arrowhead, the point is indicated to not be mechanically locked in position, imposing a 15 kph speed limit. When the bar does display, the point is mechanically locked, allowing regular running speed.
     
    This means there are the following point aspects as per BOStrab:
     
    W 1 – straight, not locked
    W 2 – right, not locked
    W 3 – left, not locked
    W 11 – straight, locked
    W 12 – right, locked
    W 13 – left, locked
     
    At this time, we only have powered points with mechanical lock in Leipzig, so only the W 11 through W 13 aspects apply.
     
    Let us also have a look at this signal board atop the ear end of 1331 (but actually above the opposite track):
     

     
     
    This board, designated W 14, indicates that the point thus signed is powered and may not be split from the trailing end, so that if for any reason you need to reverse through this point, you must, if necessary, manually reset it prior to passing it. Obviously, the W 14 plate is only visible as such from the rear end of the car.
     
     
    I think this will be it for the moment, but do ask if you have any questions!
  22. NGT6 1315

    A Change of Direction

    By NGT6 1315,

    Evening all!
     
    As I'm having a weekend off, I thought I might begin filling this blog with some content, and start with a bit of an illustration of how my decision to re-orient myself professionally for essentially reasons of personal sanity and the preservation thereof – which some of you reading this may already know about in some more detail – took shape over the course of this summer!
     
    The short version is, I had signed up for a posting as a tram driver with our local public transport operator Leipziger Verkehrsbetriebe, starting on 1 June this year. Of course, this meant that, as part of a group of eight, I first need to complete driver training. Here, two weeks of depot service for introduction and three weeks of theoretical instruction were followed by seven weeks of practical driving training, which I successfully concluded with the driving exam on 25 August. This, in turn, was followed by 35 revenue shifts with two senior drivers functioning as operations trainers at my side, the goal here being to further improve driving skills and to learn the finer points of driving with passengers.
     
    So, may I perhaps just offer a collection of photos I took during my driving instruction to give you an overview of what tram operations in this city are like!
     
     

     
    The week from 20 till 24 July was filled with night time driving training, with this time of day offering additional possibilities for practising running with simulated malfunctions. During the night from 21 to 22 July, NGT12 car 1231 "Bielefeld" is seen here during our break in the stabling sidings on Kurt-Schumacher-Straße on the west side of Leipzig Central Station. The through tracks in the background are used by Lines 9, 10, 11 and 16 in revenue service.
     
     

     
    One night before, we had been driving a "tract", meaning a double unit, of NGT6 "Leoliner" cars, and stopped over in the Gerhard-Ellrodt-Straße loop in the borough of Großzschocher, off what is Line 3 in revenue service. Our formation consisted of 1340 "Meusdorf" and 1332 "Leutzsch".
     
     
     

     
    In addition to the 48 production cars, we also continue to operate the two NGT6 prototypes, which were approximated to the production cars during their first revision but are still sufficiently different to the latter to warrant separate instruction. Here, 1301 is seen at the Naunhofer Straße loop at the east end of Line 2.
     
     

     
    We also had taken 1301 to the reversing triangle at Herrmann-Meyer-Straße, off Line 1.
     
     
     

     
    Aboard 1302, one stopover had been at the Meusdorf loop, which is the regular southern end of Line 15 and also served by Line 2 during peak hours. The NGT6 prototypes are not named.
     
     
     

     
    NGT12 car 1215 "Addis Abeba" is seen here in the reversing triangle at Lützschena off the northern branch of Line 11 to the outlying town of Schkeuditz, one of the various auxiliary reversing spots which continue to prove useful in the event of route closures caused by disruptions of any kind, or by engineering works.
     
     
     

     
    Aboard 1205 "Hannover", we had taken a break at the Eutritzsch, Krankenhaus loop off Line 16. This location had – matching the destination signage we put on temporarily for this commemorative photo – indeed been served by Line 14 till 2008, but not with NGT12 cars.
     
     
     

     
    The NGT8 type cars are a typical 1990s design. Here, we had stopped over at the Sellerhausen loop rounding Emmaus Church, driving 1133 "Christian Thomasius" that day.
     
     
     

     
    The single dedicated driver training car in our inventory is 5001, one of the lot of refurbished Tatra T4D-MC cars originally produced by Czechoslovakian builder CKD during the GDR era. Here, we had paid a visit to the Museum Depot in the borough of Möckern, off Georg-Schumann-Straße.
     
     
    As a summarising comment from my point of view, I'd first like to mention that I could not find any fault with the extent and thoroughness of LVB driver training, and would definitely like to commend the dedication demonstrated by everyone involved with our instruction and ops training. I certainly felt well prepared when I passed my driving exam and commenced ops training on 26 August, and even more so when I subsequently completed the latter and could pick up my certification card (or driver's licence, if you will) on 29 October.
     
    I am, of course, happy to answer any questions you might have, of course emphasising that I will take care to apply common sense in everything I write, and reveal no information I might know to be sensitive in any way and which might go significantly beyond information that could be retrieved from openly accessible sources – whether in print or electronic, and however technical in nature – in any case.
     
    My goal, if you will, is to simply illustrate the workings of public transport in general and trams according to German regulations in particular from my personal point of view. To this end, I also elected to make this blog accessible only for registered users as an additional safeguard.
     
    Cheers,
    Dom
  23. NGT6 1315
    Afternoon all!
     
    Always trying to provide a catchy tag line for my blog entries, what came to my mind this time was that the subject of today's entry will be marked by an ever-friendly colour which at this time of year will most certainly be doubly attractive for many of us!
     
    Those of you who may have tapped into the field of urban transport worldwide may be aware of the fact that, after Melbourne and Saint Petersburg, the Berlin tram system is the third-largest in the world, with a total route length of 189.4 kilometres as of late 2015. Opened in 1865 and utilising horse-drawn trams till electrification began in 1881, the network, such as it exists today, has been operated by Berliner Verkehrsbetriebe – today abbreviated BVG – since 1929. It is also worth noting that due to the decades-long division of Berlin during the Cold War and radically different political developments on many levels between former West and East Germany, the Berlin tram system of this day covers mostly former East Berlin only, whereas in old West Berlin, decisions which began to be made in 1954 resulted in the suppression of all tram operations by 1967 in favour of individual traffic, buses and, eventually, the Underground. However, by the 1990s and with Germany having been reunited, the realisation of new potentials of this mode of transport led to gradual refurbishment and evolution of the remaining tram system, which since that time has even begun to slowly expand back into old West Berlin again.
     
    That, of course, really is only a highly abridged summary of what in fact is a very complex and faceted history, which you may, for example, follow up on Wikipedia.
     
    At present, the system comprises 22 individual lines, of which nine were uprated to "Metrotram" status as part of a modernisation scheme introduced in December 2004. To complement the city's extensive suburban railway system, BVG had redrawn much of their tram and bus system to better cover those inner urban areas not within immediate reach of the suburban system, with the so-called Metrotram and Metrobus lines usually providing 24-hour service throughout the year and at 10-minute intervals at daytime and 30 minutest at the longest by night. The non-Metrotram lines serve to cover numerous outlying areas of the city.
     
    As of today, BVG's tram inventory for revenue service consists of 105 single-cab ADtranz GT6N cars and 45 dual-cab GT6N-ZR cars, obtained from 1992 till 2003, and a growing fleet of the new Bombardier Flexity Berlin trams in four different variants. As per the original order, the latter comprise the following numbers:

    24 7-segment, single-cab cars; designated GT8-08ER/F8E; 8000 series running numbers,
    35 5-segment, dual-cab cars; designated GT6-08ZR/F6Z; 4000 series running numbers,
    20 5-segment, single-cab cars; designated GT6-08ER/F6E; 3000 series running numbers,
    20 7-segment, dual-cab cars; designated GT6-08ZR/F8Z; 9000 series running numbers.

    Where GT6-08 and GT8-08 are shorthand for "Articulated Tram (Gelenktriebwagen) with six/eight wheelsets, 2008 design, single/dual cab (Einrichtungs-/Zweirichtungsausführung); while F6E, F6Z, F8E and F8Z are internal BVG designations spelling out as "Flexity car, six/eight wheelsets, single/dual cab (Einrichtungs-/Zweirichtungsausführung)".
     
    Do note that there is not really a uniform type classification system valid across all German tram systems, which I think I will write a few lines about in a separate blog entry!
     
    BVG have also retained an operational reserve of twenty CKD KT4D trams inherited from East Berlin's People-Owned Enterprise Berliner Verkehrsbetriebe (BVB), which are expected to be withdrawn by 2017 when a sufficient number of Flexity trams are available.
     
     
    The first four Flexity Berlin cars, serving as pre-production prototype and evaluation units, were rolled out in 2008 and delivered between September 2008 and January 2009. These four prototypes comprised one example each of the 5- and 7-segment versions with one and two cabs respectively. The BVG board agreed to obtain an initial batch – as described above – on 20 June, 2009, with the first deliveries having commenced on 5 September, 2011. The framework agreement with Bombardier specifies a total of up to 206 cars. In June 2012, 39 additional cars were ordered, bringing the total number ordered as of now to 142 – including the prototypes. Deliveries of these 2nd batch trams commenced the same year.
     
     

     
    F6Z set 4012 at Bornholmer Straße, working Line 50 for Französisch Buchholz, Guyotstraße. Photo by Kurt Rasmussen.
     
     
     

     
    F8E set 8019 at Otto-Braun-Straße/Mollstraße intersection, working Line M4 for Hackescher Markt Suburban Railway Station. This being a single-cab set, note the absence of rear view mirrors on the left hand side. Photo by Kurt Rasmussen.
     

     
     
    Technically, the Flexity Berlin is strongly influenced by the ADtranz Incentro tram – as operated in Nottingham and Nantes – which was added to the Bombardier portfolio when ADtranz was bought up by Bombardier in 2001. Most importantly, the Flexity Berlin is characterised by a 100% low floor configuration and bogies – possibly more properly referred to as running gears – with independent wheels rather than traditional wheelsets. The visual styling was provided by IFS Design and has been nominated for the 2011 German Design Award, and won the 2010 IF Design Award.
     
    With the 5-segment units measuring 30.8 metres in length and the 7-segment sets being 40 metres long, the body width is 2.4 metres, and the height 3.45 metres. The minimum curve radius is 17.25 metres, while service weights range from 37.9 tonnes for the F6E sets to 39.1 tonnes for the F6Z, 50.1 tonnes for the F8E, and 51.5 tonnes for the F8Z.
     
    The 5-segment sets are powered by eight wheel-mounted 50 kW asynchronous AC traction motors, while the 7-segment sets have twelve motors, for a total power rating of 400 and 600 kW respectively. The bogie/running gear underneath the pantograph carrying body segments are unpowered. Wheel diameter is 660 mm when new and floor height 355 mm.
     
    Passenger capacities are:

    60 seated, 129 standing (F6E),
    52 seated, 132 standing (F6Z),
    84 seated, 164 standing (F8E),
    72 seated, 173 standing (F8Z).

    In addition to the larger order by BVG, Strausberger Eisenbahn, operating a small 6.2 kilometre tram route in the town of Strausberg east of Berlin, obtained two 5-segment dual-cab Flexity Berlin sets, which entered service in 2013.
     
     
     
    Now, as for the model…! As I mentioned elsewhere, models of underground sets, LRVs and trams are probably more of a niche subject generally, so a lot of what does exist is available either as kits, as limited run productions, or from small suppliers (or all at once). It may also mean that the overall design of such models tends to be a bit simpler than, for example, railway models from large producers with corresponding design and production facilities, though of course, there appears to be a lot of variation here, too.
     
     
    The Flexity Berlin tram model is produced by Austrian specialty producer Halling. So far, only the 5-segment dual-cab variant has been produced, for distribution both by Halling themselves and by BVG through their merchandising department. Far as I am informed, two versions have been produced so far, representing sets 4002 and 4005. Like the majority of Halling LRV and tram models, the Flexity Berlin model is available both powered and unpowered, and it is possible to equip unpowered models with motor units if desired. For the moment, I personally am quite happy with the unpowered variants!
     

     
    In my impression, Halling models have evolved over the years, though I do not claim to have expert knowledge here. Generally, their models were designed with bodyshells made of transparent plastic painted as appropriate, and with few physical surface details or none at all, which is to say that items like panel lines, door buttons or others were only printed on. Of course, it may be argued that on modern trams in particular, body surfaces are generally smooth and with few raised or recessed structures in any case, so I can, in a way, understand this reasoning.
     
    Halling models usually do come with a smallish but varying number of add-on parts, mainly comprising rear view mirrors and, in many cases, sheets with a variety of adhesive destination signs. Naturally, you might always choose to enhance these models further with your own means, which I may well elect to do at some point as I've noticed a couple of items which might merit addition, such as turn signal casings on the body sides or perhaps cab details…
     
     

     
    BVG elected not to specify MU capability for their Flexities, so the removable parts of the frontal skirts conceal only fold-out emergency towing couplers. Note that the rear view mirrors, as provided, depict the stowed position only. Ordinarily, the right hand mirror on the cab travelling in front will be extended automatically when the corresponding cab is active, while the left hand mirror can be folded out as required. Obviously, drivers will need to ensure sufficient lateral clearance with oncoming trams!
     
     
     

     
    Having mentioned possibly adding turn signal casings further up, I suppose you can see where the lateral turn signals are located. You may also notice that small lateral wipers are provided on the cab side windows to ensure sufficient mirror vision, which is an item us at LVB in Leipzig also have on our low floor trams – though only on the right hand window as we have single cab trams only.
     
     

     
    I figure I might also elect to tweak the pantograph a bit as the head contacts have open run-off ends. The motor unit, should I eventually decide to outfit the model thus, would go on the bogie underneath the 3rd body segment.
     
     

     
    Rooftop equipment on modern trams mostly comprises only casings for traction and auxiliary inverters, as well as A/C modules.
     
     
    Thanks for reading and do watch this space for possible tweaks I might yet apply to this model!
  24. NGT6 1315
    A'noon all!
     
    A while ago, I concluded that the motive power inventory for this Spanish-themed scenario should comprise at least another pair of Series 269 locomotives, including the option of running them in multiple as is, in fact, increasingly common for the fleet of 269s currently operated by Renfe's Mercancías sector. Having outlined the background and specifications for this class earlier, I should like to refer you to this blog posting for these details, as this will really just be a "showcase" entry.
     
    The pair of 269s I was aiming for was to consist of two examples of the 269.2 subtype, which as delivered was outfitted with switchable gear ratios for maximum speeds of 100 kph in freight service, and 160 kph for passenger service.
     
    The first of those two models I managed to put my thumbs on was marketed as a special edition under the Altaya brand for Spanish hobby publisher Planeta DeAgostini, depicting 269-230 in the present "Operadora" livery with dark grey body sides and "Mercancías" lettering. While not actually marketed under this reference, Electrotren seem to have booked it as #2631.
     
    For the second model, I intended to obtain Electrotren #2621, depicting 269-239 in the same livery. For some reason, I but ended up with a second example of 269-230, possibly as a result of errant packaging. This did cause me a bit of head-scratching as to what to do, but I eventually decided just re-lettering the second loco with custom wet transfers might be the most logical choice. I intend to turn the second 269 into 269-267, thus also putting some numerical spacing between the two locos!
     
    I understand the real 269-230 has since been rebuilt and renumbered as 269-972, while 269-267 had, for a time, running in tandem first with 269-287 and then with 269-278. But, "it's my railway" shall apply here!
     
    I would intend to run these locomotives both singly and as a pair as required, and quickly resolved to represent them with different levels of weathering – perhaps suggesting that one of the two would have emerged from a full revision with paint renewal just two or three months ago and not have had the time for collecting very much new dirt.
     
    As such, the first couple of photos – which I think do not require much new explanation – show 269-230 mint and out of the box:
     
     

     
     
     

     
    Yes, I should adjust the horizontal grab rail a bit…
     
     
     

     
    There was one item which when first having taken closer looks at the 269s did strike me as lending them a slightly odd appearance but which I could not immediately name. Only after closer scrutiny did I realise the rooftop equipment is arranged slightly asymmetrically, with Pantograph 1 actually being set slightly ahead of the bogie centre.
     
    This might be further clarified by the following top-down view:
     
     

     
    I suspect that for some technical reasons pertaining to onboard equipment, the rooftop fairing needed to be offset towards Cab 1, necessitating the pantographs being placed accordingly.
     
     
     
     
    And the following photos shall illustrate the pair of 269s after the first few passes of weathering:
     

     
     

     
    I believe I should modify the distribution patterns for the reddish-brown rooftop staining caused by abraded and oxidised material from the pan heads and OHLE contact wire a bit further. Examining prototype photos had suggested this material is usually spread fairly evenly immediately above the cabs but would be washed around the sides of the rooftop fairing by moisture and aerodynamic effects.
     
     

     
    This locomotive shall be the one to be turned into 269-267 eventually, and will remain more lightly weathered.
     
    My most frequently used weathering technique is using oil paints – usually black, ochre and burnt umber – mixed and diluted with turpentine as required, and then daubing the model in question to various extents using a wide, soft artist's brush. After allowing this layer to partially dry, I wipe off any paint I determine to be excess using the same kind of brush, dipped in pure turpentine.
     
    For equalising dirt distribution further, I then use cosmetic sponges, which are available in different shapes and sizes. Of these shapes, I found those shaped like a rhomboid or a slice of cake work best as they comprise straight corners with which to operate!
     
    I frequently combine this daubing-and-wiping technique with MIG pigment powders, mixed as required and preferably dusted on while the oils are still partially wet to improve resilience to handling.
     
    For imitating aerodynamically determined dirt flow patterns, I have resorted to first putting spots of dirt washes in the proper places, applying some pure turpentine around these spots, and then using my airbrush – obviously without paint jar attached – for "blowing" the dirt into likely patterns based on observation of distribution patterns on the real vehicles.
     
    I think I should also tone down the wheel faces a bit as these areas would not be bare, shiny metal on real locomotives. I'll need to investigate which kind of paint will best adhere to bare metal, and which tone I might need to mix.
     
    I would, of course, welcome any suggestions, especially for the wheelsets!
  25. NGT6 1315
    Afternoon all!
     
    Having built up a s0lid baseline motive power inventory for this scenario in recent months (though some additions might yet turn out to be, shall we say, desirable ), I recently devoted some time to investigating likely choices for the freight stock which I'd expect to feature most heavily. My impression of traffic patterns on the Pajares Line so far seems to indicate that a fair share of freight traffic there appears to be steel coil services, so I thought that obtaining some suitable wagons should be among my upper priorities for the next few months.
     
    Mercancías 251-011 Renfe by Juanjo Rodríguez, auf Flickr
     
    Mercancías 251-021 Renfe by Juanjo Rodríguez, auf Flickr
     
    Aside from the Shimmns708 type (including subtypes) wagons with solid sliding hoods, much of the steel coil stock used by Renfe across this line seems to comprise the various iterations of the Shimms type coil carriers (and related subtypes), which are equipped with flexible sliding tarpaulin hoods but can also appear with the end bulkheads and tarps entirely removed. For a broad outline and general specifications of this range of wagons, also seen in the first of the above Flickr photos, I could, for example, refer you to http://www.dybas.de/dybas/gw/gw_s_7/g718.htmlwhich describes the related Shimmns(-tu) 718'' type wagon.
     
    For understanding the plethora of UIC classification codes for wagons, I could refer you to the English Wikipedia article. Sticking with the example of coil carriers we've been looking at, decoding the classification group tells us that this wagon is:

    S – special flat wagon with bogies
    h – for carrying sheet metal coils laid horizontally
    i – with fixed end bulkheads and movable top cover
    mm – loading length greater than 15 m
    (n – maximum load on Class C route greater than 60 tonnes)
    s – certified for 100 kph

    Having found out that suitable H0 scale models providing a generally appropriate representation of these wagons in Renfe guise have been brought forth by Piko and Roco, I went on to find out that the Piko model was currently unavailable and that the most recent iteration of the Roco model was available only in limited quantities and from a small number of those suppliers I am aware of…so piecing together a sufficient number of these wagons would require me to tap into several different sources.
     
    Intending to eventually re-letter these wagons with individual running numbers, and to also treat them to some (hopefully) suitable weathering as per the prototype photos from the "dybas" site, I'm currently awaiting an initial handful of this model:
     
    Roco 67547
     
    …which, come autumn this year, will be supplemented by several of these:
     
    Roco 67314
     
    Roco 67315
     
    Though I suppose that with my not having access to an overview of the precise ranges of running numbers in existence for these wagons on Renfe's inventory (and not yet knowing whether there might be any such roster on the 'web), I might need to "invent" plausible numbers. I suppose that but would be good enough!
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