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NGT6 1315

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Blog Entries posted by NGT6 1315

  1. NGT6 1315
    Something like that anyway...
     
    Well, following my successful trawl at Thekla Station yesterday, I decided to make good use of the wonderful weather we're having once again, and revisit the same location for another set of images. You will find my catch right below...
     
     

     
    It's been a while for me to spot a 151! Here, 151 036 was heading east with a string of four-wheel hoppers.
     
     

     
    The first positioning move I witnessed was 145 010...
     
     

     
    ...soon followed by Pressnitztalbahn's 140 041 – actually, 140 810 – heading the other way. Pressnitztalbahn chose to use running numbers for their small fleet of 140s differing from the numbers retained for the same locomotives in the National Vehicle Register. The "real" 140 041 was retired and scrapped in 2005.
     
     

     
    For the suburbanites, I should like to present this scene of 1442 111 and 1442 210, the former working the S 37422 service to Eilenburg and the latter standing by to work the S 37425 service to Geithain.
     
     

     
    A Container trailing tankers: 155 246 with a mixed formation of oil tankers and open high-side eight-wheel wagons.
     
     
     

     
    Next, 233 698 woke up everyone who might still have been asleep while she was rolling through with a rake of flat wagons with a load of ballast.
     
     

     
    When I encountered 266 106 of ITL on a string of coal hoppers for the third time in a week, I was getting a distinct feeling of déjà-vu. Note the row of timetable booklets lined up behind the right-hand windscreen – which is quite common on German Sheds.
     
     

     
    Today, 101 038 was on freight duty.
     
     

     
    An unusual sight at this station: 411 007, one of those ICE-T sets shared with ÖBB.
     
     

     
    Next, 101 022 was repositioning herself...
     
     

     
    ...and followed by 155 040 heading a string of empty car carriers.
     
     

     
    It seemed like 101 022 had replaced 101 038, which was returning singly.
     
     

     
    It's also been a while for me to spot a 186, so I got doubly lucky when I first captured 186 242 of ITL with a rake of sliding wall bogie vans...
     
     

     
    ...and LTE's 186 238 heading a string of cereal hoppers.
     
     

     
    And finally, 185 225 came in with a mixed rake of flat wagons with concrete sleepers and gravel hoppers...
     
     

     
    ...while 442 211 was returning from Cottbus on the RE 18458 service. Do not confuse this set with 1442 211 from the Central German suburban fleet!
     
    Hope you enjoyed this little set of snapshots!
  2. NGT6 1315
    Afternoon all!
     
    Posted the following on Early Risers a few minutes ago, but wouldn't want to keep this set of photos from the rest of RMweb, of course.
     
    I hadn't been able to pay that much attention to trams recently – any part of railfanning, actually – but even so, I was thinking of a couple of spots I might like to revisit now that I have some unexpected time… Forecast predicted increasing cloud cover by about noon and rain to become likely by the afternoon, so I first decided to ride down to Markkleeberg, which is a town of approximately 24,000 residents immediately south of Leipzig. Due to being located in the Leipzig New Lakes District, as the area of now-closed and re-naturalised opencast brown coal mines south of the city is officially called, Markkleeberg has become an attractive place for home builders.
     
    The town also has excellent public transport connections due to being served by the S 2, S 4 and S 5 and S 5X suburban lines, as well as tram lines 9 and 11. Line 9 has its southern terminus in the western part of Markkleeberg, while Line 11 terminates in its east.
     
    As a specialty, Line 9 also comprises the single remaining tram/railway intersection, which is on Rathausstraße:
     

     
    The Markkleeberg Mitte stop, seen in the background, is no longer served by passenger trains, with the Plagwitz-Gaschwitz Railway on which it is located acting as a freight bypass only.
     
    Note how the 15 kV AC railway OHLE is separated from the 600 V DC tram OHLE through double insulation sections to prevent any flashovers. As per the El 2, "Close Circuit Breaker" signal located at the platform access – corresponding to an El 1, "Open Circuit Breaker" signal facing the other way – railway motive power must shut down power and open the circuit breaker in order to coast through the neutral section to eliminate any remaining risk of 15 kV flashovers.
     
     

     
    A view of the crossing arrangement of the two contact wires.
     
     
     

     
    Due to trams having to "hop" over the railway rail heads and strongly relying on the wheel flanges for guidance, speed through this intersection is restricted to 10 kph. Looking closely, you can spot the flange traces across the rail heads as the wheelsets effectively ride on the flanges for a brief moment.
     
     
     

     
    NGT8 car 1145 "Martin Luther" is seen here riding through the intersection. I walked to the Markkleeberg West terminus afterwards and rode Line 9 back to the city, but I'd have imagined the jolting across the intersection to be worse.
     
     
     
    It began clouding over by the time I was back in Leipzig, so I changed my plan a bit…
     
     

     
    …first shooting a couple of photos at Goerdelerring, which is a key junction for the tram lines. Line 12 turns right towards Pfaffendorfer Straße and the zoo – roughly behind the tram on the right track – while Lines 4, 7 and 15 proceed straight along Jahnallee, and Lines 1 and 9 turn left onto Goerdelerring proper. Furthermore, it's a calling point for Line 14 – a circle line from Plagwitz Station running clockwise around the city centre.
     
    Here, NGT8 car 1119 "Kaiser Friedrich III." rides across the major intersection on Line 4 down to Stötteritz. The NGT8 cars are also known as Type 36. –
     
     
     

     
    Contrary to plans made just a couple of years ago, the Tatra T4D-M cars are now set to remain in revenue service until well after 2020. Car 2174 is at the head of a Line 3 service to Taucha, which is a town of about 14,500 residents immediately northeast of Leipzig.
     
    Having mentioned that the NGT8 cars are also known as Type 36 brings me to a bit of nerdy background information! –
     
    Leipzig Transport Authority have an internal type designation system for their tram stock. As per this system, the T4D cars as delivered during the GDR era were called Types 33a and 33b. In the 1990s and early 2000s, the T4Ds were refurbished, but as a cost-cutting measure, only 2101 through 2197 received the full refurbishment package. Among other items, this full refurbishment comprised new bogie frames and enhanced suspension, flange greasers, cab air conditioning, and a static inverter which is set under the prominent rooftop fairing at the aft end. The fully refurbished cars were designated Type 33c internally, and T4D-M1 generally.
     
    2030 through 2099 were initially given a reduced refurbishment to bring them to the standard called T4D-M2, lacking the cab air conditioning and the static inverter. These cars were designated Type 33d. However, 2091 through 2099 did get a smaller static inverter, and were designated Type 33e. By 2002, all Type 33d cars but were retrofitted with static inverters, so all T4D-M2 cars were regrouped as Type 33d.
     
    Still with me? Good, because the story's not finished yet!
     
    More recently, part of the T4D-M fleet was again modified to allow triple formations of motor cars which had not been possible previously.
     
    To that end, cars 2184 through 2195 received a modification to the Integrated Onboard Information System (designated "IBIS" as per its German name) and can now work as intermediate cars in triple formations. These are now designated Type 33i. In addition, cars 2154 through 2165 were modified to work as rear cars in triple formations, which required changes to the holding brake and current transfer conduits. The latter batch are designated Type 33h.
     
    All T4D-M cars can be freely combined for formations up to the traditional "Großzug" of two motor cars and one trailer; however, for a triple formation of motor cars, the rule is that the intermediate car must be a Type 33i and the rear car a Type 33h. The leading car can be any of the existing subtypes.
     
     
    To continue! –
     

     
    The NGT12-LEI cars are designated Type 38 internally. Here, 1228 "Essen" is rolling across the intersection on Line 15…
     
     

     
    …soon followed by Leoliner (Type 37) car 1338 "Lindenthal" and company on Line 7. More precisely, the prototypes are designated plain Type 37, the 1st batch production cars Type 37a, and the 2nd production batch – visually characterised by coloured destination displays – Type 37b.
     
     
     
    I then caught the next Line 14 service and rode to Plagwitz Station as I wanted to catch one of the two Leoliner prototypes which are predominantly found on this line.
     
     

     
    And indeed, 1301 rolled along Karl-Heine-Straße several minutes upon my arrival. The Leoliner prototypes have been refurbished to bring them to a similar standard as the production cars, now featuring coloured LED destination displays.
     
    Initially, the Leoliner cars were designed such that in double formations, the leading car would supply traction power to the rear car and the rear car could run with the pantograph down, similar to the solution adopted for the T4D cars decades earlier. However, the production cars were eventually specified to have foldable couplers to be hidden behind swing-up valances, which could not be built to also supply traction power. The production Leoliners therefore need to run with both pans up.
     
    As the original couplers for the Leoliner prototypes have been put out pf production, the two cars were also modified such that 1301 has a full mechanical/electrical coupler only at the front, while 1302 has this coupler only at the aft end. The rear coupler on 1301 and the front coupler on 1302 now are mechanical couplers only, so that a double formation is now possible only with 1302 at the head.
     
    To visualise what I mean:
     

     
    Rear coupler on 1301…
     
     

     
    ..and the front coupler with weather protection hood.
     
     
    Taken from the platform access at Plagwitz Station at the end of my tour before catching the suburban train home:
     

  3. 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!
  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
    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!
  6. NGT6 1315
    Morning all.
     
    I didn't get around to posting these images earlier, though I actually took them on 7 October when I felt the need to turn my mind to something else, following Grandpa's passing one day before. I rode out to Bischofsheim once again, hoping to capture a few freight trains circulating through the yard there.
     
     

     
    294 665 was on yard duty that day, and is seen here moving towards Bischofsheim's station building during her shunting turn. Weather that day was unstable with intermittent showers.
     
     
     

     
    Likewise, 185 342 - having just arrived with a freight train from the east - had uncoupled and was now shunting back into the yard.
     
     
     

     
    After one of the various showers to pour from the sky, 152 139 was exiting the yard with a string of "LKW Walter" intermodal trailers up back...
     
     
     

     
    ...followed by 155 182 on a rake of sliding wall wagons.
     
     
     

     
    Having returned to the suburban platform, I then captured 185 136 with one of the "Winner" intermodal workings.
     
     
     

     
    140 043 almost took me by surprise, coming in from Kostheim with what would appear to have been a shipment of car parts for the Opel works at nearby Rüsselsheim.
     
     
     

     
    And this was one of the ERS Eurosheds - specifically, 6612 or 266 035.
     
     
     

     
    185 350 was leaving to the west with a mixed rake of wagons.
     
     

     
    ...followed by 185 022, one of the 1st series locos and part of the batch equipped for France.
     
     

     
    And this was the biggest catch that day: Stock Transport's 264 002, the first Voith Maxima I have ever seen close up B) . An impressive beast...
  7. NGT6 1315
    Morning all...
     
    As I let on elsewhere, we went on a little day trip to Berlin yesterday, where I was able to do some (to me) urgent catching-up on what's been going on in the local public transport scene since my last visit. That had been in 2004, actually, so my personal goal was capturing some impressions from suburban and underground operations in the capital. Knowing full well that I wouldn't be able to really see it all within just one day!
     
    Having disembarked from ICE 1724 on the underground level of Berlin Central Station – comprising the north-south platforms – after a ride having taken just a little over an hour, I first proceeded up to the stations "Stadtbahn" level with the west-east platforms. There, platforms 15 and 16 are set aside for suburban services...
     
     

     
    ...which many of you will probably know to be one of just two 3rd rail mainline operations in Germany – the other being Hamburg's suburban railway system.
     
    The Berlin suburban system was the first to have been formally called "S-Bahn" and has pretty much always been a self-contained sub-division with a specific set of operating rules on top of the baseline National Railway Operating Regulations. At this time, Berlin's suburban network comprises fifteen lines, all powered by 750 V DC through bottom-contact conductor rails.
     
    The current mainstay of the Berlin suburban fleet are the class 481 EMUs, in spite of them having been hampered by difficulties relating to their wheelsets during the past few years. It did take a lot of effort and some serious finger-slapping by the Federal Railway Authority to get Deutsche Bahn's S-Bahn Berlin sector, also prompting the reactivation of a number of withdrawn class 485 sets to build up motive power reserves.
     
    Due to planned engineering work, the S5 and S7 lines usually working the "Stadtbahn" west-east trunk line are currently not in operation between Friedrichstraße and Ostbahnhof, so here, we see a rake of 481s working the S 5069 service to Friedrichstraße.
     
     
     

     
    It is something of an anachronism that Berlin's suburban lines should still operate with a mechanical train stop device till this day. You will notice this bent metal rail next to the base of the signal: This is folded down while the corresponding signal is at danger, and in the event of a train passing will trigger a power cut-off and brake application lever on the bogie frame. These mechanical train stop devices but are to be replaced by a newly developed electronic train protection system called ZBS, derived from ETCS.
     
     
     

     
    I then rode out to Wannsee Station on the S7 line. Wannsee is the southwestern terminus for this line and also served by the S1 line from Potsdam Central Station to Oranienburg and Frohnau (plus peak hour short turn workings between Potsdamer Platz and Zehlendorf outside the school holidays). Here, 481 369 was the first of a four-unit "Vollzug" on the S 7069 service to Friedrichstraße. Also note the train stop being folded up as the signal is showing clear.
     
    Trains on the Berlin suburban lines are formed with a maximum of four two-car units. Each individual unit is called a "Viertelzug" ("quarter unit"), so two-unit formations are referred to as "Halbzug" ("demi-unit"), three-unit formations as "Dreiviertelzug" ("three-quarter unit"), and four-unit formations as "Vollzug" ("full unit").
     
    The class 480 sets, one of which we'll be seeing later, are the only type to have cabs on both ends, while the 481s and 485s have one cab and a shunting control desk at the non-cabbed end. The 481s can therefore work with a minimum length of two units coupled back-to-back, but are most commonly seen working as Dreiviertelzüge and Vollzüge, except where platform lengths prohibit these formations.
     
    Five hundred 481s were built from 1996 till 2004, each Viertelzug being 36.8 metres long, 3.14 metres wide and 3.59 metres high. They are configured as Bo'2+Bo'Bo', with a power output of 594 kW and a maximum speed of 100 kph.
     
     

     
    Each 481 set has four pickup shoes, one on either side of the outermost bogies.
     
     
     

     
    It was interesting to see the name plates at Wannsee Station still being designed with blackletter script.
     
     
     

     
    While at Wannsee, I also spotted MEG 101, or 204 358, with a short trip freight.
     
     
     

     
    And here, we see 481 443 leading a Dreiviertelzug on the S1 line, working the S 1570 service to Frohnau. Due to their peculiar inverter noise, the 481s are often nicknamed "Air Raid Sirens" or "Circular Saws."
     
    I then rode up to Innsbrucker Platz in order to transit to the underground...
     

     
    ...and while there, also took this snapshot for the westbound signal for those of you with an inclination to signalling. Due to its role as a tightly timetabled commuter railway, the Berlin suburban system was among the first to be outfitted with multi-aspect, combined home and distant signals, which were also introduced on Hamburg's suburban railway. In Berlin, all of these so-called "Sv" signals have been replaced by Ks type signals by 2006.
     
    The red "M" plate attached to the signal is a feature specific to Berlin, which permits passing a failed signal after spoken agreement by the signaller.
     
    The "ZAT" board next to the signal is related to the "Zugabfertigung durch den Triebfahrzeugführer" one-man operation procedure which has been introduced to the Berlin network for the past several years. Traditionally, all stations were crewed with attendants who were responsible for train dispatching, but as a cost-cutting measure, this practice is to be reduced to 86 out of the 166 suburban stations in Berlin.
     
     
     

     
    Electronic passenger information displays have been installed at the majority of stations throughout the system. Here, you can see a S41 "Clockwise Ring" service and a S45 service to Bundesplatz, both as Dreiviertelzüge, being announced for the next departures. There also is a S42 line working the Ring Line around Central Berlin counterclockwise.
     
    After that, I went underground, and came across this friendly suggestion at Innsbrucker Platz:
     
     

     
    ...or else!
     
    (I understand this is an advice to train drivers to ensure they do not come to a halt with the train protection transceiver right atop the trackside balise to avoid malfunctions.)
     
     
    Now, many of you will most likely know that the Berlin Underground technically consists of two independent networks – not unlike the situation on the London Underground. Lines U1 through U4 comprise the "Small Profile" network with cars 2.30 metres wide and top-contact conductor rails with positive polarity, while lines U5 through U9 form the "Large Profile" network with 2.65 metres wide cars and bottom contact conductor rails with negative polarity. Except for some departmental stock, trains can only operate on the network they were built for.
     
    The "Small Profile" network was designed by Siemens & Halske, and originally built as an elevated railway. The first section from Stralauer Thor to Potsdamer Platz – roughly corresponding to the main section of what today is the U1 line – was opened in 1902. The first "Large Profile" lines were built and opened in the 1920s.
     
     
    Innsbrucker Platz also is the southern terminus for the U4 line – the second shortest of the Berlin Underground lines with five stations and a route length of just 2.9 kilometres. At the northern terminus at Nollendorfplatz...
     
     

     
    ...I captured Car 776, standing by for the next trip to Innsbrucker Platz. Due to the short distance and ridership numbers to match, the U4 line is worked with single units.
     
    776 is one of 66 A3L71 cars to have been delivered in 1972 and 1973. These, in turn, are part of the larger A3 Stock series, which comprises a total of 231 sets and which were built from 1960 till 1994.
     
    Of course, there is a lot of variation between the various different subtypes, outlining which in detail would most likely be rather tedious for you to read up right now. Generally speaking, and across subtypes, A3 Stock is 25.66 metres long, 2.3 metres wide and 3.18 metres high, with a maximum speed of 62 kph. All wheelsets per unit are powered, with individually powered wheelsets and indeed three-phase AC drive having been introduced on the latest subtype, called A3L92.
     
     

     
    I then rode to Gleisdreieck Station – the name being slightly misleading today. Originally, this station was indeed configured as a wye, but rebuilt with two independent platform levels in 1912 and 1913 following two serious collisions in 1908 (killing 17 persons and injuring 18) and 1911.
     
    Here, A3L71 car 704 is leading a U2 service to Theodor-Heuss-Platz, just prior to calling at Gleisdreieck.
     
     
    After that, I proceeded east on the elevated part of the U1 line.
     
     

     
    This was Hallesches Tor, with 484 leading a service to Uhlandstraße. 484 is an A3E car, representing one of the thirty-two A3 64 and A3 66 sets to have been refurbished (or "Ertüchtigt", as indicated by the "E"). These were outfitted with chopper controls and various other improvements. Prior to refurbishment, 484 was designated 964.
     
     
     

     
    This image, showing A3L92 car 639 leading a service to Warschauer Straße, might give you an impression of the U1's elevated route.
     
     
     

     
    At Prinzenstraße, I captured A3E car 482 – previously designated 958 prior to refurbishment – at the head of the next service to Uhlandstraße.
     
     
     

     
    And at Schlesisches Tor, A3L92 car 626 was leading a service to Uhlandstraße as it snaked through the S curve just outside the eastern station approach.
     
    The car immediately behind it is one of those cars outfitted with passenger counting equipment, which are marked with a black "Z" in a blue square on the cab doors.
     
     
    Following a change to the S5 line at Ostkreuz, I then rode out to Wuhletal...
     
     

     
    ...which is a joint suburban and underground station. Suburban trains use the outer platform sides, while the U5 line uses the inner tracks.
     
    Here, two trains composed of F76 "Large Profile" stock are waiting for departure – 2611 leading a service to Alexanderplatz and 2557 tailing one to Hönow.
     
     
     

     
    The U5 line is also worked by H Stock. These six-car, all-gangwayed units were built in three batches from 1994 till 2002, with a total of 46 sets having been built. Roughly during the same period, the similar-looking but smaller Hk Stock sets were procured for the small profile network.
     
    Here, 5028 is calling at Wuhletal on its way to Alexanderplatz.
     
     

     
    And, going the other way, 5009 is emerging from the tunnel on a short turn working to Kaulsdorf-Nord.
     
     
     

     
    A quick look at the shoegear on 5009.
     
     
    I then started to make my way back to Central Station where our train to Leipzig would depart at 4.52 pm...

     
    ...but took some additional time for a look-see at Gesundbrunnen Station. There, I captured 480 078 working the "Clockwise Ring" S 41648 service.
     
    The class 480 EMUs were procured at the time when the suburban lines in then-West Berlin were operated by the Berlin Transit Authority (BVG), following an ongoing dispute over the GDR's Deutsche Reichsbahn operating the suburban lines in West Berlin. After a strike which occurred in 1980 and which resulted in services in West Berlin being cut to just three lines, BVG were entrusted with operating the West Berlin network in December 1983. The 480s were intended to radically renew the West Berlin suburban stock inventory, which had been "donated" by Deutsche Reichsbahn and which had comprised the oldest units available at the time.
     
    A total of 85 two-car sets were built from 1986 till 1987 and from 1990 till 1994. These are 36.80 metres long, 3.12 metres wide and 3.6 metres high, having all-wheel propulsion and a power output of 720 kW for a maximum speed of 100 kph.
     
     
     
     
     

     
    And upon returning to Central Station, I snapped 481 346 leading the S 5583 service to Friedrichstraße.
     
     
    Thank you for reading and I hope you enjoyed this little photo strip!
  8. NGT6 1315
    Morning all!
     
    I hadn't really been able to do a lot of spotting since our move to Leipzig, but last night, I packed my camera and tripod and set out to capture what I expected to be a multitude of impressions from railway and tram operations in Leipzig on a Sunday. – So, here you go...
     
     
    A surprise catch at Central Station delighted me so much that I am going to show it twice:
     

     
    115 205 of DB AutoZug had brought a stock positioning service to Leipzig. While a shunter removed said string of coaches, the loco was preparing to shunt to its stabling location...
     
     

     
    ...and needed to have another wait outside the shed.
     
    After that, I caught a S 2 line suburban service and rode out to Thekla Station...
     

     
    ...where 1442 113, which had worked this particular service, prepared to return as an ECS – or "Lt", as it would be called in German railway nomenclature.
     
     
     

     
    I then rode to the Trade Fair Centre, which at this time of day and in the absence of any fairs was totally deserted. That is, except for the Flexity XXL type tram 1201 "Saxonia" which was working the 16 line that night and had been diagrammed on the 1645 turn, as per the turn display at the bottom of the windscreen.
     
    After boarding the same car for the return trip, the driver approached me and was happy to see that I had captured his service. Cheers, sir!
     
     

     
    At Wilhelm-Leuschner-Platz, I then captured 1233 "Augsburg" working the 1144 turn on the 11 line to Schkeuditz...
     
     
     

     
    ...followed by its opposite turn, 1145, worked by 1226 "Bremen" on its way to Markkleeberg Ost.
     
     
     

     
    Going Suburban: 1442 129 was calling at Wilhelm-Leuschner-Platz on the S 37584 working to Leipzig/Halle Airport.
     
     
     
    I then proceeded to Leipzig MDR, the station immediately south of Bayerischer Bahnhof at the southern end of the trunk line...
     

     
    ...to first capture 1442 109 on the S 37364 working to Halle Central Station...
     
     
     

     
    ...and 1442 120 on the S 37165 working to Wurzen.
     
     

     
    Back at Central Station, 101 140 was waiting at the head of IC 2232 to Magdeburg Central Station.
     
     
     

     
    Before the suburban railway project, Connewitz Station in the south of Leipzig had been a fairly decrepit location. However, I found the old station had been completely eradicated, so that 1442 213, standing by to work the S 29536 service to Delitzsch in a few minutes, was able to wait under a brand-new passenger bridge.
     
     
     
     

     
    Back at Central Station, 1442 208 was just dropping off passengers while working the S 29537 service to Connewitz.
     
     
    After that, I was quite intrigued to observe transfer workings shifting from one line to another during the late-evening period – as well as two trains occupying the same track, which in other words is to say, Leipzig Central Station's suburban level is outfitted for short signal blocks and restricted approach routes.
     
     

     
    This meant that on the northbound Track 2, I could observe 1442 111 on the S 37376 working to Halle on the S 3 line, which had come from Wurzen on the eastern branch of the S 1 line and was stood at the southern end of the platform...
     
     

     
    ...while this double unit with 1442 134 at the rear was waiting at the northern end of Track 2 on the S 37588 working to Falkenberg-upon-Elster – having come from Zwickau, which is located on the S 5 line.
     
     
     

     
    Similarly, on Track 1, I could observe 1442 135 on the S 37473 working to Borna at the northern end...
     
     

     
    ...and 1442 103 on the S 37373 working – which had come from Halle Central Station and shifted on the S 1 line to Wurzen – at the southern end. I should note that these shifting workings had a scheduled dwell time of between 10 and 15 minutes.
     
     
    Thank you for your time and I hope you found it worthwhile!
  9. 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
  10. NGT6 1315
    ...Simon and Garfunkel's song does come to mind when I look out the window these days!
     
    Anyway - three additional photos from today is what I've to offer now . Today I contented myself with a short trip down to Knautkleeberg at the southern end of tram lines 3 and 13, and adjacent to Knauthain Station which is served by regional railway services to Saalfeld.
     
     
     

     
    The Leipzig-Gera-Saalfeld Railway is not electrified and operated with class 642 "Desiro" DMUs. Here, RE 16546 with 642 061 in the lead is calling at Knauthain on its way to Leipzig Central Station.
     
     
     

     
    There used to be a wye at the Knautkleeberg tram stop, which but has been removed since my first visit here around Easter 2009, and replaced by a double-tracked reversing loop. The new station area is still under construction, as evidenced by the barriers and other unfinished stuff around the loop. The tram here is car 1117 "Gottfried Wilhelm Leibniz" with full body advertisement for Leipzig's Central Stadium. On Saturdays, Sundays and holidays, lines 3 and 13 are connected, changing from one line to the other upon arriving at Knautkleeberg.
     
     
     

     
    Finally and approximately half an hour later I then captured 642 012 which was just departing Knauthain for Saalfeld as RB 16379.
  11. NGT6 1315
    Afternoon all!
     
    I was just having the idea of duplicating my model showcase/review threads from the Overseas Modelling section to a new blog, which I believe might make them easier to find in the long run. I'm not sure yet what to do with possible future showcases - should I post them in Overseas first and then duplicate them in the blog later on, or only in the blog in the first place?
     
    I'd appreciate your opinions in this matter!
  12. 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
  13. NGT6 1315
    Morning all!
     
    We're currently in Leipzig once again to pay a few days' worth of visit to my girlfriend's family, which but also allows me to snap a few rail-related photos from outside my usual daily environment. That being said, I'm noticing there is not all that much still left for me to document in terms of urban public transport, so today's photo strip will not cover any really specific topic. Around noon yesterday, I had ridden out to Engelsdorf, where there is a shunting yard, which but I found to be not particularly busy at this time of year. But here's what I managed to photograph around the station in any case...
     
     

     
    First off, 642 178, a Siemens Desiro Classic type DMU, was working the RB 26365 service from Grimma to Leipzig Central Station...
     
     
     

     
    ...while 290 637 was on shunting duty in the yard.
     
     
     

     
    Another 642, though owned by Mitteldeutsche Regiobahn, came along on the MRB 80216 service from Wurzen.
     
     
     

     
    After that, 152 042 almost caught me by surprise, entering the yard from the east.
     
     
     

     
    And then there was this sight for sore eyes... 182 021 - still wearing "Railion DB Logistics" lettering, but equipped with destination displays behind the upper left-hand parts of the windscreens - working the RE 16719 service to Dresden.
     
     
     

     
    I admit I do not take very many images of buses, but this hybrid-powered articulated bus from Swiss builder Carrosserie Hess, working the 72 line to Paunsdorf, caught my attention while walking across the road bridge above the station.
     
     
     

     
    I then needed to kill about an hour's worth of time and proceeded to capture Tatra T4D-M car 2107 with a NB4 type trailer near the Paunsdorf-Center shopping mall...
     
     

     
    ...as well as a Leoliner double unit headed by car 1317.
     
     
     

     
    And this was what I had been waiting for: 145 045 working the RE 16721 service to Dresden - this being called the "Saxonia Line." Presently, these services are shared among class 145 and 182 locos, which also partake in suburban workings around Dresden. While all 182s have since been reallocated to DB Regio, the 145s have been hired from DB Schenker.
     
     
    I may be shooting some additional images over the weekend, and would post them on here, of course.
  14. NGT6 1315
    ...in a fashion stopped over at Frankfurt today:
     
     

    This is the TGV POS set #4402, whose power units set the 574.8 kph (357 mph) world speed record on 3 April 2007 – coupled to specially adapted coaches with additional powered bogies. Today, however, the power units are coupled to normal trailers, though the decoration on them continues to commemorate the 574 kph ride. It was working the TGV 9552 service to Paris Eastern Station when I captured it upon departing Frankfurt Central Station at 4.57 pm.
     
  15. NGT6 1315
    While running some errands earlier today I had a brief stopover in order to try and capture something only recently introduced on the rails around Frankfurt ...
     
     

     
    Suburban EMU 420 429 working the S8 peak hour service 8819 from Kelsterbach to Frankfurt Central Station together with 420 430 and calling at Niederrad.
     
    Well - these trains are not really "new" in a technical sense - the class having been built from 1969 till 1997. However, they are a novelty in that they belong to the 7th batch which has never been permanently allocated to the Frankfurt depot before. The 7th and 8th batch units have a number of differences compared to the previous six batches - such as plug doors instead of sliding doors, redesigned interior, double number of brake disks, spring-loaded parking brakes and a Railvox passenger information system. In recent years the 7th and 8th batch sets were refitted with LED matrix destination indicators in place of the original rollsigns, which can be seen here. Also, two 7th batch units - 420 400 and 416 - were rebuilt to what was designated the "420 Plus", including an even more extensive passenger information suite as well as air conditioning units and a newly redesigned interior. These demonstrators were subsequently tested in everyday traffic and proposed as an alternative to procuring new EMUs for the next tender for the Stuttgart suburban network. However, the 420 Plus project was not pursued any further when the Stuttgart Transport Association (Verkehrs- und Tarifverbund Stuttgart, VVS) did demand newly built units. The remaining 7th and 8th batch units will remain in service on the Stuttgart network until 2013.
     
    In any case - four 7th batch units from Stuttgart (420 425, 428, 429 and 430) were reallocated to the Frankfurt depot in the second half of 2009, but required a rather extensive overhaul before they could be put back into traffic. That overhaul appears to have been completed only a few weeks ago, allowing the "new" 420s to finally enter service. They are mainly used for peak hour services as well as late evening and Sunday morning short workings on lines S8 and S9.
  16. NGT6 1315

    A Trip Around The Block

    By NGT6 1315,

    Well, today I decided to take a day off my learning and depressurize - and what better things can there be for people of our mind than roaming the rails?
     
    In addition, my girlfriend went on a short trip to her family in Leipzig today (missing her already, even though she'll return on Friday - any of you know the feeling? ), and before her train came in I first snapped an unexpected TGV POS set coming in from Paris Est...
     
     

     
    TGV POS set 4403 - the German class number for these being 475 - arriving as TGV service 9553. The EMU to the left is a class 425, while a ICE 3 set is waiting further in the background.
     
     

     
    And this was 425 015, working the RE 25014 service to Treysa. Interestingly, the regional services to Treysa and Dillenburg run to Gie??en as one train, there to be split and continue to their respective destinations. In this case, the last of the three 425s forming the train carried the service number 25114, with destination Dillenburg.
     
     

     
    I then proceeded into the city, intending to snap one of the VGF's new U5 type LRVs. This here, however, is a U4 type which I captured while I was waiting at Heddernheim for a U5 set to show up. More specifically, it is car 515, working a line U3 service to Oberursel Hohemark. The LRV depot for the lines U1, U2 and U3 is just beyond the station - behind me, actually. The U4 type was procured between 1994 and 1998, and 39 units were built by a consortium of DUEWAG and Siemens. They have a very eerie sound, I should add!
     
     
     

     
    Some of you may have seen these before - this is the U2 type, the oldest one working the U1, U2 and U3 lines, and now being replaced by the U5 type. Seen here is car 354, working the U1 line to Ginnheim.
     
     
     

     
    And then a triple unit of U5 cars showed up . This here is car 616 at the head of a U2 service to Bad Homburg-Gonzenheim. The U5 type belongs to Bombardier's Flexity Swift line and will be procured both in double ended and single ended units - the latter, whose delivery will begin in 2011, being intended to be coupled back to back, with a shrouded passageway between both units. Interestingly, the U5 type will be compatible with the U4 type in order to work in mixed formations. No such formations have yet been seen in traffic, however.
     
     

     
    Having returned to Frankfurt Southern Station I then snapped 411 065 "Bad Oeynhausen" working the ICE 1548 service from Dresden to Frankfurt Airport...
     

     
    ...and 111 214, sandwiching the RE 4544 service from W??rzburg Central Station to Frankfurt Airport Regional Station together with another 111 at the rear of the train. The RE services on the W??rzburg line are hauled either by a pair of 111s in a front-and-back lashup or one 146. By the way, Frankfurt Airport has two railway stations. The original, older station from 1972 is now known as "Regionalbahnhof" or Regional Station, while the newer station, opened in 1999 and normally used only by ICE and IC services is - unsurprisingly - known as "Fernbahnhof". There are only two long distance services still using Regional Station, namely ICE services 608 and 609.
     
    In order to maximize the distance between the pantographs, the leading 111 must raise its forward pan. The carriages are so-called "Modus" types. These were rebuilds from old Halberstadt coaches. The frames and bogies from these were retained, but had an entirely new body furnished.
     
     
    Well, this was it - hope you enjoyed the photos .
     
     
     
  17. NGT6 1315
    Afternoon all!
     
    Last week, me and SWMBO spent a couple of days in London, and while railway stuff didn't constitute the main reason for our trip, I did reserve some time for spotting!
     
    And, in fact, we had deliberately chosen the "slow" way for the inbound trip, going by train all the way. Specifically, our itinerary looked as follows:
     
    IC 2430 for Emden – Leipzig Central Station to Hanover Central Station, calling at Halle, Köthen, Magdeburg, Helmstedt and Braunschweig
     
    ICE 650 for Cologne Central Station (joined with ICE 640 for Cologne-Bonn Airport and split at Hamm) – Hanover Central to Cologne Central, calling at Bielefeld, Hamm, Hagen and Wuppertal
     
    ICE 14 for Brussels Midi – calling at Aachen, Liège and Brussels-Nord
     
    Eurostar EST 9157, or 9I57, for St Pancras
     
     
    Considering how much might have gone wrong on a trip that long, I was pleased that everything worked flawlessly and all trains met their timetables. However, it wasn't before Brussels that I got some opportunities for taking snapshots...
     
     

     
    Almost maxing out the platform, SNCB's newish 1874 – one of the 120 examples of the Siemens Eurosprinter 2007 type locomotives which the company has obtained between 2008 and 2010 – was heading a joint double formation of M6 type double deck coaches, with another such loco on the distant end. The total number of 120 of these locos comprises 96 class 18 locos with conventional buffers and couplers on both ends, with the remaining locos being designated class 19 and having +GF+ type automatic couplers on one end for forming double formations and easy split-and-join workings.
     
     

     
    The two formations were coupled across the driving trailers, whose cab faces resemble the Alstom-built class 13 electrics.
     
     
     

     
    This is one of the small fleet of class 186 electrics which SNCB lease from Alpha Trains: 186 125, also designated 2803 by the traditional Belgian numbering system, at the head of the IC 1215 service to The Hague...
     
     
     

     
    ...and soon after accompanied by a pair of SNCB's new AM 08 series suburban/regional EMUs, headed by 08118 on the joined R 5337/5318 service from Dendermonde to Brussels and back. With 305 of these three-coach sets on order and to be delivered till 2016, 95 sets have been earmarked for the future RER network around Brussels.
     
     

     
    A typical 1980s design with suitably angular bodywork, 2717 is one of the 60 class 27 electrics to have been built from 1981 till 1984. The loco is seen here pulling the P 8907 peak hour commuter service to Zottegem, composed of M4 series coaches.
     
     
     

     
    As did her sister 2739, I should add.
     
     
     

     
    Our ride from Brussels to London was the pair of SNCF's Eurostar demi-sets 3207 and 3208, named "Michel Hollard." This unit is seen here sitting side by side to Eurostar UK's 3019/3020 after blasting through a heavy rain front on either side of the Channel and bulleting right into the Capital.
     
    At Victoria Station the other day, I managed to snap...
     

     
    465001 on the 2M76 to Orpington...
     
     
     

     
    465196 after arrival on the 2U88 from Dartford and 465928 standing by for departure on the 2K24 to Gillingham...
     
     

     
    465161 on the 2M78 to Orpington, and next to it...
     
     

     
    375620 and 375309 on the joined 1S46/1S47 to Ramsgate and Dover Priory...
     
     

     
    and finally, 465020 on the 2M80 to Orpington.
     
     
     
    And as the day turned into dusk, I again stopped by at Kings Cross...
     
     

     
    ...capturing 91125 after arrival on the 1A41 from Leeds and 91103 at the head of 1N32 to Newcastle.
     
     
     

     
    180101 was idling at platform 1...
     
     

     
    ...and was soon joined by 321420.
     
     

     
    And to round it all off, a portrait of 91125 standing by for departure on 5Y19.
     
     
    I suppose much of this will have been familiar stuff to everyone from the UK, but for me, seeing stock like the 3rd rail Southern Region EMUs and the Class 91 sets made for a nice change of pace. I just wish there was a more refined Networker model available, and in current livery...
  18. NGT6 1315
    ...of some PW equipment:
     
     

     
    This is Mittelweserbahn's 1116 911, one of two ES 64 U2 type locos owned by this operator – 1116 912 has the same general livery, but with red in place of blue. Here, the loco is seen stabled in between a rail grinder with associated material van and a self-propelled work car – how are these critters called in the UK, by the way?
     
     
     

     
    And a broadside view of 1116 912 – whose UIC-TSI running number actually refers to it as a class 182 loco, since 1116 is an Austrian class number, as the two MWB ES 64 U2s were taken from an ÖBB production batch.
  19. NGT6 1315
    Morning all!
     
    As I'd like to reduce the backlog of updates a bit, I should now like to present you with one of the oddballs to have been part of the DB Schenker locomotive inventory – bringing variety even to highly standardised locomotives as the class 152 electrics. The model we're looking at here is one of the newest releases of the highly refined Roco rendition of this class, and was marketed with catalogue number 72482.
     
    For basic information about Siemens Eurosprinter type locomotives, I should like to point you towards my baseline information posting, Eurosprinteristics.
     
    In 1993, Deutsche Bundesbahn held a tender for a new freight locomotive with three-phase AC propulsion which was primarily meant to replace the class 150 Co'Co' electrics, of which 194 examples had been built between 1957 and 1973. Eventually, Krauss-Maffei – who were still an independent enterprise at the time – and Siemens were awarded with a development and production contract.
     
    The locomotive, designated class 152, which emerged from this project was called the ES 64 F type, in keeping with the nomenclature established with the prototype 127 001, also known as ES 64 P. , and was to receive the DB class number 152 eventually.
    152 001 was rolled out at the Krauss-Maffei plant in Munich on 10 December 1996, and then entered route trials together with four additional 152s which could be completed by 31 July 1997. Further production locos followed from 1998 onwards, with a total of 170 units for Deutsche Bahn and two additional ones for the Dispolok leasing pool being built until 2001. While DB Cargo – as Deutsche Bahn's freight sector was called at the time – originally meant to order 195 units, a change of plans was needed when the Austrian railway authorities refused to certify the 152 for the Austrian network. As a workaround, the last 25 orders for 152s were therefore changed into an equal number of class 182 locos, which were Siemens ES 64 U2 type locos as operated by the Austrian Federal Railways (ÖBB) as classes 1016 and 1116.
     
    While Deutsche Bahn had also specified an additional option for 100 more 152s, this was eventually changed into an equal number of the four-system class 189 freight locomotive, or ES 64 F4.
     
    The two Dispolok locomotives were eventually sold to private freight operator ITL in 2005, retaining the basic yellow and silver Dispolok livery.
     
    Overall, the ES 64 F's specifications are largely identical to those for the ES 64 U2, except for the lower top speed and the fact that it is outfitted only for 15 kV AC:
     
    Overall length – 19,580 mm
    Width – 2,960 mm
    Height – 4,260 mm
     
    Power output – 6,400 kW/8,582 hp
    Initial tractive effort – 300 kN
    Service weight – 87 tonnes
    Top speed – 140 kph (87 mph)
     
    As it was primarily designed for freight traffic, the ES 64 F was built with bogies with nose-suspended motors, which at the time were considered suitable only for up to 140 kph.
     
     
     

     
    This model represents 152 089 as she appeared until summer 2013, having retained the "Railion I" logos far longer than any other loco from the DB Schenker fleet. This logo variant had the tilted blue square at the bottom left of the "Railion" text rather than at the bottom right. Furthermore, 152 089 had never received the characteristic horizontal warning stripes on the cab faces, but did have the UIC-TSI formatted running numbers applied by about early 2010 – thereby mixing and matching a number of oddball features.
     
    152 089 was built in 1999 with the works number 20216, and originally accepted by then DB Cargo on 1 February 2000. The locomotive was most recently inspected at the Dessau repair works on 29 July 2013, and has lost her anachronistic markings.
     
     
     
     

     
    The model has NEM extension coupler pockets which can be removed for displaying it in a cabinet, and a pair of snow ploughs without cutouts for the couplers. Looking closely, you can see what I think is a faithful rendition of the bogie details, with the gearboxes being suitably compact and allowing a free view between the wheelsets. As cheek brake disks were a novelty on German engines at the time the ES 64 F was designed, one of the nicknames applied to the 152 in particular was "Ferrari" - due to the red colour as well as those "racing style" brake disks. Also note the LZB antennas inside the snow plough.
     
    The inscriptions on the Cab 1 end include the service weight of 87 tonnes and the usual braking gear data: KE-GPR-E mZ, disk brakes and ECP brake equipment; and the braking weights table:
     
    R+E 145 tonnes
    R 125 tonnes
    P 103 tonnes
    G 90 tonnes
     
    Also note the silver-painted PZB transceiver between the wheelsets and the very tiny warning signs on the outside of the ETS sockets.
     
     

     
    The inscriptions on the Cab 2 end include the owner - DB Schenker Rail Deutschland AG, Nuremberg - , overall length of 19.58 metres and distance between bogie pivots of 9.90 metres, as well as the builders - Krauss-Maffei and Siemens - and the finishing date of the last paint job.
     
     
     

     
    Roco also chose to make the windscreen wipers separate parts. As previously mentioned, the ES 64 F was given additional handrails and tread plates on the cab faces from 2005 onwards, which have been represented on this variant of the model. Originally, the central tread plate between the buffers and the one above the left-hand buffers as well as the handrails in the centre below the windscreen and the two on the left side of the fronts did not exist, and were basically inspired by the arrangement on the class 189/ES 64 F4.
     
     

     
    Looking at the roof, all there's to be seen is that it is fairly minimalistically equipped! The major features are only the two SSS 87 type pantographs, as the 152 and the contemporary class 145 medium freight locomotive developed by ADtranz during the same period were explicitly intended to have a tidy a rooftop as possible for easier maintenance and better protection. Therefore, the busbar and circuit breaker are located inside the loco's body. The no-skid walkway strips are represented as well.
     
    Thank you for reading!
  20. NGT6 1315
    Well, I believe many of you might know the Danish class EG 3100 goods engines, which basically are a Co'Co' variant of the German class 152 with additional 25 kV capability. These are now being repainted in the red DB Schenker livery - EG 3111 having been the first such engine to be spotted like that. There's a pair of photos of it on railcolor.net: Click and click.
  21. NGT6 1315
    This could be how I might describe the weather today - been fairly unstable with sun and rain chasing each other. In between, however, I snapped a pair of photos at Frankfurt Southern Station...
     
     
     

     
    ...one of 185 060 with a goods train, still in sunlight...
     
     
     

     
    ...and one of 143 019 at the head of RB 15220 from Aschaffenburg to Frankfurt Central Station.
     
     
    The clouds broke a few moments after the second photo .
  22. NGT6 1315

    Autumnal mood

    By NGT6 1315,

    Afternoon all!
     
    In between courses, I put in a quick railway photo session which I held at Mainkur Station in the east of Frankfurt - the station arguably being among the more decrepit ones. This but was balanced by the following two captures...
     
     

     
    While a couple of workers were figuring out how to get a small excavator onto the island platform, SBB Cargo's 421 392 was gunning through with a fast container working, emerging from the autumnal haze.
     
     
     

     
    And seen here against a nicely coloured backdrop, 146 247 was on the last few miles of its trip from Nuremberg on the RE 4606 regional service.
  23. NGT6 1315

    Baby Squealer

    By NGT6 1315,

    Afternoon all!
     
    This is just a quick snapshot I took on my way to uni...
     
     

     
    Having shown class 425 EMUs on various occasions before, I can now introduce you to their "baby" sized variant as well, which is called class 426. Superficially, this type looks more or less like two class 425 cab segments stuck together, though of course various bits of equipment but are arranged differently. The two outer bogies are powered. They can be operated in multiples with 425s with no problem, though if memory serves multiples consisting of more than four 426s only are subject to a 120 kph speed restriction due to the short distance between pantographs.
     
    These here were 426 001, another 426 and one 425 working the RE 15012/15112 service to Marburg and Dillenburg, which are split at Gießen.
     
    For the sake of comparison – this is a 425:
     
     

     
  24. NGT6 1315
    Afternoon all!
     
    As the morning progressed, the weather became a bit unstable, just as you'd expect in April. I but didn't let that stop me and tried to make the best of what sunlight had been there...
     
     

     
    You'll know the place by now, I suppose! – Having spotted this train from the suburban I had been riding on, my first capture for the day was 185 556 of MRCE, which I understand is on lease to CFL Cargo at this time. With a tank train up back, it crossed over to the Cottbus bypass.
     
     

     
    A while after that, 155 039 sped through with a mixed freight...
     
     
     

     
    ...following which I observed Mittelweserbahn's 203 103, or V 1702, at the head of a rake of empty wood carriers. This is an ex-DR V100 type diesel-hydraulic.
     
     

     
    155 120 was travelling light and slowed to a halt right in front of me.
     
     
     

     
    As the wind was freshening up and (according to the weather report) gusting to Force 9, with intermittent showers to match, this container working headed by ITL's 152 196 came to a halt. Behind the 152, 185 649 was in tow. This train had to wait for quite a while and eventually crossed to the left track when it continued.
     
     
     

     
    If I'm not mistaken, I had seen the same formation near Lake Cospuden on Sunday: 232 223 of Deutsche Gleis- und Tiefbau roared through with a consist of PW machinery, adjusting pollution levels as it did!
     
     

     
    The good Ludmilla was followed by 155 244 at the head of another mixed freight...
     
     

     
    ...and 203 316 pulling OHLE maintenance car 708 311, crossing over to the Cottbus bypass against a threateningly dark sky.
     
     
     

     
    294 607 was heading this trip freight consisting of oil tankers and sliding wall vans.
     
     
     

     
    After that, two DBS 185s came along as another shower came down, with the first having been 185 079 heading this mixed freight...
     
     

     
    ...and 185 071 pulling a string of PKP self-unloading hoppers as commonly used on coal workings.
     
     
     

     
    And as I was riding back to Central Station for some food purchases, I spotted 186 131 of Alpha Trains, running parallel to my suburban service. Sure enough, it did end up reversing at Central Station, where I captured the loco on one of the stubs outside the shed. 186 131 seems to be on lease to Osthannoversche Eisenbahnen at this time.
  25. NGT6 1315
    Morning all!
     
    Now, own up: Who had dirty thoughts on their mind when you clicked to browse here?
     
    With some idle time available, I remembered how I wanted to finish and post this small article on another piece of motive power for my Spanish section which had found its way to me several weeks ago. So, let's have a look at a Series 316 diesel-electric locomotive as operated by PW and logistics operator Azvi, a company based at Seville.
     
    This locomotive is, to my mind, an excellent example for the diversity of origins of Spanish motive power in Ye Olden Days. It also will go on to show that as in most any other country, motive power retired from the state railway inventory continues to find a second life with private operators and permanent way builders. I needed to consult several different online sources in order to distil a comprehensive piece of information about these locomotives as my impression is that much information about Spanish motive power past and present exists primarily in print, and is not that easily obtained outside of Spain.
     
    Reservations against the strongly authoritarian Franco regime notwithstanding and with the Cold War order asserting itself for the indefinite future, the Western world had come to accept Spain as a strategic partner by the 1950s, which did certainly play a role in the economic upturn taking hold of the country. By that time, the Spanish railway sector had seen innovations like the groundbreaking Talgo coach formations with their independent wheel running gears, at that time powered by custom-built single ended diesel-electric locomotives of American design and assembled by American Car and Foundry, with traction equipment having been provided by General Electric. These four locomotives were initially designated 1T to 4T but redesignated Series 350 in later years.
     
    Aside from these innovative designs which continued to evolve over the following decades, the general task of replacing steam locomotives in all types of service remained as well. As a result, Renfe turned to foreign locomotive builders on various occasions as the domestic industry still had to catch up with a backlog of acquiring knowledge and skills.
     
    To obtain mainline diesel locomotives for general freight work – also to be able to work passenger services if required – Renfe contracted ALCO to build an initial lot of 17 Co’Co’ configured diesel-electric locomotives based on the DL-500 design. Originally designated Series 1600 and later renumbered as Series 316 when standardised, UIC compliant running numbers were introduced in Spain, these locomotives were delivered in 1955 and 1956. Initially concentrated mainly in Andalusia, the last 316s were withdrawn from Renfe service in 1993. In 1957 and 1958, Renfe had also received 24 Series 1800 – later renumbered Series 318 – locomotives which were mostly identical to the 316s but had uprated power. The last 318s were withdrawn in 1994.
     
    Of the 316s, nine were procured and returned to revenue service by various operators, while only one of the 318s was so retained. Specifically, ex-1601 and 1614 were purchased by PW builder and logistics operator Azvi; 1602 and 1610 by VIAS (not to be confused with the German passenger TOC operating in the Rhine-Main area); 1603, 1608 and 1616 by COMSA; 1604 by Portuguese operator NEOPUL; and 1617 and ex-318-009 by TECSA.

    One interesting fact about the 316s and 318s is that in spite of their typical American style body with a prominent nose on one end and flat "rear" end, all locomotives except ex-1615/316-015 – which had been the first to be delivered – were actually double-ended, with a fully equipped cab present on the "flat" end as well. 1615 is also nicknamed "Marilyn", though I understand this nickname having been extended to the entire series and to be related both to their, shall we say, busty appearance and, indeed, suave vibrations.
     
    The overall design is typical for ALCO diesel-electrics of the time, with a 1,327 kW prime mover and attached generator powering nose-suspended DC traction motors. Obviously, UIC buffers and draw gear were provided in lieu of AAR knuckle couplers, with the locomotives also being dually outfitted for vacuum and air brakes as the former type of brake was still used in Spain at the time they were procured. Although they were intended mainly for freight services, they were also outfitted with steam coach heating boilers. They were also outfitted with the typical Spanish lighting clusters, consisting of one large, central light – in this case consisting of two stacked lenses, replaced by a large single sealed beam lens on the 318 – and five marker lights.
     
    Given that the class does enjoy much popularity within the Spanish railfan community, it is probably no surprise that Electrotren came forward with a H0 scale model of it.
     
    Already released in various Renfe guises and with both the original silver livery with green trim stripes, the later dark green livery with yellow stripes and the 1980s/90s era "Taxi" livery of black and yellow, a special edition representing ex-1601, or 316-001, in its current appearance for Azvi was released for Basar Valira, who seem to be a fairly large hobby shop based, of all places, in Andorra. The DC version of it is marketed with reference 2408.

     
    While I'm not directly familiar with the prototype as of yet, the Electrotren model does seem to give a good representation of the "Marilyns." There are not many detailing parts to be attached – in fact, only the air horns and rear view mirrors.
     
     

     
    One thing I especially liked when prepping the model after unboxing it was that two pairs of bufferbeams are provided and can be swapped out easily in one piece – one with coupler cutouts and one without but with brake pipes and faux UIC couplers.
     
    Note that these Spanish ALCO locomotives retained the backlit running number boards typical of American motive power.
     

     
    I do wonder if the rear cab on these locomotives was similarly spacious as the front cab as I would think the gangway door took away some of the available interior space! I imagine it should look interesting running these locomotives with the flat cab in front.
     
     

     
    While looking at the bogies, my impression is that the frames seem to have been deliberately made of thicker plastic so as to give the appearance of broad gauge bogies, although the model is gauged for regular 16.5 mm H0 scale track. Also note there being separate access doors for the front cab and to the engine room.
     
    The braking information lettering is formatted a bit differently on these locomotives. Next to the forward door, there is a table specifying the 316's air braking gear to be based on a Westinghouse type valve with settings G and P, and braking weights of 58 tonnes for "G" and 62 for "P". Next to this, the rhomboid table indicates the maximum running speed of 120 kph.
     
    The table next to the centre door gives further braking gear indications:
     
    Service weight of 110 tonnes, vacuum braking weight of 62 tonnes, no separate indication for towed braking weight, and handbrake weight of 8 tonnes.
     
     

     
     
    Further lettering towards the rear cab includes indications for fuel filler and engine oil drain cock, as well as a table with the locomotive's TSI formatted running number: 93 71 1304 001-1 – highlighting that class numbers within the UIC-TSI system do not necessarily correspond to class numbers existing in the older numbering systems utilised in individual countries.
     
    In my impression, the model's paintwork and lettering is clean and crisp, and with a suitably flat finish that does not look too plasticky.
     
     
     
     

     
    I do wonder if the model could further profit from replacing the various grilles with brass etchings or some such materials from the aftermarket sector… The prominent fan towards Cab 2 is non-moving and perhaps that, too, could be an item for further tweaking? Dangerous thoughts, I know!
     
    And, as usual, a Youtube video for the finishing touch. Thanks for reading!
     

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