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NGT6 1315

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Blog Entries posted by NGT6 1315

  1. NGT6 1315
    ...might be a suitable title for today's entry . I checked out what was going on at Frankfurt Central Station after my course and got lucky in being able to capture the following two services...
     
     
     

     
    Out of the total of 411 class 218 diesel locos which have been built, fifteen have been modified to serve as breakdown assistance locomotives for high speed lines. Nine of these are allocated to the Frankfurt depot, mainly for assistance on the Frankfurt-Cologne HSL, with one but being set aside for assistance service on the suburban network. This here is a pair of these locos: 218 837 and 838, to be precise. I'm not sure if this may just have been a check or driver proficiency ride, or if the locos actually set out on a breakdown assistance service. In any case, the current weather did wreak havoc on both roads and railways across Germany, so either option may be likely.
     
    For towing ICE sets, they have Scharfenberg coupler adapters allocated to them, which need to be hooked onto the UIC couplers.
     
     
     
     

     
    Speaking of traffic disruptions: This TGV POS set coming in from Paris on the TGV 9553 service - I think it was set 4417 - was about twenty minutes late.
  2. NGT6 1315

    Dölitz Details

    By NGT6 1315,

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


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


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


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


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

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


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


     

     

     

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


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

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

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

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


     
     
     

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

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


     

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

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

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

    Thanks for reading!
  3. NGT6 1315
    Afternoon all!
     
    Having built up a s0lid baseline motive power inventory for this scenario in recent months (though some additions might yet turn out to be, shall we say, desirable ), I recently devoted some time to investigating likely choices for the freight stock which I'd expect to feature most heavily. My impression of traffic patterns on the Pajares Line so far seems to indicate that a fair share of freight traffic there appears to be steel coil services, so I thought that obtaining some suitable wagons should be among my upper priorities for the next few months.
     
    Mercancías 251-011 Renfe by Juanjo Rodríguez, auf Flickr
     
    Mercancías 251-021 Renfe by Juanjo Rodríguez, auf Flickr
     
    Aside from the Shimmns708 type (including subtypes) wagons with solid sliding hoods, much of the steel coil stock used by Renfe across this line seems to comprise the various iterations of the Shimms type coil carriers (and related subtypes), which are equipped with flexible sliding tarpaulin hoods but can also appear with the end bulkheads and tarps entirely removed. For a broad outline and general specifications of this range of wagons, also seen in the first of the above Flickr photos, I could, for example, refer you to http://www.dybas.de/dybas/gw/gw_s_7/g718.htmlwhich describes the related Shimmns(-tu) 718'' type wagon.
     
    For understanding the plethora of UIC classification codes for wagons, I could refer you to the English Wikipedia article. Sticking with the example of coil carriers we've been looking at, decoding the classification group tells us that this wagon is:

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

    Having found out that suitable H0 scale models providing a generally appropriate representation of these wagons in Renfe guise have been brought forth by Piko and Roco, I went on to find out that the Piko model was currently unavailable and that the most recent iteration of the Roco model was available only in limited quantities and from a small number of those suppliers I am aware of…so piecing together a sufficient number of these wagons would require me to tap into several different sources.
     
    Intending to eventually re-letter these wagons with individual running numbers, and to also treat them to some (hopefully) suitable weathering as per the prototype photos from the "dybas" site, I'm currently awaiting an initial handful of this model:
     
    Roco 67547
     
    …which, come autumn this year, will be supplemented by several of these:
     
    Roco 67314
     
    Roco 67315
     
    Though I suppose that with my not having access to an overview of the precise ranges of running numbers in existence for these wagons on Renfe's inventory (and not yet knowing whether there might be any such roster on the 'web), I might need to "invent" plausible numbers. I suppose that but would be good enough!
  4. NGT6 1315
    Morning all!
     
    The locomotive we are going to look at today will probably appear strikingly familiar to anyone following the Japanese railway scene, highlighting the multitude of influences the Spanish railways took on in the post-1945 era.
     
    As indicated previously, the motive power inventory of Renfe in the post-war period was characterised by various procurements from foreign locomotive builders due to an initial lack of independent development capacities for designs matching the established standards of the time. However, to bolster national industry capabilities, many of these procurement contracts made provisions for producing the majority of locomotives from these contracts domestically under licence.
     
    For electric locomotives in particular, Spain approached both French and indeed Japanese locomotive builders, so that a sizeable proportion of the present motive power inventory for freight service in particular is, in fact, derived from contemporary Japanese National Railways types such as the Class EF66 with their Bo’Bo’Bo’ configured chassis, which continues to be typical of numerous Japanese mainline locomotives until this day.
     
    To obtain high power universal locomotives for the heaviest freight and passenger services to exist at the time, Renfe had, once again, contracted Mitsubishi during the late 1970s, specifying a 12-wheel design utilising thyristor choppers for power regulation and therefore yielding superior adhesion and tractive effort. As indicated, the result was closely related to the JNR EF66, and could be understood as a scaled-up, broad gauge version of that class.
     
    With the contract also specifying production under licence by Spanish railway equipment builders CAF (Construcciones y Auxiliar de Ferrocarriles), MACOSA (Material y Construcciones, S.A.), as well as the Spanish sections of General Electric and Westinghouse, thirty Series 251 electrics were produced and delivered from 1982 till 1984. Of these, the first two were assembled by Mitsubishi and shipped to Spain, while the rest were assembled in Spain proper. Initially utilised in a mixed role for passenger and freight work, the class has been summarily assigned to the Renfe freight sector since the early 1990s.
     
    Technical description
     
    Sharing the extravagant visual appearance of the JNR EF66 with split, sloped windscreens, and prominent, angular cab faces with protruding lower headlight fairings, the 251 has an all-welded body and running frame made predominantly of steel, but could be built to greater overall dimensions due to the loading gauge used in Spain being considerably larger than the Japanese. In particular, the 251 could be built with fully vertical body sides, which are tilted inwards at roughly 2/3 height on the EF66 to maintain sufficient topside clearance as per the Japanese loading gauge. On each body side on the 251, four panels with three ventilation grilles and four with two grilles are provided, in a 3-2-2-3-3-2-2-3 arrangement. The three-grille panels also comprise small windows immediately above the grilles.
    Naturally, the class had to be outfitted with UIC compliant draw gear and buffers in lieu of knuckle couplers. Furthermore, the 251 needed to be designed with the large, high intensity central headlight which continues to be typical of Spanish motive power and which is of sufficient importance that as per Section 258, Paragraph 3 of the General Operating Regulations, any locomotive is to be considered unfit for service with a failed high intensity light if it is booked to work any services operating at night, or at daytime if using routes comprising tunnels longer than 300 metres.
     
    Among other European locomotives, the 251 also stands out in that it utilises three four-wheel bogies, which design otherwise was mainly adopted by the Italian railways. The bogies are fundamentally identical to those also used on the Series 289 and 269 locomotives which Renfe procured from 1969 till 1972 and from 1973 till 1985 respectively. In fact, the bogies of the 269 and 251 are designed to be interchangeable. To obtain suitable performance in both passenger and freight traffic, Renfe had specified the bogies used on all these classes to be outfitted with two-gear transmissions. Similar in principle to several French locomotives such as the CC 6500, this allowed a "Low" or "High" transmission ratio to be selected while the locomotive was stationary. Speed limitations were set at 160 kph for "High" and 100 kph for "Low", though the 251s were restricted to 140 kph a few years after introduction owing to high speed stability issues with the centre bogie and to the corresponding gear ratio having turned out not to be ideally suited. With the class now being primarily used for freight work, the gear change capability has, essentially, become irrelevant in any case.
     
    Also mirroring French practice of the time, the bogies were thus designed with only one large traction motor which, technically, consisted of two demi-motors with a common shaft for both rotors. For the Series 251, this yielded a B’B’B’ wheel arrangement. As the locomotive was designed with one rigid running frame rather than an articulated body as, for example, found on Italian "Tri-Bo" designs, the centre bogie can displace laterally for suitable curve running abilities. The bogies, except for the centre one, are bolsterless, utilising helical springs both for primary and secondary suspension. For force transmission, the class utilises a total of six traction bars, with one diagonally offset pair per bogie connecting to the lower corners of the bogie frames and thus continuing the unusual configuration also provided on the 269.
     
    Internally, the 251 differs from the EF66 primarily through it being designed with thyristor choppers for motor regulation, which in Spain were first used for practical evaluation on the small batch of four Series 269.600 electrics. On the 251, two chopper units are provided for each bogie, with one regulating motor tension and the other governing the motor field shunt. All motors are connected in parallel and can also be used for dynamic braking, with brake excitation being provided by the traction choppers and recuperated power being rheostatically dissipated.
    The rheostatic brake is blended with the pneumatic brake, which utilises two-sided tread brake pads acting on all wheelsets. It is worth mentioning that vacuum brakes continued to be used on Spanish passenger stock roughly till the mid-1980s and indeed till the mid-1990s on freight stock, so that until the conversion to full air brake operation, motive power, including the 251, needed to be dually fitted for air and vacuum brake. Following the withdrawal of vacuum-braked stock from revenue service, the relevant equipment on motive power was generally disabled and, usually, removed during maintenance work.
     
    Rooftop equipment is set on three independently removable panels, of which the central panel comprises the braking rheostat fairing. The pantographs used on the 251, as well as the contemporary 269 and 289, are a variant of the French Faiveley AM 18 single arm type.
     
    Auxiliary systems such as ventilation and compressors are powered by a 380 V, three phase AC grid, in turn supplied by two motor-alternators, while low tension auxiliary circuits are supplied by a 72 V circuit with supporting battery.
     
    As delivered, the 251s wore a blue livery with dark grey chassis, and yellow cab face warning panels and trim stripes. The broadside ventilation grilles were blue on 251-001 and 002 originally but aluminium on the remaining locomotives.
    In the early 1990s, the 251 began being repainted in the yellow and dark grey scheme officially known as the "Tracción" livery but colloquially called the "Taxi" livery, where the cab sections and rooftop were yellow and the body sides, grilles included, dark grey. At this time, the locomotives also had the number plates and chromed trim originally attached to the cab faces removed as these items had turned out as being corrosion hot spots. As the only exception, 251-004 has retained its original appearance – including the blue and yellow livery, number plates, and chrome trim – till this day.
    Most recently, the remaining fleet of 29 locomotives has begun adopting the „Operadora“ livery, utilising the „Mercancías“ variant with grey body sides.
     
    Mercancías 251-008 Renfe by The Reeler, on Flickr
     
    251-004 en Avila by TrenSalamanca, on Flickr. Note different ventilation grilles above centre bogie.
     
     
    Due to their high tractive effort of 453 kN, elevated power output of 4,650 kW and low propensity for wheelslip even under heavy load, the 251s are most frequently booked onto block services of steel coil carriers, as well as material supply services for steel works and other heavy industries. They also provide banking services but are not MU capable. Their main areas of operation are the mainlines crossing the mountain ranges in the hinterland of Asturias, Galicia, Cantabria, and Castile and León.
     
     
    Characteristics
     
    Length, width and height – 20.70, 3.19 and 4.28 m
    Wheel diameter – 1,060 mm
    Service weight – 138 tonnes
     
    Power output – 4,650 kW duration, 4,980 kW one-hour peak
    Tractive effort – 453 kN initial, 349 kN duration
     
    Configuration – B’B’B’
     
     
    The model
     
    Being a prominent type of Spanish motive power, the 251 was probably an especially likely candidate for a H0 scale model, which Electrotren first marketed in 2007. As of now, there seem to have been at least six releases in different appearances, which according to my information were the following – references ending in even numbers being for conventional DC, DCC fitted ("D") and DCC sound ("S") fitted versions; those in odd numbers for three rail AC versions without and with digital sound ("S"):
     
     
    #2580/2580D/2581 – 251-001 in original blue and yellow with blue grilles
    #2582/2582D/2583 – 251-006 in original blue and yellow with silver grilles
    #2584/2584D/2584S/2585/2585S – 251-008 in yellow and dark grey "Taxi" livery
    #2586/2586D/2586S/2587/2587S – 251-018 in "Operadora" livery
    #2588/2588D/2588S/2589/2589S – 251-026 in "Taxi" livery
    #2590/2590D/2590S/2591/2591S – 251-014 in "Operadora" livery
     
     
    With one of the goals for this Spanish modelling corner being an illustration of the peaceful coexistence of newer and older liveries which in general still exists on the Spanish railways, I opted for #2588. The locomotive depicted, 251-026, was built by CAF and delivered in 1983, and actually has been repainted in the "Operadora" livery already. I but might save that livery for a possible second 251!
     
    Like all 251s, 251-026 is allocated to the Llanera depot, which is located in the namesake community of about 14,000 inhabitants between Gijón and Oviedo in Asturias.
     
     

     
    The model comes in sturdy cardboard and styrofoam boxing, with a bag of detailing parts containing both a set of cut-off and full length brake pipes, as well as faux couplers and one full and one cut-out snow plough each. The outer bogies are powered from a central motor, while the centre bogie can – as on the prototype – displace laterally. The model weighs 605 grams.
     
     
     
     

     
    The 251's shape keeps reminding me personally of American limousines from the 1960s! You may notice the letter "T" on the lower headlight fairings. Also present on the Series 269 locomotive from my earlier posting as well as other types so configured, this lettering indicates that the locomotive in question has sufficiently dampened buffers for working Talgo stock. Specifically, this was a reference to the variable gauge Talgo IIIRD formations which, together with the domestic Talgo III variant, formed the bulk of that Talgo stock in existence at the time the 251s were introduced.
     
     
     

     
    I suppose the billboard style format for the broadside running numbers was chosen to assist drivers, yard staff and signallers in identifying specific locomotives even at a distance. Note the solebar recess atop the centre bogie which was required to allow the centre bogie to not only rotate but to displace as well, for which purpose the centre bogie was outfitted with a transversal bolster.
     
    Again, notice the offset traction bar attachment consoles behind the second and between the fourth and fifth wheelset counting from Cab 1.
     
     
    The text boxes atop the centre bogie specify the following data, counting from Cab 1:
     
    – Maximum speed of 140 kph
     
    – Service weight of 138 tonnes and handbrake weight of 24 tonnes
     
    – Braking data:
     
    CH-GPR – Charmilles type brake controller valve with settings G, P and R
     
    Braking weights: G 77 tonnes, P 121 tonnes, R 152 tonnes. Again, the dynamic brake is disregarded.
     
     
     

     
    Several 251s have had differently arranged windscreen wipers fitted with pivots above the panes rather than below. Note the vacuum brake pipe immediately next to the coupler, and, again, the traction bar attachment console below the bufferbeam on the driver's side.
     
     
     

     
    Topside equipment is, again, relatively sparse. Note the very short busbars passing into the locomotive's interior very near the pantographs proper, as well as the actuators and associated push rods.
     
     
     
    "Buddy" snapshot with the 269:
     
     
     

     
     
    …and, again, a few Youtube videos. Thank you for your time!
     
     
     

     
     

     
     

  5. NGT6 1315
    Afternoon, everyone…
     
    As you will see, I did not just leave it at merely thinking about hitting the rails with my camera! (Yes, both it and the rails are still in one piece, just to preempt any possible punning… ) I but will admit that the "Plattenbau" housing blocks suggested by the title will not be the single dominant topic, actually.
     
    I first rode out to the sizeable reversing loop at Paunsdorf-Nord in the east of Leipzig. The loop itself, set such that it connects both to Line 8 and to the shared section of Lines 3E and 7, is fairly nondescript really, but does, theoretically, allow for running in circles endlessly! See for yourselves:
     

     
     

     
    Arriving on a Line 7 turn, 1349 "Windorf" and 1334 "Engelsdorf" are seen here across the fairly large empty ground in the middle of the loop, running along Heiterblickallee which bisects one of the larger "Plattenbau" housing areas in Leipzig.
     
    Prior to certain software updates, Leoliner pairs could be formed only of two 1st batch or two 2nd batch cars – the latter most easily recognised by the coloured destination displays – but while that restriction lo longer applies as such, mixed pairs should normally be formed with the 2nd batch car at the head. I'll have to investigate whether there is any technical reason for this or whether it might just be due to LVB wanting the cars with coloured destination displays to be in front!
     
     

     
    As the outer section of the tram route to Taucha is largely single-tracked and allows for a minimum interval of 20 minutes only, every second Line 3 turn – signed as Line 3E for disambiguation – turns south at Portitzer Allee to terminate at the Sommerfeld loop near the "Paunsdorf-Center" shopping mall. Here, 1332 "Leutzsch" is on one of these Sommerfeld turns.
     
     

     
    After that, I rode Line 8 from its eastern end at Paunsdorf-Nord to its western terminus at Grünau-Nord, again in the middle of Plattenbauten. This loop is not that well suited for photography due to the mound in its centre, but 1144 "Erich Kästner" did not evade my camera anyway!
     
     
     

     
    Off Wilhelm-Leuschner-Platz at the southern edge of the city centre, I then captured 1104 "Clara Schumann" on a Line 10 turn…
     
     

     
    …and 1207 "Stuttgart" turning left into Grünewaldstraße on Line 16 against the backdrop of the massive edifice called "Ring-Café" – actually a post-war building on Roßplatz which was completed in 1956. The namesake café with 800 seats in four separate areas was the GDR's largest café at the time.
     
     

     
    A bit down Grünewaldstraße, 1135 "Theodor Körner" is on a Line 9 turn for Markkleeberg.
     
     
     

     
    Looking roughly west along Windmühlenstraße, 1226 "Bremen" on Line 16…
     
     

     
    …and 1154 "August Bebel" on Line 2 for Naunhofer Sraße are seen with the New City Hall – built 1899 till 1905 – forming the background. The New City Hall was built on the site of the Pleißenburg castle and explicitly designed with a prominent tower to evoke the appearance of Pleißenburg's keep.
     
     

     
    And with a typical GDR era housing block off Windmühlenstraße in the background, 1221 "Brno" on Line 16 crosses the Bayrischer Platz intersection…
     
     
     

     
    …while 1117 "Gottfried Wilhelm Leibniz" on Line 9 turns right into Arthur-Hoffmann-Straße.
  6. NGT6 1315
    Morning all!
     
    In today’s loco profile, you will learn a bit more about a locomotive which at the time of its roll-out could be said to have been the pride and joy of the German railway industry. Even though it was eventually built in 60 examples only, the class 120 electric definitely contributed much to the breakthrough of three-phase AC traction.
     
    The rationale behind the 120’s development was that Deutsche Bundesbahn were intending to supplement their fleet of class 103 express passenger locomotives and class 151 heavy freight locomotives, both Co’Co’ configured but designed with specific roles in mind, with a Bo’Bo’ configured universal locomotive capable of handling either role equally well.
     
    To obtain this kind of universal, mixed traffic locomotive, Deutsche Bundesbahn were willing to put asynchronous AC motors and electronically controlled, semiconductor-based inverters to the test. This decision was made based on the experience gained during a test campaign involving 202 002, one of three prototype diesel-electric locomotives with asynchronous AC traction built by Henschel and BBC in 1971 and 1973. In 1974, 202 002 had been rebuilt as a testbed and permanently coupled with an adapted BDnrf740.2 driving trailer. In this configuration, 202 002 had had its prime mover and generator removed, while the driving trailer was outfitted with a transformer and pantograph, so that 202 002 essentially simulated a fully electric locomotive.
     
    As this trial, which lasted into 1975, demonstrated that a hypothetical asynchronous AC electric could indeed handle almost the complete spectrum of train services offered by Deutsche Bundesbahn at the time, the railway contracted a consortium of BBC – providing the electrical components – and Krauss-Maffei, Krupp and Henschel in 1976 to develop and build a pre-production series of five such locomotives. This development was paralleled by coal mining enterprise Ruhrkohle AG obtaining six Henschel E 1200 series, centre-cab electric freight and shunting locomotives, which were similarly based on asynchronous AC propulsion. With these locomotives fully satisfying all expectations, the consortium for what would become the class 120 locomotive had a broad basis of experience to work from.
     
    As the first of the five pre-production locomotives, 120 001 was handed to Deutsche Bundesbahn on 14 May, 1979, with the four remaining locomotives following till January 1980. Initially, 120 001 through 004 were approved for only 160 kph, while 120 005 was certified for the targeted maximum speed of 200 kph later. The locomotives were rebuilt with various modifications during their evaluation, among these being optimised transformers. It is also worth noting that the power units for the class 401 and 402 1st and 2nd generation ICE sets, which began entering service by the end of the 1980s, are closely related to the 120.
    Of these five locomotives, 120 005 stood out by having a slightly differently designed body with a lower frontside waist line, and initially with additional rooftop fairings as well.
     
    On 13 August, 1980, 120 002 set a new world speed record of 231 kph for motive power with asynchronous AC propulsion. During the official two-day presentation in 1984, 120 001 pushed the limit even further to 265 kph, pulling a 250 tonnes train. One year later, 120 001 was further upgraded to allow for a maximum speed of 280 kph.
    Several other types of motive power from the Bundesbahn era picked up cues from the 120’s general visual appearance, such as the class 240 diesel-electric prototype, class 628 DMU, and the driving trailers for the „x“ Stock suburban coaches.
     
    Also in 1984, Deutsche Bundesbahn ordered a total of sixty production locomotives, which became known as class 120.1 and included a number of modifications developed out of the experience gathered during the prototype evaluation phase. This order had a total value of 380 million Deutsche Mark. The production locos were lacking the back-up rheostatic brake, as the regenerative brake had been found to be quite sufficient and reliable.
     
    Deliveries lasted into 1989, with the 120.1s usually being diagrammed onto InterCity and InterRegio workings by day and onto fast freight services by night. 120 137 through 160 were outfitted with a modified gear ratio, which increased tractive effort at high speeds, though at the cost of reduced tractive effort at lower speeds.
     
    Following the formation of Deutsche Bahn, the 120.1s were summarily allocated to the Fernverkehr sector, whose responsibility covers long distance passenger traffic. The five pre-production locomotives, commonly referred to as class 120.0, but were mainly relegated to departmental work, usually diagrammed onto inspection and measuring services or used for stock trial and certification services. They were thus reclassified as class 752 locomotives, which designation they retained for many years.
     
    In addition, 120 004 and 005 were outfitted as component and technology demonstrators for ABB Henschel, then one of the contestants and eventually the winner for that contract which brought forth the class 101 electric locomotives. These locomotives served as testbeds for inverters and bogies intended to be used on the 101. 120 004 is often referred to as the de-facto class 101 prototype as it had been most extensively rebuilt.
     
    None of the 120.0s remain in service, with 120 001 having been totalled in an accident in 2004, and 120 002 having been broken up as well. 120 003 has found a place at the Nuremberg Transport Museum’s Bahnpark Augsburg complex. 120 004 is now owned by the DB Museum in Koblenz, while 120 005 is part of the Weimar Railway Museum’s collection.
     
    Presently, 49 locomotives remain in DB Fernverkehr service, and continue working mainly InterCity services. Like the 101s, the 120s but can also be seen working a handful of freight services in between passenger turns. 120 158 has been withdrawn to serve as a spares donor. Eight locomotives – 120 116, 129, 107, 128, 121, 117, 136 and 139 – have been passed to DB Regio, and been outfitted with expanded passenger information equipment. These locomotives are now referred to as class 120.2, and numbered 120 201 through 208. Five of them are permanently in use on the Hamburg-Rostock RegionalExpress line, which is also known as „Hanse-Express.“ The other three locomotives were originally intended to augment DB Regio’s Westphalian sector, but after having suffered repeated malfunctions there were earmarked as reserves for the Hanse-Express service.
     
    Finally, 120 153 and 160 were passed to DB Systemtechnik, and redesigned 120 501 and 502. These locomotives are commonly used for inspection and measuring services, and have most recently been repainted in a bright yellow livery to highlight their new role.
     
    In 2005, DB AutoZug had obtained several 120s for their Motorail and sleeper services, which but were soon returned to DB Fernverkehr. As an interesting note, those locos detached to DB AutoZug were intended to be redesignated as class 121, but only 120 113 was ever thus numbered. In the final years of Deutsche Bundesbahn, it was planned that a future universal follow-up locomotive to the 120 should be designated class 121, but the fact of the different Deutsche Bahn sectors created in 1994 favouring motive power tailored to their specific requirements rendered moot any further attempts to obtain universal, mixed traffic locomotives as the 120 had been.
     
    Technical description
     
    The 120 pioneered various design innovations not seen on any previous electric locomotive to have been developed, though most of these innovations are not immediately visible.
     
    The body is an all-welded, self-supporting assembly set atop the fully welded running frame and with single-piece, non-reinforced engine room sides. It consists of the pressure-strengthened cabs with integral roof sections, and the engine room proper, with the roof being split into four separate panels. As a novelty, the 120 was designed such that all inverter and equipment cabinets were set along either side of the engine room, leaving a straight, uninterrupted central corridor between the cabs. As on later electric locomotives, the transformer was designed such that it could be hung below the engine room floor, with the traction inverters being set immediately atop.
    The cab layout follows the Deutsche Bundesbahn Standard Cab design first implemented on the class 111 electrics, there originally called „Integrated Cab.” This layout was also utilised on the Bxf796 driving trailers for the „x” Type suburban stock, and on the ICE 1 and 2 power units. With further modifications, this design has become the de-facto standard on the majority of German-built mainline locomotives, especially the Bombardier TRAXX and Siemens Eurosprinter, Eurorunner and Vectron series. It combines a flat control desk with a tilted triple display plane set in between the windscreen and the driver’s seating position. Power and brake controllers are within easy reach of the driver’s left and right hand respectively.
     
    The bogies are fully welded as well, and were designed with a conventional pivot pin with low-set, annular rubber dampened bearing and two sets of three Flexicoil springs per side to serve as secondary suspension. The wheelsets with Monobloc wheels are attached by way of lemniscate levers and held in roller bearings, with springs and auxiliary motion dampers serving as primary suspension. Power transmission is made through a BBC quill drive with single-sided reduction gear and fully suspended, low-hung, four pole asynchronous AC traction motors.
     
    Electrical equipment comprises the underfloor transformer with two traction taps and one auxiliary tap, and the two sets of traction inverters, with each pair of inverters feeding one bogie. These inverters work with an intermediate DC link at a working tension of 2,800 V, and provide an three-phase AC output of 0 to 2,200 V at 0.4 to 150 Hz. They can also work in regenerative braking mode, feeding back the usual 15,000 Hz at 16.7 Hz. Power pickup is made through a pair of SBS 80 type single arm pantographs, which are an evolved, lighter version of the proven SBS 65 pantograph widely used on the class 103 and 111 locomotives and others.
     
    The auxiliary electric circuits were, as a further innovation, also configured for asynchronous AC. They are fed through three auxiliary inverters. Auxiliary inverters 1 and 2 provide variable-frequency AC and power the motor blowers for the corresponding bogie, as well as one of the two transformer coolant blowers. Auxiliary inverter 3 provides fixed-frequency AC and supplies the transformer coolant pumps, compressor and other fixed-frequency devices.
     
    Braking gear on the 120 comprises the pneumatic brake, which is configured as a tread brake and based on a unified Knorr brake controller with settings G, P and R, plus direct shunting brake controller and spring-loaded parking brake units. The pneumatic brake is blended with the regenerative brake, which is prioritised over most of the locomotive’s speed range. It was also amended with a tread cleaning setting where the brake pads are applied at a pressure of 0.25 bar to enhance adhesion in poor weather conditions.
     
    Safety equipment comprises an alerter, as well as a combined PZB train protection and LZB cab signalling suite. Furthermore, the 120 is outfitted for ECP brake controls and emergency brake override, or „Notbremsüberbrückung” (NBÜ) in German railway terminology.
    For workload relief, the 120 also has automatic power and brake control, called „Automatische Fahr- und Bremssteuerung” (AFB) in German. This system is integrated with LZB, allowing the locomotive to operate semi-automatically on lines such equipped as AFB will pick up target speed and braking distance commands from LZB. Finally, it is worth mentioning that the 120 is outfitted for TDM double traction and push-pull controls, making it compatible with the Bpmdzf and Bimdzf type driving trailers used on InterCity formations, and, technically, all other driving trailers such equipped.
     
     
    Technical specifications
     
    Overall length, width and height – 19.20, 2.95 and 4.25 m (63, 9.7 and 14 ft)
    Service weight – 84 tonnes (82.7 long tons)
     
    Continuous power output – 5,600 kW/7,510 hp
    Initial tractive effort – 340 kN for 120 101 through 136, 290 kN for 120 137 through 160
    Maximum operating speed – 200 kph (125 mph)
     
     
    The model
     
    It is interesting to note that for many years, there had not been any really good H0 scale model of this signature Deutsche Bundesbahn locomotive. While there had been more or less acceptable offerings by Trix and Märklin (rather lacking in fine detail and with outdated "pancake" motors but generally well proportioned) on one hand and by Fleischmann (well proportioned but with a horizontally split body marked by an ugly split line) on the other, Lima had also come forward with a 120 in the early 1990s. I but understand this model, while generally good-looking, was, like the majority of Lima models of the time, something of a half-done affair, especially where production quality and choice of materials had been concerned.
    In 2013, Italian producer ACME then came to the rescue by offering a newly tooled series of class 120s, comprising both the pre-production 120.0 variant and various different iterations of the 120.1 and even the 120.2 of DB Regio. This model was, in my understanding, much acclaimed and featured ACME’s usual high level of detailing, fine paintwork and lettering, and even a cast metal body.
     
    The releases brought forth thus far include these references:
     
    60360 – 120 001 in original „TEE” livery with single rooftop busbar and original SBS 80 pantograph variant
    60370 – 120 112 in oriental red
    60376 – 120 141 in traffic red and with additional frontside grab rails
    60379 – 120 208 as utilised by DB Regio
     
    In addition, two more variants have been announced:
     
    60378 – 120 151 with promotional livery for ZDF Television
    70075 – Package of 120 502 and matching Dms322 type baggage van as used by DB Netze for measuring and inspection workings
     
     
     
    I myself decided to obtain 60370, as in my impression, the oriental red livery remains the most typical scheme for this class. However, I also decided to „redate” the model, under the assumption of 120 112 having retained the oriental red livery much longer than it actually has – making it something of an „Last Mohican” of the class, as only a handful of 120s have retained the oriental red livery to this date.
     
     
     

     
    With its angular, unadorned body, the 120 is, in my opinion, a typical piece of 1980s industrial design. In my impression, ACME have done an excellent job at capturing the look and feel of this milestone of electric locomotive design. In many ways, I believe the 120 is their best model to date, offering excellent detail as well as mindfulness for operational requirements, shall we say.
     
     
     

     
    The cab faces are marked by the typical, small Bundesbahn style headlights and large, rectangular windscreen with two panes. Originally, the windscreen wipers, provided as photo-etched parts on the model, rested horizontally at the bottom of the windscreens, but were later changed to a vertical resting position.
    The model has sprung buffers and coupler pockets with extension mechanism.
     
    As you may notice, I put on DB AG logos atop the Deutsche Bundesbahn logos provided out of the box. The warning "bib" on the oriental red 120s appeared in two varieties: Originally, this panel reached up to the lower edge of the windscreens, and was later changed to end roughly at the top edge of the centre headlight. However, both varieties continued to exist in parallel.
     
     
     

     
    I am also quite taken by the bogies’ appearance, and that of the wheelsets in particular. Out of the box, the model is equipped with cab access ladders attached to the bogies, but is also provided with a second set of ladders which may be glued into recesses on the inside of the body in lieu of the bogie-mounted ladders. I suppose these body-mounted ladders are only viable for very large curve radii – and for display cabinets.
    The lettering here on the Cab 1 side mainly comprises the braking weights table, reading as follows:
     
    R+E160175 tonnes
    R+E 165 tonnes
    P+E 150 tonnes
    R 115 tonnes
    P 80 tonnes
    G 58 tonnes
     
    I also treated the model to a hypothetical revision date, reading 18 January, 2008, at the Dessau workshops.
     
     
     

     
    As you can see, I also lettered the model with EVN running numbers, in this case reading 91 80 6 120 112-8 D-DB. The default lettering was easily removed with a piece of 5,000 grade sand paper.
     
     
     
     

     
    The rooftop is nicely appointed with fine detail as well. Note the fairly intricate busbar layout, and the delicate yet functional representations of the SBS 80 pantographs.
     
     
    And as usual, I should like to link to a couple of Youtube videos showing 120s at work…
     
    https://www.youtube.com/watch?v=3BNZeliA-x8
     
    https://www.youtube.com/watch?v=hOfjUPxMKRg
     
    https://www.youtube.com/watch?v=UIywhVLJlpw
     
     
     
    Thanks for reading and I hope you liked this article!
  7. NGT6 1315
    Afternoon all (again) ...
     
    I seem to be addicted to a certain station these days and I suspect it may have to do with there being so many occasions for spotting freight trains...so once again, here's a cross-section of what you can typically encounter on German tracks today...
     
     

     
    It's been only yesterday that I mentioned how I had to let 120 132 escape unphotographed. However, that same loco provided the first high note of my photo round this morning when it returned and headed the way it had come from yesterday. As I said, the loco seems to have been freshly revised!
     
     

     
    The second positioning move I witnessed was that of 155 117, apparently returning from the Engelsdorf yard.
     
     
     

     
    A most impressive sight to behold, Enercon's 264 013 – a Voith Maxima 40 CC diesel-hydraulic loco – changed over to Track 5 with a block formation of gravel hoppers.
     
     
     

     
    And 155 151 pulled a block train of hoppers of her own, also running through Track 5 and therefore originating somewhere in the direction of Cottbus.
     
     
     

     
    155 043 was working a mixed freight train this morning.
     
     

     
    It's also been a while for me to have spotted a Voith Gravita! This here was DB Schenker's 261 023, a Gravita 10 BB type shunter, travelling light to the Engelsdorf yard.
     
     

     
    Black Is Colourful: MRCE's 189 937 was heading a long rake of container carriers, mostly not loaded except for a single, lone container on the very last wagon!
     
     

     
    186 138 of Macquarie Rail, leased to ITL, was working a block train of sliding wall bogie vans.
     
     
     

     
    Next, 155 261 was arriving with a fairly short mixed freight.
     
     

     
    This here is 185 612 of Alpha Trains, pulling a container train and currently leased to a business called Preussen Bahn – which is, funnily, headquartered at Dresden, making its name just a wee bit misleading (and perhaps even offending to a true Saxon!).
     
     
     

     
    DB Schenker's 185 143, one of those 185s outfitted for Switzerland, was pulling another mixed freight.
     
     

     
    And I believe you've met ITL's 266 022 on the daily coal working to the Czech Republic before?
  8. NGT6 1315
    Afternoon all!
     
    As I got my work finished up ahead of time today, I decided to unwind a bit by way of shooting an additional round of photos from the new Central German suburban system – concentrating on capturing impressions from the trunk line tunnel.
     
     

     
    I first had a look around Stötteritz Station. There, this sign warning metal thieves of artificial DNA tags having been applied as theft prevention first caught my special attention...
     
     
     

     
    ...while this is a view across the eastern platform end, along the line to Engelsdorf, Wurzen and Riesa which is worked by the S1 line.
     
     
     

     
    In between the through tracks, a stub track was set up for the S1 short turns and the S3 which terminate and reverse here.
     
     
     

     
    Close view of the powered outer bogie at the Cab 1 end of 1442 131.
     
     
     

     
    Here, 1442 105 was arriving on the S 37627 short turn working from the Trade Fair Centre.
     
     
     

     
    Passenger information displays like this one are installed in several locations aboard the suburban 1442s. As you can tell, the train took a slight delay in being given the route.
     
     
     

     
    I then emerged at Bayerischer Bahnhof – the location taking its name from the pre-nationalisation Bavarian Railway Station just south of Leipzig's city centre. This station had been built with separate wings for the Bavarian and Saxon State Railways respectively.
     
     
     

     
    The old station's portico has been preserved, but needed to be moved in its entirety to accommodate the new tunnel's position. This had been one of the major construction projects related to the trunk line building programme.
     
     

     
    Heading back down to the platform...
     
     
     

     
    ...to take a couple of additional snapshots like this one of 1442 102 on the S 37427 service to Borna on the S4 line.
     
     
     

     
    The cityside tunnel entry...
     
     
     

     
    ...and 1442 210 on the S 37515 service on the S5X express line to Zwickau. The S5 line comprises regular services from Leipzig/Halle Airport calling at all stations, and accelerated express services designated S5X working from Halle Central Station to Zwickau, passing several stations north and south of Leipzig.
     
     

     
    The southern tunnel mouth at Bayerischer Bahnhof.
     
     
     

     
    Wilhelm-Leuschner-Platz has a rather different ambience with a very high ceiling and backlit glass brick walls. Here, 1442 213 is heading south on the S 37329 working to Stötteritz on the S3 line.
     
     
     

     
    A look along the station from the escalator.
     
     
     

     
    Next, 1442 130 on a S1 line short turn service was bound for Stötteritz as the S 37628 working.
     
     
     
     

     
    And this is the cityside tunnel entry at Wilhelm-Leuschner-Platz.
     
     
     
     

     
    The station at Leipzig's Market Square – "Markt" in German – is quite attractive, too, with the wall panelling resembling clapboard. 1442 112 here was – if memory serves – working a S5 service, though for unknown reasons, the outside destination displays were not working.
     
     
     

     
    And here, the same train rushes off into the darkness of the trunk line tunnel.
     
     
     

     
    And once again, a look from the top of the stairs across the platform.
     
     
     

     
    The suburban level at Central Station is set so deep that an intermediate level needed to be built for the stairwell.
     
     
     

     
    It certainly is a long way down from the upper platform level!
     
     
     
    And that would be it for today – I hope you enjoyed this photo strip!
  9. NGT6 1315
    Afternoon all!
     
    While SWMBO and SiL were on a shopping round through Leipzig, me and my camera rode out for a little photo session at Engelsdorf Station in the east of Leipzig. As those of you familiar with the German railway scene will probably know, Engelsdorf is the location of a marshalling yard also, though it doesn't seem terribly busy on Saturday afternoons. However, I did collect some snapshots from both the passenger station and the yard...
     
     

     
    Double unit of Mitteldeutsche Regiobahn class 650 diesel railcars, headed by VT 015 or 650 547 on the MRB80223 working to Wurzen...
     
     
     

     
    ...followed by 642 015 on the RB 26370 service to Meißen-Triebischtal Station.
     
     
     

     
    This was 642 044 returning from Grimma on the RB 26369 service...
     
     
     

     
    ...followed by 650 538 or VT 006 on the MRB80220 service from Wurzen.
     
     
     

     
    And two pieces of DB Regio's newest pride and joy of EMUs: 442 313 and 116 returning from Dresden Central Station on the RE 17068 service. The Leipzig-Dresden RE line is also marketed as Saxonia-Express.
     
     

     
    Over in the yard, 290 505 was on shunting duty...
     
     
     

     
    ...as was 294 663.
     
     
     

     
    Next, 101 090 was shooting through the station at the head of the IC 2037 service to Dresden.
     
     
     

     
    185 045 was preparing to leave the yard at the head of a string of empty wagons.
     
     
     

     
    The same formation we've seen before from the other end, with 442 116 in the lead on the RE 17073 service to Dresden.
     
     
     

     
    And this was MRB's VT 016 or 650 548 in the lead on the MRB80225 working to Wurzen.
     
     
     

     
    Back at Central Station, I found 181 215 stabled to the east side of the station outside the shed.
     
     
    And to echo my earlier posting on ERs:
     

     
    VT 137 225, a Hamburg type Deutsche Reichsbahn class VT 137 express DMU. The diesel-electric Hamburg type sets were built in 1935 and 1936, and were capable of 160 kph running. The Jacobs bogie, set underneath the gangway between the two body halves, was powered by two electric motors, while the two 302 kW prime movers were located behind the cabs.
     
     
     

     
    Express loco E 04 01 - one of my favourite classes of vintage electrics, I might add.
     
     
     

     
    E 44 046 – one of a class of 187 locos which pioneered the fundamental layout for all future bogie electrics with individually powered wheelsets.
     
     

     
    And E 94 056 – this class having been nicknamed "Iron Pig" by the GDR's Deutsche Reichsbahn.
     
     
     

     
    This memorial at the inner end of the "heritage track" was set up to commemorate the last deportation of 169 Jewish persons to the Theresienstadt concentration camp on 14 February 1945.
     
    Lest we forget.
  10. NGT6 1315
    Afternoon all!
     
    I didn't have too much time for trainspotting in recent months due to my exam preparations, but having successfully completed these with an A grade, I was delighted that in spite of a somewhat ambivalent weather report, this Whitsun has turned out fairly sunny thus far. I therefore paid a visit to the Whitsun railway festival taking place at Königstein – a town in the northwestern suburbs of Frankfurt, set on the eastern flank of the Taunus Mountains. This town also has its own railway line to Frankfurt, meandering through the Taunus foothills through Kelkheim and Liederbach and crossing into Frankfurt's city limits thereafter.
     
    In regular service, this non-electrified line is served by stopping services provided by Hessische Landesbahn, commonly using Alstom Coradia LINT DMUs on a 30- to 60-minute interval.
     
    On Whitsun (and Whit Monday, to be precise), this line is the arena for a railway festival which has been held for the past 33 years. Regular guests during this event are the two preserved steam locos 01 118 and 52 4867, owned by the Frankfurt Historic Railway association, which take turns on (roughly) hourly special services from Königstein to Frankfurt-Höchst.
     
    And now, follow me on a nice Sunday morning walk through the woods and meadows around Königstein with a railway twist!
     
     
     
     
     

     
    Upon arriving at Königstein Station, I found the two big steam engines standing by for a day of special workings outside the works shed at Königstein. As there is no turntable anywhere around here, the locos will have to run tender first on their down services to Frankfurt. However, given the line's topography, this does not make for much of a problem as to running speeds.
     
     

     
    52 4867 turned out to be destined for running the first down working to Frankfurt, and see-sawed in front of the rake of three coaches forming the special. These trains would also comprise a former beer van which is now used for multiple purposes. It does carry provisions for the trains' passengers, is used as a baggage van and also equipped with a generator.
     
     

     
    In the bright morning sunlight, 52 4867 – built in 1943 at the Orenstein & Koppel Locomotive Works at Potsdam and later relocated to Austria where it was operated by the Austrian Federal Railways and later by Graz-Köflacher Bahn – is rolling downhill through the woods west of Königstein. It had left at 9.42, scheduled to arrive at Höchst at 10.12 and then depart for its return trip to Königstein at 10.26.
     
     

     
    This was the HLB 24731 stopping service, having departed Königstein at 10.01. If I'm not mistaken, this set was 648 408, or VT 206 as per HLB's internal running numbers.
     
     

     
    From the middle of a meadow, I then captured the next scheduled up working, HLB 24728, with a broadside shot.
     
     

     
    Having relocated to a track leading to some allotments, I next captured 52 4867 working uphill on the last leg of its trip from Höchst.
     
     
     

     
    HLB and Frankfurt Historic Railway staff needed to keep an eye on Königstein's station approach, as the HLB 24732 service was completing its trip.
     
     
     

     
    While 01 118 was shunting into position for taking over the next down special, I was wondering if this little guy here might be standing here in my place, perhaps fifteen years or so from now...
     
     
     

     
    Meanwhile, 52 4867 was taking a break in the stub to the side of the station approach.
     
     
     
     

     
    The Eistalbahn Heritage Association from Baden-Württemberg also contributed to this year's railway festival with a formation of a class 798 railbus and one class 998.0 intermediate trailer and 998.6 driving trailer each. Here, the set was running with the driving trailer set uphill, while the motor car was in the downhill position.
     
     
     
     

     
    And as a growing cloud cover was heralding the major rain front which is expected to come across the land during the afternoon, I finished my photo round with this shot of 01 118 working uphill, having departed Höchst at 12.26 and being expected to arrive at Königstein at 12.57.
     
     
    Thank you for looking and I certainly hope you enjoyed reading!
  11. NGT6 1315
    Evening all!
     
    While ships certainly were ranking high on my photo list, I but also paid a visit to the railway facilities in Cuxhaven during my recent stay there. With the city being located on the non-electrified Lower Elbe Railway, 103.6 kilometres (64 mi) distant from Harburg Station, it is served by "metronom" semi-fast regionals to Hamburg, as well as stopping services to Bremerhaven. The latter are operated by Eisenbahnen und Verkehrsbetriebe Elbe-Weser (EVB) under a subsidiary contract with DB Regio. Both lines are served every hour on weekdays and every two hours on Sundays and holidays.
     
    Cuxhaven's station is quite small, having only three platforms and a bus node on the station plaza, though there also is a more extensive network of harbour railways which I also had a look at later on.
     
     
     

     
    First of all, two Alstom LINT 41 type DMUs owned by EVB captured my interest, standing by to work the RB 14417 service to Bremerhaven and scheduled for departure at 12.37.
     
     
     
     

     
    Many private German TOCs assign their own running numbers to their motive power, even if this should be of the same types also used by DB AG. As such, the two LINT 41s I encountered were designated as VT 110 and 111 internally, and 648 194 and 195 in the common German numbering system. According to the remainder of the lettering, the 648 has a seating capacity of 122 passengers in 2nd class and eight in 1st class, and weighs in at 75 tonnes when fully loaded. The outer bogies are both powered by 315 kW diesel engines and mechanical transmission. The LINT 41 type is 41.81 metres (137.2 ft) long.
     
     
     
     

     
     
     
     
     
     
     

     
    Looking at one of the powered bogies. The LINT has a top speed of 120 kph (75 mph). There also is a shorter, non-articulated single-body version, called LINT 27 or class 640, measuring 27.26 metres (89.4 ft) in length and having only one powered bogie.
     
     
     
     

     
    The fuel filler caps are located near the Jacobs bogie. As you can see, the unit had its last revision completed on 9 March this year at the Bremervörde works.
     
     
     
     

     
    And then came this metronom rake consisting of five double deck coaches and 246 002 and working an ECS service, while the 1.10 pm ME 81520 service to Hamburg was waiting on Platform 1. Like all metronom rolling stock, these are owned by the state public transport authority of Lower Saxony, abbreviated as LNVG for "Landesnahverkehrsgesellschaft." metronom themselves are a public-owned consortium of NiedersachsenBahn (itself formed from Osthannoversche Eisenbahn and EVB), BeNEX and Bremer Straßenbahn.
    While having earned a very good reputation among private TOCs since its founding, metronom but are currently suffering from a change in ownership structure, which notably soured what was previously reported to have been an excellent working environment. This conflict is still going on at the time I am writing this and has led into a spate of strikes over nationwide employment standards for railway staff in recent weeks, which part of the current owners are vehemently opposed to.
     
     
     
     

     
    The 246 is a diesel-electric 3rd generation Bombardier TRAXX type known as TRAXX P160 DE, and thus based on the same platform as the fully electric class 186 quad system loco or the Italian class E.483 DC only loco. Note how one of the side panels on both sides of the loco's body has been removed in order to allow an engine air intake to be installed, and how the roof outline has been altered accordingly.
     
    The slogan on the cab side actually is a pun in German and can be translated as something like "It's Lower Saxony's turn" and "Lower Saxony is on the train."
     
     
     
     

     
    Looking at Bogie 1, you can see the brake disks, PZB transceiver and a host of inscriptions, including the braking weights – R+E160 163 tonnes, R+E 138 tonnes, P+E 101 tonnes, R 125 tonnes, P 87 tonnes and G 71 tonnes – and loco weight (82 tonnes), braking gear type, and revision date (22 August 2007 at the Bremervörde works). The 246 has a 160 kph (100 mph) top speed. There but also is a dedicated freight version of the diesel-electric TRAXX, known as TRAXX F140 DE or class 285.
     
     
     
     

     
    Most metronom locos have been named in the meantime, with 246 002 carrying the name of the city of Buxtehude. The other loco previously seen in the background was 246 007, named "Himmelpforten."
     
     
     
     
     

     
    Alcoholic beverages are now banned on metronom services in an attempt to further improve cleanliness and to prevent passengers from being molested by intoxicated persons.
     
     
     
     

     
    A look at the inscriptions on one of the coaches. The double deck coaches used on the Lower Elbe Railway are the low entry variety, with the doors being located in the lower deck between the bogies rather than in the middle between the decks above the bogies.
     
     
     

     
    In order to accommodate visitors and cyclists, the coaches used on the Hamburg-Cuxhaven line feature expanded multipurpose and bicycle spaces, as reflected by the lowercase "d" in the type designation.
     
     
     
     
     

     
    The ECS rake eventually shunted out from the platform after having been given a "proceed shunting" signal in the shape of two diagonal white lights on the "W" plate halfway up the starting signal. As you can see, Cuxhaven Station still has semaphores.
     
     
     
     

     
    Am I supposed to crawl into the cable ducts? It is not uncommon at all for internal system status messages to find their way onto destination displays on contemporary German stock!
     
     
     

     
    As metronom offer seat reservations for regular passengers, the coaches obviously have to be numbered, as seen here.
     
     
     
    Heading over to the harbour railway branching off from the Lower Elbe Railway east of Cuxhaven Station, I noticed how much of the traffic there appears to be car shipments, though containers and steel are also present.
     
     

     
    Here, MRCE diesel ER 20-013, currently hired to PCT, was shunting a single covered car carrier into one of the sidings.
     
     
     
     

     
    Meanwhile, DB Schenker shunter 363 178 was removing a long rake of wagons.
     
     
     
     

     
    Eventually, ER 20-013 had coupled up to a long string of empty car carriers and throttled up to leave the stabling sidings after a driver change.
     
     
     
    Thanks for looking, hope you liked these images!
  12. NGT6 1315
    Afternoon all!
     
    Without much preamble, here's a set of a few snaps I made earlier this afternoon upon having an unexpected encounter at Frankfurt Southern Station...
     

    With a set of two measuring coaches – the far one being a driving trailer converted from a Bimdzf type InterRegio driving trailer – , DB Systemtechnik's 120 502 – formerly known as 120 160, which number but remains written out on the body sides – is having a layover on an inspection run, while two of the train crew were disembarking and possibly obtaining some snacks from one of the outlets around the station.
     
    In 2005, 120 153 and 160 had been sold to DB Systemtechnik for network inspection and other departmental services. They were treated to a full revision at the Nuremberg works, renumbered as 120 501 and 502, and given special markings on the body sides. They but have been spotted also working normal passenger services on several occasions.
     
     
     

    Zooming in on Bogie 1 with the very prominent Flexicoil springs. As per the servicing inscriptions, the loco has had a revision cycle extension till 30 January 2012 at the Munich depot. Under German rules, full revisions are due every six years, though cycle extensions can be granted up till a total of eight years from the previous revision.
     
     
     
     

     
    The pantograph on the Cab 2 end has been dedicated to OHLE measurements and is, to my knowledge, only used on such occasions.
     
     
     

    As DB Systemtechnik also offer their services to foreign railways, their inspection coaches are certified pretty much in all standard gauge countries of Continental Europe.
     
     
     
     

     
    And this would be the measuring equipment on one of the two bogies, used for running quality and track alignment tests.
     
     
     
     

     
    Oh, I don't know – I wouldn't mind riding in one of these sets at all! The sign says, "No entry for passengers."
     
     
     
  13. NGT6 1315

    Red and white...

    By NGT6 1315,

    ...might be a doubly suitable tag line for this photo which I took this morning on my way to uni...
     
     
     

    This is 111 100, standing by to work the RE 4559 service to Mannheim. For reasons unknown to me, the train had been brought by 110 456, which but then was uncoupled to stay in Frankfurt, and eventually shunted out after this service had departed. As the loco is coupled in front of the driving trailer, German operating rules specify that the forward pantograph is to be used whenever possible, to avoid grit and sparks from the carbons dirtying up and possibly damaging the driving trailer's windscreen.
  14. NGT6 1315
    Well, this morning saw us grab our suitcases and head off for our end of year vacation to Leipzig . We had a good dinner already, and now I am well and thoroughly tired.
     
    There's hardly any snow left in Leipzig - though where there are some patches left on the cobblestone streets it can be dicey to be walking on it! And it is quite windy tonight.
     
    Immediately after arriving at Leipzig Central Station with ICE 1597 I proceeded to snap one of the 182-hauled RE services which operate between Leipzig and Cottbus at this time:
     

     
    And as luck would have it, 182 004 with the Porsche livery was out that day B) . It is seen here arriving with RE 28178 which consists o three Bimz type coaches and two "y" type ones, including a Wittenberge type driving trailer. However, I was now told the 182s are merely filling a gap until a new batch of EMUs (class 442, I think it was) will be certified.
     
     
    Later then I rode out on tram line 16 again, travelling out to the Trade Fair Centre in the north of the city, where I then snapped NGT12 car 1215 "Addis Abeba" working the 1641 service, or "Kurs", as it is usually called in German:
     

     
     
    I shall add any new photos of interest on here as they are created - so to speak .
  15. NGT6 1315
    Afternoon all .
     
    Been lucky again today, as you'll be able to see from the following photos which I took while I was out running a couple of errands .
     
    Coming to the upper level of Frankfurt Central Station, I noticed what was looking like a "Crease" bodied class 110 electric at the head of an IC rake, which is pretty unusual nowadays! Looking more closely, I noticed it actually was 113 268, and thus something even more special...
     
    Back in the 1960s, the Bundesbahn was meaning to revive the famous "Rheingold" and "Rheinpfeil" luxury trains which had originally been introduced in 1928. Of course, it most definitely was to be hauled by what were the Bundesbahn's motive power flagships at the time, namely the class E 10 electrics. However, they were not certified for the 160 kph top speed which the new Rheingold was to have, which was why a special variant of the E 10 was ordered. The first batch comprised six engines which were fitted with newly designed high speed bogies by Henschel, and delivered in 1962 and 1963. Two additional batches followed in 1963/64 and 1968; however, only the 2nd batch was fitted with Henschel bogies as well, while the 3rd was given slightly modified standard production bogies. The new engines were designated as the E 10.12 subseries, or class 112 from 1968 onwards.
     
    In the second half of the 1980s, the 3rd batch 112s with modified production bogies were found to suffer from excessive wear around the bogies and gearboxes, as the bogies were apparently not really suitable for prolonged 160 kph operation after all. These engines were thus restricted to 140 kph, and redesignated as class 114 in 1988. After German reunification, the former East German class 212 electrics then were to be redesignated as class 112, for which reason the original Bundesbahn 112s were in turn redesignated as class 113.
     
    In the early 90s, the remaining 113s were then found to be suffering from material fatigue as well, and restricted to 120 kph. This of course made them unsuitable for IC services, and led to them being reallocated from Hamburg to Munich, where they then worked semi-fast and stopping services on the Mittenwald Railway. Meanwhile, the condition of the 114s had continued to deteriorate, resulting in them first being restricted to 120 kph and then their complete withdrawal when it was found the speed restriction did not help.
     
    However, the 113s were to have a better fate, as it was decided to replace the faulty components and have them re-certified for 160 kph to avoid a shortage of motive power. Today, the remaining 113s have been allocated to DB AutoZug, who mainly use them on sleeper and Motorail services, as well as reserve units for replacement IC services.
     
     

     
    However, let's first start with an appetizer, right? Here, diesel shunter 363 679 is moving in to remove the coaches from 113 268, with the now-disused old signal box for Frankfurt Central Station in the background. Is it just me or wouldn't this building make for a good place to live - for a railfan at least?
     
     
     
     

     
    Currently, those platform canopies which have not been rebuilt yet are, in fact, being replaced at long last! Kind of amazing that I should live to see this happen...
     
     
     
     

     
    And here she is, shunting out for her well-earned rest B) . The Henschel bogies can be most easily recognized from the secondary suspension springs.
     
     
    And a few detail shots:
     
     
     

     
     
     

     
     

     
    She's had her last overhaul completed on 29 July 2008 at the Rummelsburg works (abbreviated as BRGB) in Berlin, according to these inscriptions. The inscription for the handbrake weights (2x 12 tonnes) actually are a recent addition - interesting that even older engines like the 110 or 111 should be given them.
     
     
     
    Thanks for looking and I hope you enjoyed these photos!
  16. NGT6 1315
    ...might be a suitable title for tonight's round of photos . My plan for today was to first have a look at the tram terminus at Knautkleeberg on the far southern outskirts of the city, which has been extensively rebuilt. Back in spring 2009 there still was a reversing wye down there, which has now been replaced by a generous reversing loop around the completely redesigned square in front of Knauthain Station.
     
     
     

     
    Between 7.45 am and 1:09 pm the 3 line is cut back to Gerhard-Ellrodt-Straße and designated as line 3E, with the remaining section to Knautkleeberg being worked only by the 13 line during that time. During the remaining hours, however, both lines are combined on this section, actually switching back and forth between either line upon arrival at Knautkleeberg - meaning that a line 3 service switches to the 13 line and vice-versa. There also are two single-tracked sections between Gerhard-Ellrodt-Straße and Knautkleeberg, and this Tatra "Großzug", headed by car 2126, is just entering the first of these in this image. Almost all T4D-M cars remaining in the LVB inventory have been thoroughly refurbished during the 1990s, though not all have been given the full package - some cars lacking the driver cabin air conditioning unit and retaining the original rotating auxiliary converter, which has been replaced by a static one on the fully refurbished cars. Usually, any Tatra set comprising two motor cars will have one fully refurbished car in the lead, with the second motor car being one of the partially refurbished units. One interesting item about these cars is that they are fitted with conducting couplers, meaning that the second motor car is fed power from the leading one, and thus does not need to raise its pantograph. The third car in this formation is a NB4 type low floor trailer built by Bombardier.
     
     
     

    I do think the newly designed square outside Knauthain Station looks quite neat, with parking spaces for both cars and bikes being available. The tram arrives to the left and then loops around the square in the background, with the boarding platform being to the right. Buses, however, loop around the square right to left, with their boarding position being right next to the arrival track. You can see the tram I rode down on in the background.
     
     
     

     
    The station building, on the other hand, is in rather poor shape, which also has to do with the dubious-looking graffiti on the façade . However, there appears to be a flat on the 1st floor.
     
     
     

     
    And another line 13 service, headed by car 2120, on the last metres before the terminus, travelling down in the centre of Dieskaustraße on the second single tracked section.
     
     
    After this I decided to head to Leutzsch Station once again, requiring me to head back to Central Station and then catch a S1 line suburban train.
     
     
     

    There currently is some construction work going on here, related to the installation of an electronic signal box (or ESTW for "Elektronisches Stellwerk", as we call it in German). However, the station as a whole still looks just as decrepit as ever . Therefore, this class 411 tilting ICE set (well, they actually are not tilting at this time due to that well-published issue with the wheelsets) constituted a rather stark contrast as it sped through. Unfortunately, I forgot to write down either its number or name.
     
     
     

     
    Several minutes later, DB Schenker engine 185 166 came from the Leipzig Goods Belt, which is a set of lines looping around the north and parts of the south of the city and serve to connect the Engelsdorf marshalling yard with the various mainlines radiating from Leipzig. With only six wagons, she but did not exactly have a daunting load to haul!
     
     
     

     
    This here might be something for Rich aka Taigatrommel, considering how we recently discussed double deck coaches on here . This would be a DABbuzfa 760 series driving trailer based on the Reichsbahn-designed double deckers, seen here at the head of the RB26723 stopping service to Weißenfels - pushed by a 143, of course .
     
     
     

     
    However, I was getting quite hungry now, and thus decided to head back to the city centre and get something to eat. So, the last shot for today shows Tatra car 2109 and a B4D trailer on the 8 line to Miltitz at Wilhelm-Leuschner-Platz with the MDR office tower in the background - MDR being the public TV and radio broadcaster for the states of Saxony, Saxony-Anhalt and Thuringia.
     
     
    So much for today, then - good night .
  17. NGT6 1315
    Evening all ...
     
    So, here we are back in Leipzig, and there's an initial round of photos to show you already . Having caught my breath after arriving at our place, I then decided to try and make something good of the sunny weather we were having this afternoon, and caught the tram to head over to Heiterblick, hoping to catch one of the Leipzig-Cottbus regional express services on the open line.
     
     

     
    Heiterblick Station is located near a fairly large commercial area, but has only a small number of daily departures. Most of these are stopping services operated by private TOC Mitteldeutsche Regiobahn with class 650 "RegioShuttle" DMUs, such as this one on the MRB88298 service from Eilenburg Ost to Engelsdorf. Like many stations in eastern Germany, Heiterblick, located on the Leipzig-Eilenburg Railway, is in rather questionable shape, but actually has a rather unique kind of atmosphere - which I tried to capture in the following pair of images...
     
     
     
     

    Some electrical switching equipment, hidden within the shrubbery...
     
     
     
     

    ...and what appears to have been a passenger underpass in earlier times has now turned into a quintessential biotope .
     
     
     
     

     
    A few minutes later the clouds naturally closed up, just in time for this fuel train headed by a pair of ex-DR V100 type diesel-hydraulics now owned by private freight TOC hvle (Havelländische Eisenbahn AG) - the leading engine carrying the number V 160.3. In total, hvle have seven engines of this type, which have been refitted with new Caterpillar 3512 DI-TA prime movers at the Alstom plant in Stendal and thus have a power output of 1,305 kW/1,774 hp. Engine V 160.3 was originally built in 1972 at the VEB Lokomotivbau Elektrotechnische Werke "Hans Beimler" at Hennigsdorf, carrying the works number 13472 and initially being operated as 110 433 by the Deutsche Reichsbahn.
     
     
     
     

     
    And then the sky cleared up just in time for me to snap DB Regio engine 182 010 at the head of the RE 28132 service from Cottbus Central Station - later to return as RE 28133 B) . There currently is some permanent way work going on between Leipzig Central Station and Thekla Station, which is why the Cottbus-bound regionals begin and terminate at Thekla till 18 September.
     
     
     

     
    Interestingly, there is a neutral OHLE section east of Heiterblick, which you can see here to be pre-announced by an El 1v signal - this being the blue rhomboid with two white bars in it.
     
     

    Looking further down the line (for which the 200 mm zoom of my lens came in handy) you can then see the corresponding El 1 and El 2 signals - the first of these being the lower of the two blue rhomboids. El 1 orders the driver to cut power and open the circuit breaker, while El 2 allows him to close it and reapply power. The neutral section is very short - which is why the El 1 and El 2 signals are co-located on the same mast - and can be seen just below the road deck of the bridge.
     
     
     

     
    There also is construction work going on on the tram network these days, which is why an "E" line has been created to offer additional connections between Central Station and Wilhelm-Leuschner-Platz. Here, Leoliner car 1317 "Connewitz" is working the "E" line and taking a break just outside the reversing loop at the western side of Central Station - with a Tatra T4D-M car on the 14 line waiting behind.
     
     
    Well, that's it for today! Let's see where I might head tomorrow...
  18. NGT6 1315
    An ICE set on its way from Frankfurt to Paris was involved in an accident near the town of Lambrecht in Rhineland-Palatinate which occurred around 10.15 am today. A refuse collection vehicle had come off a narrow road which ran parallel to the rail line and plunged onto the tracks. Fifteen persons were injured; the lorry was destroyed and the train heavily damaged.
     
    Spiegel Online photo strip
  19. NGT6 1315
    Well, I believe most of you will have heard about the floods which are currently sweeping the eastern parts of the German states of Brandenburg and Saxony, as well as adjacent areas in Poland and the Czech Republic. At least eleven people have been killed thus far and some 1,400 had to be evacuated from their homes in Germany alone. Transport in the area is, of course, affected as well, with the Elbe Valley Railway having been closed between 7 and 8 August. I also read about the Bombardier light rail assembly plant at Bautzen having been flooded, halting production for the time being.
     
    Photo strip on Spiegel Online
     
    My deepest sympathies go to the people of the region .
  20. NGT6 1315
    ...could be said to be the tagline for the following pair of photos I snapped this afternoon ...
     
     
     

     
    Last time I snapped one of these it had been cold and snowy, and as I currently do not have any knowledge about when the new class 440 EMUs will finally enter service around Würzburg - thereby eliminating the need for DB Regio to continue the lease on the MRCE 185s - I thought a picture of one of these in bright sunlight would be nice. This here is 185 557 with RE 4612 from Würzburg to Frankfurt Central Station, just departing Frankfurt Southern Station.
     
    As I had merely meant to have a brief stopover at that station I was not aware of anything special supposed to come along - but then I did spot something special, slowly entering the station from the east. Cue me darting over to Platform 9 through the underpass, which is normally used only for a couple of peak hour regional services...
     
     
     

     
    ...and snapping engine 212 240 while entering the sidings to the south of the station. This engine is now owned by EfW Verkehrsgesellschaft which is a small private TOC headquartered in Frechen, west of Cologne. The company has an interesting fleet of former Bundesbahn and Reichsbahn diesels, including seven V 60 type C-coupled shunters, six V 100 type light mainline engines, two V 200.1 type and one ex-Reichsbahn class 232 heavy mainline engines. EfW appear to make sure that their engines all come in historic colours of their respective former owners, and 212 240 - originally put in service as V 100 2240 on 13 January 1965 with works number 1000287 - is no exception. There currently is some permanent way work going on west of Southern Station, and 212 240 appeared to be helping out there, coming in with a rather long rake of ballast hoppers.
     
     
     
  21. NGT6 1315
    Hello again .
     
     
    As I had no obligations today and the weather, after a bit of initial doubt, did turn out to be quite stable I packed my camera and went on a small tour through the countryside northeast of Frankfurt, which is called the Wetterau and has the city of Friedberg (which speakers of English would have to pronounce like "freedberg") with about 28,000 inhabitants as its primary centre. There are three non-electrified railway lines in this area, two of which I eventually rode - these being the Nidder Valley Railway (German Wikipedia) and Lahn-Kinzig Railway (German Wikipedia). In addition, Friedberg is the terminus of the non-electrified Horloff Valley Railway (German Wikipedia), the Friedberg-Friedrichsdorf Railway (German Wikipedia) and the electrified Friedberg-Hanau Railway (German Wikipedia) which could be said to serve as a bypass for the Main-Weser Railway (German Wikipedia) as far as goods traffic is concerned.
     
    Having ridden to Frankfurt on the S-Bahn, I then caught the RE 15024 service to Glauburg-Stockheim at Central Station. Trains to Stockheim first use the Main-Weser Railway up till Bad Vilbel where the Nidder Valley Railway branches off - offering quite a few possible photo spots along the way, which but are mostly best reached by bike or car. However, I didn't trust the weather enough to take my bike with me, else I might have strayed a little further from the line. The full trip from Frankfurt Central Station to Stockheim takes some 66 minutes and covers some 31 kilometres.
     
     
     

     
    Upon reaching Stockheim I first positioned myself to capture the RE 15037 return service to Frankfurt, which is seen here in the shape of engine 218 498 and a rake of four bi-level coaches. The Lahn-Kinzig Railway splits off to the right behind the bushes, and this was where I took the following photo...
     
     
     

     
    The stopping services on the Lahn-Kinzig Railway are provided by private operator Hessische Landesbahn (HLB), using Stadler GTW 2/6 or class 646 DMUs. The HLB in its current shape was created by merging the motive power pools of the Frankfurt-Königsteiner Eisenbahn, Butzbach-Licher Eisenbahn and Kassel-Naumburger Eisenbahn into a fully-owned subsidiary called HLB Hessenbahn, and splitting off the infrastructure and maintenance section into a 85% subsidiary called HLB Basis, with the remaining 15% being in municipal ownership. The company also includes HLB Hessenbus as another fully-owned subsisiary for bus operations.
     
    Seen in this photo is DMU 509 108, registered as 95 80 0946 408-1+95 80 0646 408-4+95 80 0946 908-0 D-HEB in the German NVR and working the HLB83959 service to Gelnhausen. The GTW 2/6 consists of two unpowered passenger/cab modules and a diesel-electric power module with two powered wheelsets inserted in between, and, strictly speaking, only this power module is actually called class 646 - the passenger modules being designated as class 946. However, the entire vehicle is commonly referred to as class 646.
     
     
     

     
    I wonder what this chap on the adjacent meadow may have thought, seeing me there with the camera .
     
    I then returned to the station and took a small set of photos - maybe one of you is thinking about building a contemporary German branch line in the countryside and could use these as references?
     
     
     

     
    This thing looks like it once was a motor draisine for permanent way work.
     
     
     

     
    The blue and grey building is the "Sf" signal box, which is a mechanical Willmann type and was opened in 1906. Note the semaphore signals which are actuated by wire pulleys.
     
     
     

     
    Looking over the other side of the station area where there is a number of stabling sidings which are still in use for holding coaching stock over night.
     
     
     

     
    The station was originally named "Stockheim (Oberhessen)"; however, as Stockheim is now part of the municipality of Glauburg, the station is now called Glauburg-Stockheim and abbreviated "FSTM" in the DB's National Station and Facility Register, or DS100. Interestingly, the station building houses both a small restaurant as well as a rather large model railway layout, called Modellbahnhof Stockheim.
     
     
     

     
    Then, DMU 628 697 caught me a little by surprise as it pulled up to Platform 1 as an empty stock service...
     
     
     

     
    ...and then shunted out again and into a siding. There is a fuel station a few hundred metres down the line, so perhaps the 628 came from there.
     
     
     

     
    After that I captured HLB DMU 509 106 (646 406) in front of the semaphores as it pulled into the station, working the HLB83962 service to Gießen. I then boarded this train and rode on to Nidda...
     
     
     

     
    ...which is located about ten kilometres north of Stockheim and where there is another HLB hub - the lines from Friedberg to Nidda and Gießen to Gelnhausen meeting there. In the centre, DMU VT 127 (646 427) is waiting to depart for Gelnhausen as service HLB83961. I then proceeded to catch the unit to the left in order to continue to Friedberg on the HLB83817 service. Although it is more or less in the middle of nowhere, Nidda Station (abbreviated as FND in the DS100 register) is in good shape and remarkably tidy.
     
    Having arrived at Friedberg I had a layover of some thirty minutes. While waiting for the RE 4109 service from Kassel to Frankfurt, I was caught by surprise by the following service:
     
     
     

     
    This was engine 203 307 of DB Netzinstandhaltung - the DB's permanent way maintenance branch - heading north with a Plasser & Theurer tamper in tow. In my opinion, Friedberg Station (abbreviated FFG) is only moderately suitable for spotting, however. There was a goods train with a set of car carriers and two 155s at the head (the second being dead in tow, though) coming in from the Friedberg-Hanau Railway (which is the line branching off to the left in the background), followed by a class 294 shunter travelling light, but there were too many OHLE and signal masts between the platforms and the goods sidings for me to take a good photo of either of them.
     
     
     

     
    And to round it all off, 110 434 came in at the head of the RB 15325 stopping service from Gießen, terminating on Platform 1 and returning as RB 15328. The driver was too quick for me in switching off the three whites, though! Those stopping services between Friedberg and Gießen - covering a distance of not even 32 kilometres - do feel somewhat lowly for a 110, to be honest.
     
    Alright, then - this was it for this time! Hope you enjoyed this series, and do feel free to comment or ask questions if you like!
  22. 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.
  23. NGT6 1315
    Hello all!
     
    As promised, here is the first load of images from the excursion I've been on this past Saturday . The event took place to celebrate the 30th anniversary of one of the LRV types on the light rail network - or underground, if you will - in Frankfurt. A rather extensive Wikipedia article in German can be found here: Click. The event was organized by Frankfurt's Historic Tram Association (Click) where some of my friends are members - and therefore the excursion was as much a gathering of friends as a very interesting and delightful event for rail enthusiasts.
     
    To give a very brief summary of the history of Frankfurt's light rail network: Back in the 1960s and in keeping with widespread beliefs of the time, plans were made to convert the majority of the original tram network to light rail operation, with this evolved network being meant to have its own right of way wherever possible, so as to avoid interference with road traffic. Long term plans called for all trunk lines within the city to be operated in tunnels, which but proved to be so costly that several stretches - especially along the U1 through U3 lines as well as the U5 - have remained stuck in what were meant to be interim levels of construction for decades.
     
    There are five types of LRVs currently operated on the network: The Siemens-Düwag U2 type, also used in Calgary, Edmonton and San Diego; the U3 type (article in German only) which is the one having its anniversary this year; the U4 type (German only); the U5 type (German only) from Bombardier, which is the most recent generation; and the Ptb type (German only) originally designed to be capable of operating both as tram and underground and thus meant to pave the way for the transition from one system to another. The entire network is operated by the VGF (Verkehrsgesellschaft Frankfurt; Frankfurt Transport Authority) which evolved from the city's Department of Public Services in 1996.
     
    Our trip was scheduled to begin at 10 o'clock at the Schäfflestraße station, just outside the VGF's East depot in the borough of Seckbach, which was opened only in 2003 and serves the light rail lines U4, U5, U6 and U7 as well as tram lines 12 and 14. All in all, about 39 guests went on this excursion. Our train for the trip consisted of cars 457 and 476.
     
     

     
    There is a turnback siding at Schäfflestraße which was where we were permitted to board. The tracks to the left are the line to Enkheim, originally operated only by the U7 line since 1992. In December 2008, then, the U4 line which previously terminated at Seckbacher Landstraße was extended to Enkheim as well, actually passing through the East depot. Depending on the time of day, every second or third train on the U4 line continues past Seckbacher Landstraße.
     
    All following images showing this perspective were made through the open cab door.
     
     
    The first leg of the trip took us to Hausen, which is normally served by the U7 line.
     
     
     

     
    The first photo stop was at Eissporthalle, where the city's ice hockey stadium is located. This here is called the "C" route, the first section of which - between Industriehof in the west and Zoo in the east - was opened in October 1986. The extension to Enkheim followed in 1992, and the one from Zoo to Eastern Station in 1999.
     
     
     

     
    Having crossed the city and turned onto the Hausen branch at Industriehof, we were now waiting at Große Nelkenstraße. The platforms at this stop are located to both sides of the intersection. On the opposite track, a U7 service bound for Enkheim is picking up passengers.
     
     
     

     
     
    After a brief layover at Hausen our schedule called for us returning to Bockenheimer Warte, which we did. This here is Industriehof again, with the tunnel being visible in front of the train. The junction here dates back to the time when trains for the U6 and U7 lines were stored at the Gutleut depot near Central Station, a few kilometres away. To reach the "C" route, they actually had to travel a good part of what is now tram line 16, branching off at the intersection of Adalbertstraße and Schloßstraße and continuing across Breitenbachbrücke. Needless to say, this solution was less than ideal, which was one of the reasons why the East depot was eventually built. We would later travel this service route between Schloßstraße and Industriehof as well.
     
     
     

     
    An effect shot of sorts inside the tunnel.
     
     

     
    Bockenheimer Warte - the location of the old university campus which is to be abandoned over the next few years - is served by lines U4, U6 and U7. However, U4 and U6/U7 are operating on different routes, which but are connected by a service tunnel not used for regular passenger services. We would now use this connecting tunnel to change from the "C" route to the "D" route.
     
     

     
    Inside the connecting tunnel...
     
     
     

     
    ...and back on regular tracks at the "D" route part of Bockenheimer Warte Station. Next, we continued into the turnback area, which is located behind where I was looking in this photo.
     
     

     
    This is the turnback facility or "Wendeanlage" for the U4 line. The train on the left is a scheduled U4 service, also consisting of U3 type cars. These cars are used exclusively on the U4 line, so having them operate on the remainder of the network was what made this excursion special. You'll be seeing a couple of full external views of these cars soon .
     
     
     
    The next leg would take us along the regular path for the U4 line up till Konstablerwache Station.
     
     

     
    Needless to say, there were passengers at many of the stations we passed that day who confused us with scheduled services, in spite of us having displayed "Sonderwagen" ("Special") on the rollsigns! This here is Konstablerwache, by the way.
     
     
     

     
    However, we now continued on what is called the "B" route, usually served by the U5 line and operating more or less like a tram for a good portion of the line. Here, we are egressing the tunnel at the intersection of Eschenheimer Anlage, Scheffelstraße and Eckenheimer Landstraße, also called the "Scheffeleck," while a U5 service to Central Station is heading the other way.
     
     

     
    Back to the light of day...
     
     

     
    ...and on our way north. Actually, trains for the U4 line did need to use this route at the beginning and the end of their shifts while they were stabled at the Eckenheim depot - before the days of the new East depot.
     
     

     
    Under German regulations, light rail systems such as the one in Frankfurt are considered to be trams, and thus subject to such requirements as the cars having to be fitted with brake lights, direction indicators and electromagnetic rail brakes, plus both bell and horn.
     
     
     

     
    Another line U5 service heading down to Central Station. This line is operated with Ptb type cars in maximums of two cars per train as regulations do not allow for trains longer than 75 metres to be operating on shared right of way, with one Ptb car being 28.7 metres long.
     
     
     

     
    The large pillared building to the left is the Frankfurt branch of the German National Library.
     
     
     

     
    At this place, Eckenheimer Landstraße intersects Adickesallee and Nibelungenallee. We were now about to pass the Central Cemetery and the New Jewish Cemetery, both of which are located to the right of the line.
     
     

     
    ...this here being the Hauptfriedhof stop at the Central Cemetery.
     
     
     

     
    We were now approaching the intersection of Eckenheimer Landstraße and Marbachweg. Here, the U5 line branches off to the right while we were to continue ahead to the old Eckenheim depot.
     
     

     
    However, we first made a photo stop. This is how the U3 type LRV looks. Twenty-seven of these were delivered from 1980 onwards, with an additional order having been planned with the intention of equipping the future U6 and U7 lines. However, budgetary constraints prevented this order from ever being made. The U3 type has three bogies with two wheelsets each, with the two outer bogies being powered by one 174 kW motor each. The overall length is 25.68 metres, with the length being 2.65 metres. The type has chopper controls, allowing for smooth acceleration and braking without any notches.
     
     

     
    We now had to wait for the traffic to clear and the signal showing a proceed aspect as we were about to reach the Eckenheim depot at Schwabstraße.
     
     

     
    We first entered a turnback outside the actual depot and played a bit with the rollsign .
     
     
     

     
    And this is our train standing in the shed at the old Eckenheim depot, which was formerly used for trams and later for storing trains for the U4 and U5 lines. Today it serves mostly as a stabling area for retired LRVs and a small number of trains for the U5 line.
     
     
     

     
    Several retired cars were stored in another part of the shed.
     
     
     

     
    Next we were about to cross over to the "A" route, using a connecting line through Marbachweg, to the right of where I was looking here.
     
     
     

     
    This connecting line through Marbachweg is mostly single-tracked. You could tell the motorists coming the other way were not expecting to see a rail vehicle here!
     
     

     
    We were now on the "A" route and heading north for Heddernheim...
     
     

     
    ...along Eschersheimer Landstraße.
     
     

     
    Just beyond Weißer Stein and before Heddernheim the line crosses over the Main-Weser Railway and then drops back down to the station and LRV depot. We would now continue to Bad Homburg-Gonzenheim on what is the U2 line in scheduled traffic.
     
     

     
    The depot serving the U1 through U3 lines is located to both sides of the line between Dillenburger Straße and An der Sandelmühle. The signal shows a Hp 2 aspect, allowing us to proceed with 40 kph.
     
     
     

     
    The junction in front is where the U1 and U3 lines for Ginnheim and Oberursel branch off, while the U2 line continues ahead.
     
     
     

     
    The next photo stop was at Sandelmühle...
     
     
     

     
    ...after which a scheduled service came the other way.
     
     
     

     
    Another stop was made at Riedwiese/Mertonviertel. Not too far from here a new borough called Riedberg is currently under construction, and two new light rail lines are planned to begin operation in this area in December 2010.
     
     

     
    The route then continues along the A661 motorway, with the next stop being Kalbach.
     
     

     
    This here was Bonames Mitte...
     
     

     
    ...and this is the terminus at Gonzenheim on the outskirts of Bad Homburg. The routes now operated by lines U2 and U3 were formerly something similar to what would be called an interurban railway in North America, having been operated with trams with body extensions around the doors on the right side as the cars would have been too narrow for the tunnel into the centre of Frankfurt otherwise. The line to Bad Homburg originally terminated at the city's railway station, but was cut back to Gonzenheim in 1971 after trams had begun to fall out of favour with the powers-that-be in the 1960s. Back when it was operated as a tram it was called the number 25 line, which in turn was augmented by line 23 between Bonames and Neu-Isenburg, the latter being a city to the south of Frankfurt.
     
     

     
    Preparing to head back to Heddernheim...
     
     

     
    ...and crossing back over to the right hand track after leaving the station.
     
     
     

     
    Going through Ober-Eschbach...
     
     
     

     
    ...and Nieder-Eschbach where there is a turnback for U2 booster services for peak traffic.
     
     
     

     
    En route to Heddernheim...
     
     
     

     
    ...now visible in the background...
     
     
     

     
    ...and entering the depot/station area.
     
     
     

     
    We now reversed direction on platform 3 and prepared for our next leg to Oberursel.
     
     
     

     
    This junction here is where the U1 line splits off to Ginnheim on the left, with the U3 line continuing ahead. The junction has recently been rebuilt in anticipation of the new lines U8 and U9 which are planned to enter service in December 2010, operating between Southern Station and Riedberg and Ginnheim and Gonzenheim respectively.
     
     
     

     
    I wonder what the passengers were thinking about us railfans! This here was Niederursel.
     
     
     

     
    The line to Oberursel was known as line 24 back in the tram days. Here, we were calling at Weißkirchen-Ost, on the outskirts of Oberursel.
     
     
     

     
    The line to Oberursel also saw loco-hauled goods traffic up until the 1980s, with the former goods yard just beyond Oberursel Railway Station still giving an idea of those times. Today, this area is used as a turnback for U3 booster services.
     
     
     

     
    Looking ahead to the station. We then headed to the Bommersheim stabling area where lunch was waiting for us .
     
     
     

     
    No stairs anywhere, guys! Lunch was served from the boot of the car of one of the tram association's members.
     
     
     

     
    Engine 2020, now stabled inside the Bommersheim shed, was one of those which handled goods traffic on this line. Next to it, a bunch of disused bogie frames are stored.
     
     

     
    The stabling area is under CCTV surveillance and fenced, which reduces the risk of vandalism for those trains which are stabled there for use on the U3 line. These here are several of the new U5 type LRVs.
     
     
     

     
    We were now about to head up to Hohemark, which is the northern terminus of the U3 line, near the edge of the city.
     
     
     

     
    The old goods yard is located ahead, but we were turning left to head through the centre of Oberursel.
     
     

     
    The U3 line can be operated only with two-car trains at this time as the platforms at the stops within Oberursel were originally built shorter than those in Frankfurt. However, they are currently being rebuilt to allow three-car trains.
     
     
     

     
    Portstraße is located dead ahead...
     
     
     

     
    ...and this is Lahnstraße. In the background you can see the Rolls-Royce aviation engine plant on the grounds of what once was the Oberursel Motor Works back around World War I.
     
     

     
    Head-on view of our train at Glöcknerwiese, taken from the pedestrian crossing.
     
     
     

     
    Approaching Kupferhammer, which is the last stop before the single-tracked section.
     
     

     
    Here we had to wait for the next down service to clear the single-tracked section...
     
     
     

     
    ...which it eventually did.
     
     
     

     
    Switching to the other side of Hohemarkstraße...
     
     
     

     
    ...and there we were. Back in the tram days there used to be a reversing loop beyond the location of what is the Hohemark terminus today.
     
     
     

     
    Impression of some 28 years of development standing side by side - our pair of U3 cars to the left and a pair of U5 cars to the right. Hohemark is a good starting point for hiking or cycling up to the Feldberg, by the way!
     
     
    Well - this concludes the first part of this report. The second part will cover the three remaining legs - back to Heddernheim, then on to Ginnheim and Heerstraße, and back to Schäfflestraße where our excursion started .
  24. NGT6 1315
    Well, you guessed right - another small round of photos from Leipzig . The duty rosters were still a bit out of the ordinary today - few NGT12 sets were out, except for lines 7 and 15, line 12 was still served by single Leoliners and line 16 by NGT8 sets and at least two or three Tatra sets. I have no idea whether there might be any serious issues with the NGT12, though.
     
     

     
    Having ridden down to Connewitz Kreuz I first snapped NGT8 car 1118 "Friedrich List" on line 9 to Markkleeberg West...
     
     
     
     

     
    ...and then changed for line 11 to head down to the Dölitz tram depot, or "Straßenbahnhof", as the LVB call it. Line 11 operates between Schkeuditz and Markkleebrg Ost and is augmented by line 11E which works only the section between Wahren and the Dölitz tram depot. At Dölitz, the 11E reverses through the depot. This here is Tatra T4D-M motor car 2147 and another such unit, having just arrived as a 11E service. Not all T4D cars have been given the full refurbishment package, though. The rear one is one of these and is lacking the air conditioning unit. These partial refurbishments carry vehicle numbers in the 2000 range, whereas the fully refurbished ones have numbers in the 2100 range.
     
     
     

     
    And finally one of the Tatra services on line 16, seen here in the shape of motor car 2125 and a NB4 trailer on their way to Lößnig at Eutritzscher Markt.
  25. NGT6 1315
    Well, today we were having beautiful weather again, and I made good use of it . So, without much preamble - here's what I got:
     
     

     
    While stopping by at Central Station I first captured 101 058 while she was shunting in to collect her InterCity.
     
     
     

     
    I then rode out to Miltitz at the western end of tram lines 8 and 15. While there, I snapped NGT12 car 1214 "Lyon" taking a break on the outer track of the reversing loop before heading back to Meusdorf on line 15.
     
     
     

     
    On my way back into the city centre I stopped by at Parkallee where Leoliner car 1312 "Großzschocher" came along on line 8.
     
     
     

     
    I took another break at Lindenauer Markt where I first captured NGT12 car 1217 "Travnik" on line 15...
     
     
     

     
    ...and this Leoliner double unit working the 7 line to Sommerfeld with car 1309 "Böhlitz-Ehrenberg" at the head.
     
     
     

     
    On my way to Miltitz I had the impression of the Sportforum stop offering a good photo spot, and so I disembarked here again and snapped NGT12 car 1209 "Hamburg" while it was emerging from the underpass.
     
     
     

     
    Just a small impression of traditional architecture and modern transport .
     
     
     

     
    Tram line 14 is still working only the route from Central Station West Side to the Angerbrücke tram depot and normally operated with single Tatra T4D-M motor cars. Here, car 2114 is pausing before reversing through the loop to the left of where I was standing.
     
     
     

     
    Then I rode out to Plagwitz Station on the S1 S-Bahn line. The station is just as decrepit as Leutzsch, but reeking of atmosphere for some reason. You can almost imagine hearing conversations from times long past... Seen here is engine 143 879, working the S 9546 service to Miltitzer Allee.
     
     
     

     
    I narrowly missed the bus I was planning to catch in order to return to the nearest tram line and had to wait another fifteen minutes. However, I then heard a heavy diesel motor rumbling in the station, which caught my attention and made me head back. And lo and behold - there was 29005, a Class 66 engine owned by rolling stock leasing company Beacon Rail and hired to freight operator HHPI. The engine has been given the name of "Ted Gaffney" and carries the NVR number 92 80 1 266 029-8 D-BRLL. Needless to say, this encounter rounded off the day for me, as I had never managed to snap a Shed before! B)
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