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NGT6 1315

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Blog Entries posted by NGT6 1315

  1. NGT6 1315
    Afternoon all!
     
    As connoisseurs of the Continental railway scene will long be aware of, there's much truth in the statement that even though there has been a lot of standardisation going on with the advent of "one size fits all" locomotive platforms such as the Bombardier TRAXX, Siemens Eurosprinter and its evolution called Vectron, as well as the Alstom PRIMA, there is, in fact, a lot more variety to even these highly standardised types than meets the eye. I but will concede that for part of that variety, one has to look fairly closely!
     
    That being said, before we go on with having a look at a decidedly non-standard TRAXX locomotive, I would first like to point you to "The Basics of TRAXXology" if you want to refresh your knowledge of the history and general characteristics of this product line.
     
    Even while standardised designs can cover many requirements of the modern railway scene outright, there may yet be specific customer requirements which will have to result in appropriate modifications. In my view, the Series 253 freight locomotives ordered by Spanish national operator Renfe for their logistics sector are an excellent example.
     
    In 2006, Renfe contracted Bombardier for 100 of these locomotives, which were to be a derivative of the basic TRAXX F140 DC type from the 3rd generation of Bombardier's universal product family, called TRAXX 2E. These locomotives had to be outfitted with 1,668 mm broad gauge bogies as the most obvious characteristic, but aside from this fundamental requirement, Renfe specified a number of other modifications.
     
    Not requiring the option of having their locomotives converted to diesel-electric operation, the body sides were specified to be smooth, deleting the usual three independent panels present on normal TRAXX 2E locomotives where the second of these three panels would be removed to accommodate engine room ventilation grilles on diesel-electric locomotives. Likewise, the provision for fuel tank filler tubes, otherwise present in the solebars halfway down the locomotive's length, was deleted.
     
    One other modification easily recognisable even at a cursory glance was the provision for uprated air conditioning packages. Normally located behind swing-up panels in the cab faces on regular TRAXX 2 and 2E locomotives, the devices requested by Renfe were too large to be fitted there, and were thus relocated to the cab roof panels, housed in prominent fairings.
     
    The headlights were the last item to be modified for the Spanish TRAXX 2E variant. Traditionally, Spanish motive power has been fitted with large, high intensity central headlights, which are considered so important that even today, according to Section 258, paragraph 3, any locomotive is to be considered unfit for service both in day and night conditions if this central headlight fails, provided that tunnels exceeding 300 metres in length occur on the locomotive's planned route. In this event, the locomotive may proceed to the next station where it may be taken out of circulation, under the condition that its maximum speed be reduced according to visibility and not exceed 20 kph across level crossings.
     
    Effectively, the headlight arrangement on the 253 was modified such that the central headlight was changed from a single reflector, regular intensity light to a double reflector, high intensity light, and relocated from below to atop the windscreen. Correspondingly, the high intensity reflectors normally installed on the inside of the lower headlights were deleted. However, the first couple of 253s were initially fitted with the standard lower headlights and had the customised lighting units fitted prior to entering revenue service.
     
    Finally, the 253 was configured without ETS capability as the locomotives were not intended for any kind of passenger work, and with a newly designed, fully integrated auxiliary inverter complex.
     
    The contract made by Renfe and Bombardier specified that 55 of the 100 locomotives be assembled at the Vado Ligure locomotive works in Italy, which Bombardier have assigned responsibility for DC only TRAXX locomotives. The remaining 45 locomotives were to be assembled at the Villaverde Bajo workshops in the far south of Madrid, but delivered as CKD kits from Vado Ligure.
     
    253-001 was outfitted with standard gauge bogies for initial trials, which, interestingly, were conducted at the Siemens-owned Wegberg-Wildenrath test circuit in late 2007. By May 2008, 253-001 and 002 were conducting route trials in Spain – naturally set on broad gauge bogies by that time – in order to allow for the first 253s to enter revenue service by the end of the year. Mass production had commenced in March 2008, and 253-001 through 005 were accepted by Renfe on 20 January, 2009. Those locomotives assembled in Italy were transferred on standard gauge bogies and converted to broad gauge bogies at the Spanish-French border.
     
    All Renfe 253s had been delivered by the summer of 2010. Private freight operator COMSA had also ordered a small batch of three 253s in April 2008, and took delivery of them in September 2009.
     
     
    The H0 scale model of the Series 253 locomotive in Renfe livery is marketed by Hornby under the traditional Electrotren brand. However, close inspection reveals that this is actually the ACME TRAXX model, which is also evidenced by the circuit board actually being labelled for ACME. Though I do find it remarkable that Hornby did go the extra length of having a customised body shell with the external air conditioning pods, smooth body sides and deleted fuel filler recess and double reflector upper headlight furnished. I am sure there are producers who would just take a standard TRAXX body shell and slap Renfe colours on it!
     
    At present, Electrotren marketed two different Renfe 253s, both of them in conventional DC, DCC and digital AC versions:
    253-001: E3700/E3700D/E3701
    253-004: E3698/E3698D/E3699

    Elsewhere, I mentioned that the ACME TRAXX model is finely detailed and provides a fairly delicate representation of these now-ubiquitous locomotives. But, as always, I soon found items to be addressed on my workbench.
     
    So, first of all, a general view of the model after having been modded:
     

     
    253-004 was one of the very first 253s to be accepted by Renfe, and put in service on 20 January, 2009, with works number 7983. It's worth noting that initially, the 253's livery was to have the white colour on the cab sections extend downwards right over the solebar.
     
    The current Renfe "corporate identity" livery is alternately referred to as the "Operadora" or "Pantone" livery. The "Mercancías" sector uses a slightly modified variant of that livery with the body sides in the engine room area on all locomotive types being painted grey, while locomotives used in passenger service have white body sides.
     
     
     
    Fo better understanding and illustrative purposes, I edited the following set of photos to call out the modifications I carried out on the model.
     

     
    In my first ACME TRAXX modding jobs, I had elected to completely replace the pantographs with corresponding Roco items, as ACME had chosen fairly bulky off-the-shelf pans from Sommerfeldt on their earliest production batches. By about 2010 or 2011, they began using noticeably better-looking custom parts, though the heads did remain bulky for a while longer.
     
    The Electrotren 253 is one of those models with the "intermediate" pantographs, so that only the heads really warranted replacement. This also had the bonus of my not having to modify the supporting insulators or the attachment points in any way. I did have a couple of Roco pantograph heads matching the 1,950 mm wide version in my spares stash and knew that with a very slight widening of the pivot holes in the retaining latches, they could be slid onto the ACME pan arms with ease.
     
     
     

     
    I also needed to address the cab faces in such a way that I needed to eliminate, or at least conceal, the inner reflectors on the lower headlights as these parts had not been changed for the 253 model. The transparent parts used here have small, cylindrical bores for the lighting conductors to slide into, so the conductors leading to the inner reflectors had to go first.
     
    As the rear faces of these headlight units should be painted the same colour as the cab section but – as on all ACME TRAXX locos I have had my hands on so far – were not, I tried just filling in the former inner reflectors with some white paint.
     
    I'm not entirely sure this is the best way of doing this when looking at the result, so I'd certainly welcome any suggestions as to which material I could use for filling the inner lenses in such a way as to make them essentially disappear!
     
    On earlier TRAXX models (both by ACME and Roco), I had also attempted some cab interior detailing, but found that since the transparent parts used for the windscreens usually are tinted to varying degrees, little of that detailing was actually visible. I thus decided to limit myself to my usual routine of just installing sun blinds partially pulled down (and in different positions on all four windscreen halves!), and painting the interior element with a bluish grey to suggest the colour typically found in cabs both on contemporary Bombardier and Siemens locomotives.
     
    Anyone wanting to disassemble an ACME TRAXX model and access the cab elements should be cautioned – these components contain the head and tail light LEDs and are connected to the circuit board by way of cables plugging into flat-mounted sockets atop the CB. It's easy to break off the relevant cables from the LED leads on the lighting fixtures, requiring re-soldering.
     
    To visualise:
     

     
    This photo shows one of the cab interiors prior to painting but with the lighting conductors to the former inner headlight reflectors removed. These are – incorrectly – configured to display the tail lights anyway.
     
     
    And an overview of the chassis sans body shell:
     

     
     
     

     
    One other thing ACME keep omitting is colouring the side window seals black, so that, too, was addressed. Likewise, using some prototype photos from my archive as references, I coloured the most prominent bits of bogie cabling, though one could argue that after extended use, these colours are no longer visible due to dirt.
     
    For TRAXX locomotives configured for Germany and Switzerland, the parts bag would contain the PZB (Indusi) and Integra-Signum transceivers respectively. As I mentioned in earlier blog posts, attaching these borders on being a nightmare as there is very little area for glue to adhere to.
     
    If you have the tools, I would definitely recommend drilling very fine holes into the retaining arms and the bottom of the bogie frame in the proper locations and furnish retaining pins from suitably thin wire for a stronger hold – because I'd fear for these transceivers to fall off during operation sooner or later.
     
     
     

     
    The braking weights are called out near Cab 2 on the loco's left side and near Cab 1 on the right-hand side:
     
    R 132 tonnes
    P 92 tonnes
    G 75 tonnes
     
    yielding a braking force of 152, 106 and 86% respectively.
     
     
     
     

     
    There was one more item to be addressed on the rooftops. –
     
    While the newer ACME pantographs are suitably fine scale items, they are inappropriately painted aluminium, though on TRAXX locomotives, both Stemmann and Schunk pantographs are commonly painted dark grey. Prior to fitting the Roco heads, I therefore took off the pantographs entirely and airbrushed them with RAL 7012 "Basalt Grey."
     
     
    And as (almost) always, I should like to finish this entry with a few video links showing Series 253 locomotives. Thanks for reading!
     

     
     

     
     

     
     

  2. NGT6 1315

    The Return to VH2

    By NGT6 1315,

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

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

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

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

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

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

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

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

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

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

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

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

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


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


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

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

     
    The cab, I think, also very much reeks of typical, straightforward 1990s design. Note that as on the NGT12, the controller handle doubles as the primary deadman switch, and needs to be rotated 90 degrees clockwise. The pedal in the footwell is not a deadman pedal but the secondary bell trigger. The screen on the left of the control panel is the diagnostic terminal, while the ITCS terminal is set in the right hand part of the panel.
     
     
     
    Thanks for reading!
  4. NGT6 1315
    Morning all, just…
     
    I think a while ago, I promised to provide a bit of an illustration of how the onboard ITCS terminals on our trams work, intended to allow a bit of insight into the workings of public transport today. There are, of course, numerous different types of ITCS equipment available, though their functional principles are, largely, identical, I suppose.
     
    Covering a bit of terminology first, I'd like to begin by outlining that in German, the traditional term for that which in English is now called ITCS – Intermodal Transport Control System – has long been "RBL", written out as "Rechnergestütztes Betriebsleitsystem" and appropriately translated as "Computerised Operational Direction System." While technical documents issued by the German Association of Public Transport Operators ("Verband Deutscher Verkehrsunternehmen", VDV) have largely adopted the English term ITCS since about 2005, RBL will, of course, still be understood to refer fundamentally to the same thing. I am also aware of the English designations of Computer-Aided Dispatch and Automatic Vehicle Location (CAD/AVL) and Automatic Vehicle Location System (AVLS), which also describe key elements of this suite of applications.
     
    Whichever of these designations one may prefer use, ITCS is, basically, a unified suite of operational information and communication, operational direction and multi-channel passenger information systems.
     
    For exchange of information and communications, ITCS installations – which in detail may be tailored to the specific requirements of any given transport network – will utilise either analogue radio transmission or, for newer implementations, Terrestrial Trunked Radio or GSM. Communication includes direct voice communication between Control and individual drivers, as well as data transmission such as vehicle position data or datagrams for text-based instructions. Such communications can also be directed to specific lines or bundles of lines for general information of interest to the relevant staff members, as in the event of disruptions in a specific location and affecting only certain lines.
     
    Vehicle location and travel time prediction is usually achieved through fixed lineside infrared beacons and corresponding onboard transceivers, now frequently augmented by GPS locating devices. This real-time information is then generally compared with stored routing and timetabling information for each individual line. Depending on how the centralised processing systems are configured, these can then automatically instruct drivers to wait for connecting services, and/or allow control operators to make such decisions as required. Such operational instructions can, again, be provided either by voice communication or by text messages which would be displayed on the onboard terminals.
     
    As I believe I mentioned elsewhere, it's also worth mentioning that in Germany at least, tram systems are normally configured such that points are set by data transmission from each individual car to the point control units, and that centralised route setting, as would be present on railways or "Stadtbahn" (light rail) and genuine underground systems, in turn, does not exist.
    For point control, some tram operators prefer to provide manual setting only, meaning that drivers must set each point by pressing one of either two or three buttons provided on the cab desk as they approach. If memory serves, Basel, Darmstadt, Dresden and Munich are examples for cities where only manual point setting is available.
     
    Other cities, such as Leipzig and Frankfurt, provide automatic point setting, though point control buttons are still provided for backup and for use in the event of diversions and for departmental services. For automatic point setting, the onboard transponder is tied into the ITCS terminal to provide the point control units with information as to which way each relevant point along the service's path must be set for it to be directed to its destination.
     
    This year, LVB have upgraded their ITCS suite, which for full capabilities to be exploited also required our trams and buses to be outfitted with new onboard terminals. In Leipzig, Swiss transport information system producer Trapeze was chosen to provide these terminals, with trams having been fitted with the Intelligent Touch Terminal sets and buses being fitted with the ticontrol.500 combined ITCS terminals and ticket printers. Buses are still being refitted at this time, while the tram refit was concluded by the end of this summer. The ITT and ticontrol sets are both controlled through a touch screen for menu navigation and data entry, rather like smartphones and tablet computers.
     

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


     

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

     



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

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

     



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



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

    Well, I hope I could outline another aspect of the technical means relevant to my work, and perhaps improve understanding how modern public transport works.
  5. NGT6 1315
    Afternoon all!
     
    Following up to my earlier portrait of our NGT6 "Leoliner" trams by HeiterBlick, I would like to continue this series of showcases with a few paragraphs about our NGT12 trams, which at present are the largest steeds in our stable, if you will.
     
    To provide up-to-date and accessible rolling stock on those lines characterised by particularly high ridership numbers and earmarked for gradual upgrade to light rail equivalent standard with large proportions of grade-separated track, LVB contracted Bombardier in 2003 to develop a five-segment articulated tram based on the Flexity Classic design, taking advantage of the near-parallel development of the NGTD12DD trams for Dresden's DVB. The NGT12-LEI was procured in three batches, two of twelve and one of nine, in 2003, 2005 and 2011 respectively.
     
    These cars are used for all regular turns on Lines 11 and 16 and the majority of those on Line 15, with a few turns on Lines 3 and 7 also being booked with them at this time. Lines 11, 15 and 16 are, in fact, those upgraded to quasi-light rail standard for all or at least much of their length. Due to their high passenger capacity, NGT12 trams can also be seen on Line 4 during football matches or other events taking place in the Leipzig Stadium, now officially called Red Bull Arena.
     
     
     

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

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

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

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

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

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

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

     
     
     
     

     
    A look through the passenger space…
     
     

     
    …and one of the two onboard ticket machines.
     
     

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

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

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

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

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

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

     
    A look at the rear view mirror…
     
     
     

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

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

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

     
    Effect view of Bogie #1.
     
     
    Technically, the NGT12 is configured with five articulated body segments, of which #2 and #4 are designed as "floating" segments carried by the adjacent segments #1, #3 and #5. The latter three are also configured with two bogies each, with segments #1 and #5 comprising the motor bogies with conventional wheelsets, and #3 the trailer bogies with independent wheels. Cab and passenger space have separate air conditioning circuits. Passenger capacity on these cars is for 104 seated and 160 standing at 4 persons per square metre. The A/C and Drive Control Unit pods are set atop the roof.
     
    Propulsion is provided by two Drive Control Units, supplying each pair of motor bogies, and two 85 kW asynchronous AC motors per bogie working through two-stage reduction gears. The holding brake works with electrohydraulic actuation and is provided in each motor bogie, with one pair of magnetic track brakes being provided in all bogies.
     
     
    The main characteristics:
     
    Overall length – 45.09 m
    Overall width – 2.30 m
    Overall height – 3.56 m
     
    Configuration – Bo'Bo'2'2'Bo'Bo'
    Wheel diameter – 600 mm
    Wheelbase (all bogies) – 1.80 m
     
    Minimum curve radius – 18 m
     
    Empty service weight – 59.2 tonnes
    Maximum service weight – 78.6 tonnes
     
    Power output – 680 kW/912 hp
    Design maximum speed – 70 kph (operational limit for all our types is 50 kph)
     
     
    My personal impression of the NGT12 is that in spite of its considerable size and weight, these cars are very easy and carefree to handle, reducing fatigue and stress for the driver. They are also surprisingly agile considering their size and weight, and quite safe even in poor adhesion conditions. Their performance in an emergency stop is particularly impressive, with my estimate from our instruction being that they can stop roughly within their own length even from 50 kph. This tremendous braking force which is applied in emergency stops is why – on all our tram types – we must inquire as to possible injuries among passengers if we needed to pull an emergency stop in revenue traffic. They are, however, a bit top-heavy due to the considerable weight of the A/C pods and their cooling liquid in particular, and may thus commence oscillations more quickly on less well aligned track.
     
    All in all, I personally tend to view them as the "Stretch Limos" in our inventory, as they're undoubtedly comfortable even during longer shifts. I haven't had any major malfunctions with them myself and I keep hearing they're highly reliable in general, with Bombardier also still going great lengths to providing optimal technical support even years after procurement.
     
     
    Thank you for reading!
  6. NGT6 1315
    Morning all (just)!
     
    Aside from matters of infrastructure and practical application of operating regulations, I should also like to provide outlines of our rolling stock inventory, amended by personal impressions from actual driving. This is what I'd like to start doing in today's posting, commencing with what as of now is – though only by a narrow margin over the NGT12 – my favourite type from our inventory!
     
    Approximately fifteen years ago, LVB were evaluating options for renewing the company's tram stock within a minimum time span while at the same time keeping procurement expenses low, which at the time did not appear feasible if trams from larger producers such as Siemens or Bombardier were to be obtained. Furthermore, one key consideration was that local development and assembly skills should be exploited to as large an extent as possible to that end.
     
    One suggestion which initially appeared to hold a lot of promise was to heavily refurbish a significant numbers of Tatra T4D and B4D cars which had not yet been treated such. This would have offered the option of continuing to use the original bogies – already adapted to our unique gauge of 1,458 mm (4 ft 9 19/32 in) – with massively modified bodywork set atop. As proof of concept, one demonstrator was rebuilt from non-modernised T4D car 1808. This car, which was renumbered various times, was referred to as NFTW4 and initially utilised as a departmental service car, designated 5050. In 2009, it was further modified to also serve as a rail grinder car, now designated 5092. In that role, it can be used in a back-to-back formation with our second rail grinder and OHLE inspection car, 5091, which has retained the original T4D body with a few modifications such as a glazed rooftop dome.
     
    Eventually, it was concluded that a mere refurbishment of existing T4Ds would not yield the kind of tram needed for traffic requirements such as they had developed by that time, as a result of which LVB subsidiary Leipziger Fahrzeugbau were contracted for a more extensive project with the goal of developing and building a six-axle articulated tram with a mixed configuration of low and high floor passenger areas. Less than one year later, two prototypes were rolled out, designated 1301 and 1302, and commenced testing in December 2003.
     

     

     

     

     

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

     
    1306 "Lindenau" on Turn 1442 at Plagwitz Station
     
     

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

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

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

     

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

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

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

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

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

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

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

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

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

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

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

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

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

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

     
     
    This board, designated W 14, indicates that the point thus signed is powered and may not be split from the trailing end, so that if for any reason you need to reverse through this point, you must, if necessary, manually reset it prior to passing it. Obviously, the W 14 plate is only visible as such from the rear end of the car.
     
     
    I think this will be it for the moment, but do ask if you have any questions!
  8. NGT6 1315
    A'noon all!
     
    A while ago, I concluded that the motive power inventory for this Spanish-themed scenario should comprise at least another pair of Series 269 locomotives, including the option of running them in multiple as is, in fact, increasingly common for the fleet of 269s currently operated by Renfe's Mercancías sector. Having outlined the background and specifications for this class earlier, I should like to refer you to this blog posting for these details, as this will really just be a "showcase" entry.
     
    The pair of 269s I was aiming for was to consist of two examples of the 269.2 subtype, which as delivered was outfitted with switchable gear ratios for maximum speeds of 100 kph in freight service, and 160 kph for passenger service.
     
    The first of those two models I managed to put my thumbs on was marketed as a special edition under the Altaya brand for Spanish hobby publisher Planeta DeAgostini, depicting 269-230 in the present "Operadora" livery with dark grey body sides and "Mercancías" lettering. While not actually marketed under this reference, Electrotren seem to have booked it as #2631.
     
    For the second model, I intended to obtain Electrotren #2621, depicting 269-239 in the same livery. For some reason, I but ended up with a second example of 269-230, possibly as a result of errant packaging. This did cause me a bit of head-scratching as to what to do, but I eventually decided just re-lettering the second loco with custom wet transfers might be the most logical choice. I intend to turn the second 269 into 269-267, thus also putting some numerical spacing between the two locos!
     
    I understand the real 269-230 has since been rebuilt and renumbered as 269-972, while 269-267 had, for a time, running in tandem first with 269-287 and then with 269-278. But, "it's my railway" shall apply here!
     
    I would intend to run these locomotives both singly and as a pair as required, and quickly resolved to represent them with different levels of weathering – perhaps suggesting that one of the two would have emerged from a full revision with paint renewal just two or three months ago and not have had the time for collecting very much new dirt.
     
    As such, the first couple of photos – which I think do not require much new explanation – show 269-230 mint and out of the box:
     
     

     
     
     

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

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

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

     
     

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

     
    This locomotive shall be the one to be turned into 269-267 eventually, and will remain more lightly weathered.
     
    My most frequently used weathering technique is using oil paints – usually black, ochre and burnt umber – mixed and diluted with turpentine as required, and then daubing the model in question to various extents using a wide, soft artist's brush. After allowing this layer to partially dry, I wipe off any paint I determine to be excess using the same kind of brush, dipped in pure turpentine.
     
    For equalising dirt distribution further, I then use cosmetic sponges, which are available in different shapes and sizes. Of these shapes, I found those shaped like a rhomboid or a slice of cake work best as they comprise straight corners with which to operate!
     
    I frequently combine this daubing-and-wiping technique with MIG pigment powders, mixed as required and preferably dusted on while the oils are still partially wet to improve resilience to handling.
     
    For imitating aerodynamically determined dirt flow patterns, I have resorted to first putting spots of dirt washes in the proper places, applying some pure turpentine around these spots, and then using my airbrush – obviously without paint jar attached – for "blowing" the dirt into likely patterns based on observation of distribution patterns on the real vehicles.
     
    I think I should also tone down the wheel faces a bit as these areas would not be bare, shiny metal on real locomotives. I'll need to investigate which kind of paint will best adhere to bare metal, and which tone I might need to mix.
     
    I would, of course, welcome any suggestions, especially for the wheelsets!
  9. NGT6 1315
    Evening all!
     
    On Monday, I finally was able to submit to my long-prepared plan for tweaking the Renfe Series 252 electric which I originally presented in this thread.
     
     
    To refresh your memory: This is what I started with – 252-049 with the "Grandes Líneas" livery, which railfans sometimes refer to as the "Danone" livery, and billboard "Arco" lettering on the body sides...
     

     
     
    …and this should highlight those items I am planning to address:
     

     

     
     
     
    But, in fact, I already deviated from that plan slightly!
     
    Having checked the remains of a cannibalised Roco Schunk WBL85 pan from my scrapbox for possibilities of fitting, I noticed that Roco's pan represents a slightly different version with one straight control arm – the part connecting the front of the base frame to the upper arm ahead of the knuckle joint – in lieu of the Y-shaped control arm as utilised on the variant chosen by Renfe.
     
    So, I remembered the pantographs being provided on the various Bombardier TRAXX models by Italian producer ACME having become much more prototypical over the years the company has been active – and that ACME do, in fact, carry the correct Schunk pantograph variant.
     
    They do, however, not carry a version readily outfitted with the head used in Spain. Yet, I decided I could modify the Polish version easily enough to resemble the Spanish pan head...
     
     

     
    …so I ordered a set of Polish Schunk WBL pans from them.
     
     
     

     
    You can see that out of the box, the Polish pan heads have downward-curved guide horns which makes them easily recognisable. However, the Spanish Schunk pans have straight, downward-angled guide horns, as evidenced by, for example, this photo:
     
     
    Estrella 252-023 Renfe by Juanjo Rodríguez, auf Flickr
     
     
    And for comparison, a closer look at the factory-fitted pans, which not only are devoid of any recognisable prototype but quite clunky as well:
     

     

     
    Pretty much all further modding work on this model is better carried out with the body shell removed. You can tell that the Mehano 252 really is a fairly simple model out of the box.
     
    Most recently, I found myself considering fitting the loco with coupler extension mechanisms in lieu of the simplistic "drawbar" style coupler pockets attached to the outer ends of the bogies. To that end, I can tell I'd have to furnish an attachment base plate of some description. These would have to be glued in place on the outer ends of the chassis, below the outriggers holding the headlight PCBs in place. I do think this should be doable...
     
     
     

     
    The rooftop element actually is an insert held in this recess by three screws, and must be unfastened in order to remove the pantographs.
     
     

     
    I had already realised that I would have to relocate the lateral attachment arms on the pantographs' base frames a bit to match the supporting insulators, which are arranged in a triangle with the centre apex pointing towards the loco's centre. The rear end of said frames would, as I decided, go directly on top of the inner insulator.
     
    I determined that the lateral attachments would have to be shifted towards the cabs by 7 mm. Now, another reason why I chose ACME pans paid off: The base frames are actually made of plastic, so the attachment arms could be removed with a razor saw easily enough, and glued back on with CA. Any possible gaps would be filled by the glue itself, and sufficiently concealed by a bit of aluminium paint.
     
    I then drilled small holes in the top sides of the lateral supporting insulators, widening them further by way of wiggling the drill bit slightly and the tip of a scalpel.
     
    I had noticed it would be easier to first glue the lateral attachment arms to the insulators and only then basically "insert" the pan for fine adjustment. Only after that did I glue the pan to the attachment arms, relying on capillary action for the CA to seep in.

     
    I don't claim to have been able to adjust the pans with micro-millimetre accuracy which I guess will barely be possible in any case, but I think good enough is good enough.
     
     
    So, that would, basically, have been the first bits of modding I carried out on this model. Further additions are likely to follow in a while, so do stay tuned for follow-up postings!
  10. NGT6 1315
    Afternoon all!
     
    Our subject today will be another of those locomotives which Renfe obtained from Japan, at a time when Spain as a whole was still faced with varying levels of political reservations due to the authoritarian Franco regime.
     
    First procured in 1973 and indeed produced until 1985, well after democratic rule had been restored to the country, the Series 269 electric locomotives have been one of the most versatile types to have been procured by Renfe, and put to use for various types of passenger and freight services alike. Unlike the Series 289 from which it was developed and of which forty examples had been procured from 1969 till 1972, the 269s were, however, assembled entirely in Spain, while the first two 289s had been built in Japan proper.
     
    In total, 265 of these locomotives were built. The following photo shows 269-851 in the appearance typical for many 269s today:
     
    Mercancías 269-851 Renfe by The Reeler, on Flickr
     
    Note this also being one of those 269s refitted with cab air conditioning, as evidenced by the pod just behind the upper headlight.
     
    As delivered, the 269s were grouped into four different subtypes, designated as follows:
     
    269.0 – Mixed traffic variant, with power regulation through resistors and DC powered auxiliary system, and switchable bogie transmission ratios for 140 kph and 80 kph. 108 built from 1973 till 1978.
     
    269.2 – Mixed traffic variant optimised for faster operating speeds of 160 kph and 100 kph through switchable transmission ratios. Power regulation resistors, auxiliary systems partially three phase AC and DC powered. 131 built from 1980 till 1985.
     
    269.5 – Mixed traffic variant with switchable transmission ratios for 160 kph and 90 kph. Power regulation resistors, DC auxiliary systems from 1974 till 1979.
     
    269.6 – Testbeds for power regulation by thyristor choppers to be used in the Series 251 locomotives procured from 1982 till 1984. Mixed three phase AC and DC auxiliary systems. Built in 1981 and 1982.
     
    On 24 April 1991, 269-601 set a new national speed record of 241.6 kph. However, no additional Series 269.6 locomotives were ever procured on top of the four original examples. Of these four, 269-604 stood out in particular because it was rebuilt with a unique, aerodynamic body, which refit originally was planned to be applied to the other three 269.6s as well. Nicknamed „Gato Montés“ (Wildcat), this locomotive was put in preservation by the Madrid Railway Enthusiasts Association (Asociación de Amigos del Ferrocarril de Madrid, AAFM) and remains in working condition.
     
    RENFE 269-604 AAFM OLSWANG LAS INFANTAS by Londeras, on Flickr
     
     
    Due to later refurbishments, other subtypes were created, with numerous individual locomotives indeed changing from one type to another several times during their careers and this process actually appearing to be ongoing. As of 2015, the following subtypes exist, with allocations still being subject to change:
     
    269.350 – Six permanently coupled tandem locomotives formed by ex-269.2 and 269.9 locomotives. Single gear ratio for 100 kph, allocated to general freight services. Formations began in March 2008.
     
    269.4 – 20 ex-269.2 locomotives geared for 160 kph, allocated to passenger service. Refurbishment began approximately September 1995.
     
    269.5 – 21 locomotives which remained largely unrefurbished, but some regrouped "down" into Series 269.0. Mostly inactive or withdrawn at present.
     
    269.7 – Originally, 18 locomotives geared for 120 kph in 1999 and 2000 and allocated to intermodal freight services, created from 269.2. Grouped into permanent pairs designated as subtype 269.750 from March 2002 till spring 2005, then split. Reformed as tandem locomotives in 2009.
     
    269.850 – Seven tandem locomotives formed of 269.8 locomotives, which in turn had been rebuilt from 269.0s between 2000 and 2002. Single gear ratio for 100 kph, allocated to general freight service.
     
    269.950 – 21 locomotives originally rebuilt from 269.2, single gear ratio for 100 kph. Allocated to general freight service. Remaining locomotives were formed into semi-permanent pairs in autumn 2014.
     
     
    Technical description
     
    As a design evolved from the 289 which predated it by just a few years, the 269’s design is fundamentally derived from contemporary Japanese electric locomotives of the period such as the JNR classes EF81 or ED75, to which they are most similar externally. The Spanish derivatives could, of course, be built to match the larger European loading gauge, and are broader in particular. Their general appearance is characterised mainly by the rectangular body with clean, sharp lines, and the narrow, horizontally stretched windscreens which are the most obvious visual cue taken from their Japanese sisters.
     
    With an all-welded body and running frame mainly made of steel, the body sides comprise four ventilation grilles and three engine room windows. The cabs occupy the spaces above the outermost wheelsets, and, as is common on Spanish motive power, configured with control desks on the right side. The 269’s cabs are also equipped with wheel power controllers. Numerous 269s retained in service till this day were outfitted with cab air conditioning devices, and as part of their refurbishments also received general cab instrument upgrades, so that various configurations exist for the cabs as of present.
     
    Cabina reformada 269.287 by fiskia, on Flickr
     
    It is also worth noting that while the 269s were – like the preceding Series 289, originally known as Series 8900 prior to the introduction of computerised running numbers – built with wraparound windscreens reaching into the pillars between the windscreens and cab side windows, they were later rebuilt with non-wraparound windscreens made of armoured glass for greater safety against impacting objects.
    The cab faces are further characterised by the large central headlight, set atop and in the middle of the split windscreens, and four lower marker and tail lights. As on many other post-war Renfe locomotives, the central high intensity light was a single lens light originally, but replaced by an even more powerful double lens light later. The cab faces also comprise the socket and jumper cable for MU control, both prominently located between the lower headlights and windscreens. Generally, the 269s are capable of forming triple MU formations, with the exception of the now-retired 269.6s which allowed only pairs.
     
    The four-wheel bogies are fundamentally identical to those used on the Series 251 locomotives, and are, in fact, designed to be interchangeable with those of the latter if required. Utilising traction bars which, in an unusual arrangement, are offset diagonally and connect to the lower corners of the bogie frames on one end and to four discrete attachment consoles on the running frame for force transmission, helical springs are provided for primary and secondary suspension. With no other bearings of any kind being provided, the prominent secondary suspension spring packages allow the bogies to rotate while carrying the totality of the body weight. In addition, there is one pair of hydraulic vertical and rotational motion dampers per bogie, and sanding units facing the wheelsets located in each of the four corners of each bogie.
     
    Likewise mirroring the principle implemented on the 289 and 251, the bogies were designed with distribution gears with two switchable transmission ratios and one large traction motor, technically configured as two demi-motors with one shaft for both rotors. The gear change capability, which could only be operated while the locomotive was not in motion, was but disabled as part of the refurbishments as per the outline in the previous section, which generally saw the various batches of 269s specialised for either passenger or freight traffic and outfitted with single ratio gears matching their intended purpose.
    Brakes are provided with two-sided brake tread pads acting on all wheels. On the 269.4s, the mechanical handbrakes were replaced with spring-loaded pneumatic holding brakes.
     
    As indicated in the subtype listing, the 269s were, generally, configured with resistor-based power regulation, with auxiliary systems – mainly comprising equipment ventilation, air brake compressors and, originally, vacuum brake pumps – being powered either by direct current or by three phase AC, depending on individual subtypes. The 269.4s in particular were outfitted with semiconductor-based static inverters for auxiliary power supply.
     
    With the locomotives also having been outfitted with rheostatic brakes which are blended with the air brake, the rooftop equipment on the 269 comprises the semi-cylindrical rheostat fairings with sideward-facing exhausts towards Cab 1, a centrally located rectangular fairing for further traction control equipment, and a pair of Faiveley AM series single arm pantographs. As on the 289, these were initially fitted with the knee joints facing outwards, but later rotated to face inwards which had been found to allow for more balanced exertion of vertical pressure to the overhead wire.
     
    There has been a variety of liveries to have been applied to the 269s during their careers which in the case of the oldest locomotives are now approaching 40 years of service. Originally, the class was painted dark green with yellow trim and lettering, and black chassis.
    The 269.2s were initially delivered in a somewhat unusual livery called the "Mazinger“ scheme, based on a zigzagged pattern of dark blue and yellow, which was said to have been inspired by a Japanese animated comic series titled "Mazinger Z.“ This livery was also applied to the 269.6 subtype originally, and has been retained on 269.601, which, like 269.604 with its streamlined body, has been kept in preservation.
    Also introduced in the 1980s and looking very typical of the era indeed, numerous 269s also received the "Estrella“ livery which was a reference to an upgraded category of express services to have been introduced in 1984, utilising then-new Series 10000 coaching stock. This livery consisted of cream white, caramel and brown, with grey chassis.
    Another 1980s era livery was known as "Mil Rayas“ ("Thousand Lines“), which did, indeed, comprise a pattern of dark blue and yellow horizontally and diagonally arranged stripes, with dark grey chassis.
    The 1990s saw the introduction of the "Taxi" livery of yellow and dark grey which eventually turned out to be the most frequently used scheme, as well as the "Grandes Líneas“ (roughly, "Long Distance“) livery – sometimes nicknamed the "Danone" livery – of white, light grey chassis, roof and windscreen "mask“, and blue solebar; and the similar-looking „Talgo 200“ livery of white, darker grey for the chassis, roof and windscreen mask, and a blue and yellow solebar trim stripe.
    In the first decade of the 21st century, the class then began appearing in the "Operadora“ livery, which for the 269 exists in two variants – with dark grey body sides for freight locomotives, and white body sides with full length purple trim stripe for those allocated to passenger service. These liveries are also nicknamed the "Pantone" livery due to it using colours from this range.
     
    At present, two 269s are in preservation – interestingly, both from the "testbed" subtype 269.6 with chopper controls. As mentioned further up, 269-604 is under ownership by the Madrid Railway Enthusiasts Association, while 269-601 – one of the three 269.6s with conventional body – is owned by the Galician Railway Museum in Monforte de Lemos.
     
    In addition, four ex-269.9s and a number of Series 10000 coaches were sold to Chile to be operated on Santiago de Chile–Temuco and Santiago de Chile–Chillán "TerraSur" express services by state railway company EFE, alongside ex-Renfe Series 444 EMUs also sold to Chile earlier.
     
    It is also worth noting that a significant number of the 269s remaining in Spain proper have been formed into de-facto tandem locomotives. This mirrors the concept originally pursued for a total of eighteen Series 289 locomotives, which had likewise been permanently paired. These locomotives, designated as Series 289.100 after pairing, had been modified extensively, with the facing cabs having been physically removed and replaced with a gangway and the remaining interior installations having been rearranged to yield more space in the remaining cabs. However, Renfe later determined that while the idea of forming permanent pairs had merit, such extensive rebuilds as those performed for the 289.100s should no longer be pursued due to being too costly.
    The permanent pairs of 269s therefore technically retained the facing cabs, though on several of the paired locomotives, they are no longer usable due to removal of instruments and other components for obtaining spares.
     
     
    Specifications
     
    Length, width and height – 17.27 m, 3.13 and 4.28 m
    Service weight – 88 tonnes
     
    Configuration – B'B'
     
    Power output – 3,100 kW
    Maximum speed – 100, 120 or 160 kph at present depending on subtype
     
    The model which we will be looking at today is, again, an Electrotren product, which was first released in 1999. That first release was followed up with various others in the following years, so far covering the 269.0, 269.2, 269.3, 269.4, 269.5, 269.6, 269.7, 269.9 and 269.950 subtypes. Electrotren also marketed a model of 269-604 with its streamlined body.
     
     
     

     
    The model at hand was marketed as a limited edition which was released in December 2012 with reference 2636. It represents 269-708, one of those locomotives optimised for intermodal freight operations and geared for a maximum speed of 120 kph. Like several other 269s, the locomotive was given a kind of "hybrid" livery, combining the yellow and dark grey "Taxi" colours with a horizontal, purple trim stripe, taken from the "Operadora" livery, on the cab sides. Also, the current company lettering in the present typeface was applied. This hybrid livery is also referred to by the nickname "Taxitone."
     
    Originally registered as 269-302, the locomotive was built and delivered by Macosa in 1984 with works number 732. At present, it is actually paired with former 269-707 in 2009, forming the tandem pair known as 269-754. Former 269-707 had been repainted in "Operadora" colours previously, so the tandem pair is, in fact, quite colourful!
     
    For the moment, I could run the locomotive only singly, but I’d claim that as artistic licence. Given the still-wide spread of 269s in freight service in particular, 269-708 but may well receive the company of another 269 yet.
     
     
     

     
    The 269 model is compact enough to easily fit into one broadside photo. To better understand the unusual traction bar arrangement on this class, turn your attention to the attachment consoles below the solebar on either end of the underslung equipment containers. The opposing traction bar attachment consoles are located below the bufferbeams on – viewed from Cab 1 – the locomotive's right hand side.
     
    As this photo also proves, the model is painted and lettered cleanly and crisply. I may yet try readjusting the cab door grab rails, though!
     
    The lettering on the solebar mainly comprises the braking data in the field left of the running number:
     
    CH-GPR – Charmilles brake controller valve with settings G, P and R
     
    Braking weights: G 49 tonnes, P 77 tonnes, R 97 tonnes.
     
    No mention is made of the dynamic brake which is disregarded for braking force calculations.
     
    In the box towards Cab 2, the locomotive's weight is indicated as being 88 tonnes and the handbrake weight as 25 tonnes.
     
     
     

     
    As mentioned before, the head-on perspective is where the 269's Japanese heritage is most readily visible. Note the arrangement of four lower lamps (with retainers for plug-on signal tables in case of lighting failure) and the large high intensity light atop the windscreens. Also note the traction bar attachment console below the driver's side buffer.
     
     
     
     

     
    The rooftop is relatively "tidy" with only the pair of pantographs and associated actuators and the busbar being readily visible. Note that the busbar is split into two unconnected sections with separate pass-throughs, each associated with one of the pantographs.
     
     
    And for a closing note, a few Youtube videos with Series 269 locomotives. Thank you for reading!
     

     
     

     
     

  11. NGT6 1315
    Morning again!
     
    Aside from the assortment of infrastructure photos in my earlier blog entry, I also took these on my photo round yesterday...
     
     

     
    In the Friday afternoon peak hour rush, 1348 "Hänichen" and company roll across the Goerdelerring intersection on a Line 4 turn for Stötteritz...
     
     

     
    ?…immediately followed by 1210 "Dortmund" on Line 15.
     
     

     
    The next signal cycle from the Ring Road allowed 2128, 2146 and trailer 904 on Line 1 to emerge from Goerdelerring, which actually is how the section of the Ring Road from this intersection to that with Käthe-Kollwitz-Straße and Dittrichring is called.
     
     
     

     
    1310 "Volkmarsdorf" headed one of the "out of city" turns to Taucha on Line 3...
     
     
     

     
    ?…while 1337 "Knauthain" was on a driver training turn. Note how an additional sign is laid out on the forward plane of the instrument panel for those not willing or able to comprehend that driver training turns won't take on any passengers.
     
    On trams booked for driver training turns, a similar sign is commonly put behind the rear window with an additional cautionary notice to following automobiles and trams that emergency brake practice can occur at any moment, so as to hopefully ensure impatient motorists in particular keep proper distance.
     
     
     

     
    Originating as a Line 12 turn at the Gohlis-Nord loop, this turn, operated by 1135 "Theodor Körner", has just been re-signed as a Line 4E turn as Line 12 turns, normally terminating at Johannisplatz east of the city centre, change lines during the morning and afternoon periods Monday through Friday.
     
    Between 6 am and 9 am, the line extends along Prager Straße to Technisches Rathaus, returning to Johannisplatz via Riebeckstraße and Dresdner Straße signed as Line 4E. From 2 pm till 8.30 pm, cars change to Line 4E just prior to Goerdelerring, returning via Riebeckstraße/Stötteritzer Straße and changing back to Line 12 at Technisches Rathaus.
     
     
     

     
    Working a Line 3E turn to Sommerfeld, this Tatra Großzug headed by 2152 comprises one of the rare B4D-NF trailers which were rebuilt from standard B4D trailers, with a low floor section having been provided between the bogies. Originally, these trailers had been rebuilt with the idea of providing bicycle space in mind.
     
     
     

     
    Having changed location to the Roßplatz intersection, I was surprised by this Leoliner pair headed by 1334 "Engelsdorf" on a Line 16 turn.
     
     
     

     
    Also working Line 16, 1202 "Birmingham" with full advertisement for gas utility company VNG turned right out of Grünewaldstraße.
     
     
     

     
    Coming up from Markkleeberg, 1110 "Franz Dominic Grassi" turns left for Wilhelm-Leuschner-Platz...
     
     
     

     
    …and 2137 approaches on a Line 11E turn for the Klemmstraße loop near Connewitz Station.
  12. NGT6 1315

    The Day of Detours

    By NGT6 1315,

    Afternoon all!
     
    Came up with a suitably catchy headline only in the middle of writing the below travelogue, so since I initially posted it on ERs, I should now like to regale the rest of the RMweb community with an interest in trams as well!
     
    First leg of my round this morning was to the terminus of Line 1 at Lausen, travelling through tue boroughs of Schleußig, along the border of Plagwitz and Kleinzschocher, and through the "Plattenbau" parts of Grünau.
     
     

     
    On weekdays, every second turn of Line 1 goes to the Volbedingstraße loop in the Schönefeld borough, signed as Line 1E, while the rest proceed to Mockau as Line 1. As the Mockau branch is also served by Line 9 to and from Thekla, interval frequency is still sufficient on that section. Here, 2101 and company are ready for the next up turn to Mockau.
     
     

     
    The Lausen loop also serves as a stabling point for tram and PW stock, and thus is fenced in and under CCTV surveillance.
     
     

     
    My ride for the next leg would be 2140 and company on a Line 1E turn to Schönefeld.
     
     
    Along the way, I hopped off and had a look at the major construction site across the railway line south of Plagwitz Station. I understand the Antonien Bridges had to be demolished and are to be rebuilt, so the tram tracks had to be provisionally relaid across the temporary bridge, yielding a rather serpentine path!
     
     

     
     

     
    Halfway across the temporary bridge, the line merges down to one track on the western approach. Note the catenary-mounted signals and associated route request switches which tell the automated routing system to prioritise any tram travelling west and not allow any trams going the opposite way into the single-track section.
     
    Generally, route setting on German tram systems is provided by induction-based transmission with onboard and ground transceiver units, the latter most commonly being located inside the running rails. Each car (or formation) is assigned a specific turn number similar in function to a train reporting number, which is transmitted any time the car passes a set of route setting transceivers. Each turn number is assigned a specific route, so that all points are set automatically to direct the car to its destination. It is, of course, possible to override the default route when detours are necessary. Common alternate routes are usually provided, and in addition, drivers may also use a set of route setting buttons provided on the instrument panel. Finally, points can usually be reset manually using a lever carried in the cab of each car if the electronic systems should fail.
     
     

     
    The project information board, which in cases of public engineering projects are, to my knowledge, mandated by law.
     
     

     
    Looking towards Plagwitz Station…
     
     
     

     
    …and south.
     
     
     
     

     
    Doesn't qualify as a real portrait, I know, but I liked the view of this Line 1 service headed by 2108 snaking its way through the maze.
     
     
     

     
    Telephoto capture of 1142 "Ulrich von Hutten" on Line 2 to Naunhofer Straße. For the duration of this construction project, Line 2 operates on a 20-minute minimum interval to relieve route congestion.
     
     
     

     
    Another reason for the extended minimum interval is that public engineering works are also in progress on Könneritzstraße, requiring an extended single track section as the water piping is renewed.
     
     
     

     
    2111 and company creep through the single track section…
     
     
     

     
     
    …as is 1119 "Kaiser Friedrich III." which is, technically, in wrong line operation.
     
     
     
    But the Day of Detours did not end just yet. Due to an abandoned building in imminent danger of collapse along Georg-Schumann-Straße, Line 10 was rerouted to the Line 4 terminus at Landsberger Straße in Gohlis, and Line 11 proceeded as Line 16 to the Trade Fair Centre,
     
     
     

     
    1154 "August Bebel" is seen here on a rerouted Line 10 turn, calling at Coppiplatz (near which, I should add, we actually reside).
     
     
     

     
    1124 "Marianne von Ziegler" rolls through the Landsberger Straße loop, which every few minutes was filling up with Line 4 and Line 10 cars…
     
     
     
     

     
    …and back onto the road for its next Line 10 turn to Lößnig.
  13. NGT6 1315
    Afternoon all...
     
    I noticed I missed cross-posting a number of additional tram photos from this and last week onto this-here blog… So, here goes!
     
    13 March
     
    I felt like refreshing my route knowledge in the southern areas of the city, so I focused my attention on the Lößnig branch, served by Lines 10 and 16. As the Leipzig Book Fair was open for visitors, that also included the short turns designated Line 16E in the down direction to Wilhelm-Leuschner-Platz, and normally as Line 16 when running up towards the Trade Fair Centre. This means that effectively, Line 16 runs at 5-minute intervals when Line 16E is in operation.
     
     

     
    At the Lößnig terminus, 1136 "Wilhelm Ostwald" on Line 10 and 1209 "Frankfurt am Main" on Line 16 – booked for Turn 16-23 – are waiting to take on passengers.
     
     
     
     

     
    A fairly unique sight just off Arno-Nitzsche-Straße is this Ilyushin Il-62 jet, tail code DDR-SEF, formerly operated by GDR state airline Interflug, which in 1990 owned fifteen of these – to my mind – graceful aircraft. This aircraft has been converted into a restaurant with an open dining area on the starboard wing. One Kuznetsov NK-8-4 engine is on display in the foreground.
     
     
     

     
    Stock diagram changes related to the Book Fair also affected other lines, so that Line 12 had some turns booked with Leoliner cars. Here, 1350 "Heiterblick" – the last such car to have been built for LVB – is calling at Gohlis Station where the line to Halle via Schkeuditz – largely single-tracked through the northwestern boroughs – is on the viaduct in the foreground, while the double-tracked line to Leutzsch, Plagwitz and beyond is in the background and on a slightly lower level.
     
     
     

     
    And seen here on the way up to Gohlis-Nord, 1347 "Zweinaundorf" is calling at the same stop.
     
     
     
    I then walked over to Eutritzscher Straße (any volunteers for having a go at pronouncing this? )
     

     
    …first catching 1204 "Köln" on Line 11 to Schkeuditz at the Chausseehaus junction…
     
     
     
     

     
    …and then this Tatra Großzug on Line 16 bound for the Trade Fair Centre. This is actually one of those short turns signed as Line 16E when headed down. Großzüge are formations of two motor cars and one trailer, regardless of whether that trailer is a NB4 full low floor car as in this photo or one of the Tatra B4D trailers, of which several have been rebuilt with a low floor area between the bogies and are designated B4D-NF. The B4D and B4D-NF trailers are expected to be fully withdrawn in the foreseeable future, which was the reason why a number of T4D motor cars were adapted to be capable of running in multiples of three.
     
     
     
    17 March
     
    Today, I first decided to ride down Line 11 and have a look at the end of the branch to Markkleeberg Ost. As I mentioned last week, the town of Markkleeberg, immediately south of Leipzig, is very well served by public transport for a town of its size. with Line 11 providing a tram link to the eastern half of the town.
    Ordinarily, the long Line 11 through turns from Schkeuditz – a town of approximately 17,000 residents northwest of Leipzig – to Markkleeberg Ost run at a minimum interval of 20 minutes, and augmented by the short turns from Wahren, which are called Line 11E. These would normally terminate at and reverse through the Dölitz tram depot just inside Leipzig's southern city limits, but as this depot is currently being rebuilt and modernised, Line 11E's southern terminus is currently set at the Klemmstraße loop in the southern borough of Connewitz, just next to the Connewitz suburban railway station. With long and short turns combined, Line 11 provides a 10-minutes interval on the stretch from Wahren to Klemmstraße.
     
    Though it's difficult to see many details from the street, I first took three overview shots of the depot construction site across Bornaische Straße...
     

     

     

     
     
    As the old tram shed was a listed building, measures have to be taken to restore the rebuilt shed – somewhat offset from its old position – to its historic appearance. I understand that to this end, the portico was dismantled and had to be re-erected.
     
    The Markkleeberg Ost branch is single-tracked for roughly half its length. I elected to enjoy the spring-time sunshine and walk down to the terminus which is located at Schillerplatz...
     

     
    …where 1205 "Hannover" has just pulled forward to the boarding position and is ready for its next round to Schkeuditz.
     
     

     
    The single-tracked section through Markkleeberg is laid in the middle of Bornaische Straße. Here, 1214 "Lyon" is stopped at Virchowstraße, with just about 250 metres to go to the Schillerplatz loop.
    I then rode back to the city and wanted to try my luck around the eastern part of the City Ring road...
     

     
    …first capturing Leoliner prototype 1301 on what was initially signed as a driver training service. Here, the car is signed for a Line 16 service to Lößnig, so I suppose the driver trainee might have taken the opportunity of being stopped at the intersection of Grünewaldstraße, Roßplatz and Universitätsstraße for re-setting the passenger information system for practice.
     
     

     
    It was soon followed by 1132 "Karl Tauchnitz" on a Line 10 turn to Lößnig, seen here against the backdrop of the Europe House with the admin offices of the Stadtwerke Leipzig public utilities company.
     
     
     
     

     
    Looking the other way with the New City Hall to the right in the background, this Tatra Großzug headed by 2122 was on a Line 11E turn to Wahren.
     
     
     

     
    At the large intersection of Georgiring and Grimmaischer Steinweg opposite Augustusplatz, I captured this panorama with 1145 "Martin Luther" on Line 4 against the backdrop of the Paulinum (left) and Königsbau (right).
    The glazed, cylindrical structures, colloquially called "Milk Churns," are emergency exits for the large, multi-level underground parking garage at Augustusplatz.
     

     
    Here, Tatra car 2146 and a NB4 trailer are seen on a Line 14 turn back to Plagwitz. As tram services must provide sufficient low floor areas on as many turns as possible due to accessibility goals, turns which must be booked with T4D cars due to stock availability but would otherwise be worked with newer types must comprise a low floor trailer.
    The high rise building in the background is called the Wintergarten House. This building is 312 ft high from ground level to rooftop and 350 ft to the top of the rotating sign with the "Double M" logo of the Leipzig Trade Fair. Built from 1970 till 1972, it was intended as the first of three identical buildings to be built around the City Ring but remained a one-off project.
    It is now a listed building and was refurbished in 2004 and 2005. The building contains 29 1-room, 78 2-room and 100 3-room apartments, of which 95% have at least one balcony or a loggia.
     
     

     
    Another Line 11E turn to Klemmstraße, headed by 2135, was the last photo of my round today.
     
     
    Thanks for reading!
  14. NGT6 1315
    Evening all!
     
    As I indicated a few months ago, I have been planning to restructure my blog postings about Siemens Eurosprinter type locomotives in a similar manner as those about Bombardier TRAXX type locos, with one general technical description to give an overview and reference about common and especially noteworthy design characteristics, and separate articles highlighting specific examples for Eurosprinter type locos. This entry will be the "baseline" technical portrait.
     
    Strictly speaking, the Eurosprinter product line originated in the late 1980s, when the Spanish class 252 locomotives were created. While the type name of „Eurosprinter“ was not actually coined until 1992, these locos did represent the first major step for Siemens towards creating a unified technical platform from which locomotives could be adapted for individual technical and operational requirements. The Spanish 252s, delivered from 1991 till 1996, were still closely related to the German class 120 electrics, as were the Portuguese class 5600 engines which were procured between 1993 and 1995. While the 252 was configured both in a 3 kV DC only, broad gauge version and a dual 25 kV AC/3 kV DC standard gauge version also capable of working Spain‘s newly built high speed lines which were opened from the early 1990s onwards, the Portuguese 5600s are equipped for the 1,668 mm Iberian broad gauge and 25 kV AC only.
     
    In 1992, Siemens presented the actual prototype for what was now called the Eurosprinter locomotive family. Externally, this loco, given the running number 127 001 and designated ES 64 P, closely resembled the Portuguese 5600s and Spanish 252s, but had a slightly shorter body and was fitted with standard gauge bogies and for 15 kV AC only. After initial route trials, the loco was used in scheduled passenger and freight service, with Siemens hoping to attract further orders from either Deutsche Bundesbahn or other European railways. However, the Greek railways turned out to be the only customer for these 1st generation Eurosprinter type locomotives, ordering a total of thirty units with a slightly reduced maximum power output of 5,000 kW and 25 kV AC capability. The first six locos, procured in 1997, were originally designated class H – „eta“ – and numbered 561 through 566, with the remaining twenty-four being designated class 120 and delivered in 2004 and 2005. The original H class locos were eventually integrated into the same class.
     
    Meanwhile, the German 127 001 was purchased by Siemens for their Dispolok motive power leasing pool, which in turn was later sold to MRCE. At this time, 127 001 is still operational, now being part of the inventory allocated to the Siemens Test Centre at Wegberg-Wildenrath. Aside from duties related to evaluating and certifying newly designed motive power, it is often assigned to locomotive deliveries as well.??In 1994, newly formed Deutsche Bahn then ordered 195 units of a new type of locomotive derived from the 127, but tailored for freight work and also known as the ES 64 F type. However, the number of orders was later reduced to 170. These locomotives, which were delivered between 1996 and 2001, were designated class 152 and originally intended to fully replace the class 150 and 151 Co'Co' locomotives, but effectively replacing only the former. As they were also fitted with push-pull controls, ETS and other equipment required for passenger workings, their early service years also saw them on occasional semi-fast regional workings and charter services. Aside from the 170 152s for Deutsche Bahn – now owned by DB Schenker – , two additional locos were built and initially added to the Dispolok pool, but later sold to freight operator ITL. The German class 152 electric also served as the basis for the South Korean class 8100, 8200 and 8300 locos, as well as the Danish class EG dual voltage electrics, though the latter is a Co‘Co‘ configured locomotive.
     
    While DB Cargo – as Deutsche Bahn‘s freight branch was called at the time before changing their name first to Railion and eventually DB Schenker – intended to have the 152s certified for Austria as well, the Austrian network authorities refused this clearance on the grounds of the 152 supposedly causing excessively high wear on the roadbed and track. ??During this time, the Austrian Federal Railways (ÖBB) had also decided in favour of massively renewing their motive power inventory. As part of this process, ÖBB were planning to obtain large numbers of modern AC electric locomotives, to which end Austrian loco builders Simmering-Graz-Pauker, ABB, ELIN and the national Siemens branch proposed the class 1012 Bo‘Bo locomotives. While three prototypes were built, trials revealed them to essentially have been over-engineered and excessively expensive to procure, so a new tender resulted in Krauss-Maffei and Siemens jointly winning the contract for an intended total of 400 class 1016 15 kV only and class 1116 15 and 25 kV dual voltage locomotives. Designated ES 64 U2 and capable of 230 kph, these locos quickly proved to have been designed exceptionally well, and were also sold to numerous other operators. However, ÖBB would eventually adjust their orders down to a total of fifty class 1016 and 282 class 1116 locos as they had determined a need for an evolved electric loco also capable of operating on DC networks, such as Italy with its 3 kV DC electrification. The 1016s and 1116s are also well known under their ÖBB trademark name „Taurus“, which, strictly speaking, may only be used for ÖBB‘s locomotives.
     
    The ES 64 U2 type but also provided DB Cargo with a solution to the problem of their 152s not receiving clearance for Austria, causing the company to have the final 25 orders for 152s changed into ES 64 U2 type locos, designated class 182. Most recently, the 182s have but all been sold to DB Regio for semi-fast and stopping services in Saxony, including suburban services around Dresden.
     
    In 2003, responding to ÖBB and other operators desiring an evolved four-system Eurosprinter variant, Siemens rolled out the ES 64 F4 type, again optimised for freight work and with a design speed of 140 kph. This type – best known as class 189 as per Deutsche Bahn‘s designation – also took the idea of modularity to the next level, with Siemens offering an ever-growing number of country packages consisting of different arrangements of train protection systems and pantographs.
     
    The ES 64 F4 type also served as the basis for yet another evolutionary step. In 2005, Siemens presented the ES 64 U4 type, which in turn is best known by its Austrian designation as class 1216. Technically, this type is basically a hybrid of the ES 64 F4‘s four-system electric setup with a „Taurus“ style aerodynamic body and high speed bogies, again offering a top speed of 230 kph and thus maximum versatility for universal mixed traffic service.
     
    The two most recent developments to follow the ES 64 U4 type have been the „Eurosprinter 2007“ type, again with a redesigned body to meet the latest European crashworthiness standards, and finally the Vectron family. Eurosprinter 2007 type locos have been built for the Belgian railways as classes 18 and 19, and for the Portuguese railways as class 4700, while the first Vectron type locos are just being delivered at this time. Similarly to Bombardier‘s approach on their TRAXX platform, the Vectron family allows both fully electric and diesel-electric locomotives to be built using the same basic body and bogie design, and with different power ratings and country packages to suit specific operator requirements.
     
    As several of the Eurosprinter‘s design features have been modified over the course of the years, any technical description I could provide will largely be centred on common items which remained fundamentally unchanged across the various types.
     
    Generally speaking, the locomotive body is a fully welded steel assembly, with specific elements – such as doors, ventilation grilles or snow ploughs – being made of aluminium, or indeed composite materials, as in the case of the aerodynamically shaped cab roof elements on the ES 64 U2. It is based on a running frame consisting of one central and two outer longitudinal main beams, two outer transversal beams also serving as bufferbeams, as well as two transversal bogie support beams and transformer support beams each. Additional underfloor bracings are provided for added stability. Meanwhile, the body structure itself consists of the engine room side walls with topside longitudinal roof support beams, the rear cab bulkheads with upper transversal roof support beams, and the cab sections proper, which are all-steel assemblies on the ES 64 F, ES 64 F4 and U4 types. The roof is divided into independently removable aluminium sections to facilitate removal of bulky internal installations, such as the inverters, cooling towers and other major items. There are three sections on the ES 64 F4 and U4 which also include the pitched lateral planes and ventilation grilles, and four on the ES 64 F and U2, where the lateral planes and ventilation grilles are part of the body proper. Draw gear consists of the usual arrangement of UIC chain link couplers and buffers, the latter of which are designed to also serve as impact protection elements.
     
    The bogies are designed in accordance with the intended operational profile for the specific loco type. Generally speaking, freight locomotives like the ES 64 F and F4 types utilise nose-suspended traction motors with cheek brake disks on the outer and inner wheel faces, while mixed traffic types such as the ES 64 U2 and U4 have hollow shaft drivetrains with fully suspended traction motors and a separate brake shaft per wheelset, which is geared to the wheelset proper and suspended independently of it to reduce unsprung masses. However, either bogie design is based on a frame with two outer longitudinal beams with depressed centre sections, one central transversal beam and two outer transversal beams. The outer beam facing towards the cab is designed to also double as a dozer blade to keep items to about the size of a large branch away from the wheelsets. In addition, larger snow ploughs are also provided below either bufferbeam, the size and exact shape being different between the ES 64 F, U2 and U4 on one hand and the F4 on the other hand. With Siemens having chosen to prefer a pivot pin setup on their locomotives as opposed to traction bars as used by Bombardier, the bogie pin bearing is located towards the bottom of the bogie within the central transversal beam to ensure even axle load distribution under difficult high power/heavy train load conditions. The axleboxes contain roller bearings for the wheelsets and are attached to the bogie frame with rubber-dampened single-sided levers, with those used on the ES 64 U2 and U4 types also allowing a degree of radial adjustment to further enhance running abilities. Both primary and secondary suspension are provided by helical springs, while hydraulic motion dampers provide vertical stabilisation for the axleboxes, and both vertical and rotational stabilisation for the bogies as a whole.
     
    The wheelsets consist of hollow-bored shafts and Monobloc wheels pressed onto the shafts, with one wheel per wheelset on the ES 64 U2 and U4 serving to accept power from the motor gearbox, and thus carrying three pairs of bolts to be connected to the annular coupling element on the hollow shaft. Also on the ES 64 U2 and U4, noise absorbers are attached to the circumference of the wheel tyres, though more specifically, different absorbers had been utilised over the years. On the ES 64 U2, the sickle-shaped multilayered sheet absorbers attached to the outer wheel faces had been a major distinguishing feature during the initial years, but at present, small rubber-metal composite elements are used on both types. Furthermore, the ES 64 U2 and U4 are both fitted with one transversal derailment protection beam attached to the bottom of each bogie, intended to prevent the locomotive‘s wheels from burrowing in the roadbed in the event of a derailment, and to keep the loco upright.
     
    Braking gear consists of one pair of pneumatically actuated callipers per wheelset, clasping either the cheek brake disks on the wheel faces on ES 64 F and F4 type locos, or the brake disks attached to the brake shafts on the ES 64 U2 and U4. The brake valves are common unified Knorr types with settings G, P and R, and both direct and indirect controls. All Eurosprinter types are also equipped with spring-load devices to serve as arresting brakes. As with all contemporary electrics, the dynamic and pneumatic brakes are blended, with the dynamic brake taking precedence for as long as possible. On the ES 64 F4 and U4 types, the dynamic brake can work both in regenerative mode under AC power, and under both regenerative and rheostatic mode under DC power, depending on the amount of energy which the grid can accept. To that end, these two types are equipped with one additional pair of cooling towers for the braking rheostats.
     
    Also on all Eurosprinter types, the transformer is hung below the floor between the bogies and oil-cooled, the power output depending on the loco type. The engine room is designed to accommodate all electric and pneumatic installations in cabinets and racks on either side of a centrally located corridor. The traction inverters are located immediately above the transformer to ensure short transmission conduits, are liquid-cooled and consist of GTO thyristor modules on the ES 64 F and U2, and of IGBT modules on the ES 64 F4 and U4. Other items located in the engine room include one cooling tower per traction motor, the compressor and the pneumatic brake armatures.
    The circuit breakers generally are vacuum types, and set towards the Cab 2 end, either inside the loco‘s body on the ES 64 F, or on the rooftop on the U2, F4 and U4. On the ES 64 F, the busbar is also located inside the roof, and again on the roof on all other Eurosprinter types. AC pantographs generally are Siemens-designed SSS 87 and SBS 2T types, with DC pantographs for the ES 64 F4 and U4 types being either Schunk WBL85 types for locos configured for Italy, and again Siemens SBS 2T derivatives for all other DC networks.
     
    The cabs are fundamentally derived from the unified Deutsche Bundesbahn layout introduced on the class 111 and 120 electrics. The driver is sat on the right, while a secondman‘s seat is provided on the left-hand side. While details do differ between the various Eurosprinter types, the following image taken aboard a DB Schenker class 189 loco should be suitable to illustrate the general layout encountered on all types.
     
    On all Eurosprinter type locos, the windscreen consists of two separate panes. The cabs are generally air-conditioned, while the door arrangement differs between the ES 64 U2 and all other types. On the ES 64 U2, only one door per loco side is provided, these doors being located in the engine room, with the idea here having been to reduce draft and improve workplace comfort. Meanwhile, there also is one lateral escape hatch per cab on this type, located near the floor behind the driver‘s position. However, all other Eurosprinter types have two conventionally positioned doors, one of each side of the cabs. On the ES 64 U2 and U4, fold-out rear view mirrors are provided on either side of the cabs, while the F4 type has rear view cameras located immediately behind the cab doors on locos configured for countries where rear view aids are mandatory. Being configured for Germany only, the ES 64 F type has no rear view aids at all, as these may not be used while a train is in motion as per German operating rules.
     
    And as the final segment for this overview about Eurosprinter type electrics, I should like to provide a couple of photos from my collection, showing those classes from this product line I have been able to capture over the years. Unfortunately, ES 64 U4s have eluded me completely thus far, as has the prototype 127 001.
     
     
     
     

     
    As the sun was beginning to set on 29 December 2011, 152 042 – still to be refitted with additional tread plates and grab rails on the fronts – was rolling into the Engelsdorf yard, almost escaping my camera!
     
     

     
    For the last three to four years, Deutsche Bahn have leased various numbers of locomotives from MRCE Dispolok to augment their motive power pool – one reason having been an increased need for loco-hauled formations following tightened servicing intervals on most of the ICE fleet. In 2010, 182 536/ES 64 U2-036 was among those reinforcements, and is seen here in a top-and-tail setup on a rake of classic InterCity coaches with 182 534 up back.
     
     

     
    As I mentioned further up, DB Cargo had obtained a total of 25 class 182/ES 64 U2 type locos for their Austrian operations. However, due to an increasing number of 185s having been certified for Austria, it was eventually decided to sell these locos to DB Regio, who are now using them on semi-fast and stopping services in the Saxony/Thuringia area, as well as on suburban services around Dresden. Here, 182 021 – still wearing Railion markings – is seen at Engelsdorf Station on the eastern outskirts of Leipzig, heading an express service to Dresden.
     
     
     

     
    Following the severe snow which came across Germany at the end of 2010, 182 003 is seen here working a semi-fast service to Cottbus at Thekla Station in the northeast of Leipzig.
     
     
     
     

     
    An ES 64 F4 type loco, 189 097 is owned by leasing company MRCE Dispolok and wearing markings for Dutch freight operator ERS Railways. This is one of the ten locomotives MRCE bought from DB Schenker, seen here working a container service near Nauheim on the Rhine-Main Railway – also known as Route 651.
     
     
     
    Plus a handful of suitable Youtube videos showing several of the above loco types in action...
     
     
     
    http://www.youtube.com/watch?v=QkU_SHNptuk
     
     
    http://www.youtube.com/watch?v=UTPLnhaFMxU
     
     
    http://www.youtube.com/watch?v=ZUyMzpwqIhE
     
     
    http://www.youtube.com/watch?v=jGGGgsJRvAM
     
     
    http://www.youtube.com/watch?v=XCPMtwy7KEQ
     
     
    http://www.youtube.com/watch?v=MTJTreU2LiI
     
     
    http://www.youtube.com/watch?v=tH0qB9Y1duc
     
     
    http://www.youtube.com/watch?v=llCNlE6IHPU
     
     
    http://www.youtube.com/watch?v=m2Q3FdreFbI
     
     
    http://www.youtube.com/watch?v=CrUWzMS17Gk
     
     
    http://www.youtube.com/watch?v=HLhtcgn7yck
  15. NGT6 1315
    Evening all!
     
    I'm not sure how many of you might have looked into Spanish H0 models in the past, but if you did, you might have noticed two things.
     
    Firstly, that – at least in my interpretation – there is a solid range of more or less contemporary stock by various producers such as Electrotren (now part of the Hornby universe), Roco, Ibertren and Mabar. However, further discrimination is required between motive power and freight stock on one hand, and really contemporary passenger stock on the other. In other words, there's little of the latter, and what is available are mainly the various iterations of the unique Talgo articulated coach formations with independent wheel running gears. Regular coaches of what would be called InterCity stock in German terms, for example, are dearly missing, at least if you're looking at the post-2010 era.
     
    Secondly, my impression is that many of the available models are produced in relatively small batches, and that re-runs may take a while to happen…so that one should be mentally prepared for quick purchases when that model you've been hunting high and low for happens to appear somewhere.
     
    All that being said, the loco which will be at the heart of my next workbench project is quite illustrative of that quandary!
     
    For passenger work – be it with Talgo stock or standard coaches – , I definitely needed at least one Series 252 electric. While I will save deeper technical information for a corresponding loco profile as per my usual format, there's some information which I feel you might like to have for context.
     
    To renew their electric locomotive inventory for the 1990s and the 21st century, Renfe procured a total of 75 Series 252 Bo'Bo' electrics between 1991 and 1996. In a parallel pr
     
    ocurement, the Portuguese railways, now called Comboios de Portugal, obtained thirty similar Series 5600 electrics from 1993 till 1995.
     
    In the early 1990s, Spain was beginning to enter the "High Speed Era" with the opening of the Madrid-Seville HSL in 1992. The Spanish high speed network – called "AVE" for "Alta Velocidad Española" – was intended to be built in standard gauge from the outset to enable connecting services to France and its TGV system in the future. However, it was understood that while studies to that end were conducted around the same time, the existing broad gauge network was unlikely to be converted to standard gauge in any foreseeable timeframe, there would also be through-running services from broad gauge lines to the AVE lines and back.
     
    As such, the Series 252 locomotives were specified to be prepared for changing bogies as needed for the traffic requirements on AVE and broad gauge lines. As delivered, 252-001 through 005 were outfitted with standard gauge bogies and the rest with 1,668 mm broad gauge bogies. 252-001 through 004 were excepted from the bogie change option. Since delivery, that distribution but has changed somewhat, however.
     
    In addition, 252-031 through 075 were configured for 3 kV DC power supply only, while the rest of the fleet are also outfitted for 25 kV AC. Furthermore, four of the standard gauge 252s have had a 1.5 kV DC capability added, and are now commonly found working cross-border freight services to and from France on the dual gauge corridor from Barcelona to the French border where one track was equipped with three running rails to accommodate 1,435 mm and 1,668 mm stock.
     
    As for modelling the Series 252, there is something important to keep in mind, too.
     
    While the 252s and their Portuguese Series 5600 sisters – outfitted only for 25 kV AC – are very similar to 127 001 externally – the prototype which started the "Eurosprinter" locomotive family – , they are, in fact, slightly longer. The 252s and 5600s are 20.38 m (66.9 ft) long, while 127 001 is 19.28 m (63.3 ft) long. This is relevant for the following reason...
     
    The Mehano model, which I obtained, represents, according to my information, the proper length for the Iberian locos but not for 127 001, but was, oddly, also sold in the appearance of 127 001.
     
    In addition, the Hornby group has put back the ex-Lima model of 127 001 in production under the Rivarossi brand. That model is, according to my information, properly dimensioned for 127 001 but not for the 252 and 5600, yet – you guessed it – marketed as the Series 252 under the Electrotren brand.
     
    Still with me? Phew!
     
    From my experience with the Mehano and Hornby Group models, both have their pros and cons, aside from the obvious length issue. As I did not want an "underscale" 252, I had to pick the Mehano model, which looks like this out of the box:
     

     
    I would not rate the Mehano model to be as finely detailed and painted as, for example, their very nice Class 66, Vossloh G2000 and ADtranz Blue Tiger, but it does offer potential for tweaking. Which is precisely what I intend to do!
     
    This model was marketed with reference #1968, representing 252-048 in the "Grandes Líneas" livery. Now superseded by the livery alternately known as "Operadora" or "Pantone", a couple of 252s did retain this livery until now, which makes the model a fair-enough choice and offer visual diversity!
     
    Various 252s in GL livery carried broadside billboard lettering for the "Altaria" and "Arco" long distance services marketed by Renfe.
     
     
    And these are the most important items I'd have to address...
     


     
     
     
    I also thought of equipping the model with coupler extension mechanisms if any of the available conversion sets offered by Fleischmann and Symoba should turn out to fit.
     
    So, all that's left for me to say right now is, stay tuned!
  16. NGT6 1315
    Morning all!
     
    I was just meaning to write a few words on how I intend to put one of the DB Schenker 140s I presented in July back on the workbench. I had actually preferred turning one of the pair into one of those 140s outfitted with DSA 200 type single arm pantographs to begin with, but knew from my first attempt at this kind of rebuild that the DSA 200 variant for the Roco class 155 – which was the only option theoretically viable at the time – did not match the spacing of the supporting insulators and could not be easily made to fit.
     
    However, things changed when Roco brought forth their newly tooled class 151 and had one of the initial pair of releases finished in traffic red and with single arm pantographs. According to some research I've done, this DSA 200 variant can be fitted on the 140 as well, so I decided that 140 791 will change identity again and reappear as 140 837. I'm hoping to carry out this modding project during the Christmas holidays, though the lettering required will be available in January only.
     
    I'll also see to putting the general technical information bit about the 140 back on line soonest as, following the news that 140 002 of Mittelweserbahn had been stripped of her rather nice livery, I had eventually decided to part with that model and also made the relevant blog entry with the baseline information invisible. I suppose that went to show why I actually have a somewhat ambivalent view of models of locomotives with promotional liveries as most frequently, these liveries will eventually be removed again, making models very specific for a defined span of time.
     
    I'd also like to mention that one of the newly released Roco 151s will be among my next moddings as well, so do watch this space...
  17. NGT6 1315
    Morning all!
     
    It's been a bank holiday out here yesterday, and I felt like for me, the best way of spending it was to pay a visit to the ICE workshops where an open day was held to commemorate the 5th anniversary of the facility's opening. I took a lot of photos and not strictly in order of stations, so I think regrouping them into thematic "blocklets" might be best for you to keep track of everything.
     
    The workshops are located a few hundred metres north of Leipzig Central Station off Rackwitzer Straße, and provide services not only for the class 411 and 415 tilting ICE formations for which they were designed, but essentially anything related to long distance passenger services which go through Leipzig. They'll also be responsible for servicing the new double deck IC formations which Deutsche Bahn are planning to introduce in late 2015, so one of the exhibits present yesterday was a shortened formation of double deck IC stock and a class 146.5 electric locomotive.
     
     
    General impressions
     

     
    Coming from Berliner Brücke along Rackwitzer Straße and the northern track areas of the workshop grounds. The weather was unappealing, but that, of course, could not be helped.
     
     
     

     
    Gate sign.
     
     
     

     
    Overview of the maintenance shed where some 183 metres of track are trestled, roughly equalling the length of a class 411 ICE set consisting of seven cars and measuring 184.4 metres. The 415, consisting of five cars, is 132.6 metres long.
     
    ?The left track was occupied by a pair of standard IC coaches and ICE set 415 001 "Eisenach", while the other held the demonstrator formation of double deck IC stock with 146 564; 670 002, one of the seven class 670 double deck railbuses built for Deutsche Bahn in 1996 but returned to Bombardier in 2001 due to not having met all expectations; and 234 278, one of those class 232 diesels recertified for 140 kph and allocated to long distance services across the still-numerous non-electrified stretches which existed between former West and East Germany in the 1990s.
     
     

     
    Underfloor and bogie details on the IC driving trailer…
     

     
    …focusing on the PZB transceiver…
     
     

     
    …and the magnetic track brake. These brakes are mandatory for speeds in excess of 140 kph because the braking forces required above this speed can, under German regulations, not be achieved solely by wheel and dynamic brakes.
     
     
     

     
    Outside, 363 149, one of the numerous ex-DB V 60 series shunters relocated to ex-Deutsche Reichsbahn territory, was sitting in the drizzle…
     
     

     
    …together with 143 944.
     
     
     

     
    Further back into the workshop grounds, BB 437026 of SNCF Fret/Akiem was stabled in a siding. It is not uncommon for freight locomotives, regardless of operator, to be stabled around Leipzig Central Station.
     
     
     

     
    Not easily photographed due to the stabling arrangement in the workshop grounds, VT 18.16.03 represented one of the premier pieces of GDR-developed motive power. Taking many cues from the pre-war express DMU VT 137 155, designed by Franz Kruckenberg, the VT 18.16 was pitched as the equivalent to the West German VT 11.5 series diesel trains used for the prestigious Trans Europ Express services. With one 736 kW Johannisthal 12 KVD 18/21 prime mover in each power unit, these four-car diesel-hydraulic trains were capable of 160 kph.
     
    The VT 18.16 sets worked the "Berlinaren" services from Berlin to Malmö; "Karlex" and "Karola" from Berlin and Leipzig to Karlsbad, "Neptun" from Berlin to Copenhagen; "Vindobona" from Berlin to Vienna via Prague; and Berlin-Bautzen. The Berlin-Malmö and Berlin-Copenhagen services used the Sassnitz-Trelleborg and Warnemünde-Gedser railway ferries respectively.
     
     

     
    ?The second maintenance shed on the workshop grounds contains a bogie maintenance and wheelset reprofiling unit. Here, DR railbus 172 132 is actually having its wheelsets reprofiled.
     
     
     
    The double deck IC formation
     
    In 2011, Deutsche Bahn ordered a batch of 27 five-car formations of double deck InterCity stock derived from the well-known Bombardier double deck stock. With this stock now being marketed under the "TWINDEXX" brand and also being offered in an EMU configuration with powered driving trailers, the IC formations were to consist of four all-2nd class coaches (one of these being the driving trailer) and one all-1st class coach. Certification issues resulted in the introduction of these formations to be pushed back to late 2015, though the class 146.5 locomotives earmarked for these services have been largely produced already.
     
    With 27 locomotives ordered, the InterCity 146s will be numbered 146 551 through 577 and are largely identical to the 146.2s which have been in regional service for several years, but needed to be outfitted with some additional equipment specifically needed for the double deck IC stock.
     
     

     
    As the formation was blocked in between the shed gate and the 670, the only sensible location to get an impression of the locomotive was from the maintenance pit below the adjacent track! The locomotive on display was 146 564, works number 35041, delivered last year.
     
     

     
    The cab face of the TWINDEXX driving trailers has been redesigned to also accommodate LED running lights. They can be outfitted with automatic couplers if so desired.
     
     
    Bogie details on the coaches…
     

     
    …this being the leading bogie on the driving trailer with the LZB pickup antennas being visible immediately outside the wheelsets. It was quite intriguing to see chassis details barely affected by dirt and wear!
     
     
     

     
    ?Bogie on one of the intermediate coaches. The TWINDEXX driving trailers are generally provided with lower floor entrance while the intermediate coaches can be configured with mid-floor passenger doors above the bogies or on the lower deck. The intermediate IC coaches are of the mid-floor variety.
     
     
     
     

     
    Interior stairwell. The chairs are not too different to those on regional double deck stock, though the interior as a whole is styled similar to the current appearance of the ICE formations.
     
     
     

     
    Lavatory…
     
     

     
    Lower deck – note the felt mats laid out to keep the coaches mint for as long as possible…
     
     
     

     
    Office space.
     
     
    Technical lettering on the coaches:
     

     
    …translating into the following information:
     
    High performance brake (<R>); unified Knorr brake (KE) with setting "R", automatic load adjustment (A) and magnetic track brake (Mg); disk brake ( (D) ); ECP equipped; emergency brake override fitted (NBÜ); braking weights: R+
    Mg with brake application accelerator (red font) 116 t, R with brake application accelerator 84 t; R without brake application accelerator 79 t.
     
     
     

     
    Maximum running speed of 160 kph; owned by Deutsche Bahn; ETS equipped for 1,000 V at 16 ? and 50 Hz and 600 A; Type 3 PA system; insulated lavatories; ECP door locking.
     
     
     

     
    German coach owned by Deutsche Bahn; coach number: 50 (not RIC compliant) 80 (Germany) 26-81 440-2 (core running number); DBpza = double deck (D) second class ( B) coach with open seating and air conditioning ( p ), ETS power supply only (z); electronically safeguarded door locking for single-person operation (a).
     
     
    As for the 1st class coach:
     

     
     
    …and the driving trailer:
     

     
    DBpbzfa translates into: double deck (D) second class ( B ) coach with open seating and air conditioning ( p ), accessibility provisions ( b ) ETS power supply only (z), driving trailer (f), electronically safeguarded door locking for single-person operation (a)
     
    The superscripted numbers refer to subtypes of the coach category outlined by the letter block.
     
     

     
    Extensive pipework and cabling, comprising brake pipes and ETS jumper cable. Also note the brake disks, of which there are three per wheelset.
     
     
     
    Bogie and underfloor details on the 146:
     

     
    ?Traction motors are of the squirrel cage induction type and suspended at the bogie centre.
     
     
     

     
    LZB antenna inside the snow plough…
     
     

     
    …and PZB transceiver.
     
     
     

     
    ?Braking equipment; transmission bolts from the quill drive clearly visible, too. Technical lettering should be largely comprehensible now, though I should like to point out that the 146.5 is outfitted both for the domestic and the UIC standards for ECP and emergency brake override controls, explaining the seemingly duplicate lettering.
     
     
     

     
    Wheelset gear (left), traction motor (centre, background), quill and wheel shaft (centre, foreground) and elastic transmission ring with transmission bolts (right).
     
     
     

     
    Traction bar pivot bearing.
     
     
     

     
    Radar speed sensor provided by Honeywell.
     
     
     
     
     
     

     
    ?The only real place to be on a locomotive! Seating is quite comfortable. The three TFT displays can be variably configured for failure resistance, though the centre one is normally used for speed, tractive effort and train protection indications. The left screen is most commonly used for diagnostic information, and the right one for the electronic working timetable.
     
    The pair of controller levers positioned for the driver's left hand are for speed control (AFB – left) and tractive effort (right); those positioned for the right hand are train brake (left) and dynamic brake (right). The two braking circuits can be independently controlled through unlocking the brake levers but are blended by default. The smaller "joystick" controller further to the right is for the direct brake.
     
    The radio is located left of the power/speed controllers, while the field of switches below is for ventilation, pantograph and circuit breaker, and the vigilance, release and override keys for the train protection systems.
     
     
     

     
    Just a reminder!
     
     
     

     
    The 146.5s (and the additional batch of 146.2s also ordered for DB Regio) are now outfitted with two pairs of cable sockets for the standard UIC jumper cable and the Wire Train Bus cable.
     
     
     
    Sovietskiy Teplovoz: 234 278
     
     

     
    An imposing appearance, 234 278, works number 0491, was built and delivered to Deutsche Reichsbahn as 132 278 in 1975. Shortly after the adoption of ex-DB style running numbers, the locomotive was recertified for 140 kph and thus designated 234 278 on 27 May, 1992. Having been deactivated and stored from 24 November, 2007 till October 2009, the locomotive has been reactivated and is allocated to DB Fernverkehr.
     
     

     
    Viewed from the maintenance pit. And that, children, is why you should not even begin trespassing…
     
     
     

     
    With the exception of the train radio, train protection unit and electronic timetable display unit, everything on the 234 is simple and straightforward technology which can probably be fixed with only a Swiss Army knife if required! Note that 234 278 is one of those twenty-three 234s outfitted for multiple working and push-pull controls.
     
    The power controller is offset slightly to the left of the driver's position. The cab itself is somewhat on the cramped side of the spectrum, but the seat at least is sufficiently comfortable.
     
     
     

     
    This is the cab display unit for the GDR-developed PZ 80 system, which in my personal opinion actually was superior to contemporary West German systems.
     
    While this system is entirely compatible to the standardised German trackside train protection equipment with 500, 1,000 and 2,000 Hz RLC circuits, the PZ 80 system as built was quite different to the West German Indusi, or PZB, onboard devices. Train speeds could be entered in 10-kph steps from 50 to 160 kph – referred to as "Programmes 5 through 16" in Deutsche Reichsbahn terminology – rather than just three speed ranges calibrated to 95, 75 and 60 kph as on the West German devices. This means that the braking curves for speed monitoring could be calculated in the same number of intervals, and thus better matched a train's characteristics.
     
    The PZ 80 system also offered a shunting mode which enabled shunting at a maximum speed of 40 kph without having to acknowledge any Indusi trackside circuits; and a permissive mode which in cases such as failed signals allowed proceeding at up to 50 kph in daylight and 15 kph at night without having to observe Indusi checks.
     
    However, those locomotives outfitted with PZ 80 onboard devices were reprogrammed with an adapted version of the now-required PZB 90 software, emulating the same fundamental functionality as the former West German onboard devices. In this configuration, the system is also referred to as PZ 80R.
     
    The PZ 80 cab unit also doubles as the locomotive's speedometer, which is what the larger of the two LCD displays is there for.
     
     
     

     
    These are the electronic working timetable display unit (top) and radio (bottom). The electronic working timetable devices – also known as "EBuLa" – have been running on proprietary embedded versions of either Windows 95, Windows NT or Windows XP.
     
     

     
    Radiator circuit diagram.
     
     
     

     
    Bogie viewed from the maintenance pit.
     
     
     
     
    ICE, Evolved: Class 407 EMU
     
    As a follow-up to their fleet of Siemens-built class 403 (domestic only) and 406 (multi system units also certified for France, Belgium and the Netherlands) EMUs, also referred to as the "ICE 3" type, or "ICE 3M" for the 406, Deutsche Bahn ordered seventeen class 407 units in November 2008. Derived from the Siemens Velaro series, these units are multi-system capable. As, once again, technical issues caused significant certification delays, the first 407s could enter revenue service in late 2013.
     
    These eight-car units are 200.72 m long, provide a duration power output of 8,000 kW, and a maximum speed of 320 kph.
     
     

     
    407 002 was put on display on the workshop grounds to showcase the newest generation of ICE units.
     
     
    Passenger spaces:
     

     
    1st class…
     
     
     

     
    2nd class.
     
     

     
    Galley in the Bistro coach…
     
     
     

     
    …and the cab, computerised as usual.
     
     
     
    High Speed in the 1930s: "Hamburg" type class 137 express DMU
     
    As an intriguing contrast to modern technology, the exhibits present on the workshop grounds also comprised SVT 137 225, normally on display on the "Museum Track" in the east wing of Leipzig Central Station's train shed. Development of high speed railway motive power had reached a very high standard in Germany of the 1930s, though of course, many of these developments were made for reasons of prestige for the Nazi government.
     
    In 1935 and 1936, Deutsche Reichsbahn took delivery of a total of thirteen diesel-electric, articulated express units, designated SVT 137 149 through 152 and 137 224 through 232. These units, built by WUMAG, AEG and Siemens-Schuckert, were 2'Bo'2' configured, with the outer bogies supporting the two 302 kW prime movers. The units were 44 m long, weighed 91 tonnes, offering 2nd class seating (which by post-war standards equalled 1st class standard) for 77 passengers and 160 kph maximum speed.
     
    ?137 225 stayed in the Soviet Zone after 1945, and eventually redesigned 183 252. This set was used as a saloon unit for the GDR government and designated a piece of heritage stock in 1975.
     
     

     
    137 225 has been restored to the elegant violet-and-cream 1930s livery and is available for working charter services.
     
     

     
    I suppose it should be easily recognisable how this kind of motive power was very well suited for publicity in their time!
     
     

     
    However, I rather doubt working conditions for the driver would pass today's H&S standards as the prime mover/generator units protrude well into the cabs…
     
     

     
    …with the driver's seat being behind this massive pillar.
     
     
     

     
    ?The control desk needed to be amended with several pieces of contemporary hardware such as a modern-day radio in order to remain operable, but essentially, this is what drivers could expect on these units!
     
     

     
    Visibility is largely limited roughly to a 90-degrees arc ahead of the train, considering all three windscreens. I suppose this will well have been sufficient for high speed running in the 1930s!
     
     
     
    Electrics Entering Adolescence: E 04 01
     
    ?In the 1920s and 1930s, electric traction in Germany evolved rapidly, with the South German and Central German subdivisions of Deutsche Reichsbahn in particular continuing to advance electric operation. As the 1'Do1' configured class E 17 passenger locomotives had been relocated from Central Germany (which historically refers to what is now mostly represented by the states of Saxony and Saxony-Anhalt of our time) in 1929 and 1933 to work the Munich-Stuttgart mainline, Deutsche Reichsbahn contracted AEG for building a batch of locomotives to replace the former Central German E 17s. These locomotives, designated class E 04, closely resembled the E 17 but were somewhat "downsized" to a 1'Co1' configuration.
     
    Twenty-three locomotives, all providing a 2,190 kW one-hour power rating and a maximum speed of 110 kph for E 04 01 through 09 and 130 kph for all remaining locomotives, were built between 1932 and 1935.
     
    ?E 04 17 through 22 became property of Deutsche Bundesbahn after World War II, while all remaining locomotives (sans E 04 04 and 13 which had been destroyed by war action) remained in the GDR. E 04 23 was outfitted with push-pull controls and in this role utilised mainly for passenger services between Halle and Leipzig from 1958 till 1966.
     
    Four locomotives have been preserved, with E 04 01 having been an official Deutsche Reichsbahn heritage locomotive.
     
     

     
    The E 04 – 104 for Deutsche Bundesbahn, 204 for Deutsche Reichsbahn following the introduction of computerised running numbers – has long been among my favourite locomotives, so seeing E 04 01 outside the museum track at Leipzig Central Station was especially delightful. Her livery is the standard 1950s/1960s Deutsche Reichsbahn scheme for electric locomotives. She was outfitted with RBS 58 diamond pantographs during her GDR career. Also note the asymmetrically spaced driving wheelsets, of which two are set on the Cab 1 end and one is closer to Cab 2.
     
    Watch how the cabs are designated "V" (vorn) for Cab 1, and "H" (hinten) for Cab 2, which had been customary since before World War II.
     
     
     

     
    E 04 01 is indicated by this plaque to have the works number 4681, and to be 82 years old. Amazingly, the last West German 104s were retired only in 1982.
     
     
     

     
    The traverse for the right hand Indusi transceiver, which is hung between the second and third set of driving wheels. Interestingly, the locomotive is even lettered with an EVN-formatted running number.
     
     
     

     
    In a sharp difference to today's standards, the E 04 was not yet designed for the driver to work seated (though it did become common practice to at least provide simple folding chairs on such motive power in the post-war era). Compared with modern motive power, I suppose the control desk can also be considered simplistic, with the large power controller wheel being attached vertically. As the tap changers on these early electrics were not power-assisted, large controller wheels provided sufficient leverage to limit the effort required for operating them.
     
    ?As you can see from the simple "arrowhead" indicator, the E 04 had fifteen power notches. Also note the speedometer to the right, which interestingly has separate scales for both running directions.
     
     
     

     
    Voltmeters and ammeters for ETS, OHLE, and each of the three traction motors. Note that the line ammeter ends at 200 A, so the maximum permissible current draw on this class will have been fairly restricted!
     
     
     

     
    ?Switches for blowers and compressor, as well as brake pressure gauges, on the right hand pillar.
     
     
     

     
    In Continental Europe, ETS parameters were standardised to 1,000 V AC only well after World War II. No longer required after all German coaching stock had been thus standardised, this ETS voltage selector switch (also present on other contemporary locomotives) was no longer required and eventually disabled.
     
     
     

     
    Awaiting the route (I wish!).
     
     
     
    The Queen of Pre-War Electrics: E 18 047
     
    Intending to obtain an electric locomotive capable of speeds in excess of 130 kph, Deutsche Reichsbahn followed up their order for the E 04 with one for an evolved, 1'Do1' configured locomotive which was to combine the E 17's basic configuration with the electrical layout already present on the E 04. This resulted in what many consider the best German electric passenger locomotive to be developed prior to the disaster that was World War II.
     
    Designated class E 18 – subsequently, 118 for Deutsche Bundesbahn and 218 for Deutsche Reichsbahn – , fifty-three of these sturdy locomotives were built from 1935 till 1939. Furthermore, E 18 054 and 055 were assembled from prefabricated but unused components in West Germany, bringing the total number to 55. The last Deutsche Bundesbahn 118s were retired in 1984. The locomotives provided a one-hour power output of 3,040 kW and maximum speed of 150 kph.
     
     
     

     
    Also one of my favourite historic locomotives, this class was represented by E 18 047 as owned and operated by DB Museum. The locomotive has been restored to her 1950s/1960s Deutsche Bundesbahn appearance with cobalt blue body, black chassis and red wheelsets, and leaves a rather striking impression.
     
     
     

     
    ?One of the last E 18s to have been built, E 18 047 has the works number 5161 and was rolled out in the fateful year the lights went out all over the world.
     
     
     

     
    Much like the E 04 and E 17, the E 18 had double sided quill drives with spring pots attaching bilaterally to the driving wheel spokes. The outermost driving wheelsets and the carrying wheels were combined to form AEG-Kleinow bogies for better curve running abilities.
     
    ?The locomotive is lettered to be equipped with a Hildebrandt-Knorr brake controller (Hik) with settings G, P and R and direct shunting brake (mZ). The E 18 did not have any dynamic brake. E 18 047 is dated to have had her last revision completed on 21 June, 2013, in Halle.
     
     
     
     

     
    Also similar to the E 04, the Indusi transceivers were attached midway down the locomotives' length – between the second and third set of drivers.
     
     
     

     
    All wheelsets on the E 18 were outfitted with double-sided tread brakes to obtain sufficient braking performance for the design speed of 150 kph. The E 19s – a batch of four evolved 1'Do1' electrics based on and very similar to the E 18 – were even capable of 180 kph.
     
     

     
    Interestingly, actual operation of E 18 047 has been outsourced to Deutsche Bahn subsidiary Mitteldeutsche Eisenbahn, as indicated by the EVN number on the solebar.
     
     
     

     
    It's intriguing to remember that all this has once been cutting edge technology! The E 18 also pioneered cabs configured for the driver to work seated, as it had been determined that forcing drivers to work standing at the high speeds permitted by the new generation of electric locomotives would be too risky.
     
    ?The E 18 was also outfitted with an impulse power controller, actuated by the right of the two levers seen in this photo. The brass lever left of it is the reverser handle. This means that the tap changer itself is motor-actuated, also contributing to a tremendous work relief for the driver.
     
    As on the E 04, the array of indicators ahead of the power controller are for the ETS circuit; OHLE voltage and current; and operating current for each of the four traction motors – though the latter are actually designated "tractive effort."
     
    Also note the large tap changer notch indicator atop the speedometer, and the indicator cluster for the locomotive's PZB suite between these and the electrical indicators. As heritage stock must be outfitted with the latest standards in train protection and communications equipment, E 18 047 is operating with the same PZB 90 software as revenue-earning motive power. The locomotive's radio is just off screen in this view, inserted into the broadside of the left half of the control desk.
     
     

     
    In my impression, visibility from the cab is actually quite good.
  18. NGT6 1315
    Afternoon all…
     
    Having been more or less poorly for some weeks but now finding myself on the mend, I do think the fact of having been able to do some railway photography and thereby catch some sunlight and fresh air recently did contribute on my feeling much better by now. That is to say that both last Friday and this morning, I spent some hours at my favourite freight spotting location at Thekla Station, now enabling me to post another round of images for your delectation!
     
    Friday, 14 November
     
     

     
    Bound for the Engelsdorf yard in the autumnal morning light, 155 055 was at the head of this mixed freight formation – travelling with the forward pantograph up due to the pair of chemical tankers immediately behind.
     
     
     

     
    ?Even today, the chance of capturing the "Containers" remains high here in ex-Deutsche Reichsbahn territory. Proving the truth of this statement, 155 108 was heading this mixed freight service.
     
     
     

     
    I was delighted to also capture 152 196 of ITL, at the head of an empty formation of car carriers.
     
     
     

     
    185 366 travelled light and with high beam headlights turned on.
     
     
     

     
    You guessed right what would come next! Here, 155 125 was heading yet another mixed freight working.
     
     
     

     
    ?One of those 145s which had been outfitted as ersatz passenger locomotives in the absence of a sufficient number of dedicated class 146 passenger locomotives during the EXPO 2000 world fair, 145 038 at the head of this block formation of "High Cube" and sliding wall wagons was anything but pausing, contrary to what the destination display she has retained up until today said.
     
     
     
     

     
    A while later, 145 019 rolled past into the Cottbus bypass at the head of a block train of coal dust hoppers.
     
     
     

     
    And finally, 155 135, repositioning herself in preparation for her next turn, put herself into portrait posture.
     
     
    Monday, 17 November
     
     

     
    Apparently having dropped off her previous train earlier, 185 180 was returning light from Engelsdorf. Note that this is one of those 1st generation 185s refitted with the "Norrland" type snow ploughs which otherwise were standard only since the advent of the 2nd generation TRAXX locomotives.
     
     
     

     
    Imagining the tune of Blue Monday, I then observed 204 016 and 013 of Pressnitztalbahn rolling by with a formation of flat cars with a load of concrete sleepers.
     
     
     

     
    At the head of a block train of silo wagons, 186 238 of LTE arrived from the east.
     
     
     

     
    Emerging from the Cottbus bypass, 155 108, at the head of a block train of self-unloaders, slowed to a halt for driver change.
     
     
     

     
    ?It's been a while: This pair of Infraleuna 210 and 208, or 1275 013 and 011, was rolling east to pick up their next service. These are Vossloh G1206 diesel-hydraulic locomotives.
     
     
     

     
    One of DB Schenker's fairly large batch of 1st generation 185s outfitted for Switzerland, 185 147 was travelling light towards Engelsdorf.
     
     
     

     
    Halting on track 5 before getting the route, 213 339 "Diana" of Rennsteigbahn was heading a string of empty wood carriers. The 213s were a small batch of Deutsche Bundesbahn class 212, or V 100.1 series, diesels outfitted with hydrodynamic brake for allowing these locomotives to work on Steep Gradient Lines.
     
     
     

     
    ?And here, the pair of 204 013 and 016 were returning light.
     
     
     
     

     
    It's been a while for me to have spotted a 140, too, so 140 681 was a welcome sight indeed!
     
     
     

     
    ?Lacking any frontside running numbers and thus revealing her identity only by a look at the solebar while travelling by, 5270 008 – also known as 186 129 of Alpha Trains – is currently on lease to Polish TOC Transchem.
     
     
     

     
    145 042 had picked up a formation of enclosed articulated car carriers at Engelsdorf and is seen here travelling northwest. I found it noticeable that these wagons produced very little rolling noise.
     
     
     

     
    A combination I haven't seen before, 152 064 had a turn at working a string of PKP coal hoppers.
     
     
     

     
    A locomotive which makes me smile whenever I see it, 185 612 of RBS Asset Finance, on lease to Preussen Bahn who in spite of their name are based in Dresden, rounded off today's spotting round at the head of a container service.
  19. NGT6 1315
    Afternoon, everyone…
     
    In spite of the unappealing weather that's come across Saxony today, I felt like trying to shoot another couple of photos in order to recover much needed strength. My offering for today but is something of a mixed bag of railway and tram images as poor lighting conditions weren't terribly suitable for my usual freight spotting location at Thekla.
     
     

     
    ?At Bayerischer Bahnhof, the southernmost stop on the Leipzig trunk line tunnel, 1442 104 was taking on passengers on the S 1 short turn working S 37620 from Stötteritz to Trade Fair Centre…
     
     
     

     
    …and 1442 108 was working the S 5 service S 37563 from Leipzig-Halle Airport to Altenburg.
     
     
     

     
    Inside the Crystal Palace that is Wilhelm-Leuschner-Platz Station, 1442 118 was stopping on the S 4 line S 37422 service from Borna to Eilenburg.
     
     
     
     
     

     
    Having ridden down on this formation, I then captured the pair of NGT8 car 1101 "Johann Sebastian Bach" and NB4 trailer 906 returning to the route out of the Klemmstraße loop near Connewitz Station. Due to engineering work on the Bornaische Straße bridge and the Dölitz depot being refurbished too, the Line 11E short turn workings out of Wahren have been temporarily pulled back to this location for their southern terminus.
     
    This is currently the only pair of a NGT8 car and NB4 trailer, serving as an evaluation unit for several years by now. The idea had been to explore alternative formations in preparation for the withdrawal of the Tatra T4D-M cars, which but seems to be off the agenda again for the foreseeable future.
     
     
     

     
    ?There is only one track available through the bridge engineering site on Bornaische Straße. Here, NGT12 car 1217 "Travnik" is on Turn 1146 bound for Markkleeberg Ost…
     
     
     

     
    …and 1227 "Düsseldorf" is northbound on Turn 1145 for Schkeuditz.
     
     
     

     
    And at MDR Station, 1442 103, working the S 1 line S 37626 short turn from Stötteritz to Trade Fair Centre, was meeting 1442 118 on the S 4 line S 37427 service from Eilenburg to Borna.
  20. NGT6 1315
    Afternoon all…
     
    In today's post, I'd like to present you with the trawl of two different photo rounds which I did on 27 October in glorious autumnal sunshine, and today under an equally autumnal cloud ceiling. You will be seeing both railway and public transport photos, with the former having been taken at Thekla Station, one of my favourite venues for spotting freight services.
     
     

     
    On 27 October, SBB Cargo's Re 421 390 was the first to roll in from the east, heading a container service.
     
     
     

     
    155 048, in turn, was repositioning herself and running towards the Engelsdorf yard.
     
     
     

     
    294 706 – one of the various ex-Deutsche Bundesbahn V 90 series heavy shunters which have been relocated to former Reichsbahn territory – was heading a trip working of container carriers towards Engelsdorf for pickup by mainline motive power.
     
     
     

     
    The Second of Her Kind: 145 002 at the head of an eastbound mixed freight service.
     
     
    Today, however, the sun had a much harder time making itself seen, so a tripod was definitely a must in order to yield reasonable shutter times!
     
     

     
    Much like the V 90s, many ex-DB V 60 series C-coupled shunters have been relocated to the Eastern states as well. Here, 362 517 was repositioning herself, and would later return after having done her work – wherever that might have been.
     
     
     

     
    Wearing an agreeably bright and clean orange livery, 293 022 of Muldental-Eisenbahnverkehrsgesellschaft (abbreviated MTEG) was running west with a string of car carriers loaded with Škodas of all shapes and sizes.
     
     
     

     
    152 108 stopped right in front of me to await the route and had a broadside portrait taken of her.
     
     
     
     

     
    After this, I had to decide between 650 538 – or VT 006 – of Mitteldeutsche Regiobahn on an ECS working, and a freight service headed by a 152 coming the other way. Split-second timing dictated I chose the former, but as I have not taken any photos of these diesel cars for a while, I do not mind at all.
     
     

     
    294 895 was returning to Engelsdorf, her driver catching some fresh air at the side window.
     
     
     

     
    First time I spotted a silver diesel TRAXX: 76 110, originally intended for SNCF's fully owned stock lessor Akiem and currently leased to Pressnitztalbahn, was running light to the east.
     
     
     

     
    Working the regular wood service on its empty return trip, Mittelweserbahn's V 1702, or 203 103, was emerging from the Cottbus bypass.
     
     
     

     
    Here, 294 706, also spotted on 27 October, was pulling a tanker service which comprised three factory-fresh bulk cargo hoppers as well.
     
     
     

     
    It truly was a V 90 day today as 294 895 was returning from Engelsdorf with a rake of Maersk containers.
     
     
     

     
    On another ECS, 1442 132 was running east. The news last night said 1442 131 had caught fire at MDR Station right outside the southern end of the trunk line tunnel, so it could be some repositioning moves were called for. Fortunately, no-one was harmed in the incident and damage to the unit seems to have been limited.
     
     
     
    On my way home, I chose to quickly inspect the rail replacement bus service currently in place on tram line 4 due to engineering work on Menckestraße lasting till 19 November.
     
     

     
    Northbound 4 line services terminate at the Feuerbachstraße stop, which is located on Waldstraße and immediately before the Sportforum reversing loop. This loop is normally used only for extra workings for visitor transport to the Leipzig Stadium. This loop goes through the western section of Feuerbachstraße, Max-Planck-Straße and Fregestraße, then to return to the main route on Waldstraße.
     
    Here, NGT8 car 1113 "Werner Heisenberg" is pausing…
     
     

     
    …as is Citaro G bus 302, licence plate L NV 1302, on rail replacement duty. This is one of the fleet of hybrid-powered buses operated by LeoBus, who are LVB's bus sector.
     
     

     
    That same bus is seen here starting on its next round towards Landsberger Straße…
     
     
     

     
    …while NGT8 car 1110 "F.D. Grassi" is egressing the Sportforum loop and returning to the route.
  21. NGT6 1315
    Afternoon all!
     
    As the morning progressed, the weather became a bit unstable, just as you'd expect in April. I but didn't let that stop me and tried to make the best of what sunlight had been there...
     
     

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

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

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

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

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

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

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

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

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

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

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

     
    And as I was riding back to Central Station for some food purchases, I spotted 186 131 of Alpha Trains, running parallel to my suburban service. Sure enough, it did end up reversing at Central Station, where I captured the loco on one of the stubs outside the shed. 186 131 seems to be on lease to Osthannoversche Eisenbahnen at this time.
  22. NGT6 1315
    Something like that anyway...
     
    Well, following my successful trawl at Thekla Station yesterday, I decided to make good use of the wonderful weather we're having once again, and revisit the same location for another set of images. You will find my catch right below...
     
     

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

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

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

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

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

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

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

     
    Today, 101 038 was on freight duty.
     
     

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

     
    Next, 101 022 was repositioning herself...
     
     

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

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

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

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

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

     
    ...while 442 211 was returning from Cottbus on the RE 18458 service. Do not confuse this set with 1442 211 from the Central German suburban fleet!
     
    Hope you enjoyed this little set of snapshots!
  23. NGT6 1315
    Hello again!
     
    As we're having splendid weather today, I elected to pack my camera once again and make another step towards recovery by way of another photo round. Today, I decided to have a look at the construction site on Karl-Liebknecht-Straße south of Leipzig's centre. This street is one of the more important traffic lanes in the south of the city, and is currently undergoing extensive renovation works including the road top, tram tracks, as well as the sewage and public water supply grid. Therefore, tram services in this area currently must make do with some temporary measures.
     

     
    Before that, I but made a detour to Westplatz, where this Großzug powered by Tatra cars 2187 and 2037 crossed the intersection on the 1E line...
     
     

     
    ...and their cousins 2135 and 2106 turned right onto Friedrich-Ebert-Straße on the 8 line.
     
     

     
    Next, Tatra T4D-M car 2116 headed this 3E line service on its way to Sommerfeld.
     

     
    Further along Friedrich-Ebert-Straße, 2177 was heading this 8 line service to Paunsdorf-Nord.
     
     

     
    I then decided to walk the rest of the way to Karl-Liebknecht-Straße to catch some of the glorious sunshine we're currently getting. On the way, I took this photo of the Federal Administrative Court ("Bundesverwaltungsgericht") off Harkortstraße. This is one of the five Supreme Courts of Germany and headquartered in the former Reichsgericht building of 1895.
     
     
     

     
    A provisional tram stop was set up on Peterssteinweg near the Münzgasse junction. As you can see, the left track (looking south along the street) has been disconnected for the duration of the construction period, and points been set in place to allow for single-track, bidirectional operation. Peterssteinweg merges into Karl-Liebknecht-Straße – or "Karli", as it is commonly called locally – further down the street, roughly beyond the most distant houses you can see in this image.
     
     

     
    Here, a 11E line service to Dölitz was approaching the Münzgasse stop. It needed to wait here for the next "up" service to clear the single-tracked section on Peterssteinweg...
     
     

     
    ...which you can see here in the shape of NGT8 car 1123 "Markgraf Otto von Meißen" on the 10 line.
     
     

     
    A few minutes after that, Flexity car 1221 "Brno" was rolling downhill on Peterssteinweg on the 11 line to Schkeuditz – and as a pronunciation aid for Anglophones: "shKOY-ditz." In railway terms, this would essentially be wrong line operation.
     
     

     
    On "Karli" proper, I next captured 1150 "Carl Gustav Carus" heading uptown on the 10 line to Wahren – again on the wrong track.
     
     
     

     
    A proper double crossover has been set up near the Hohe Straße intersection.
     
     

     
    The white van might well have spoiled the photo, but I felt like it's still far enough in the background! Here, 2152 and company are crossing over to the left track on a 11E line service.
     
     

     
    Continuing along "Karli", I next snapped 1107 "Hieronymus Lotter" on the single-tracked stretch.
     
     
     

     
    This crossover is located near the Körnerstraße intersection.
     
     

     
    1148 "Christian Fürchtegott Gellert" was running south on the 10 line and through the single-tracked stretch across the Niederkirchnerstraße junction...
     
     
     

     
    ...after which 1217 "Travnik" on the 11 line took the route and entered the single track.
     
     

     
    Next to Connewitz Station, Bornaische Straße is spanning the railway on a bridge where, once again, single track operation is in place due to construction work. Here, 1225 "Herzliya" with its attractive red promotional livery is rolling across the bridge.
     
     

     
    An overview of the Connewitz Station grounds. As you can see, almost all traces of the dilapidated old station have been eliminated...
     
     

     
    ...except for this row of garages and the old station building and goods shed.
     
     
     

     
    Looking north...
     
     
     

     
    ...and south from the passenger access bridge. The two leftmost through tracks do not seem to be in use at the time, as I could spot a work crew further down the line and since the signals for these tracks were all unlit and crossed out.
     
     

     
    As the representatives for the Silver Railway today, I should like to present 1442 207 on the S 29511 service to Gaschwitz on the S 2 line...
     
     
     

     
    ...1442 113 on the S 37423 service to Borna on the S 4 line...
     
     

     
    ...and a double unit headed by 1442 206 and a three-segment 1442.1 set on the S 37513 service to Zwickau on the S 5X express line.
     
     
     

     
    I finished my round at Wilhelm-Leuschner-Platz where I captured 2132 and company on the 11E line with the former MDR office tower in the background.
  24. NGT6 1315

    Road and Rail

    By NGT6 1315,

    Evening all...
     
    Having run another couple of errands at uni today, I again found myself wanting to spend some time railfanning before meeting up with SWMBO. Unfortunately, lighting conditions deteriorated quickly, militating against snapping moving trains. However, there are two images worth posting on here...
     
     

     
    In the sidings on the far side of Southern Station, I noticed this Mercedes Actros road-rail lorry, outfitted for tunnel inspections. Assuming it was there in preparation for inspecting the suburban railway tunnel, it but would have to carry out numerous shunting movements to reach the suburban tracks on the north side of the station.
     
     
     

     
    And after that, I finally managed to capture one of the class 114 electrics relocated to Frankfurt late last year. Here, 114 010 was on the last leg of its turn with RB 15621 inbound from Wächtersbach for Frankfurt Central Station. On the R50 line, formations pass from working short RegionalBahn (RB) stopping turns to Wächtersbach to long RegionalExpress (RE) semi-fast turns bound for Fulda and vice-versa – the set seen here next passing onto the RE 4542 service to Fulda, departing Central Station at 4:50 pm. These services are augmented by stopping services to Bad Soden-Salmünster and semi-fasts to Bebra at peak hours.
  25. NGT6 1315
    Evening all!
     
    While in Frankfurt for running some errands, I found myself with some time to spare and stopped by at Southern Station, where I was surprised to be able to spot the following two units...
     
     

     
    As I was emerging from the stairs to Platforms 7 and 8, I saw the class 410.1 departmental ICE unit – also known as ICE S or, more recently, ICE R – rolling into track 9, and eventually reversing to shunt to a holding position right in front of the station's signal box. The 410.1 is based on a pair of power units derived from those for the class 402/ICE 2 sets, and at least one measuring coach in between the power units. Here, the set was running with two coaches, one of them outfitted for roadbed measurements. Unlike the passenger-carrying ICE 1 and 2 sets, the ICE S has a busbar connecting both power units. This is to ensure continuous power supply in those situations where both pantographs must be raised for OHLE geometry inspections. In this photo, power unit 410 102 is facing the camera. This unit has its pantograph outfitted to double as a measuring device, with markings on the pantograph arms and a roof-mounted TV camera. With 9,600 kW of power for just a small number of coaches, this set must have the best power-to-weight ratio of all ICE types currently in operation!
     
     
    Apparently, the ICE S set but was supporting yet another unit today...
     

     
    ...namely a class 407 "Velaro D" set. As some of you reading this will have heard, Siemens continue to face numerous problems in getting these sets certified, so I guess it stands to reason this here was yet another test run. I totally forgot to write down the set's number, but I suspect it to have been 407 004, as this set had been spotted heading south along the Rhine only yesterday.
     
    The 407 was stood on track 10 for a while, and eventually left in the shadow of a large bank of dark clouds on a day whose weather conditions I can only describe as having been April-like!
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