West German National Railways VT11.5 Type Directors -Wikipedia
| VT 11.5 type (type 601) | |
|---|---|
Type 601 (Alpine Zay Express specification) |
|
| Basic information | |
| App | German Railway |
| Manufacturing | MAN (power car) Lhb, wegmann (intermediate car) |
| Manufacturing year | 1957 |
| Primary element | |
| Formation | Basic 7 cars (of which 2 martial arts vehicles) Intermediate cars can be added |
| Shaft configuration | B’2 ‘ + 2’2’ + (slightly) + 2’b ‘ |
| Gauge | 1,435 mm |
| Maximum speed | 140 km/h (later 160 km/h) |
| Formation capacity | 122 |
| Vehicle capacity | Vm 11.51 type: 36 places Vm 11.52 type: 33 places VM 11.53 Type: 17 (excluding the cafeteria) |
| Vehicle weight | VT 11.5 Type: 46-49t (depending on the type of main engine) VM 11.51 Type: 22.1t Vm 11.51 type: 22.4T Vm 11.53 type: 21.9T VM 11.54 Type: 24.0t |
| Weighing weight | 214 t |
| Grown up | 130,680 mm |
| length | 19,960 mm (power vehicle) 18,160 mm (intermediate car) |
| width | 3,012 mm |
| height | 4,220 mm (power vehicle) 3,765 mm (intermediate car) |
| Power transmission method | Liquid |
| Engine output | 1,100 PS |
| Formation output | 2,200 PS |
|
Source: koschinski 2001, p. 35
The data is at the time of the new construction, and the formation related to the formation is at the time of 7 cars. |
|
West German National Railways VT11.5 type excitement car (German Kokudetsu VT11.5 is a good idea, DB series VT 11.5 ) Is a limited express passenger railcar manufactured in 1957 by the German Federal Railway (West German National Railways, now German Railway).
It is a diesel car manufactured by West German National Railways for TEE, as TEEs were started in Western European countries, including West Germany in 1957.
Due to the revision of the vehicle title implemented on January 1, 1968, the powered vehicle became a 601 type, and some later was remodeled into a 602 gas turbine vehicle, and was used until 1990.
Vehicle structure [ edit ]
In Germany, a limited express exclusive vehicle such as a Frejender Hamburger (SVT877) and its mass -produced type were manufactured before World War II, and in the postwar West Germany, a newly built VT08.5 type diesel vehicle. The VT11.5 type was designed based on these experiences, but was prototyped in 1938. 137 155 formation (Krukenberg High -speed dynamic car) and only two trains in 1953 were manufactured. VT10.5 type I am influenced by [first] 。 The specifications are based on the common standards of TEE (see the TEE concept).
Normally, two cars at both ends, one bar car in the middle, one bar car, one seat car, and 2 cars for 2 cars. It was also possible to connect two 10 -car trains and operate with 20 -car trains.
The penetrating hood of the consolidated part of each vehicle is a full -length section type, and the lower part of the vehicle has a body mount structure. The coupler is a Shark Femberg -type adhesive connectors.
All cars are 1 -class cars, capacity when driving in 7 -car trains, 122 people, is 230 t., and the train length is 130 m. All intermediate cars are 17.4 m in both cars, which are short for European vehicles. It has an air conditioning device, and the window is a fixed window. The body paint color is a beige two -tone color around the window and windows.
VT11.5 type → 601 [ edit ]
The format symbol at the beginning of the manufacture is D4ü. It is a martial car connected to both ends of the formation, and the shape of the frontal is a streamlined form (bonnet type) in which the driver’s cab is raised to a high position. The manufacturer is Man.
The machine chamber is divided into two parts before and after the driver’s cab, and one of the following diesel engines is installed in the mechanical chamber in the front bonnet.
In each case, the output is a V -type 12 -cylinder engine of 809 kW (1100 PS). However, it was later replaced with MTU Friedrichism Hafen’s MD 12V 538 type (output 760 kW, 1035ps). [2] 。
As a power transmission mechanism, only the bogie on the top is driven through a liquid transmission made by Fight Mabach Mecidros. In the back machine room, there is a diesel generator that supplies power to the air conditioning inside the car and the cooking room of the cafeteria car. The maximum speed was 140 km/h, later raised to 160 km/h. Equipped with an air brake and an emergency electromagnetic adsorption brake as a brake device.
The luggage room and crew room (which were also used for immigration and customs) are installed in the connecting surface behind the machine room, but there are no rooms.
In addition to the TEE logo mark on the front, the “Trans Europ Express” logo is included on the side.
19 cars of VT11 5001-5019 were manufactured. The format was changed to 601 (601 001-019) for the title revision on January 1, 1968.
Type 602 [ edit ]
| 602 type iki car | |
|---|---|
Type 602 |
|
| Basic information | |
| App | German Railway |
| Manufacturing | MAN |
| Seed car | Type 601 |
| Renovation year | 1971-1973 |
| Renovation | 4 cars |
| Scrap car | 1979 |
| Primary element | |
| Shaft configuration | B’2′ |
| Gauge | 1,435 mm |
| Maximum speed | 160 km/h |
| Vehicle weight | 50.7 t |
| length | 19,960 mm |
| width | 3,012 mm |
| height | 4,220 mm |
| Power transmission method | Liquid |
| Engine output | 2,200 PS |
When driving at 160 km/h at Inter City, the 601 type needed to set the formation to 7 cars or less (5 intermediate cars). [3] Therefore, from 1971 to 1973, a 601 -inch engine was replaced with a 1617 kW (2200 PS) KHD gas turbine engine. The shape of the intake or exhaust port has been changed, and the fuel tank has been added. The four cars, 601 003, 007, 010, 012, were remodeled and changed to 602 001 -004.
By connecting a 602 type at one end and connecting the 601 with a comprehensive control remodeling with a 602 type at one end, it became possible to operate 160 km/h in 7-10 cars, and both ends. By connecting, 200 km/h driving was also possible. However, commercial operation at 200 km/h was not implemented.
It was scrapped in 1979, when intercity operation disappeared due to the large number of failures and the large fuel consumption.
Compartment car [ edit ]
The initial format at the time of manufacture is A4ü, which is also called VM 11.51. Equipped with 6 compartment rooms for 6 people per room, 36 capacity. The manufacturer Linka Hoffman Bush 。
20 cars of VM11 5101-5120 were manufactured, and after the title revision, it became 901 100.
Open seat car [ edit ]
The initial format at the time of manufacture is A4Y, which is also called VM11.52 type. The inside of the car has two people across the aisle, and the other is a reclining sheet for one person. Capacity 33 people. The manufacturer is Linka Hoffman Bush.
Eight cars, VM11 5201-5208, were manufactured, and after the title revision, it became 901 200.
When it was diverted for a temporary train for groups in 1980, it was downgraded to the second prize, and the capacity increased to 56.
Bar car [ edit ]
The initial format is AR4Y, and is also called the VM11.53 type. There is no door for getting on and off, and you can enter and exit only from the next vehicle. It is connected next to the dining car, with a cafeteria and a seat for 17 people. When crowded, a large table is installed on the seat and it can be used as a cafeteria. The manufacturer Vegeman 。
Eight cars, VM11 5301-5308, were manufactured, and after the title revision, it became 901 300.
When it was diverted for a temporary train in 1980, it was remodeled to a 44 -person seat car, but there was no entry or exit as before the remodeling.
Dining car [ edit ]
The initial format is WR4Y, which is also called the VM11.54 type. Equipped with a cooking room and a cafeteria. The cafeteria is narrow because the length of the car body is as short as 17 m. For this reason, a cafeteria is also provided in the next bar car. The manufacturer is Vegeman.
Eight cars, VM11 5401-5408, were manufactured, and after the title revision, it became 901 400.
TEE [ edit ]
At the start of TEE service on June 2, 1957, the VT11.5 type was completed only one train, and there was no spare car, so it could not be used regularly. For this reason, the early TEE was a substitute for the previous generation limited express railcar, such as the VT08.05 type. The first VT11.5 type was used by TEE Safir on July 15. By the end of 1957, the following TEE was operated by the VT11.5 type.
All of these trains have a dedicated formation (two Helvetic only, and one for each). At the starting point of the Germany of the train, Dortmund, Hamburg -Altana, Frankfurt -Greaseheim, and one day or two round trips were performed. [4] 。
In 1958 and 1960, operations were changed and vehicles were transferred. In 1965, with the progress of electrification, Helvetic was replaced by an electric locomotive -driven train. At this time, the excess VT11.5 was diverted, and the international limited express train “Diamant” between Dortmund and Antwell Pen was upgraded to TEE.
In 1968, the format was changed from VT11.5 to 601.
After that, electrification has progressed further, and an electric locomotive that can handle various voltage and electric systems has been developed, and the replacement of electric locomotive -driven passenger cars has progressed, between 1969 and 1972. The 601 TEE operation was extinguished at the end of the “Mediolanum”.
Domestic limited express / intercity [ edit ]
With the decrease in operation in TEE, the 601 type 601 has been used for limited express trains (F-ZUG) in West Germany since the summer revision of the summer 1968. From the winter of the same year, “Intercity” would be crowned in the 6 round -trip trains of the domestic limited express, of which four round trips were 601 types. [5] 。 At this time, a detachable cover with an interstit mark was attached to the TEE logo mark on the front. [6] 。 The logo of the “Trans EUROP Express” on the side of the power vehicle was also erased.
The intercity was to be operated at a maximum speed of 160 km/h, but the 601 type was designed at 140 km/h based on the TEE standard, so it is an intermediate car to operate at 160 km/h. It was necessary to have a 7 -car train with only 5 cars. For this reason, some trains cannot respond to demand, and some have been changed to operating by passenger trains. [5] 。 In order to operate 160 km/h in 8 -10 cars, some power vehicles were replaced with gas tabin engines from 1971 to 1973, making it a 602 type.
In the schedule revision on September 26, West German National Railways reorganized the conventional F-Zug and launched an intercity network for four systems. 6 round trips at this time [Note 1] (Excluding the irregular train “Carvendel”) The intercity was regarded as a 601 -type diesel car. [6] 。 At this time, the 601 type was all belonged to Hamburg -Altana vehicles, except for the vehicles that were planned to be remodeled to the 602 type, but was actually operated in Frankfurt Amine. [5] 。 In order to equalize the mileage per day, complex vehicles that combine multiple trains were performed. [7] 。
On July 14, 1974, the intercity “Zaksen Los” between Hamburg -Frankfurt -Routevich Hafen (IC3) became a train with a 602 -inch gas turbine power vehicle. [8] 。 However, in January 1975, one of the power vehicles was replaced with a 602 type and the other was 602. [9] 。 On June 1, 1975, the “PrincetPal” between Hamburg -Cologne (IC1) will be a 602 type, but one year later, on May 30, 1976, the 601 type and 602 mixed. Replaced by formation. 602 Type Gas Turbine Motor Motor Corporation alone ended in these two examples [8] 。
Since the summer of 1976, the mixed formation of 601 and 602 has been used for trains between Hannover -Cologne and Bon (IC2). At this time, Zaksenros has returned to the 601 -type organization. [8] 。
The operation of the 601 type and 602 mixed formation was completed due to the schedule revision on May 28, 1978. In addition, the same amendment also had only two round trips for the 601 -type single regular train. [8] 。
On May 29, 1979, West German National Railways has connected a second -class car to all intercity. The 601 -type/901 -type exclusive car vehicle exclusively for first -class cars has been out of operation of Inter City due to this schedule revision. [8] 。 Later, the 602 type was scrapped in 1979, and in 1980, a part of the 601 was scrapped.
Alpine See Express [ edit ]
The remaining vehicles remained after the operation at Inter City were replaced with five 10 -car trains in 1980, and the temporary groups connecting Hamburg, Dortmund and Belchites Garden Lindau Innsbbb Salzburg, etc. It was started on the train “Alpenze Express”. In this case, it was downgraded from a first -class car to a second -class car, and the bar car was remodeled into a seat car. The front intersight mark was also removed, and the DB (West German National Railways) logo was inserted instead.
The train was closed in 1988, and the 601 was scrapped, and was sold to Italian companies, except for the dismantled 601 002 and 901 403.
Max Riverman [ edit ]
In 1990, after the collapse of the Berlin wall, the East German National Railways borrowed one 601 -type 10 -car trains and a spare vehicle that had already been sold and sold for a connection train between West Germany and Berlin. From July 27 to September 29, it was used in the intercity between Hamburg and Berlin, “Max Riverman”.
At the end of the operation in Max Riverman, the 601 commercial operation was fully completed.
Preserved vehicle [ edit ]
4 cars such as 602 003 are stored in the Nuremberg Transportation Museum [ten] 。
The Auksburg Railway Park uses a 601 type 1 train as a restaurant called “Blue Star Train”. [11] 。 The inside of the car has been renovated, and the appearance has been repainted in blue and beige.
List of train used [ edit ]
TEE [ edit ]
The source is based on koschinski 2001, pp.
F-Zug [ edit ]
The source is based on koschinski 2001, p. 42 unless it is specified. However, the change in the operation section is Sharf & Ernst 1983, PP. 789 –807, the depot of the same vehicle is pp.613-615, and the diamond revision date is p.830.
| Train name | Operation section | Depot | Period of use | remarks |
|---|---|---|---|---|
| Hans Zachs Hans Sachs |
Dortmund → Frankfurt Am Min → Munich
Munich → Frankfurt → Hagen |
Dortmund | May 26, 1968 -September 28, 1968 | |
| Torel Bomberm Great bomberg |
Hamburg -Altona -Cologne | Hamburg -Altona | September 29, 1968 -November 10, 1968 | Intercity B |
| Wilhelm Bush Wilhelm Busch |
Hanover -Cologne | Hamburg -Altona | September 29, 1968 -November 10, 1968 | Intercity D |
| Prinz Regent Prinzregent |
Frankfurt -Munich [Note 1] | Frankfurt | September 29, 1968- (Change to IC) | Intercity E |
| Mercattle Mercator |
Hanover -Frankfurt [Note 2] | Frankfurt | September 29, 1968 -September 25, 1971 | Intercity F |
| Zaxen loss Sachsenrß |
Cologne -Hanover -Frankfurt [Note 3] | Hamburg -Altona | September 29, 1968 -November 10, 1968 | |
| Frankfurt | November 11, 1968 -September 25, 1971 | |||
| Carvendel Karwendel |
Frankfurt -Zefelt in Tyrol | Frankfurt | January 31, 1970- (Change to IC) | Irregular trains only during the winter diamond period |
- ^ Munich is via Wurzburg and Frankfurt is via Stuttgart. In the summer of 1971, it was extended between Frankfurt and Innsbrucks irregularly.
- ^ After June 1, 1969, extended between Bremen -Hanover -Frankfurt -Stuttgart.
- ^ Changed between Bremen → Manheim and Frankfurt → Bremen on May 31, 1970
Intercity [ edit ]
Source is based on koschinski 2001, pp. 42–45 unless specified [Note 2] 。 However, the transition of the operation section is Sharf & Ernst 1983, PP.
| Train name | system | Operation section | Period of use | remarks |
|---|---|---|---|---|
| Hessen Kreel Hessen Kurier |
Route 1 | Visbaden -Munich | September 26, 1971 -May 29, 1976 | |
| May 22, 1977 -May 27, 1978 | ||||
| Visbaden → Munich | May 28, 1978 -May 26, 1979 | South trip only (North is a passenger train train) | ||
| Yakob Hugger Jacob Fugger |
Route 1 | Stuttgart -Munich | September 26, 1971 -June 2, 1973 | |
| President president |
Route 1 | Frankfurt Amine → Stuttgart → Munich
Munich → Manheim [Note 1] |
September 26, 1971 -May 31, 1975 | |
| Munich → Routevich Hafen | May 30, 1976 -May 26, 1979 | North trip only (South trip is a passenger train) | ||
| Prinz Regent Prinzregent |
Route 2 | Frankfurt Am Mine -Munich [Note 2] | (Changed from F -ZUG) – May 31, 1975 | |
| Frankfurt → Munich | May 30, 1976- | South trip only (North is a passenger train train) | ||
| Nortovint Nortwind |
Route 4 | Bremen → Munich | September 26, 1971 -May 29, 1976 | Driving only in the south |
| Jutewint South wind |
Route 4 | Munich → Bremen | September 26, 1971 -June 2, 1973 | Driving only in the north. |
| Carvendel Karwendel |
Frankfurt -Zefelt in Tyrol | (Changed from F -Zug) –1979 | Irregular trains only during the winter diamond period | |
| Mark graph Margrave |
Route 3 | Basel → Frankfurt | October 1, 1972 -May 31, 1975 | North trip only (South trip is a passenger train) |
| Frankfurt -Basel | June 1, 1975 -May 27, 1978 | Round -trip | ||
| Melian Merian |
Route 3 | Frankfurt → Basel | October 1, 1972 -May 31, 1975 | South trip only (North is a passenger train train) |
| Rimenshneider Strap cutter |
Route 4 | Munich → Bremen | June 3, 1973 -May 29, 1976 | North trip only (South trip is a passenger train) |
| Zaxen loss Sachsenrß |
Route 3 | Hamburg -Frankfurt -Routevig Hafen | June 3, 1973 -June 13, 1974 | Type 601 |
| June 14, 1974 -January 1975 [9] | Type 602 | |||
| January 1975 -May 29, 1976 | Type 601/602 mixed | |||
| Hamburg → Frankfurt Ludwig Hafen → Hamburg |
May 30, 1976 -May 26, 1979 | Type 601 | ||
| Principal Principal |
Route 1 | Hamburg -Cologne | June 1, 1975 -May 29, 1976 | Type 602 |
| May 30, 1976 -May 27, 1978 | Type 601/602 mixed | |||
| Torel Bomberm Great bomberg |
Route 1 | Hamburg → Cologne Bonn → Hamburg |
June 1, 1976 -May 21, 1977 | Type 601/602 mixed |
| Domup file Cathedral |
Route 2 | Hanover → Bonn Cologne → Hanover |
June 1, 1976 -May 21, 1977 | Type 601/602 mixed |
| Wilhelm Bush Wilhelm Busch |
Route 2 | Hanover → Cologne | May 22, 1977 -February 28, 1978 | Only one way (opposite is a passenger train) Type 601/602 mixed |
| Porta Vest Falica Westphalical |
Route 2 | Cologne → Hanover | May 22, 1977 -February 28, 1978 | Only one way (opposite is a passenger train) Type 601/602 mixed |
- ^ The Munich departure train changed the section from Munich to Wiesbaden on May 26, 1974.
- ^ Prolonged to Innsbruck irregularly.
Vehicle list [ edit ]
- “Vehicle number” is the number after the vehicle number revision in 1968, and the last single digit is a check digit. The “old number” indicates the number of the number before 1967 or the number of the remodeled vehicle.
- The symbols in the “After scrapping” column are as follows.
- A: Demolition in Germany
- B: Sale to Jelka
- C: Rental to East German National Railways, used for “Max Levman”
- D: Sale to Rail Italy
- E: Save at the DB Museum
- E ‘: Vehicle purchased back in 2003
- F: Sale to ESG, use in Blue Star Train
- The source is based on koschinski 2001, p. 52 unless it is specified. However, the Blue Star Train’s web page for the Blue Star Train in the “after scrapping” column [13] , “Current owner / location” column is based on Koshinski 2007, P. 82.
| Vehicle number | Old number | Registration | Worked car (removal) | After the scrapped car | The current owner ・ Live (now 2007) |
|---|---|---|---|---|---|
| 601 001-1 | VT 11 5001 | May 15, 1957 | November 30, 1987 | A | |
| 601 002-9 | VT 11 5002 | May 15, 1957 | June 11, 1981 | A | |
| 601 003-7-7 | VT 11 5003 | June 22, 1957 | Remodeled to 602 002-8 | ||
| 601 004-5 | VT 11 5004 | July 1, 1957 | May 1, 1988 | B | |
| 601 0005-2 | VT 11 5005 | July 26, 1957 | March 1, 1988 | B | |
| 601 006-0 | VT 11 5006 | July 26, 1957 | May 1, 1988 | B, C, D, F | ESG, Bahnpark Augsburg |
| 601 0007-8 | VT 11 5007 | August 22, 1957 | Remodeled to 602 004-4 | ||
| 601 008-6 | VT 11 5008 | August 22, 1957 | November 30, 1987 | AND | DB Museum (Nuremberg) |
| 601 009-4 | VT 11 5009 | September 19, 1957 | August 22, 1981 | B | |
| 601 010-2 | VT 11 5010 | September 19, 1957 | Remodeled to 602 001-0 | ||
| 601 011-0 | VT 11 5011 | October 7, 1957 | May 1, 1988 | B | |
| 601 012-8 | VT 11 5012 | October 7, 1957 | Remodeled to 602 003-6 | ||
| 601 013-6 | VT 11 5013 | October 28, 1957 | March 1, 1988 | B, C (Spare car), D, E ‘ | DB Museum (Leipzig Chuo Station South) |
| 601 014-4 | VT 11 5014 | October 28, 1957 | May 1, 1988 | AND | DB Museum (Leipzig Chuo Station South) |
| 601 015-1 | VT 11 5015 | November 11, 1957 | August 31, 1987 | B, C, D, F | ESG, Bahnpark Augsburg |
| 601 016-9 | VT 11 5016 | November 11, 1957 | May 1, 1987 | B | FIRMA SISTEM, SOLIGNANO NUOVO |
| 601 017-7 | VT 11 5017 | November 27, 1957 | September 26, 1987 | B | |
| 601 018-5 | VT 11 5018 | December 9, 1957 | October 30, 1987 | B, E′ | ESG, Bahnpark Augsburg |
| 601 019-3 | VT 11 5019 | January 9, 1958 | May 1, 1988 | AND | DB Museum (Leipzig Chuo Station South) |
| Vehicle number | Old number | Registration | Worked car (removal) | After the scrapped car | The current owner ・ Live (now 2007) |
|---|---|---|---|---|---|
| 602 001-0 | (601 010-2) | February 22, 1972 | July 25, 1979 | A | |
| 602 002-8 | (601 010-7) | March 9, 1972 | September 25, 1979 | A | |
| 602 003-6 | (601 010-8) | March 8, 1972 | July 27, 1979 | AND | DB Museum (Nuremberg) |
| 602 004-4 | (601 010-8) | March 7, 1973 | July 25, 1979 | A |
| Vehicle number | Old number | Registration | Worked car (removal) | After the scrapped car | The current owner ・ Live (now 2007) |
|---|---|---|---|---|---|
| 901 101-6 | VM 11 5101 | May 15, 1957 | May 1, 1988 | B | |
| 901 102-4 | VM 11 5102 | May 15, 1957 | May 1, 1988 | B, E′, F | ESG, Bahnpark Augsburg |
| 901 103-2 | VM 11 5103 | June 6, 1957 | May 1, 1988 | B, C | |
| 901 104-0 | VM 11 5104 | June 6, 1957 | May 1, 1988 | B, C, D, F | ESG, Bahnpark Augsburg |
| 901 105-7 | VM 11 5105 | July 26, 1957 | May 1, 1988 | B | |
| 901 106-5 | VM 11 5106 | July 26, 1957 | May 1, 1988 | B | |
| 901 107-3 | VM 11 5107 | July 29, 1957 | May 1, 1988 | AND | DB Museum (Leipzig Chuo Station South) |
| 901 108-1 | VM 11 5108 | July 29, 1957 | May 1, 1988 | B, E′ | |
| 901 109-9 | VM 11 5109 | September 19, 1957 | May 1, 1988 | B, C, D, F | ESG, Bahnpark Augsburg |
| 901 110-7 | VM 11 5110 | September 19, 1957 | May 1, 1988 | B, E′, F | ESG, Bahnpark Augsburg |
| 901 111-5 | VM 11 5111 | October 7, 1957 | May 1, 1988 | B | |
| 901 112-3 | VM 11 5112 | October 7, 1957 | May 1, 1988 | B | |
| 901 113-1 | VM 11 5113 | October 28, 1957 | May 1, 1988 | B | |
| 901 114-9 | VM 11 5114 | October 28, 1957 | May 1, 1988 | B | |
| 901 115-6 | VM 11 5115 | November 11, 1957 | May 1, 1988 | AND | DB Museum (Leipzig Chuo Station South) |
| 901 116-4 | VM 11 5116 | November 11, 1957 | May 1, 1988 | AND | DB Museum (Leipzig Chuo Station South) |
| 901 117-2 | VM 11 5117 | September 30, 1958 | May 1, 1988 | B | |
| 901 118-0 | VM 11 5118 | September 30, 1958 | May 1, 1988 | B | |
| 901 119-8 | VM 11 5119 | October 16, 1958 | May 1, 1988 | B | |
| 901 120-6 | VM 11 5120 | October 16, 1958 | May 1, 1988 | B | |
| 901 121-2 | VM 11 5121 | February 14, 1963 | May 1, 1988 | AND | DB Museum (Leipzig Chuo Station South) |
| 901 122-2 | VM 11 5122 | February 14, 1963 | May 1, 1988 | AND | DB Museum (Nuremberg) |
| 901 123-0 | VM 11 5123 | February 14, 1963 | May 1, 1988 | B |
| Vehicle number | Old number | Registration | Worked car (removal) | After the scrapped car | The current owner ・ Live (now 2007) |
|---|---|---|---|---|---|
| 901 201-4 | VM 11 5201 | June 27, 1957 | May 1, 1988 | AND | DB Museum (Leipzig Chuo Station South) |
| 901 202-2 | VM 11 5202 | May 15, 1957 | October 30, 1987 | B, C, D, F | ESG, Bahnpark Augsburg |
| 901 203-0 | VM 11 5203 | July 26, 1957 | May 1, 1988 | AND | DB Museum (Nuremberg) |
| 901 204-8 | VM 11 5204 | July 29, 1957 | May 1, 1988 | B | |
| 901 205-5 | VM 11 5205 | September 19, 1957 | October 30, 1987 | B | |
| 901 206-3 | VM 11 5206 | October 7, 1957 | May 1, 1988 | B | |
| 901 207-1 | VM 11 5207 | October 28, 1957 | May 1, 1988 | B | System signature, Solignano Nuovo |
| 901 208-9 | VM 11 5208 | November 11, 1957 | October 30, 1987 | B, C, D, F | ESG, Bahnpark Augsburg |
| Vehicle number | Old number | Registration | Worked car (removal) | After the scrapped car | The current owner ・ Live (now 2007) |
|---|---|---|---|---|---|
| 901 301-2 | VM 11 5301 | July 29, 1957 | October 30, 1987 | B, C, D, F | ESG, Bahnpark Augsburg |
| 901 302-0 | VM 11 5302 | May 15, 1957 | May 1, 1988 | B, E′ | |
| 901 303-8 | VM 11 5303 | July 10, 1957 | May 1, 1988 | B, E′ | DB Museum (Leipzig Chuo Station South) |
| 901 304-6 | VM 11 5304 | June 6, 1957 | May 1, 1988 | B, E′ | DB Museum (Leipzig Chuo Station South) |
| 901 305-3 | VM 11 5305 | July 26, 1957 | December 17, 1987 | B, C, D, F | ESG, Bahnpark Augsburg |
| 901 306-1 | VM 11 5306 | July 26, 1957 | May 1, 1988 | B | |
| 901 307-9 | VM 11 5307 | September 19, 1957 | May 1, 1988 | B | |
| 901 308-7 | VM 11 5308 | October 7, 1957 | October 30, 1987 | B |
| Vehicle number | Old number | Registration | Worked car (removal) | After the scrapped car | The current owner ・ Live (now 2007) |
|---|---|---|---|---|---|
| 901 401-0 | VM 11 5401 | May 15, 1957 | May 1, 1988 | AND | DB Museum (Leipzig Chuo Station South) |
| 901 402-8 | VM 11 5402 | June 22, 1957 | December 17, 1987 | B, C, D, F | ESG, Bahnpark Augsburg |
| 901 403-6 | VM 11 5403 | June 6, 1957 | September 17, 1977 | A | |
| 901 404-4 | VM 11 5404 | July 26, 1957 | March 1, 1988 | AND | DB Museum (Leipzig Chuo Station South) |
| 901 405-1 | VM 11 5405 | November 11, 1957 | October 30, 1987 | A | |
| 901 406-9 | VM 11 5406 | July 29, 1957 | Remodeled to 901 501-7 | ||
| 901 407-7 | VM 11 5407 | September 19, 1957 | May 1, 1988 | B | System signature, Solignano Nuovo |
| 901 408-5 | VM 11 5408 | October 7, 1957 | December 27, 1987 | B, E′ | |
| 901 409-3 | VM 11 5409 | October 28, 1957 | Remodeled to 901 502-5 | ||
| Vehicle number | Old number | Registration | Worked car (removal) | After the scrapped car | The current owner ・ Live (now 2007) |
|---|---|---|---|---|---|
| 901 501-7 | (901 406-9) | 1981 | May 1, 1988 | B | |
| 901 502-5 | (901 409-3) | 1981 | May 1, 1988 | B, E′ | DB Museum (Leipzig Chuo Station South) |
Annotation [ edit ]
- ^ Nortovint and Jute Vint are only one -way driving, so there are seven trains as a train name.
- ^ There are materials that are different from the operation at Inter City, for example, Mertens & Malaspina, P. 58 states that the IC Germania (Cologne -Hanover) used a 601/602 type.
source [ edit ]
- ^ Koschinski 2001, p. 20
- ^ Koschinski 2001, pp. 26–28
- ^ Koschinski 2001, p. 43
- ^ Koschinski 2001, pp. 36–41
- ^ a b c Scharf & Ernst 1983, pp. 613–615
- ^ a b Koschinski 2001, pp. 42–43
- ^ Scharf & Ernst 1983, p. 387
- ^ a b c d It is Koschinski 2001, pp. 43–45
- ^ a b Koschinski 2007, pp. 78–80
- ^ VT 602 – The TEE -The Nuremberg Transportation Museum (English)
- ^ Blue Star Train (German)
- ^ a b c Scharf & Ernst 1983, pp. 613–614
- ^ ESG. “ Zeittafel ”. Blue Star Train . September 18, 2010 Browsing.
Related item [ edit ]
references [ edit ]
- Naoto Sakai “This is the highest peak of Bonnet Diesel Car in Germany VT601” “Railway Fan” No. 295, November 1985, pp. 92-101.
- Koschinski, konrad (2007) (German), The tea story (Railway Journal Special Edition 1/2007) , Fürstenfeldbruck , Germany: Railway Journal, ISBN 978-3-89610-170-9
- Koschinski, konrad (2001) (German), TEE VT 11.5 and VT 18.16 – design Görlitz (Railway Journal Special edition 4/2001) , Fürstenfeldbruck , Germany: Railway Journal, ISBN 978-3-89610-084-9
- Mertens, Maurice; Malaspina, Jean-Pierre (2007) (French), The legend of trans-European express , LR Press, ISBN 978-2-903651-45-9
- SchaRf, Hans-Wolfgang; Ernst, FRIEDHELM (1983) (German), From the long -distance speed to Intercity , Railway courier, ISBN 3-88255-751-6
External link [ edit ]
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