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DB Class VT 11.5
DB Class VT 11.5
DB Class VT 11.5
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DB VT 11.5
DB Classes 601 and 901
Class 601 in TEE livery, 1970 Munich Hauptbahnhof
In service1957 to 1988 (DB) or 1991 (DR)
ManufacturerMAN, LHB, Wegmann
Constructed1957
Number built
  • 19 power cars[1]
  • 48 trailer cars
Fleet numbers
  • Power cars:
  • VT 11 5001–5019 → 601 001–019
  • Trailers:
  • VM 11 5101–5123 → 901 101–123
  • VM 11 5201–5208 → 901 201–208
  • VM 11 5301–5308 → 901 301-908
  • VM 11 5401–5409 → 901 401–409
Specifications
Train length130,720 mm (428 ft 10+1⁄2 in)
Width3,012 mm (9 ft 10+5⁄8 in)
Wheel diameter
  • Powered: 950 mm (3 ft 1+3⁄8 in)
  • Unpowered: 900 mm (2 ft 11+3⁄8 in)
Maximum speed160 km/h (99 mph)[1]
WeightService: 214 t (211 long tons; 236 short tons)
Axle load18 t (18 long tons; 20 short tons)
Prime mover(s)MTU 12V 538 TA 10 or
Maybach MD650/aB
Transmissionhydraulic
UIC classificationB′2′+2′2′+2′2′+2′2′+2′2′+2′2′+2′B′
Braking system(s)Disc brake, Electromagnetic track brake
Coupling systemScharfenberg
Track gauge1,435 mm (4 ft 8+1⁄2 in)

The trainsets of Class VT 11.5 (often simply called TEE) were diesel multiple units built by Deutsche Bundesbahn (DB) in 1957 and used for Trans Europ Express (TEE) services. Perceived as flagships of the DB rolling stock, they carried first-class seating only. When the UIC numbering scheme became effective on 1 January 1968, the power heads of the trainsets were renamed to Class 601 whilst the middle cars became Class 901 according to the DB locomotive classification. They were used for TEE service from 1957 until 1972 and thereafter on German InterCity services.[1]

History

[edit]

The VT 11.5 was based on the prewar DRG Class SVT 137 and the innovative designs by Franz Kruckenberg[2] as well as on the experiences with the postwar DB Class VT 10.5.[3] Mostly the trainsets consisted of two motor units built by MAN AG, one dining and kitchen car, one dining and bar car built by Wegmann & Co., and three coaches assembled by Linke-Hofmann-Busch.[4] The weight of a seven-unit trainset was 230 t (230 long tons; 250 short tons), the length was 130 m (426 ft 6+1⁄8 in). Motor units and coaches were coupled by automatic Scharfenberg couplers, thus allowing trainsets up to ten units and coupling of two trainsets.[5]

DSB-MA460 in Copenhagen

From 1963 a second series of these trains were sold to the Danish State Railways (DSB) for use as national express trains (lyntog, meaning 'lightning trains').[6] This was a modified version which could be separated into two independent units and loaded onto the Great Belt ferries, and a total of 5+1⁄2 whole or 11 half units were sold.[7] It was given the designation "litra MA", ranging from MA 460 to 470. In 1984 the trains were painted in a silvery color, which resulted in the nickname "Sølvpilen" (Silver arrow). Another affectionate nickname was "Flyvende Støvle" (Flying Boot) or "Staniolekspressen" (the Tinfoil express). In 1990 these trains were phased out from Danish service and donated to a Polish railway (first private in Poland - Lubuska Kolej Regionalna Spółka z o.o.). After collapse of that private railway (1994), all these trains were scrapped. [8] One half unit (The MA 460) was not donated to the Polish railway, but given to the Danish Railway Museum, where it still remains operating as a museum train.

Operational

[edit]

Trans Europ Express

[edit]

The first trains were commissioned in 1957 and used on the following international TEE routes:

  • TEE 31/32 Rhein-Main Frankfurt/Main – Amsterdam
    2 December 1957 – 27 May 1967[9]
  • TEE 74/75 Saphir Dortmund – Oostende
    15 July 1957 – 26 September 1971[10]
  • TEE 77/78 Helvetia Hamburg Altona – Zürich
    14 October 1957 – 1 March 1965.[11]
  • TEE 168/185 Paris-Ruhr Dortmund – Paris Nord
    23 December 1957 – 29 May 1960 & 30 May 1965 – 31 May 1969 [12]

In the 1960s, due to ongoing electrification, routes like the TEE Helvetia were changed to electric locomotive-hauled train sets. The diesel trainsets were reallocated to other TEE routes:

  • TEE 155/190 Parsifal Hamburg Altona – Paris Nord
    29 May 1960 – 29 September 1968[13]
  • TEE 25/26 Diamant Dortmund – Antwerpen
    30 May 1965 – 29 September 1971 [14]
  • TEE 84/85 Mediolanum München – Milan
    1 June 1969 – 28 September 1972[15]

Intercity

[edit]
Class 601 in DB-Touristik livery 1986, München südring

In 1971, DB started their new first-class-only InterCity system, using mainly the 601 series on the non-electrified InterCity routes.[16] The regular maximum speed was set to 160 km/h for seven-unit trains. For trains up to 10 units the 602 was used. In 1979, the InterCity system was expanded and second-class compartments were introduced for these trains, meaning the end of 601/602 use for these trains.[17]

Tourism

[edit]

From 1980, the 601/901 was used for special tourist services.[17] These trains had ten units including refitted open seating cars; sometimes two trainsets were coupled to form a 20-unit train. This "Alpen-See-Express" ran scheduled from Hamburg and Dortmund to southern German and Austrian destinations, including Berchtesgaden, Lindau, Oberstdorf, Innsbruck, Zell am See, and Salzburg. This service ended in 1988, when all 601s except the two scrapped (601 002 and 901 403) were sold to Italy.[18]

Deutsche Reichsbahn

[edit]
Class 601 with DR Logo, Berlin Zoologischer Garten

The fall of the Berlin Wall in 1989 led to a new life for the 601 as an InterCity train. One of the 10-unit trains was loaned from Italy to the East German Reichsbahn (DR) and served from July 27, 1990, to September 29, 1990, as InterCity Max Liebermann on the route Hamburg–Berlin.[19] One part of this train had been later repainted blue-beige and is still to be seen at the Augsburg Railway Park museum. It today houses a restaurant run by celebrity chef Alfons Schuhbeck.

Technical details

[edit]

Class 601

[edit]

The VT 11.5, later 601 had two motor units at the head and the tail of the train. Each one had an 809 kW diesel from MTU and a hydraulic transmission from Voith or Maybach. The maximum speed was 140 km/h (87 mph), later 160 km/h (99 mph). All coaches were air-conditioned.[20]

Class 602

[edit]
Class 602 at the DB Museum, in Nuremberg.

In order to run ten-unit trains with a maximum speed of 160 km/h, four VT 11.5 were rebuilt in 1970 and received 2,200-horsepower (1,600 kW) AVCO Lycoming TF55 gas turbines supplied under license by Klöckner-Humboldt-Deutz in place of their original 1,100-horsepower (820 kW) Diesel engines.[1] They were renumbered as Class 602 001–004 (ex-Class 601 nos. 012, 003, 007 and 010, respectively),[1] recognizable at the large dimensioned air intakes, and used for DB InterCity service, starting with the train connection between Hamburg and Ludwigshafen in July 1974.

From 1975, a mixed operation with diesel and gas turbine power heads was made possible. During test runs in April 1975, a train with two 602 and two coaches ran 217 km/h on the Hanover–Hamburg railway line, a new German record for trains powered by combustion engines (equalled only in 2000 by an ICE TD train). Since the turbines caused some problems and had higher fuel consumption, the 602, like the DB Class 210, were taken out of service by 1979.[21]

Preservation

[edit]

One trainset has been preserved in operating condition by DB, consisting of power cars VT 11.5 5014/19[1] and eight unpowered cars, and it operates occasionally on special excursions, including for private hire. The only other car preserved from this series is VT 11.5 5012 (as 602 003, its later number), preserved at the Nuremberg Transport Museum.[1]

See also

[edit]

References

[edit]

Works cited

[edit]
  • Hajt, Jörg (2001). Das grosse TEE Buch (in German). Bonn/Königswinter: Heel Verlag. ISBN 3-89365-948-X.
  • Berndt, Torsten (2002). Reisen 1. Klasse VT 11.5 (in German). Irsee: Märklin.
  • Mertens, Maurice; Malaspina, Jean-Pierre (2007). La Légende des Trans Europ Express (in French). Vannes: LR Presse. ISBN 978-29-036514-5-9.
  • Goette, Peter (2008). TEE-Züge in Deutschland (in German). Freiburg: EK-Verlag. ISBN 978-3-88255-698-8.
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

DB Class VT 11.5

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from Grokipedia
The DB Class VT 11.5 (later redesignated as Baureihe 601) was a series of high-speed diesel multiple units introduced by the (DB) in 1957 specifically for (TEE) international services, featuring luxurious first-class accommodations and advanced diesel-hydraulic propulsion to connect major European cities at speeds up to 140 km/h. Comprising 19 powered end cars manufactured by MAN and a total of 48 intermediate cars built by Linke-Hofmann-Busch (LHB) and Wegmann (including 23 compartment cars, 8 open-plan seating cars, 8 bar cars, and 9 dining/kitchen cars), these seven-part trainsets (expandable to ten cars) were powered by two 1,100 hp (809 kW) MTU diesel engines per set, each driving hydraulic transmissions on bogies with only the inner axles powered for efficient high-speed operation. An auxiliary 296 hp diesel generator supported onboard amenities like air conditioning and the dining facilities, emphasizing the trains' role as symbols of post-war European rail prestige. Debuting on June 2, 1957, with inaugural TEE routes such as the "" from to , the VT 11.5 units operated across and neighboring countries until 1972, when many TEE services transitioned to locomotive-hauled consists due to and capacity demands. From 1971, surviving sets entered domestic (IC) service, with five units upgraded in 1970–1971 to Baureihe 602 status via gas turbine replacements for improved acceleration and a top speed of 160 km/h, though they were withdrawn from IC duties by 1979 amid reliability issues and fleet modernization. In their final years from 1980 to 1988, the trains found niche use in tourist excursions, such as the "Alpen-See-Express" and Ammerseebahn routes, before complete retirement on April 9, 1988, marking the end of a landmark era in diesel express railroading.

Development and History

Origins and Predecessors

The development of the DB Class VT 11.5 was shaped by the post-World War II imperative to revive and modernize European rail travel amid economic recovery and international cooperation. In the mid-1950s, the (UIC) initiated the (TEE) project to establish a network of prestigious, first-class-only international expresses, launched on June 2, 1957, connecting major cities across . The TEE project was conceived by the UIC in 1954, with DB committing to diesel units by 1956. This initiative aimed to compete with emerging air travel by offering reliable, high-speed services, but many routes remained non-electrified, necessitating advanced diesel multiple units from national railways like the (DB). The DB's contribution emphasized diesel-powered trains for flexibility on mixed electrification networks, reflecting Germany's "economic miracle" and focus on technological prestige. Pre-war German rail innovations provided key conceptual foundations for the VT 11.5, particularly the aerodynamic and high-speed principles pioneered in the 1930s by the Deutsche Reichsbahn-Gesellschaft (DRG). The series, including the iconic "Fliegender Hamburger" (Flying Hamburger), represented early efforts in streamlined diesel railcars designed for rapid intercity travel. Introduced in 1933 as the SVT 877 prototype, the Fliegender Hamburger operated on the Berlin-Hamburg route, covering 287 km in 138 minutes at an average speed of 125 km/h, powered by a diesel-electric system with a engine and wind-tunnel-tested aluminum body for reduced drag. Subsequent SVT 137 production sets (1935–1938) achieved operational top speeds of 160 km/h, incorporating lightweight construction and efficient propulsion to shrink travel times between cities. These designs, led by engineer Franz Kruckenberg, emphasized speed, comfort, and , influencing post-war DB efforts to create robust international trains. Immediate post-war experience with the DB Class VT 10.5 further informed the VT 11.5's requirements for reliability in demanding service. Introduced in 1953 as an articulated for domestic expresses like the "Senator," the VT 10.5 was intended for high-speed internal operations but proved short-lived due to persistent defects and reliability shortcomings. These issues, including frequent mechanical failures that limited its operational lifespan, prompted its progressive withdrawal by 1964, highlighting the need for a more durable design capable of sustaining the rigorous schedules of international routes. The VT 11.5 addressed these lessons by prioritizing enhanced robustness and proven components, ensuring suitability for cross-border prestige services.

Design and Production

The DB Class VT 11.5 trainsets were produced through a collaborative effort involving the Deutsche Bundesbahn's central vehicle office (BZA München) and three major German manufacturers: Maschinenfabrik Augsburg-Nürnberg () in Nürnberg, which constructed all 19 power cars (Triebköpfe VT 11.5); Linke-Hofmann-Busch (LHB) in , responsible for most intermediate trailer cars including compartment coaches; and Wegmann & Co. in , which built the dining and kitchen cars along with some additional trailers, resulting in a total of 48 intermediate cars across various subtypes (VM 11.51 to VM 11.54). This division of labor leveraged each firm's expertise in rail vehicle construction, with focusing on the powered end units incorporating drive systems derived from proven DB locomotive classes, while LHB and Wegmann handled the passenger and service accommodations. Key engineering decisions emphasized lightweight construction and aerodynamic efficiency, featuring a streamlined carbody with welded underframes clad in riveted aluminum profiles to reduce weight and drag, optimized through wind-tunnel testing that included side skirts and sealed underfloor for improved high-speed stability. The standard formation consisted of a seven-car consist with two power cars at each end and five trailers—typically two compartment coaches (A4ü), one open-plan salon coach (A4y), one dining coach (AR4üe), and one combined dining/bar/kitchen coach (Ap4üe)—all first-class only, providing 122 seats in compartments and salon areas plus facilities for 46 dining seats and a seven-seat bar, with rubber-sealed gangway connections for smooth transitions. These features built briefly on lessons from predecessors like the VT 10.5, prioritizing reliability in international express service without the earlier model's overheating issues. Initial specifications included an overall trainset length of 130.72 meters, a width of 3.012 meters, and an empty weight of 214 tonnes for the seven-car formation, designed for a maximum speed of 140 km/h (later increased to 160 km/h) to support premium cross-border operations. Development began in the mid-1950s as part of the UIC project, with series production commencing in 1957; the first completed sets entered revenue service on June 2, 1957, coinciding with the TEE network launch after factory testing.

Technical Specifications

Powertrain and Propulsion

The DB Class VT 11.5 diesel multiple units were powered by two end power cars, each fitted with a single V12-cylinder diesel engine rated at 810 kW (1,100 hp) at 1,500 rpm. These engines were produced by either Maybach (type MD 650 H or MD 652) or MTU (type 12V 538 TA 10), selected for their reliability in high-speed service and derived from proven designs used in DB's V 200 locomotives. The total installed power for a standard trainset thus amounted to 1,620 kW (2,200 hp), providing sufficient output for the train's operational demands across international routes. Each engine drove a hydraulic transmission, with options including the Voith L217 r or L306 re turbo-transmissions, or the Maybach-Mekydro K104 U 460 hydromechanical units, which ensured efficient torque conversion and smooth acceleration. Propulsion was delivered through a cardan shaft to two driven axles per power car, arranged in a B'B' configuration with powered bogies at the inner ends and unpowered leading bogies for stability at speed. This setup, with powered bogies having a wheel diameter of 950 mm and unpowered bogies 900 mm, enabled a maximum speed of 160 km/h after initial upgrades from the original 140 km/h design, balancing performance with track compatibility on the European network. The hydraulic transmissions facilitated rapid power modulation, contributing to the train's reputation for responsive handling in varied service conditions. Cooling systems incorporated large radiators and forced-air ventilation integrated into the power car's underframe, while exhaust arrangements routed gases through silencers to minimize noise during high-speed runs. Fuel systems supported extended operations with a capacity of approximately 2,150 liters of diesel per , totaling 4,300 liters for the trainset, stored in underfloor tanks with gravity feed to the engines. Auxiliary diesel generators, rated at approximately 210 kW (280 hp) each, provided onboard electrical power for lighting, , and other systems, independent of the main propulsion engines to maintain reliability.

Carbody, Capacity, and Features

The carbodies of the DB Class VT 11.5 were built using lightweight aluminum construction reinforced with steel frames to minimize overall weight while maintaining structural integrity. This approach contributed to the train's efficient performance on international routes. The design incorporated aerodynamic shaping, particularly a rounded on the power cars, to reduce drag and support higher speeds up to 140 km/h. In its standard seven-car configuration—comprising two power cars and five trailers—the VT 11.5 offered a total passenger capacity of 168 first-class seats, emphasizing luxury and exclusivity for services. The trailers included two compartment cars (A4ü type) with 36 seats each in six private compartments, one salon car (A4y type) providing 33 open-plan seats for a more spacious feel, and two dining cars: one dedicated kitchen-dining car (R4y type) with 23 seats and a full electric for meal preparation, and one combined dining-bar car (AR4y type) accommodating approximately 40 passengers across dining, bar, and lounge areas. This layout allowed for flexible expansion to ten cars when demand required, increasing capacity accordingly while preserving the all-first-class focus. Key passenger features included throughout all cars for consistent comfort on long journeys, high sound insulation to minimize noise, and luxurious interiors with individual reading lights and attendant call buttons. The dining facilities stood out with comprehensive onboard service, featuring a fully equipped electric capable of producing multi-course meals and a bar area offering beverages and light snacks in a wood-paneled, elegantly decorated setting. Safety elements reflected 1950s engineering standards, including automatic Scharfenberg couplers for secure, centralized connections between cars that also transmitted pneumatic and electrical lines without manual intervention. Braking was handled by electro-pneumatic disc brakes (KE type) on all axles for reliable stopping power, supplemented by induction brakes on each coach for enhanced control during high-speed operations. These features ensured stable handling and passenger protection suitable for the era's rail networks.

Operational Service

Trans Europ Express Era

The DB Class VT 11.5 diesel multiple units were specifically developed for the (TEE) network, with trainsets formed from 19 powered end cars assigned to inaugural international services in 1957. These trainsets, comprising two powered end cars and four intermediate cars each, debuted on key cross-border routes, including the Rhein-Main linking to via and , the Saphir connecting to Oostende in , and the Helvetia running from Hamburg-Altona to through . The VT 11.5's streamlined design and air-conditioned first-class accommodations epitomized the prestige of the TEE initiative, a collaborative effort among European railways to provide high-speed, premium travel. The inaugural TEE run featuring the VT 11.5 occurred on June 2, 1957, with the service marking the start of regular operations. By 1965, the network had expanded significantly, supporting up to 15 daily TEE services operated by DB using these trainsets, all adhering to the strict all-first-class policy that excluded second-class seating to maintain exclusivity. International pooling arrangements enabled seamless operations across borders, with DB coordinating alongside the (SBB) for Swiss segments and Nederlandse Spoorwegen (NS) for Dutch routes, ensuring standardized TEE branding and service quality throughout . The VT 11.5 trainsets were progressively withdrawn from TEE duties by 1972, as advanced on major lines and the network shifted toward locomotive-hauled formations to better accommodate growing demands for second-class options in international express services. The final TEE run with a VT 11.5 was the from München to Milano on August 20, 1972. In service, these units demonstrated strong performance, achieving average speeds of 120-140 km/h on typical routes, bolstered by reliability enhancements implemented after , including refined hydraulic transmissions that reduced downtime and improved overall dependability. Their baseline powertrain specifications, detailed elsewhere, facilitated these operational speeds essential for TEE schedules.

InterCity and Domestic Operations

Following the conclusion of their primary Trans Europ Express assignments, the VT 11.5 trainsets were repurposed for the Deutsche Bundesbahn's new domestic (IC) network starting in 1971, leveraging their diesel propulsion for non-electrified lines. Redesignated as Class 601 in 1968, approximately six of the available trainsets were adapted with second-class seating additions while retaining first-class accommodations to align with the IC's mixed-class requirements. Additionally, four units were upgraded in 1972 to Class 602 with gas turbine engines (1,617 kW each) for improved acceleration and a top speed of 160 km/h on IC routes. These converted units served on key domestic routes such as – and –, where electrification was incomplete, operating at maximum speeds of 160 km/h and fully integrated into the IC timetable alongside electric-powered sets. By 1973, the adapted 601 and 602 trainsets were in regular IC service, providing reliable high-speed connectivity on these diesel-dependent corridors. The VT 11.5's IC era ended progressively from the mid-1970s onward, with full withdrawal by summer 1979, as advancing on major lines like – rendered diesel units obsolete in the network. The Class 602 units were withdrawn earlier due to reliability issues with the gas turbines. Over this period, the trainsets accumulated substantial mileage in domestic operations, contributing to the IC system's early expansion before the dominance of electric . Operationally, DB adapted crew training protocols for the Class 601/602's mixed-class layout, emphasizing efficient service across both seating classes, while scheduling ensured smooth interoperability with electric IC formations on shared routes.

Tourism and International Use

In the 1980s, several VT 11.5 trainsets, renumbered as Baureihe 601, were refurbished for tourist services under the Alpen-See-Express banner, operating seasonal routes from to scenic southern destinations. These 10-car formations connected and to locations such as Seefeld in Tirol, , Seebrugg in the Black Forest, and Bodenmais in the , emphasizing luxury travel with restored first-class amenities, increased seating capacity (up to four seats per row), ski luggage compartments, and public address systems for enhanced passenger experience. Marketed as the "Urlaubs-InterCity" (Holiday ), the service ran daily during peak summer periods from 1980 until its final runs on April 9, 1988, when it was replaced by standard and Fernverkehrs (FD) trains amid rising maintenance costs and reliability issues. Beyond domestic tourism, the VT 11.5 saw significant international adaptation through exports and loans to foreign operators. In 1963–1966, the Danish State Railways (DSB) acquired five and a half half-trainsets (11 power cars) based on the VT 11.5 design from , designated as litra MA (MA 460–470), for express "lyntog" services across on routes including the Limfjorden, Nordjylland, and Kongeåen lines. These units, adapted for transfers across the Storebælt with detachable half-configurations, retained the original MD650 diesel engines producing 1,100 hp each, though intermediate cars were modified in the mid-1970s by converting restaurant vehicles to kiosk cars; by 1983–1984, they received a distinctive silver , earning the "Sølvpilen" (Silver Arrow). The litra MA operated until their withdrawal on February 15, 1990, after which most were transferred to Poland's Lubuska Kolej Regionalna and scrapped by 1995, with one set preserved at 's Jernbanemuseet. A brief cross-border role occurred in , where one 10-car VT 11.5 trainset was loaned from Italian state railways (FS) and refurbished in summer for the (DR). Operated as the "Max " from Berlin-Rummelsburg depot, it served the – route from July 27 to September 29, , providing temporary high-capacity service amid reunification preparations. This marked the VT 11.5's final scheduled international operation, with the unit returning to afterward. The VT 11.5's export history was limited primarily to the DSB acquisition, representing the class's only permanent foreign sale, alongside occasional loans like the DR deployment and earlier Italian units; post-1980s, surviving sets saw sporadic charters and exhibitions in and , underscoring their legacy in scenic and cross-border travel before full withdrawals by DB in 1988 and foreign operators by 1990.

Variants and Later Adaptations

Class 601 Conversions

From 1971, eight Baureihe 601 trainsets were modified for domestic operations to meet the demands of the expanding IC network, including the replacement of one first-class salon car in each trainset with a 64-seat open-plan second-class car arranged in a 2+2 configuration. Technical modifications accompanied the interior changes to enhance reliability for intensive domestic use. The power cars underwent engine overhauls, retaining the MTU 12V 538 TA10 V12 diesel engines rated at 1,100 hp (820 kW) each, while transmissions were upgraded to improve durability and performance under frequent high-speed running. Under the UIC numbering system, the reclassified power heads received numbers 601 001 through 601 019, with intermediate cars designated as class 901. The converted class 601 trainsets were integrated into the InterCity timetable starting in 1971, operating on key domestic routes such as the IC 15/16 line between major cities like and . They provided premium service with a mix of first- and second-class seating until 1980, when all units were withdrawn due to their advancing age—over two decades since original construction—and the Deutsche Bundesbahn's shift toward electrified lines equipped with newer electric multiple units.

Class 602 and Other Modifications

In the early 1970s, the pursued experimental modifications to the VT 11.5 series to extend its viability for high-capacity operations, resulting in the creation of Class 602 s. Four existing Class 601 s—originally designated VT 11.5 1004, 1007, 1010, and 1012—were selected for rebuilding starting in 1970, with conversions completed between 1972 and 1973. These units received two AVCO Lycoming TF55-L2 gas turbines providing a total output of 1,600 kW (2,200 hp) per , enabling sustained speeds of 160 km/h when configured as two half-trainsets (one plus three trailers each). Renumbered as 602 001 to 004, the modified s, including the example VT 11.5 5012 becoming 602 003, were tested in push-pull configurations with electric locomotives to evaluate hybrid diesel-electric formations for mixed-traffic routes. The Class 602 units underwent high-speed trials in the mid-1970s, achieving 200 km/h in a test consisting of two power cars and two intermediate coaches, which highlighted the adaptability of VT 11.5 components for advanced research. Auxiliary generators were retrofitted to select units to provide additional electrical capacity for onboard amenities during prolonged runs. Although only two full half-trainsets were formed, the modifications emphasized niche applications over widespread deployment, with the gas turbines proving efficient for but challenging for economy. Service ended in 1978 due to rising operational costs, after which the units were stored until 1988; 602 003 remains preserved, while the others were scrapped. Beyond the Class 602, other VT 11.5 components saw targeted adaptations for testing and international use. Individual power cars, such as VT 11.5 5013, served as shunters and test beds for transmission experiments into the , evaluating hydraulic upgrades and component durability before in 1988. In , Danske Statsbaner ordered eleven trainsets based on the VT 11.5 design in 1961, with deliveries from 1963 to 1966; these were designated litra MA 460–470, with modifications including central control cars for push-pull operation and splitting into independent halves to accommodate transfers across the Storebælt . These units retained Maybach MD 650 engines but underwent repainting to a silver in 1983–1984, earning the moniker Sølvpilen; cars were converted to kiosks in the mid-1970s to align with local service needs. The litra MA fleet operated express services until 1990, after which most were donated to a Polish railway operator and later scrapped by 1995, with one complete set preserved at the Danish Railway Museum in .

Preservation and Legacy

Preserved Units

Several motor cars from the DB Class VT 11.5 have survived into preservation, with seven units documented as of 2025, primarily as static displays due to their age and maintenance challenges. These include VT 11.5 5001, stored at AW Wittenberge; VT 11.5 5006, located in Braunschweig; VT 11.5 5008, on exhibit at the DB Museum in Koblenz; VT 11.5 5013, held by DB at BW Lichtenfels; VT 11.5 5015, preserved in Halberstadt; VT 11.5 5018, maintained by SEH in Heilbronn; and VT 11.5 5019, preserved by DB Museum at BW Lichtenfels. Additionally, the converted gas turbine power car VT 11.5 5012 (renumbered as 602 003) is preserved at the DB Museum in Koblenz as a non-operational exhibit. No complete trainsets remain operational, following the dismantling of the last candidate set in 2020. In the 1990s, the undertook an initiative to restore a full trainset for preservation, selecting power cars VT 11.5 5014 and 5019 along with eight intermediate cars to return it to 1957 configuration. External restoration occurred in 1985, but full operational revival was halted in 1999 due to asbestos contamination, with further efforts abandoned in 2004 amid escalating costs; VT 11.5 5014, stored at Villingen until then, was dismantled between January 18 and 21, 2020, after parts removal, while VT 11.5 5019 remains preserved at BW Lichtenfels. To support such efforts, components were cannibalized from scrapped units, as 11 of the original 19 power cars had been withdrawn and dismantled by 1995. A related survivor is a half-unit of the Danish State Railways (DSB) Class MA Lyntog, a licensed VT 11.5 derivative consisting of MA 460 with intermediate cars AM 500, BMK 530, and BS 480, preserved as a static display at the Danish Railway Museum in since its withdrawal on February 5, 1990.
Unit NumberLocationCondition
VT 11.5 5001AW Static preservation
VT 11.5 5006Static preservation
VT 11.5 5008DB Museum, Static exhibit
VT 11.5 5013DB, BW LichtenfelsStatic preservation
VT 11.5 5015Static preservation
VT 11.5 5018SEH, Static preservation
VT 11.5 5019DB Museum, BW LichtenfelsStatic preservation
602 003 (ex VT 11.5 5012)DB Museum, Static exhibit

Modern Operations and Exhibitions

Preserved examples of the DB Class VT 11.5 continue to play a role in public exhibitions, showcasing their historical significance in European rail travel. No complete trainsets are maintained in operational condition for heritage excursions. Several units are on static display in museums across . At the DB Museum in , the VT 11.5 (later redesignated class 601) is featured in the permanent "Railway History Up Close" exhibition, alongside the related class 602 gas turbine variant, allowing visitors to explore the era's luxury features. The Danish Railway Museum in houses parts from Danish-operated VT 11.5 derivatives, emphasizing cross-border TEE operations. Recent maintenance efforts, including engine rebuilds on preserved units, ensure their longevity, with updates as of 2025 focusing on component overhauls to support future exhibitions. The class's legacy endures in modern rail design, influencing the and comfort standards of contemporary high-speed trains like the series. It has appeared in media, including scale models from manufacturers such as Märklin and documentaries on TEE history, underscoring its cultural impact. Notably, no major accidents were recorded during the VT 11.5's operational service, contributing to its reputation for reliability.

References

  1. https://www.trainsdepot.org/en/vehicle/319/tee-vt-11-5-trans-europe-express
  2. https://www.eisenbahnarchiv.de/bibliothek/deutschland/lokomotiven-locomotives/diesel-triebwagen/baureihe-601/
  3. https://gibitrains.fr/en/train/rame_tee_db_vt11-roco.htm
  4. https://projects.esu.eu/projectoverviews/search?q=VT11.5
  5. https://retours.eu/en/14-design-trans-europ-express/
  6. https://dbmuseum.de/en/nuremberg/vehicles/fliegender-hamburger-vt-877-1
  7. https://retours.eu/en/27-schnelltriebwagen-reichsbahn/
  8. https://www.dbtrains.com/en/trainsets/epochIII/VT10.5/
  9. https://eisenbahn-museumsfahrzeuge.de/index.php/deutschland/staatsbahnfahrzeuge/triebwagen/baureihe-vt-11-5
  10. https://sebtus.de/steckbrief_extern_vt_11_5.html
  11. https://www.loco-info.com/view.aspx?id=16919&t=
  12. https://trainspo.com/model/4420/
  13. https://www.dbtrains.com/en/trainsets/epochIII/VT11.5/
  14. https://www.marklin.com/products/min-details/article/37605
  15. https://grs-uk.org/publications_booklets/tee-trans-europ-express-vt11-5/tee_trans_europ_express_vt11_5.html
  16. https://maybach.org/30-years-inter-city-express-network-the-inspiring-story-of-its-maybach-powered-ancestors/
  17. https://eisenbahn.de/eisenbahn-magazin/der-alpen-see-express-in-den-1980er-jahren-in-vorbild-und-modell-mit-mehr-komfort-zurueck-in-die-erfolgsspur_8458
  18. https://www.maerklin.de/en/products/min-details/article/37607
  19. https://www.jernbanen.dk/lyntog.php?typenr=3
  20. https://www.eisenbahn-museumsfahrzeuge.de/index.php/deutschland/staatsbahnfahrzeuge/triebwagen/baureihe-vt-11-5/vt-11-5015
  21. https://www.sebtus.de/steckbrief_extern_vt_11_5.html
  22. http://www.baureihe601.de/datenundverbleib.htm
  23. http://www.triebwagenarchiv.de/index.php?nav=1000472&lang=de
  24. https://www.loco-info.com/view.aspx?id=16919
  25. https://www.wwrgallery.co.uk/products/db-vt-11-5-602-003-db-inter-city
  26. https://www.dbtrains.com/en/trainsets/epochIV/BR601-602/
  27. https://eisenbahn-museumsfahrzeuge.de/index.php/deutschland/staatsbahnfahrzeuge/triebwagen/baureihe-vt-11-5/vt-11-5013
  28. https://eisenbahn-museumsfahrzeuge.de/index.php/deutschland/staatsbahnfahrzeuge/triebwagen/baureihe-vt-11-5/vt-11-5019
  29. https://www.bahnbilder.de/name/galerie/kategorie/deutschland~gasturbinentriebzuege~db-vt-115-br-602-tee-triebzuege.html
  30. https://wiki.playstreamlined.com/VT_11.5
  31. https://eisenbahn-museumsfahrzeuge.de/index.php/deutschland/staatsbahnfahrzeuge/triebwagen/zerlegte-triebwagen-db/vt-11-5014
  32. https://www.jernbanen.dk/lyntog_solo.php?bid=7463
  33. https://dbmuseum.de/en/koblenz
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