HHA Type DT2

DT2 (double railcars 2 ) is the name of a vehicle range of the Hamburg U -Bahn. This was developed as a successor to the DT1 early 1960s and coined with its almost 200 vehicles up to the 1990s the image of the U -Bahn lines U2 and U3. The cars are divided into a total of five model series.


In the development of the new type were both used the experience gained from the construction of the DT1 and the " pieces of silver " a. The body was created in lightweight steel construction on the license of the American Budd Company, whereby the mass of the vehicles could be reduced compared to the DT1. Accordingly, lower the power consumption of the car. For the design of the vehicle, a design team of the Ulm School of Design were responsible. It consisted of Hans Gugelot, Herbert Lindinger and Helmut Müller- Kühn, the color concept developed Otl Aicher and Peter Croy. It is interesting that the Hamburg elevated railway expressly made ​​a design reference for DT2/DT3 to the specification for the development of the latest model DT5.

The car fronts and doors are kept outside in orange. The first two prototypes of the type DT2.0 ( 9100-9103 ), however, were still delivered " blank" and the fronts painted later. Two electro -closing, running outside double sliding doors are fitted per side of the car. The seats in the passenger compartment are arranged transversely in 2 2 compartments; the first series had gray plastic bucket seats, later brown or blue plastic padded seats.

The auxiliary devices are powered by a 110- V battery, which in turn draws its power via inverter from the DC network. The first four series feature two transformative, the fifth, however, only one.

Each unit has two motor bogies with two hollow shaft motors. The first two series each have a run on the short axis dome ends, the later series have a common bogie. The cars were driven with differential driving and braking rollers equipped ( the DT2.4 were in the 1990s instead of the classic rear derailleur with a programmable logic controller ( PLC) equipped, which was installed after retirement of DT2.4 in the DT2.5. Four different switching stages ( maneuvering, serial, parallel and parallel - shunt) are in driving mode available. to brake is a self-excited dynamic brake as main brake and a spring-loaded disc brake for the engine and a solenoid disc brake for the trailer bogie available. The DT2 are all- coupled electric- car and operationally neither with the DT1 - DT3 still with the vehicles.


In the early 1980s, wanted the HHA all DT1 and decommission a large part of DT2 and replace it with the new series DT4. Since the city state of Hamburg, however, as the owner of the elevated train this did not provide the necessary funds, presented the financial means for the replacement of the DT1, DT2 why the had to be upgraded for longer vehicle use. First, this should only affect the series DT2.3 to DT2.5.

Including the corroded inner profile skeleton of the vehicles were upgraded with new profiles through the conversion. Furthermore, the fire protection in accordance with current safety regulations has been increased.

(From 1988: 690 ) From 1984, the two-car train 9272/73 was used as the first upgrading, unit. As the new face fronts were not delivered at this time, this and also the first series cars were still running with the old front. (From 1988: 650 ) In November 1986, the two-car train 9202 /03 was the type tentatively DT2.2 also dismantled. Then, the modernization of these types and the DT2.1 was decided. Only the DT2.3 were four vehicles ( two of them with new fronts ) are excluded from the program, since they constitute by their technique an exception within the series. The useful life of the vehicles was extended through the modernization of about 20 to 25 years. To distinguish it received the designation DT2 -E ( = upgraded ).

Since 1993 was the retirement of DT2.3, in December 2004 ended the scheduled inserts the DT2.5 after the DT2.4 were turned off due to elimination of most HVZ gain trains to September 2004. Since June 2005, more than ten units were operating reserve available and five others were inoperable off (they were during the 2006 FIFA World Cup briefly reactivated ). Mostly parked DT2 were parked Tierpark Hagenbeck in the reciprocal system. Due to additional amplifier drives the five parked units recuperated from July 2008. So are again on 15 units available as a reserve.

As of January 2009 15 DT2 units were as 6- car trains again in daily use on the combined line U2/U3 ( ring line). This was due to the blocking of the U2 track section Gaensemarkt - Berliner Tor. They also operate in the morning rush hour on the U1 between Farmsen and Stephansplatz.

As of May 2010, the DT2 additional trips drove in rush hours on the U3 between Berliner Tor on Barmbek to Schlump and on the U2 between Schlump and Berliner Tor. This was due to the blocking of the harbor viaduct in the area Baumwall, who was almost 100 years old and has now been modernized. In early October 2010, this application should be completed, but was prematurely terminated in July 2010 and not resumed.

Because of the delays in the delivery of the DT5 (first train for test drives in the route network was delivered on 1 December 2011), however, are the 15 remaining trains until today in the amplifier market and serve as an operating reserve. The DT2 units do not have an automatic station announcement and video cameras ( which are to be installed according to a statement of elevated railway in every subway car).


It is assumed that the last 15 trains will be permanently shut down along with the newer series DT3 in the course of delivery of the DT5. The elevated train but this is according to the experience of the past 24 years no longer have the time to.