DB class 614
| DB class 614/914 | |
|---|---|
 |
|
| Numbering: | 614 001 / 002-083 / 084 914 001-042 |
| Number: | 84 railcars 42 intermediate cars |
| Manufacturer: | MAN , Uerdingen |
| Year of construction (s): | 1971 (prototype) 1972–1975 (series) |
| Retirement: | until 2010 |
| Axis formula : | B'2 '+ 2'2' + 2'B'dh (three-part) |
| Length over buffers: | 79,460 mm (three-part) |
| Service mass: | 141.8 t (three-part) |
| Top speed: | 140 km / h |
| Installed capacity: | 754 kW |
| Motor type: | Diesel engine |
| Power transmission: | hydraulic |
| Brake: | KE-RA |
| Train control : | Sifa / PZB |
The class 614 denotes multiple units with diesel drive of the Deutsche Bundesbahn , consisting of two powered end cars of the class 614 and up to two intermediate cars of the class 914. On January 1, 1994, the vehicles became the property of the legal successor Deutsche Bahn AG or its corporate divisions / subsidiaries .
The 614 series is a direct further development of the 624/634 series and differs from them only in a few details. Therefore, only the differences to the 624/634 are discussed here in the technical part.
history
Prototypes
In 1971 the prototypes 614 001/914 001/614 002 and 614 003/914 002/614 004 were delivered. The testing took place from Trier on the Moselle and in the Eifel . In contrast to the series vehicles, the prototypes had a curved car body control .
Series vehicles
Series production at MAN and the Uerdinger Waggonfabrik began in 1973. The first series of 25 three-part units fell in the middle of the pop paint scheme, and so the vehicles were also painted in pebble gray and blood orange. Immediately afterwards in 1975 the second series of 15 units was delivered and located at the Braunschweig depot. However, these have already been painted in ocean blue-beige.
commitment
Germany
There are a total of 42 three-part units of the 614 series, which were stationed in Nuremberg and Braunschweig . In the early years, Trier was also the home of multiple units.
The Braunschweig 614 wrong since its delivery primarily in the resin and in the Weserbergland . In many cases, former east-west highways were used, which had been robbed of their importance after the German-German division.
The most important turning points were Altenbeken, Bad Harzburg, Bad Lauterberg, Bielefeld, Braunschweig, Bodenburg, Göttingen, Hameln, Hildesheim, Kreiensen, Löhne, Northeim, Ottbergen, Paderborn, Salzgitter-Lebenstedt, and Walkenried. Lemgo, Münster, Nordhausen, Osnabrück, Oldenburg, Rahden, Uelzen and Wilhelmshaven were also reached during individual timetable periods. Currently, the units are all grouped together in three parts, but during previous years they were often only driven in two or four parts.
It was not uncommon for them to be mixed multiple units such as 614 + 914 + 934 + 634. In the meantime, after awarding numerous routes to competing companies and delivering the 648.25 series to DB Regio, they have largely withdrawn from these almost classic routes for Braunschweig diesel multiple units. Instead, there were rather atypical routes, such as B. Leer - Nieuweschans, Emden Hbf - Emden-Außenhafen, Minden - Rotenburg, Uelzen - Bremen and Hanover - Soltau - Buchholz. With the timetable change in December 2008, the operations in Braunschweig ended. Several vehicles were parked and cannibalized, some were also brought to Hamm Rbf and wait there for a better future.
In the Upper Palatinate and Franconia the Nuremberg 614 were on the move. Here, too, only three-part units were recently used, while earlier several 934s were stationed in Nuremberg specifically to form four-part units. This constellation was not very popular with the train drivers , because the engine power of the 614, which was far too low for this, made itself uncomfortably noticeable on inclines. The use of the Nuremberg 614 should actually end in December 2008 with the delivery of a new 648.3; Due to a shortage of stocks and insufficient availability of the 648, 614 with turns in Neuhaus (Pegnitz), Hersbruck r. P., Fürth Hbf, Cadolzburg and Nürnberg Hbf. For the two days of circulation, three units were kept ready for operation, including the pebble gray and blood orange painted unit consisting of 614 005, 914 003 and 614 006. The last trains were shut down in 2010, the train 614 005/914 003/614 006 was transferred to DB- Museum Nuremberg transferred.
Poland
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From 2009, 15 three-part railcars were to be used in Poland . To do this, they were relocated from Nuremberg to Berlin-Lichtenberg. Since mid-2015, some former 614s have been running privately operated long-distance transport with the SKPL.
Romania
The multiple unit 614 015/016 was sold to the Transferoviar Grup in Romania . There it bears the number 76-1401 / 1402 and in 2011 operated mainly between Oradea and Cluj-Napoca.
Another multiple unit runs on the State Railways CFR as 76-1411 / 59-1411 / 76-1451 in the Sibiu area. The front sections of this railcar have been redesigned and air conditioning has been added.
Differences to the 624/634
Even if the external appearance suggests otherwise, the differences between 614 and 624 are within narrow limits. In the following all deviations from 624/634. Apart from that, the 614 is identical to these vehicles.
Car body
The car body does not have straight outer walls like the 624/634, but there is a kinked edge underneath the window and the window band is drawn inwards. This was necessary for the planned track curve control so as not to exceed the clearance profile.
drive
The bogies were slightly modified. As with the 634, it is supported by air springs, which (with the exception of 614 001 to 004) are controlled by four air suspension valves per car. The four-point support implemented in this way is switched to a three-point support via a pressure regulator on the wheelset bearing below 25 km / h by deactivating one of the air suspension valves.
Instead of the mechanical wheel slide protection controller of the 624/634, the 614 has electronic wheel slide protection controller.
drive
The diesel engine D 3650 HM 12 U from MAN largely corresponds to that of the 624/634, but is operated with a higher top speed of 2150 rpm and is designed for an output of 370 kW / 500 PS, but only for the standard 624/634 331 kW / 450 PS set. The hand pump for pressure-free refilling of cooling water, which was present on many 624/634 until the end, was not installed in the 614. The cooling water cooler fan system can be converted to emergency operation by the driver if the fan controller fails, which is only possible in the workshop with the 624/634.
After 2000, 26 railcars (13 sets) were equipped with new Cummins diesel engines. With 448 kW they have a significantly higher output. The repowering program was stopped after the prospects for the 614 had deteriorated noticeably.
heater
With the modernization, all 614s as well as the intermediate cars 914 received a timer that can be used to set the time at which the vehicle should be preheated. In this way the set-up times could be reduced. At the same time, standard thermostatic valves were installed in the 1st class compartments. The exchange of heat between cooling water and heating water, which is still possible with the 624/634, is no longer possible with the 614.
Door control
The 614 has had a door control with side-selective release and door monitoring since delivery. The opening of the doors, which is not always easy with the 624/634, was and is supported by compressed air with the 614. As part of the modernization in the mid-1990s, the warning sounders were retrofitted and - in contrast to the 624 - anti-trap protection was also implemented. Some of the vehicles also have warning lights in the door area. Shortly after the turn of the millennium, some 614 units were converted for the technology-based handling procedure (TAV). For this purpose, a door control computer was installed, the door handles were removed and opening buttons and light barriers were installed instead. Since the new door control does not work very reliably and the end of use of the vehicles is becoming apparent, the TAV retrofitting was discontinued after a few years and before the end of the repowering program. Interestingly, when the 614 was taken out of service, the vehicles with the new control were initially parked, while vehicles with the old door control remained in operation for longer. This was recently slightly modified so that locked doors can no longer be opened with force.
Passenger information systems
Until the modernization, the 614 had the rolling tape train destination display known from the 624/634 . However, these were then replaced by two electronic matrix displays per VT. All displays in the train are controlled by entering the destination code number in Brose input devices installed on each driver's desk. In addition, some Nuremberg 614 units received early passenger information displays.
Passenger compartment
In terms of their interior design, the 614 have always stood out clearly from their older brothers. When delivered, the vehicles had adjustable bench seats with individually arranged, fabric-covered cushions. The color of the fabric cover as well as the leatherette armrests and headrests varied and was either red-brown or green. The side surfaces were covered with beige plastic. The 1st class compartments largely corresponded to the 624/634. Although the interior looked very elegant, the color was very much in keeping with the zeitgeist and was no longer up-to-date in the mid-1990s.
In a first wave of modernization at the beginning of the 90s, primarily only the seat cushions were exchanged for those with blue fabric and slight color changes were made in the passenger compartment. In the course of the subsequent full modernization, all the remaining and also the already modernized 614 received the design known from the first double-decker coaches supplied to the old federal states as well as the y-coaches with beige wall paneling and individual seats covered with light green fabric, some in face-to-face. vis-à-vis, partly arranged in series. In some prototype conversions, the same design bench seats of the type used in the n-cars were installed; these vehicles were later adapted to the series conversions. The (folding) tables available at all seats are unique, some of which are already missing due to vandalism . As with the 624/634, the luggage compartment and loading doors behind the driver's cab were also omitted in the 614. The 1st class compartments received pink wall paneling, blue tables and also blue, adjustable individual seats with red pillows.
The most recently modernized 914s each received two closed vacuum toilet systems, one of which is wheelchair accessible. The other 914s were also retrofitted later.
Painting
The first series, delivered to the railway depot Nürnberg West , was kept in the then current pop paintwork , whereby a blood-orange window band on a pebble gray base was chosen for the 614. This paintwork was retained until the vehicles were modernized. The second series delivered to the Braunschweig depot was delivered in ocean blue-beige. In contrast to the 624/634, the 614 received an additional thin, blue decorative line above the color separating line, which gave the vehicles a more dynamic appearance. During the redesign, almost all 614 were initially painted in the product colors of the German Federal Railroad of Local Transport, light gray and mint green, and later in traffic red and white. The only exception is the unit 614 005 + 914 003 + 614 006, which was repainted in pebble gray and blood orange during the modernization and saved the pop color concept into the new millennium. All other vehicles were painted in the current traffic red and white paint when they were taken out of service.
614 050, 1997 in Ottbergen, blood orange-pebble gray execution
614 083 in January 1997 in Lemgo, design ocean blue-beige
614 071, 1998 in Neuhaus (Pegnitz), light gray-mint green design with luggage compartment doors
614 in Soltau station , traffic red and white version
719 series
The rail test train of the DB series 719 was built on the basis of the multiple units of the series 614. Furthermore, in 2006 a two-part 614 (power cars 045 and 046) was converted into the clearance measurement train 719 045/046.
Web links
- Photo gallery of the 614 series (dead link, August 1, 2017)
Individual evidence
- ↑ Image of the TFG 76-1402-7 / 76-1401-9 in Cluj-Napoca ( Memento of the original from April 15, 2013 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ^ Eisenbahn-magazin 1/2012, p. 28
