DR class 188.3
| DR class 188.3 DB class 708.3 |
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 708 324 on the first test drive after the renovation in Wittenberge station, nice to see the radiator installed lengthways (engine cooling water, engine oil and charge air cooling)
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| Numbering: | 708 301-337 |
| Number: | 37 |
| Manufacturer: | VEB Waggonbau Görlitz |
| Year of construction (s): | 1987-1991 |
| Axis formula : | (1A) '2' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 22,400 mm |
| Height: | 4,200 mm |
| Service mass: | 61 t |
| Friction mass: | 32t |
| Top speed: | 100 km / h |
| Installed capacity: | 330 kW (new 367 kW) |
| Traction power: | 320kW |
| Driving wheel diameter: | 920 mm |
| Drive: | diesel-hydraulic |
| Brake: | KE-GP m. Z. (D) |
| Train control : | PZ80R System PZB 90 V 1.6 (partly already update to V2.01) |
The vehicles designated as series 188.3 of the Deutsche Reichsbahn (DR) and 708.3 of the Deutsche Bahn (DB) are the third generation of overhead line inspection vehicles (ORT) of the DR.
history
The advancing electrification in the GDR made it necessary in the mid-1980s to procure a new vehicle for maintenance and troubleshooting on overhead line systems in order to supplement the older ORT series 188.0 and 188.2 and replace them in the long term. The VES test and development center for the machine industry in Halle , VEB Waggonbau Görlitz and RAW Wittenberge developed a completely new vehicle. The prototypes 188 301 and 188 302 were finally presented at the Leipzig spring fair in 1987 and then thoroughly tested at the Dresden and Halle traction power plants. These tests showed the general suitability and small inadequacies that did not affect the overall design. Series production began with the delivery of the 188 303 to the DR on June 27, 1989. It was followed by 34 other vehicles by December 1991, which were stationed throughout the GDR. The plan was to procure 50 railcars , which was prevented by German reunification . Smaller vehicles that have a separate drive for the work journey were preferred. From August 1991 the remaining five vehicles were delivered directly with the number according to DB scheme 708.3 and in a slightly different color. Not all vehicles are in DB Netz AG's inventory anymore. Some were scrapped in the AW Wittenberge and some were z-provided, and the prototype 708 302 was sold to the Siemens company. All vehicles that are in the inventory of DB Netz Emergency Technology can be found throughout Germany.
construction
Car body, interior and equipment
The angular car body is a welded construction that extends over the entire length of the vehicle. The railcar can be entered via two offset, inward-opening revolving doors at each end and via two double sliding doors in the middle of the vehicle. These lead into the large workshop room, the revolving doors also into the workshop room and the lounge. There is a driver's cab at each end of the car. These are designed according to DR ergonomic principles. They are very similar to the driver's desk of the DR series 243 in the original version, although they have been adapted for the conditions of the diesel drive. The travel switch works with a current-pressure transmission in which the position is picked up by electrical current and the speed of the travel motor is set via a compressed air valve. From driver's cab I you go straight to the workshop room, which contains various tools, spare parts, the hydraulics for the aerial work platform and the dome. This can be entered via a staircase and enables the course of the contact wire to be observed on the VS H4 measuring pantograph. A second flight of stairs can be used to exit to the roof. The exit doors can only be opened if the bracket is in contact with the contact wire and is grounded via an earthing switch. In the middle of the vehicle are the two side sliding doors for loading and unloading bulky goods. For this purpose, a loading crane is arranged on the ceiling, which has a maximum load capacity of 300 kg and can be moved outside. The cupboard for the PZ 80R and the washroom, which until the 188 330 had a washbasin and toilet, adjoin the cathedral. After that there was only a sink. The toilet is an open-plan design. A door leads past the toilet into the 3602 mm long lounge with a table and two benches. There is also a small kitchenette with a refrigerator, sink and cooking facilities. The living room is followed by the driver's compartment II, which largely corresponds to the driver's cab I. Here the earthing device for the pantograph is available on the ceiling on the auxiliary side. On the roof above the workshop space there is a 6290 mm long aerial work platform, which can be hydraulically raised 2 m and rotated, as well as a 4400 mm long fixed platform. Thus there is a usable working area of 17.7 m². The VS H4 measuring and earthing pantograph is located at the other end of the car. This is gradually adjustable in contact pressure and has a scale to control the zigzag run of the catenary. There are also several searchlights and fluorescent lamps on the roof to illuminate the work area.
Drive and technology
All railcars possessed originally an underground built six-cylinder - diesel engine from the engine plant Roßlau / Elbe the type 6 VD 18/15 AL2 HRW 123. This transmits its power via cardan shafts and a torque converter of the type GS 20 / 4.2 (acceleration and March converter) to an AYD 145 axle drive and through this to the AKK 145 axle drive. The electrical equipment consists of three circuits. A 24-volt system is available to start the traction motor and the BSA and to operate the intercom system, which draws its energy from an alternator with two kW output or from an accumulator with 195 Ah. A 110 V system for vehicle control, for operating the auxiliaries, lighting and the MESA is supplied with 15 kW of power from a three-phase generator flanged to the fluid transmission; lead-acid batteries with a capacity of 240 Ah are also available to maintain the voltage when the vehicle is at a standstill . A 380/220 V three-phase system is also installed to operate the aerial work platform and the tools; it is fed by the BSA and can charge the 110 V and 24 V batteries via a transformer and rectifier . As a safety device, all vehicles have an Indusi of type PZ 80R with the functionality PZB 90 V 1.6 (in some cases already update V 2.01). The operational suitability is ensured by an electronic request sifa 86. All railcars were factory-equipped with a mobile railway line radio system (MESA). During the modernization this was expanded and replaced by a GSM-R system.
Drive and brakes
The vehicles run on two bogies of the modified Görlitz Va type. The motor and trailer bogies are basically identical in their construction. They have a wheelbase of 2500 mm and are primary and secondary equipped with coil springs. The railcar is braked by a KE-GP mZ (D) compressed air disc brake, which acts on four brake discs in the main bogie and two brake discs in the motor bogie via a DAKO BS 4m or Knorr EE4 brake valve and a braked weight of 62 t in the P braking position (54 t in G).
modernization
Due to the relatively young design, the good substance and the increasingly difficult spare parts situation, DB Netz AG decided to modernize the 708.3 series in 2004. The AW Wittenberge (WWX) was commissioned to develop a concept for modernization. The concept envisaged exchanging the traction motor for a 6-cylinder truck diesel engine from MAN , refurbishing the original fluid transmission at MAN and Voith in Heidenheim an der Brenz , replacing the cooling systems with a Behr cooling system, and improving the work area lighting convert the searchlights to xenon gas discharge lamps . In addition, the on-board power unit was swapped for a new one with a Hatz engine . This increased the output from 14 kW to 22 kW. Furthermore, an electronic motor control was installed and the displays for cooling water, fluid transmission temperature and motor speed were switched to LED treadmill displays. An LED display for the diesel fuel level similar to the water display on passenger cars was added to the tank flaps . In October 2004, the first modernized ORT left the factory with 708 324 and was immediately tested in detail at DB Netz Wittenberge, which offered itself, since any damage can be quickly repaired here due to the local proximity to the supervising repair shop. To date (as of November 29, 2009) a total of 19 ORT have been rebuilt. The first vehicles were repainted or touched up in the original paintwork. From October 2006, 708 334, the standard yellow paint for railway service vehicles in RAL 1004 was introduced.
Siemens 708 302
The prototype 188 302 was sold to Siemens on July 31, 2002 . There it was converted into a measuring vehicle and has been part of the Eurailscout fleet since 2008 . He lost his work platform in the process. The pantograph was exchanged for a new type DSA 350. In addition, there are four air conditioning units and two compressors on the roof, the air conditioning units ensure the constant temperature in the interior that is necessary for the laser measuring equipment.
The measuring vehicle is now able to measure the position and wear of contact line systems at 80 km / h. For this purpose, the position of the transverse support structures is determined by laser beams and the cameras are triggered so that photos are taken of each transverse support structure. These are evaluated after the journey. In addition, the strength of the contact wire is continuously measured by cameras. In addition, superstructure measurement techniques were installed that are able to detect missing fasteners, damage to the sleepers and rail surface and track errors during the journey. Later an optical measuring system was installed, which is able to permanently determine the track width and wear of the rails and unevenness on the rail head. The structure of the car body was not changed during the renovation, only the measurement technology was installed in the former workshop room. For the many electronic devices (computers, lasers, cameras, air conditioning systems, etc.) the power of the on-board power unit with 14 kW was not sufficient. A new on-board power unit with 50 kVA at 400 V was installed.
In the case of the vehicle, the color division was basically retained with the ocher-colored window band. The frame was painted in silver. In addition, a blue stripe runs along the long sides in an arch, which unites with the silver frame at the ends of the vehicle and the fronts so that it runs under the front windows in the form of an upside-down V. It kept its old drive motor, which emits its exhaust gases on each side and thus heavily pollutes the side walls. The vehicle has been redrawn and is part of the Siemens Mobility Division as a heavy auxiliary vehicle 97 99 03 501 18-2.
literature
- Arend Boldt: Railway service vehicles. Technology and tasks of the series 701 to 740 of the DB, DR and DB AG . Lokrundschau Verlag, Gülzow 2009, ISBN 978-3-931647-24-7 .
- Deutsche Bahn AG: Documentation for repowering the 708.3 series . DB Systemtechnik, 2005.
