DB class 719
| DB class 719/720 | |
|---|---|
 Test train 719 001/720 001/719 501
|
|
| Numbering: | 719 001/720 001/719 002 719 101/720 101/719 102 |
| Number: | 2 three-car trains |
| Manufacturer: |
MBB Plasser & Theurer |
| Year of construction (s): | 1975 1996 |
| Axis formula : | B'2 '+ 2'2' + 2'B ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 79,460 mm (total length) |
| Service mass: | 148 t 193 t |
| Top speed: | 140 km / h 160 km / h (maximum speed) 50 km / h 100 km / h (test speed) |
| Coupling type: |
Screw coupling , between Scharfenberg couplings from railcars of the 614 series |
Various measuring car units from Deutsche Bahn are included in the 719 and 720 series . The railcars have the series number 719 and non-powered intermediate and control cars have the 720.
Rail inspection trains
In order to detect damage to the superstructure at an early stage, Deutsche Bahn AG uses three test trains from the 719 and 720 series. The rails are examined for damage using two non-destructive test methods . During the ultrasonic test , material defects due to material fatigue can be detected within the rail up to the rail foot. The rail head is tested with the eddy current test. The trains are currently (2012) known as rail testing trains (SPZ).
commitment
The entire route network is used and checked by railcars 719.0 and 719.1 at regular intervals . The test trains can also be rented from foreign railway companies and are stationed in Minden . In 2012 SPZ 1 and 2 received measuring pantographs equipped with sensors in order to also be able to measure the overhead line. The pantograph was dismantled again on the SPZ2.
Structure and drive
SPZ 1
The more modern three-part 719 101/720 101/719 102 , then known as the Rail Inspection Express , was created in 1995 using bogies from the Swiss Industrial Company as a one-off production with the designation SPE 140 at Plasser & Theurer . The measurement technology was installed by Deutsche Bahn in Minden . The four-axle, lowerable test head carrier car was arranged in the middle of the car. In order to ensure precise guidance of the probes on the track , each axle of this carrier car has alternately a carrying wheel and a guide wheel. The lane-dependent probe carriers are located on the long sides of the carrier carriage.
Because the mass was too high, the drives were removed. The previous railcar unit could no longer run on its own. As a rule, it was hauled at both ends with a class 203.3 locomotive from DB Bahnbau. In the summer of 2011 it was planned to equip the measuring car unit with push-pull control and to operate it as a push-pull train with a class 218 locomotive .
The test train had more powerful electronics than the SPZ 2, which allowed a measuring speed of 100 km / h. It was painted light gray with a yellow ribbon of windows.
In 2013 the two formerly motorized end cars were parked. They were scrapped in the Cottbus repair shop in October 2014. The actual measuring car remained in operation, it runs with a class 218 locomotive and a Bybdzf 482.1 control car as a push-pull train.
SPZ 2
The first three-part test train was delivered by MBB to the German Federal Railroad in 1975 and included in the vehicle fleet under the road number 719 001/720 001/719 501. The car bodies and drives Series 719.0 / 720.0 correspond to those of series 614. In the railcars 719 001 There is a lounge, kitchen, laundry and shower room and three sleeping compartments. The 719 501 (today: 719 002) contains a washroom and a shower room as well as five sleeping compartments. The measurement technology was housed in the middle car 720 001. A lowerable test carrier trolley is mounted under the floor of the vehicle ; the test speed is a maximum of 50 km / h. The unit is painted pure yellow.
After the revision period had expired, the unit 719 001/720 001/719 501 was initially parked at the Kassel plant at the end of 1998 . It was reactivated in 2001.
In German Vehicle Register , the railcar unit bears the numbers 99 80 9429 001-7, 001-6 99 80 9529 99 80 9429 002-5 since 2011th The 719 501 railcar was later renamed 719 002.
SPZ 3
The third generation of measurement railcars, which was also built by Plasser & Theurer in Linz and delivered in 2015, was created using a modularized design. It is based on a one- and two-part measuring car family that was ordered by DB at the end of 2012. The rail test trains are designed in two parts and consist of an all-axle powered motor vehicle (ATW) and a control car (STW). Both cars are 23 meters long. A lowerable measuring car and two water tanks for the NDT sensors are suspended under the floor frame of the control car between the bogies . A pantograph sits on the roof of the railcar. Two Deutz diesel engines serve as the drive . In the back of the railcar there is an air-conditioned kitchen with a microwave, stove, sink, table and seating area with WiFi and a toilet . In addition to the observation stand with nine monitors, a workshop with spare parts and calibration equipment, control cabinets with measurement technology, four sleeping compartments and driver's cab 1 are housed in the control car. The ultrasonic and eddy current measurement technology was supplied by PLR Magdeburg. The first multiple unit of this generation was added to the Berlin machine pool with the company numbers 719 301 (ATW) and 720 301 (STW) at DB Netz AG. Another unit should be delivered in 2017.
Clearance profile measurement train
In 2006, two class 614 railcars (045 and 046) were converted into the clearance gauge train 719 045/046. It is called LIMEZ III .
The task is to measure the free clear space above and next to the tracks so that rail operations are not endangered. The measurement results are also important for the operation of trains that exceed the loading gauge . It is equipped with two laser measurement systems that are attached to the front of railcar 719 046. This allows measurements to be made up to a speed of 100 km / h. At the end of the measurement, the pulling and bumpers had to be removed. In order to be able to use the measuring trains more economically, the LIMEZ III should also be equipped with measuring technology for overhead lines and the track geometry after 2012.
The side walls in the window area were initially yellow, underneath painted light gray, the fronts yellow. The car bodies are now a solid yellow, the area of the solebar, the floor frame and the roof are gray.
Web links
- Clearance measurement train 719 045/046 on bahndienstwagen-online.de
- Clearance measurement train 719 045/046 on eisenbahndienstfahrzeuge.de
literature
- DB AG presents modernized rail inspection train . In: Eisenbahn-Revue International , issue 6/2003, ISSN 1421-2811 , p. 280 f.
Individual evidence
- ^ Michael Dostal: DB vehicles: locomotives and railcars of the DB AG . GeraMond-Verlag, Munich 2002, ISBN 3-7654-7175-5 , p. 185.
- ^ A b Ralf Roman Rossberg: Checking, testing. Trying out, monitoring. In: eisenbahn-magazin 7/2012, p. 36
- ↑ Report return of the rail inspection train . In: Eisenbahn-Revue International , issue 5/2001, ISSN 1421-2811 , p. 204.
- ↑ Database traction vehicles. www.revisionsdaten.de , accessed on March 19, 2018 .
- ↑ Achim Uhlenhut: DB Netz puts a completely new generation of measuring multiple units into service , V + T Verkehr und Technik 5/2015, pp. 187–192.