DR series ORT 137.7
| DR LOCATION 137 710-715 | |
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| Numbering: | until 1970: 137 710–715 from 1970: 188.2 from 1992: 708.2 |
| Number: | 6th |
| Manufacturer: | VEB Waggonbau Görlitz |
| Year of construction (s): | 1968 |
| Retirement: | 1996-2004 (exception: 708 205) |
| Type : | (1A) '2' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 19,300 mm |
| Height: | 3,754 mm |
| Width: | 2,950 mm |
| Trunnion Distance: | 12,500 mm |
| Bogie axle base: | 2,700 mm |
| Empty mass: | 45 t |
| Service mass: | 49 t |
| Wheel set mass : | Max. 13 t |
| Top speed: | 80 km / h |
| Traction power: | 132 kW (180 PS) |
| Motor type: | 1 × EWR 6 KVD 18S / HRW |
| Power transmission: | mechanically |
| Brake: | Kpr mZ |
The DR series ORT 137.7 was a series of overhead line inspection railcars for the Deutsche Reichsbahn .
General
Since the Deutsche Reichsbahn in the GDR continued to expand its electrical route network, the existing two-axle overhead line inspection railcars ORT 135.7 were no longer sufficient, so in 1968 another six overhead line inspection railcars were procured. These were designed as four-axle vehicles with bogies and, like their predecessors, were manufactured by VEB Waggonbau Görlitz . 31 vehicles of this type had previously been delivered to other railways in the Eastern Bloc countries. When they were delivered, the six vehicles were designated as ORT 137 710 to ORT 137 715, from 1970 as 188 200 to 188 205, and in 1992 they were classified in the all-German 708.2 series. The numbering of 188 200 is unusual here, so that with six vehicles the highest number is 205 and not, as usual, the first railcar was numbered 201. The railcars were last used by the Rostock, Halle, Dresden, Cottbus and Leipzig traction power plants. In 1995 the 708 202 was the first to be parked and sold to the Dresden Transport Museum for retirement in January 1996; all other cars were parked and retired by June 30, 1998. The 708 205 received another main inspection shortly afterwards and was used by Stendal together with the DB 708 301 until the end of the 6-year period . Both were taken out of service on November 1, 2004 and placed in the Wittenberge repair shop (WWX). 708 301 was probably scrapped. 708 205 was acquired by Siemens and was last used by them in the construction of the Suvarnabhumi Airport Rail Link of the State Railway of Thailand . It is in working order in the depot of this line in Bangkok and has been performing its job as ORT again since August 26, 2013.
Structure and equipment
The lightweight welded steel construction clad with sheet steel is built in such a way that it can take the weight of the aerial work platform itself. At both ends of the vehicle, the railcars have a regular train and shock device with a screw coupling and sleeve buffer. The vehicles are entered via two centrally located double sliding doors or via diagonally offset rotating doors at both ends of the vehicle. One of the driver's cabs can be reached through these revolving doors . The 4.3-meter-long separate lounge is connected to the driver's cab 1, which is equipped with cupboards, chairs and a table. You can get to the center of the vehicle past the hydraulics for the aerial work platform and the toilet through a revolving door into the 9.6 meter long workshop room, from which the toilet is also accessed. Here in the workshop room there is space for spare parts and tools as well as workbenches and the observation dome, past this one arrives at the second identical driver's cab 2. The dome is used to observe the pantograph run and as an exit to the roof. Here you first come to a 6.31 meter long fixed work platform, which is followed by the 1.6 meter hydraulically lifted work platform and behind it the RBS 58 pantograph , which has a scale for the zigzag run and the height of the contact wire .
Drive and brakes
In contrast to its predecessor, the 188.2 series has two two-axle bogies with a wheelbase of 2700 millimeters each. The running bogie is arranged under the dome and the motor bogie under the lounge. Only the axle on the inside is driven, creating a gear set arrangement of (1A) '2'. An automatic, indirect Knorr compressed air brake , which acts as a block brake on all axles on both sides, is braked. There is also a direct brake. To hold the stationary vehicle in place, there is a spindle handbrake in each driver's cab , which acts on the respective bogie, so the railcars would theoretically be suitable for steep routes.
Drive and electrics
All vehicles had a six-cylinder diesel engine from the Elbewerk Roßlau type 6 VD 18 / 15-1, this produces 132 kW (180 HP) at a speed of 1500 rpm. Its torque is via a fluid coupling and drive shafts by a 6-speed electrical switching gear transferred to the Radsatzwendegetriebe. The electrical system is a 24-volt electrical system that is used for lighting and control. This is fed by an alternator from the traction engine or by a generator from the on-board power unit. This has a diesel engine of the type 2 VD 12.5 9 SRL and also supplies the tools and the hydraulics for the aerial work platform with an output of 9.5 kW. The lighting, a safety driving circuit and an intercom system are connected to the 24 V network; there is no Indusi . The on-board power supply is located under the platform of the observation dome.
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 .