Standard aid train
| Standard rescue train of the DB emergency technology | |
|---|---|
 Standard rescue train Saalfeld
|
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| Number: | 50 |
| Manufacturer: |
Raw Potsdam Raw Leipzig (only freight car bodies) |
| Year of construction (s): | 1975-1979 |
| Genre : | Service 359 Service 360 Service 361 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 46,740 mm |
| Trunnion Distance: | 12,200 mm only companion car |
| Bogie axle base: | 2,500 mm only companion car |
| Fixed wheelbase: | 8,000 mm 8,000 mm |
| Service mass: | 31.0 t 27.0 t 27.0 t |
| Top speed: | 100 km / h 80 km / h pushed |
| Brake: | KE-GP |
| Train heating: | electric, steam |
| Control: | simplified push-pull train control |
| The above data in the order - escort trolley - equipment trolley - energy supply trolley |
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As Einheitshilfszug (EIC) today mainly of which is Deutsche Reichsbahn developed (DR) from 1973 to 1979 and built Standardhilfszug the DR called. As emergency train is defined in the railroad all self-propelled or locomotive-hauled rail-bound vehicles for technical assistance for breakdowns or railway operations accidents .
From 2014 until the end of 2017, the 40 to 50 year old vehicles will be replaced by “application-oriented containers on multifunctional carrier vehicles” (AOC-MTF). The new vehicles are available in a long and a short version.
development
At the beginning of the seventies, the Deutsche Reichsbahn decided to standardize the old aid trains or auxiliary equipment wagons , which consisted of various types of wagons and some of them still existed from the times of the regional railways , and to provide the emergency services with new, functional vehicles that were approved for higher speeds. For this purpose, a two-part rescue train was planned, which was to consist of a combined crew and equipment car and an equipment car with an energy supply system. While the first-mentioned of a vehicle of the passenger coaches type to be built was for the power supply from the beginning a freight car of the kind provided Gbs. The freight wagon should have a UIC junction on one end to allow the rescue team to move freely . The commissioning of the new relief trains should be completed in all departments by 1980.
Because the planned 26-meter passenger car bodies of the Halberstadt design were not available, the plans for the new standard auxiliary train of the DR were revised again and the combined crew and equipment car was divided into two individual vehicles. Now a passenger car of the Rekobauart (type Bghw) should be used as a donor vehicle for the team car and another Gbs for the equipment car. The DR produced the car bodies for the freight wagons in large numbers in its raw "Einheit" Leipzig . The crew cars were made from dispensable but still usable four-axle reko cars. This now three-part aid train was manufactured in Raw Potsdam . The testing of the model - train began in 1975 in the depot Leipzig West. The experience gained in this way, after a test dismantling, flowed into the series production of the individual wagons of the relief train , which began in 1977, and led to constant improvements in equipment and vehicles.
51 complete units and a few individual equipment trolleys were delivered. The entertainment center and home raw material was Raw Potsdam until it was closed.
construction
Crew car or residence car
The personnel carriers were manufactured between 1977 and 1978 using serviceable passenger coaches of the type Bghw . The car bodies, chassis and brakes of the donor vehicles were retained and refurbished. The car runs on type Görlitz Vb bogies with 950 mm wheelsets and is braked by a standard Knorr (KE-GP) air brake system . For the push-pull train control system to be installed , all cars of the auxiliary train were equipped with a main air tank line. The mechanical handbrake acts on a bogie. The maximum speed permitted for braking and running was set at 120 km / h. The car bodies were reinforced in the roof area for a second large water tank, special thermal insulation and Flettner fans over all rooms. In the hinged windows of the changing and sanitary rooms, partially satined panes were installed. The UIC transition at the end of the handbrake was closed and replaced by a rectangular window. On this front wall, the executing Raw installed a triple headlights and tail lights for simplified push-pull operation when the auxiliary train was pushed. The driver's cab used for this has a brake valve , signaling device, command device and windshield wiper. Some home offices of the relief train partially modified this equipment up to complete push-pull control with driving switches and monitoring devices for diesel locomotives of the series V100 and V 180 at the time .
The Raw Potsdam redesigned the entire interior of the team car. A toilet and a storage room, a kitchen compartment (with sink, cooking facilities, refrigerator) and a large lounge for the crew were connected to the anteroom with the driver's cab. This was followed by a room for the auxiliary train conductor, three changing and drying rooms and a large washroom. At this end of the car, the handbrake end, the UIC transition was retained to enable the transition to the equipment trolley. The three changing and drying rooms originally had cupboards for eighteen people, shoe racks and drying devices on the radiators for wet work clothes. The benches in the lounge and in the area of the auxiliary train ladder could be folded down as bunk beds. A total of nine beds were created.
In addition to the usual 24V electrical power supply from the car battery, the stay car has a 220 / 380V (230 / 400V) three- phase system that can be fed from the local network or from the generator of the energy supply car . The two car batteries with a total capacity of 780 ampere hours are charged or buffered while the vehicle is in motion by a three-phase AC axle generator (4.5 kW) or when the vehicle is stationary with the charger installed under the car, and also supply the other two cars on the auxiliary train with 24 V direct current .
Two 400-liter stainless steel tanks in the roof area ensure a self-sufficient water supply. Originally, hot water was only available from water heaters when the three-phase network was operated. Either a low-pressure steam heater or an electrical heating system were used to heat the car, the radiators of which could be supplied from the train's busbar with 1000 V, 16.33 Hz / 50 Hz or from the three-phase network. The electric heating system also served to keep the parked aid train warm in the winter months. In doing so, however, an external feed from the local network was required.
Equipment trolley
Immediately behind the stay carriage device carriage running in the middle of the auxiliary train. That is why the all-steel car body has UIC transition devices on both sides with single-leaf revolving doors and sliding doors on both sides with two windows each. The bogies correspond to the type Gbs freight car with double hook suspension , roller bearings and a type KE-1C compressed air brake . A handbrake is operated from inside the car. In terms of running and braking, a maximum speed of 100 km / h is only possible, in contrast to the stay car. The car received a continuous main air reservoir line, train busbar, steam heating line, control lines for push-pull train operation and various energy supply and communication lines . The 24 V power supply for lighting came from the team car's battery.
The 12.5 m long interior is intended for the storage of devices, equipment, hoses, cables, ropes and other tools . In addition, the long walls were given different shelves, storage and cupboards. Immediately next to the centrally arranged sliding doors, the MFD hydraulic unit ( Germany device ) for rerailing, the associated jacks and auxiliary trolleys for towing rail vehicles were located . For loading and unloading the equipment, the car has a bridge crane with an electric trolley , which can be moved 0.9 m laterally from the inside of the car through the door openings. The crane has a lifting force of 5 kN . Additional rerailing devices can be loaded under the wagon.
The equipment cart is supplied with 24 V direct current from the battery in the stay vehicle . The light and three-phase current consumers are fed in via continuous supply lines from the energy supply vehicle or the local network. Apart from the type (1975), the cars were built in 1978 and 1979.
Energy supply trolley
The energy supply cars of the unit aid train were built between 1978 and 1979 and formed the end of the aid train procurement program. As with the equipment wagon, the Gbs type freight wagons manufactured in Leipzig served as the basis . The running gear, the chassis and the brakes were also identical to those of the equipment trolley and are therefore not described again here. The power supply trolley only has a UIC transition with rubber beads at one end , which can be closed by a revolving door. At the opposite end of the car, a partition with a revolving door was used to separate a separate room for the power generator . The engine room created in this way takes up about a fifth of the wagon floor plan and is provided with noise protection measures. The diesel generator originally installed there was air-cooled and had an output of 20 kVA . New, soundproofed and low-emission power generators are now being used in the auxiliary trains that still exist . In the side walls of the engine room, doors with blinds (for easy changing of the unit), axial fans for air exchange and a hinged window on each side of the car were installed. So that the emergency train could be pushed to the scene of operations with the power supply car, the engine room was also given a simplified driver's cab with the control and signaling devices familiar from the stay car .
The remaining space of the car houses a workshop facility with workbench and welding equipment , shelves for lighting equipment and cables, and storage for hand tools and gas bottles . In order to load heavy pieces of equipment, the wagon was given two pillar cranes , unlike the gantry crane of the equipment wagon . The two cranes, arranged diagonally next to the sliding doors, are electrically operated and each have a lifting force of 2.5 kN . Other rerailing devices, heavy ropes and rope hooks are functionally stowed in equipment boxes and receptacles on the underframe of the wagon.
All car bodies of the standard emergency train of the Deutsche Reichsbahn had a uniform dark green paint with polyurethane paint on delivery. The chassis and bogies were jet black and the roofs were designed in a uniform light gray. Since the rescue trains were taken over into the inventory of Deutsche Bahn , the vehicles were gradually given a traffic-red paint job according to the new DB Emergency Technology color scheme for upcoming revisions and deadline work .
Sources / cross references
- Thomas Diessner: DIE Archive, Series 6 Volume 2, service car of the Deutsche Reichsbahn , ISSN 1438-0706
- Author collective: Eisenbahnjahrbuch 1980 , transpress
- DB Group: emergency management
Web links
- Comprehensive overview of the standard auxiliary trains of the DR
- Brief description of the standard auxiliary trains of the DR
- Rerailing technology (PDF file; 2.36 MB)
Individual evidence
- ↑ Stefan Schumacher: The new rail equipment trolley . In: THW Vehicle News . No. 4/2016 . THW Fahrzeug- und Modellbauverein, December 2016 ( first page on thw-fahrzeugnews.de [PDF; 1.9 MB ; accessed on February 22, 2017]).
- ↑ AOC (application-oriented container) aid train from DB Netz Emergency Technology AG. In: bos-fahrzeuge.info. Ebner Verlag GmbH & Co KG, accessed on February 22, 2017 .
- ^ Eisenbahn-magazin 8/2010, p. 71