HHA type DT3
| Hamburger Hochbahn AG type DT3 |
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 DT3-LZB at the Landungsbrücken underground station
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| Numbering: | Prototype: 9600/01/02 Series: originally: 9603/04 / 05–9981 / 82/83, later: 801–926, 931, 932 |
| Number: | 127 units |
| Manufacturer: | LHB , BBC , Kiepe |
| Year of construction (s): | Prototype DT3.0 9600-02: 1966 Series DT3.1-3.3 9603-9983: 1968-1971 |
| Retirement: | planned: by 2025 (see " DT3N ") |
| Axis formula : | Bo'Bo'Bo'Bo ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over coupling: | 39,520 mm |
| Length: | 39,060 mm (total length) 13,810 mm (end car) 10,720 mm (middle car) |
| Height: | 3,350 mm |
| Width: | 2,480 mm |
| Trunnion Distance: | 8,200 mm (end car) 6,680 mm (middle car) |
| Bogie axle base: | 2,100 mm (end bogies) 2,550 mm (middle bogies ) |
| Smallest bef. Radius: | 60 m |
| Empty mass: | 46.76 t (DT3.0) 46.65 t (DT3) 47.1 t (DT3E) 48.0 t (DT3-LZB) |
| Top speed: | 90 km / h |
| Hourly output : | 8 × 80 kW = 640 kW |
| Acceleration: | 1.2 m / s² |
| Wheel diameter: | 860-790 mm |
| Power system : | 750 V DC |
| Power transmission: | Lateral power rail coated from below |
| Brake: | separately excited resistance brake, compressed air spring-loaded brake |
| Coupling type: | Scharfenberg |
| Seats: | Prototype DT3.0: 116 92 (DT3, DT3E) 90 (DT3-LZB) |
| Floor height: | 1,060 mm |
DT3 (double multiple unit 3) is the name of U-Bahn - traction vehicles that were most recently used by the Hamburg U-Bahn until the summer of 2017, mainly on the U3 line . This type is a further development of the predecessor DT2 , but the units are three-part. The vehicles were produced from 1968 to 1971. The successor is the DT4 model .
construction
The basic structure corresponds to that of the DT2, the dimensions of the end car with 13,810 mm are identical. What is new, however, is the shorter middle car, which increases the capacity of a 9-car train by 70 seats (compared to 8-car DT2), and the cars make better use of the platform length. The number of seats is lower, however, the compartment seating arrangement was changed to 2 + 1 instead of 2 + 2 for the DT2 and the prototype DT3.0 for the series deliveries. In addition to the greater width of the central aisle (and thus the number of standing places), this also benefits the seat width (and thus the seating comfort). At the beginning of the planning phase, end cars shortened by one window with a middle car in DT2 end car length (which should not be powered) were discussed, but this was quickly discarded due to the network specifications.
Although there is the impression that the cars are connected by Jakobs bogies , the pivot points of the middle bogies, which are also equipped with traction motors on the DT3, are located below the car bodies. The pivot points are connected using coupling tubes and elastic pivot pins.
The electronic equipment was supplied by Kiepe , it is compatible with that of the DT1. The trolleys, which are controlled by hand levers, are equipped with a high-voltage cam switch mechanism that has 15 series, six parallel and three field weakness levels. An electronic derailleur controller takes over the driving and braking control. The trolleys are braked by a resistance brake, and a compressed air-operated spring-loaded disc brake is available as an additional and parking brake .
development
DT3
With the further expansion of the route network in the 1960s and 1970s, as well as the endeavor to achieve greater economic efficiency in operations, at this time a new vehicle series was developed based on the experience gained with the DT1 and DT2. The multiple units referred to as DT3 looked largely like the DT2, the biggest difference was in the technology and the structure of the cars. Technically, the DT3 were again based on the DT1, with which they could also be electrically / operationally coupled after some adjustment work on the DT1. Instead of two carriages, the DT3 have another intermediate car placed between them - with a slightly larger seat spacing for the optional introduction of 1st class - 10.72 meters long. As before, the seats are arranged at right angles to the direction of travel, but in the series delivery in the 2 + 1 division with wider seats to increase comfort for longer journeys on the U1 subway line .
Due to the three-part design, it was possible to save a complete set of driving equipment and two driver's cabs compared to a DT2-6 car train. The greater total length of a 9-car train made up of three units instead of an 8-car train made up of four DT1 or DT2 units meant that at the beginning of the 1970s, some platforms on the U1 line (e.g. on the Langenhorner Bahn ) had to be lengthened a short distance.
The DT3 trains are designed to be more powerful and, thanks to the all-axle drive with additional drive motors in the middle bogies, have a significantly stronger starting acceleration. The maximum acceleration is 1.2 m / s², in contrast to the DT2 with 0.8 m / s². In addition, the top speed has been increased again to 80 km / h as with the DT1, since the DT3 was originally designed primarily for the longest underground line in Hamburg, the U1, and the increase in speed enabled it to save round trips. The electronically controlled cam switch mechanism has 15 series, 6 parallel and 3 shunt stages. There are two starting acceleration levels. The main brake is a separately excited drag brake with three separate excitation levels. In contrast to the DT2, it is again controlled using a hand lever. The additional brake is a compressed air spring-loaded disc brake .
DT3E
After the driver installed interior loudspeakers for passenger information (and the control center after setting up the train telephony ) in the mid-1970s, the installation of external loudspeakers and door security with side-selective approval and a refreshing of colors in the early 1980s, the vehicles became fundamental between 1994 and 2000 modernized. The first fully upgraded DT3 with a front face similar to the DT4 was Unit 833 in 1995. A total of 68 units were included in the upgrade, the remaining vehicles were decommissioned and scrapped by 2003. Since their continued use was unclear for a long time, the old front of the DT3-LZB units 921−926 was retained during refurbishment, only the headlights and taillights were changed (now square shape). The maintenance measures involved the renewal of the inner profile skeleton of the car bodies and the renovation of the solebar, as the load-bearing parts were meanwhile heavily corroded. The passenger compartment was visually refreshed in a DT4-like style in all cars and brightened up by installing windows in the end walls between the individual cars. Thanks to the modernization, the wagons can continue to run in regular operation. A new redesign program was started in 2007, but not fully implemented on all vehicles. The interior was refreshed again: the seat cushions were again covered with blue covers and the interior was painted in a very light gray tone, so that almost the original color scheme is restored. The designation of the upgraded vehicles is DT3E.
The original plan was for the DT5 vehicles to completely replace the DT3 by 2015. Delays in the manufacture of the DT5 could not keep this schedule. As the delivery of the DT5 series progresses, the upgraded units have been phased out since summer 2015.
48 of the 68 units originally still in existence have been retired and scrapped since the end of 2016. Ten of the twenty remaining trains are being refurbished and are still available as reserves. The other ten initially serve as an emergency reserve. During the normal and off-peak hours, there have been no DT3s in use since summer 2017. Currently (August 2020), 18 DT3s are still operational with the vehicles that have already been refurbished, whereby one or more DT3s are usually taken out of service in parallel with the commissioning of new DT5s. Unit 910 will initially replace the HT2 auxiliary power unit, which cannot be used at the moment due to modernization work. The DT3 will be converted for this purpose and, when the HT2 is back in operation, will be retired.
DT3-LZB
For experiments with automated driving on a larger scale, the six DT3 units 9963/64 / 65−9978 / 79/80 (since 1988 921−926) were converted for LZB operation by March 1981 . After a long trial run (also on the test track parallel to the U1 line between the Farmsen workshop and Berne), these were used from October 31, 1982 on the Walddörferbahn between Volksdorf and Großhansdorf in regular traffic with automated operation. The drivers stayed in the driver's cabs. Outwardly, the vehicles differ mainly in the square instead of the round headlights on the still old front, and in the reduced passenger compartment on one side of the railcar: the first window behind the driver's cab was cut in length in half for the installation of the control electronics instead of the There are now four vis-a-vis transverse bench seats, there are now only two longitudinal seats on each side. The use in automated driving ended on January 8, 1985, after which the units were used together with the other DT3 in normal driving.
In contrast to the "normal" DT3, the LZB wagons were only partially modernized, but were part of the 68 modernized vehicles. From June 2009 these vehicles were considered reserve vehicles, but were still often to be found - mostly together with DT3-E - on the U1 and U3 lines . After two units (922, 923) were taken out of service in the summer of 2016, all DT3-LZB were decommissioned on December 9, 2016 and scrapped by April 2017.
DT3-DAT
Another sub-category was the three-phase test trains, which were converted from two existing DT3 units in order to test the three-phase drive for the new subway car series to be ordered. The new designation read DT3-DAT (for D rehstrom a n t rubbed). In 1979 the last DT3 unit delivered was rebuilt with the car 9981/82/83, followed by the DT3 prototype 9600/01/02 in 1982. In 1988 the two units were given the numbers 931 and 932.
In addition to the power-saving drive, the three-phase trains differed from the series vehicles by a new front with a one-piece windshield and square headlights and taillights, which are also used in the LZB vehicles. The interior has been made more comfortable. The two units were always used individually, also in passenger service. The test drives ended in 1989 and the knowledge gained was implemented in the DT4. Most recently, the two DATs were electrically controllable in the train set, but this option was only used for a short time during test drives without passengers.
Unit 932 was shut down after trial operation in 1989 and scrapped in 1995, the other unit 931 replaced the two DT1 units at the Hamburg fire brigade in 1995 , where it was used for training purposes. In 1999 unit 931 was again replaced by unit 918 at the fire brigade - which had previously been retired as a non-upgraded unit - and handed in for scrapping on January 26, 2000.
DT3N
After the last DT2E were taken out of service in 2015 , the DT3E actually also provide the operating reserve for the underground. For this purpose, ten of these units are to be retained through the decommissioning of the other vehicles until 2025. For this purpose, these railcars will be subjected to renewed upgrading, whereby primarily units were selected that did not receive the third redesign in 2007 (but no DT3-LZB). The third redesign will be made up for, the car body refurbished and a new control system and a new converter installed, which will replace the previous switchgear and the old converter. In addition, the driving switches are to be refurbished. Despite the technical changes, electrical coupling with the remaining units should still be possible, but such mixed tractions have not been in operation so far (August 2020).
The conversion took place at the vehicle works Miraustraße in Hennigsdorf near Berlin. Since June 2016, the first units 873 and 905 have been converted. Units 835 and 856 followed in March 2017. The first two units have been back in Hamburg since May 2017. The railcars 803, 807, 808, 834, 842 and 865 followed until April 2019. Like the remaining DT3E, the vehicles are mainly used in the morning repeater operation on the U1 and U3. They should also be available for construction site traffic and for major events such as the port birthday.
See also
literature
- Association of traffic amateurs and museum trains : The vehicles of the Hamburg subway . VVM, Hamburg 1975.
- Martin Pabst: U- and S-Bahn vehicles in Germany . Verlag GeraMond, Munich 2000, ISBN 3-932785-18-5 .
- Stephan Benecke u. a .: The history of the Hamburger Hochbahn . Arbeitsgem. Blickpunkt Straßenbahn, Berlin 1989, ISBN 3-926524-06-5 .
Web links
proof
- ↑ Data sheets DT3.0 and DT3.1 – DT3.3, edition 1.4.1971, Hamburger Hochbahn Aktiengesellschaft, Hamburg 1971
- ^ Christier, Carsten: Vehicles of the Hamburg U-Bahn: The DT3 1966-2017 . Norderstedt, ISBN 978-3-7448-9743-3 .
- ↑ Alexander Josefowicz: Hamburg's U-Bahn - the last trip goes to Lübeck. In: Abendblatt.de. Retrieved March 30, 2017 .
- ↑ DT3 vehicle list. Retrieved March 30, 2018 .
- ^ Vossloh Kiepe and Fahrzeugwerke Miraustrasse: Upgrading ten underground vehicles from Hamburger Hochbahn AG - Vossloh-Kiepe.de. In: www.vossloh-kiepe.com. Retrieved December 11, 2016 .
