Kar 6209 tunnel investigation vehicle
| Kar 6209/711 001-8 | |
|---|---|
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| Numbering: | Kar 6209 711 001-8 |
| Number: | 1 |
| Manufacturer: | Wegmann / Schaltbau / AFA |
| Year of construction (s): | 1958 |
| Retirement: | 1983 |
| Axis formula : | Bo '(1Ao)' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 21 200 mm |
| Height: | 4800 mm |
| Width: | 2800 mm |
| Trunnion Distance: | 13000 mm |
| Bogie axle base: | 2500 mm |
| Service mass: | 57.5 t |
| Wheel set mass : | 15.2 t |
| Top speed: | 100 km / h (towed) 90 km / h (self-propelled) 5 km / h (slow travel) |
| Hourly output : | 192 kW (main drive) 25 kW (slow travel) |
| Continuous output : | 136 kW (main drive) |
| Range: | about 300 km |
| Capacity: | 624 Ah |
| Driving wheel diameter: | 930 mm |
| Impeller diameter: | 930 mm |
| Drive battery: | 6 AFA-TM 450 d 220 cells |
| Number of traction motors: | 2 |
| Drive: | diesel / battery electric |
| Particularities: | 50 kW diesel generator |
The tunnel investigation car Kar 6209 , later 711 001-8 , was a vehicle of the German Federal Railroad for the inspection and investigation of railway tunnels . It was used throughout Germany from 1959 to 1982.
Prehistory and construction
Shortly after the turn of the century , the Prussian State Railways put the first special vehicles with battery-electric drives into service to investigate the structural condition and thus the traffic safety of tunnels . Another car followed in Karlsruhe by the Deutsche Reichsbahn in 1932, which, in addition to batteries, had a petrol engine with a generator. Some of these vehicles were still in service with the Deutsche Bundesbahn after the Second World War, but they were very outdated.
The German Federal Railroad therefore planned to purchase a new tunnel inspection vehicle, for the development of which clear guidelines were made. The vehicle should both achieve high travel speeds for overpasses under its own power and be able to carry out tunnel examinations at low continuous speeds. As with the predecessor vehicles, there was a requirement for the drive to be free of exhaust emissions and strong lighting as well as a lifting platform, profile gauges and observation rooms for carrying out the investigations. Furthermore, in order to save costs, it was required to use as many assemblies as possible ( bogies , batteries, motors) from decommissioned older railcars.
The order was taken over by the Wegmann wagon factory in Kassel for the wagon construction part and the final assembly, the Münchener Schaltbau took over the electrical equipment, the batteries were supplied by AFA in Hagen. The vehicle cost 370,000 DM, of which 160,000 DM was accounted for by the electrical part. On May 24, 1958, the vehicle with the serial number 4775 was delivered to the Federal Railway Directorate (BD) Karlsruhe , the acceptance took place in the autumn of the same year. It was given the vehicle number Kar 6209, which identified it as a railway service vehicle ("6200er") of the BD Karlsruhe.
Technology and structure
With the batteries and two 96 kW motors built into a bogie, the vehicle reached a top speed of 90 km / h. In addition, there was a 25 kW motor in the second bogie for slow travel during investigations (2.3–4.5 km / h). The battery capacity of 624 Ah / 260 kWh (with a three-hour discharge) was sufficient for an action radius of around 300 km, and a trailer load of up to 20 t, e.g. B. a measuring car can be transported. In order to be able to use the vehicle independently of stationary charging devices, it was equipped with a battery drive and a diesel unit consisting of a 55 kW motor and a generator for 50 kW continuous output. This enabled the batteries to be fully charged within about eight hours or the vehicle to be moved at 40 km / h. Overpasses with normal trains were possible at 100 km / h, for this purpose the tunnel investigation vehicle received pulling and pushing devices in the standard design .
The underframe and the frame of the car body were made of lightweight steel . The bogies presumably come from retired vehicles, but it is no longer possible to determine which ones were. The battery boxes, which held a total of 220 cells in eight interchangeable trays, were located under the side member. The vehicle outline met the RIC profile .
The vehicle body began at both ends of the car with large working platforms that were led around the driver's cabs . At the edges of the cab end walls, the work lights for examination drives, 13 fluorescent lamps of 40 W, were arranged in troughs. Additional work lights could be connected if required. The driver's cabs also had the headlights and tail lights and two headlights. A workshop and storage room was attached to driver's cab 1, in which smaller work, for example on the measuring equipment, could be carried out. The full-width middle section of the car body, the roof of which was accessible via stairs at all four corners, had, in addition to the room for the diesel engine, a lounge, a laundry and clothes drying room with toilet and the evaluation room, to which driver's cab 2 was connected . To accommodate the personnel on duty, sleeping places for five people were available in the lounge and evaluation room.
On the vehicle roof there was a liftable and rotatable working platform, two additional fixed working platforms and an earthing pantograph, as well as folding observation stands on the sides of the car body and a profile measuring device. It was also possible to control the tunnel inspection vehicle from an auxiliary driver's cab on the roof. An intercom system was used for communication between the driver's cabs, examination platforms and the evaluation room.
A compressed air brake of the standard design served as the service brake , and regenerative braking with the traction motors was also possible. The hand brakes in the driver's cabs acted on the neighboring bogie and achieved a braked weight of 18 t on the motorized bogie and 16 t on the trailer bogie. A safety driving circuit was available from the time it was built, and in the 1960s the vehicle received an Indusi and train radio .
Use and retirement
After acceptance, the vehicle was initially used in southern Germany; the first use took place on January 24, 1959 in the Kirchheim tunnel . The area of application was soon expanded, the vehicle finally took over all tunnel investigations in the area of the DB, the older tunnel investigation vehicles were parked. Some missions took place abroad.
With the introduction of the new DB series scheme in 1968, the car was given the road number 711 001-8. A repainting in yellow, which would have been mandatory from the 1970s, was omitted, the vehicle wore the red color required for construction until it was retired. After a performance test in December 1975, a modernization of the tunnel investigation vehicle was planned, but this was not done for financial reasons.
During a transfer trip to Limburg (Lahn) on October 13, 1982, the control of the 711 001 failed and it had to be towed with an electric locomotive. He was in the repair shop Limburg off and dated March 1, 1983 put z . The car remained there for a few years and was presented at exhibitions before it was scrapped in October 1988.
As a replacement, a DB class 701 tower car was temporarily converted as a tunnel inspection vehicle, until in 1985 the task was taken over by an auxiliary vehicle with the number Klv 93-0001.
The series number 711 001 was given in 1995 to the newly built aerial work platforms - maintenance vehicle overhead lines (HIOB) of the DB series 711.0 .
Literature and Sources
- Gerhard Wilke: Tunnel investigation vehicle of the Deutsche Bundesbahn with electric storage drive and diesel charger. In: Railway technical review. Volume 8, No. 5, May 1959, ISSN 0013-2845 , pp. 235-239.
- Arend Boldt: Railway service vehicles. Technology and tasks of the series 701 to 740. Lokrundschau Verlag, Gülzow 2009, ISBN 978-3-931647-24-7 , pp. 80–83.
- Heinrich Rode: Tunnel investigations - tunnel measuring devices. In: The Railway Engineer. Volume 12, No. 9, September 1961, ISSN 0013-2810 , pp. 247-249.
- Rolf Löttgers: "TIF", "PROM" and their predecessors. The German Federal Railroad's tunnel inspection vehicle. In: LOK magazine. 33, No. 184, 1994, ISSN 0458-1822 , pp. 59-61.