DB Class 614
The series 614 called unit trains with diesel engines of the German Railways, consisting of two powered end cars in the series 614 and up to two intermediate cars of the series 914 On January 1, 1994, the vehicles German Railroad, Inc. or its divisions / subsidiaries changed the property of the successor.
The Series 614 is a direct evolution of the Series 624/634 and differs from them only in a few details. Therefore, will be discussed in the technical part only the differences from the 624/634.
- 2.1 carbody
- 2.2 drive
- 2.3 Drive
- 2.4 Heating
- 2.5 Door Control
- 2.6 Passenger Information Systems
- 2.7 passenger compartment
- 2.8 paint
History
Prototypes
In 1971, the prototypes were delivered 614 001/914 001/614 002 and 614 003/914 002/614 004. The testing was carried out from Trier on the Mosel and Eifel regions. In contrast to the series vehicles, the prototype possessed a railway curve-dependent car body control.
Series vehicles
Series production at MAN and Uerdinger wagon factory began in 1973. The first series of 25 three- car units fell in the middle of the time the pop- paint, and so the vehicles were painted in pebble gray -orange. Immediately afterwards, a second series was delivered in 1975 from 15 units and is home to the Bw Braunschweig. However, these have already received the painting in ocean blue-beige.
Use
There are a total of 42 three- units of the series 614, which were stationed in Nuremberg and Brunswick. In the early years was also home to the Trier trainsets.
The Braunschweig 614 wrong since its delivery priority in the resin and in the Weser mountain country. In many former east-west highways were doing sail, where the meaning had been stolen after the German - German division.
Most important turning points were Altenbeken, Bad Harzburg, Bad Lauterberg, Bielefeld, Braunschweig, floor castle, Göttingen, Hameln, Hildesheim, Kreiensen, wages, Northeim, Ottbergen, Paderborn, Salzgitter Lebenstedt, and Walk Ried. While individual timetable periods also Lemgo, Münster, Nordhausen, Osnabrück, Oldenburg, Rahden, Uelzen and Wilhelmshaven were achieved. Currently, the units are all in the pure form and in three parts together, during earlier years of use, but was often only driven two - or four-piece.
Not infrequently, these were mixed to multiple units such as 614 914 934 634. Meanwhile, they have largely withdrawn after the award of numerous routes to competitors and delivery of the series 648.25 to DB Regio of this almost classical use routes Brunswick DMUs. Instead came rather atypical routes, such as empty - Nieuweschans, Emden Hbf - Emden - outer harbor, Minden - Rotenburg, Uelzen - Bremen and Hannover - Soltau - beech wood. With the timetable change in December 2008, the missions ended in Braunschweig. Several cars were stored and exploited, some were brought to Hamm Rbf and wait for a better future.
In the Upper Palatinate and Franconia were the Nuremberg 614 go. Again, only three-piece units were last used, whereas previously specifically four-piece to form multiple units were stationed 934 in Nuremberg. This constellation was at the train drivers but not very popular because just the much too low engine power of 614 made unpleasantly noticeable on uphill stretches. The use of the Nuremberg 614 was supposed to be completed in December 2008 with the delivery of new 648.3; because of scarce resources and insufficient availability upon 648 were used with expressions in Neuhaus ( Pegnitz ), Hersbruck rP, Fürth Main Station, Cadolzburg and Nuremberg Hbf in two outstanding days 614. For the two outstanding days three units were kept ready for use, including the pebble gray - orange painted unit of 614 005, 914 003 and 614 006 2010, the last trains shut down, the train 614 005/914 003/614 006 in 2011 to DB Museum Nuremberg transferred.
As of 2009, 15 three-piece railcar in Poland should be used. For this purpose they were restationed from Nuremberg to Berlin- Lichtenberg. So far, such an effort has not yet came.
The trainset 614 015 / 016 was sold to the Transferoviar Grup in Romania. He wears the number 76-1401/1402 and wrong (2011) mainly between Oradea and Cluj- Napoca.
Another trainset travels as 76-1411/59-1411/76-1451 in space Sibiu at the State Railway CFR. In this railcar, the front parts were redesigned, he also received air conditioning.
Differences to the 624/634
Although the external appearance may suggest otherwise, as to keep the differences 614-624 within narrow limits. In the following, all deviations from the 624/634. Apart from that, the 614 with these vehicles the same.
Carbody
The body has drawn no straight exterior walls, such as the 624/634, but below the window there is a bent edge and the window band is inside. This was necessary for the planned track curve control in order not to exceed the loading gauge.
Drive
The bogies were slightly modified. The support is the same as the 634 air springs, which can be controlled, however, ( with the exception 614001-004 ) via four air suspension valves per car. The so- realized four- point support is switched via a pressure regulator on the wheelset bearings below 25 km / h on a three-point support by one of the air suspension valves is deactivated.
Instead of the mechanical Gleitschutzregler of 624/634 electronic Gleitschutzregler are at present 614.
Drive
The diesel engine D 3650 HM corresponds to 12 U MAN largely that of the 624/634, but is operated at a higher final speed of 2150/min and is designed for an output of 370 kW/500 hp, but only on the general safety regulations when 624/634 331 kW/450 hp set. The existing many 624/634 to the last hand pump for pressure-free refilling of cooling water has not been installed at the 614. The fan system of the cooling water cooler can be converted by the driver in case of failure of the fan controller to emergency mode, which is only possible when each werkt instead 624/634.
26 railcars ( 13 sets ) were equipped by 2000 with new Cummins diesel engines. With 448 kW, they have a much higher performance. The Remotorisierungsprogramm but was stopped after the application perspective of the 614 has clearly deteriorated.
Heating
With the modernization of all 614 as well as the middle car received a 914 timer, with which the time can be changed to which the vehicle is to be preheated. In this way, the up times could be shortened. At the same time in the first - class compartments commercial thermostat valves were installed.
Door control
Since delivery of the 614 had a door control with side- selective release and door monitoring. That the 624/634 is not always easy opening of the doors was and is supported by compressed air at 614. A pinch realized - As part of the modernization mid-1990s, the sounder were retrofitted and - in contrast to the 624. Some of the vehicles has additionally warning lights in the door space. Shortly after the turn of the millennium, the conversion of some 614 units for technology- based clearance procedures began ( TAV ). To this end, a door control computer was installed, the door handles removed and instead installed opening pushbutton and light barriers. Since the new door control is very reliable and it also seems the feed end of the vehicles, the TAV retrofitting after a few years and before the end of Remotorisierungsprogramms was adjusted. Interestingly, now all 614 parked with new door control while the vehicles are still in operation have the old door control. This was last modified slightly so that locked doors no longer be opened by force.
Passenger information systems
Up to modernize the 614 had known from the 624/634 roller blind destination displays. These were then replaced with two electronic matrix displays per VT. The control of all ads in the train is done by entering the target code number in Brose input devices that are installed on each table leader. In addition, some Nuremberg 614 units received early time passenger information displays.
Passenger compartment
With respect to their interiors, the 614 stood out always significantly from their older brothers. Upon delivery of the vehicles adjustable benches had arranged with individually, substance-related pads. The color of the fabric cover as well as the faux leather covered armrests and head restraints varied and was either brown or green. The side surfaces were blinded with beige plastic. The 1st class compartments were similar to the 624/634. Although the interior seemed very noble, but oriented in a color very close to the zeitgeist and was in his mid -90s no longer up to date.
In a first Modenisierungswelle beginning of the 90s only the seat cushions were exchanged for those with blue fabric and made slight changes in color in the passenger compartment in the first place. In the subsequent full modernization were given all the other and also the already modernized 614, the supplied from the first, for the old Länder double-deck cars and the y- car -renowned design with beige wall coverings and upholstered in pale green cloth individual seats, partly in vis -á - vis, partly arranged in series. Some prototype conversions designed seats of the type used in the n- cars were also in the same design for installation, these vehicles were subsequently adjusted to serial conversions. A curiosity are present on all seats (folding) tables, the vandalism due in part already missing. As with the 624/634 were also related to the 614, the luggage compartment together with loading doors behind the cab. The compartments of the first class were given pink wall coverings, blue tables and also blue, adjustable individual seats with red pillow.
The last modernized 914 were each given two closed vacuum toilet systems, one of which is prepared for wheelchair users. Later were retrofitted to the other 914.
Paintwork
The first, delivered to the Bw Nürnberg series was painted in the then current pop color scheme, which was implemented on gray pebble floor area at 614 with a blutorangenem window band. This painting has been maintained to the modernization of vehicles. The second, delivered to the Bw Braunschweig series was delivered in ocean blue-beige. In contrast to the 624/634 to 614 above the color separation edge there were an additional thin blue trim line which gave the vehicle a more dynamic appearance. Almost all 614 were new at first then painted in traffic red and white the redesign in light gray - mint-green, later. The only exception is the unit 614 005 914,003 614,006, which was again repainted in pebble gray - orange in the modernization and the pop- color concept saved into the new millennium. All other vehicles now carry the current paint in traffic red and white.
614 083 in January 1997 in Lemgo, execution ocean blue-beige
614 071 1998 in Neuhaus ( Pegnitz ), Application light gray mint green with a baggage compartment doors
614 in Soltau railway station, traffic red -and-white version
Series 719
The rail examining the DB Class 719 was built on the basis of multiple units of class 614. Furthermore, in 2006 a two-part 614 ( power heads 045 and 046) in the Lichtraummesszug 719 045 / 046 rebuilt.