User:Doco/sandbox/DB Class 628

Baureihe 628
Technical data
Class number	628
Put into service (1st year)	1974 (628.0) 1981 (628.1) 1986 (628.2) 1992 (628.4)
Manufacturers	Düwag, Waggon-Union, AEG
Wheel arrangement	2'B' + 2'2'
Gauge:	1435 mm
Length from buffer to buffer	46.4 m (628.4)
Width	{{{WIDTH}}}
Weight empty	77.0 t (628.4)
Max. load	{{{LOAD}}}
Max. acceleration upon starting	{{{ACCEL}}}
Normal tractive effort	{{{TRACTEFFORT}}}
Maximum sustained speed at normal tractive effort	{{{TRACTEFFORTSPEED}}}
Maximum speed	120 / 140 km/h
Number of seats	146 (628.4)
Total produced	{{{PRODUCED}}}

The Baureihe 628 is a two-car diesel multiple unit operated by Deutsche Bahn AG as well as other operators in Germany, Luxembourg and Romania.

History

Class 628.0

Development of the class 628 began in the early 1970s, when the railbuses of Class 798 were reaching the end of their projected lifetime. The Bundesbahn-Zentralamt München, in cooperation with Waggonfabrik Uerdingen, laid out the plans for the multiple unit VT 628, intended to replace the VT 798 railbuses and the battery railcars of class 515. The new vehicles were designed to be suitable for mainline rail as well for branch lines, so they were designed with sufficient brakes and comfort in mind. In 1974, Waggonfabrik Uerdingen and MaK could present the two-car prototype Baureihe 628.0 as well as the single car Baureihe 627.0 (for branch lines with little passenger volume). The prototypes were successfully tested, albeit turning out to be a bit underpowered - however, due to political ramifications about the reorganisation of local rail transit at the time, the project was suspended by nearly four years.

Class 628.1

Development continued behind the scenes, and in 1981 the prototype units of Baureihe 628.1 were rolled out. The most significant change was the absence of the second motor, which led to the simplification of the second car into the cab car of class 928.1. Furthermore, the cars were now equipped with one instead of two toilets, and two instead of four entryways per car. Changes were also made to the electrical systems, and the cars were equipped for operation without a train attendant. Of the single-car variant, Baureihe 627.1, five units were produced; this variant was swiftly abandoned after the two-year test ended, mainly due to being not economically feasible. The 628.1, however, passed the evaluation without notable problems and was ready to be mass produced.

Class 628.2

However, before it could go ahead, several "last-minute" wishes were integrated into the future serial-production Class 628.2 railcars, including an open-plan First Class section, improved ventilation and a dividing wall between the driver's compartment and the passenger section. Externally, the front wall of the car was tilted more, the three-lamp signal for peak-load traffic was moved down and a destination display was added, to make the cars look better and keep the passengers better informed. In all, between 1986 and 1989, 150 units of this type were created. At the Kiel running sheds, some of these railcars were run with a maximum speed of up to 140 kmh, but as this increased wear too greatly, these high-speed operations were soon stopped.

Class 628.4

Experience gained from everyday use of the railcars was used in the second series. In 1992, DUEWAG presented the 628.4 series, which featured further improvements to its predecessor. By adding an intercooler, the engine efficiency was increased by 20%. The lower windows in the doors were omitted in the 628.4, as they were prone to break, the cars were lengthened by 50 cm to put double doors in. Between November 1992 and January 1996, 309 units were built. Most of them were delivered to Germany, albeit a small number was put in service in Luxembourg and Romania.

For the line from Mainz to Alzey, five units based on the 628.4 were commissioned. These units were basically two class 628 motorcars joined together and called 628.9/629. They were only used on steep lines however, as they need slightly more diesel fuel than a standard 628.4 set.

Insgesamt sind die Triebwagen der Baureihe 628 bei Fahrgästen und Personal beliebt. Über die Jahre waren sie jedoch nie völlig frei von technischen Problemen, was ihnen das Attribut "Schönwetter-Triebwagen" einbrachte, manchmal macht ihnen aber ganz besonders schönes Wetter zu schaffen: An heißen Hochsommertagen ist es nicht unüblich, dass man einen 628er bei einer außerplanmäßigen "Kühlpause" beobachten kann, da die Maschinenanlage überhitzt. Außer dem Kühlsystem sind auch die Motoren selbst nach Meinung vieler Triebfahrzeugführer unterdimensioniert, was ihm – in Anlehnung an Regio-Shuttle, RegioSwinger und RegioSprinter – den Spitznamen RegioSchleicher einbrachte. Des weiteren tragen auch eine Vielzahl von kleineren, eigentlich unbedeutenden Unzulänglichkeiten zum Ruf bei, was aber eigentlich ungerecht ist, da der 628 von den Kühlproblemen abgesehen ein außergewöhnlich zuverlässiges Fahrzeug ist, und sich in dieser Hinsicht wohltuend von seinen Nachfolgern abhebt.

Konstruktion

The following applies to 628.4 units, the other series are mostly similar though.

Two pivoting bogies are situated under each carriage. Only the bogies at the coupled end are powered. It is diesel-hydraulic with a VOITH gearbox and a clutch (T 311r). Bis 628.2 wurde das Getriebe T320 (Zweiwandlerbauart) verwendet. Motor und Getriebe sind unter dem in Leichtbauweise ausgeführten Wagenkasten elastisch aufgehängt. Bei der Betriebsbremse handelt es sich um eine selbsttätige Druckluft-Scheibenbremse der Bauart KE mit automatischer Lastumschaltung und Gleitschutz. Nur bei Schnellbremsungen kommt zusätzlich die Magnetschienenbremse zum Einsatz.

Die Vielfachsteuerung ermöglicht es, dass von einem Führerstand bis zu drei gekuppelte Triebwageneinheiten gefahren werden können. Die Führertische entsprechen einer an den DB-Einheitsführerstand angelehnten Bauart. An Sicherheitseinrichtungen sind die in Deutschland vorgeschriebene Sicherheitsfahrschaltung sowie PZB 90 auf Basis der I60R beim 628.4 bzw. I60 mit Registriergerät ER24 beim 628.2 und Zugfunk vorhanden.

Operational usage

Class 628.0

At first, all 628.0 trainsets were stationed at Kempten im Allgäu. From there they were used until the end of 2002 on all lines in the Allgäu for operational usage. Ab 2003 reduzierte sich ihr Einsatzradius auf die Außerfernbahn, und im Januar 2005 wurde das letzte Fahrzeug dieser Baureihe (628 008/018) endgültig abgestellt. Some have been scrapped, others have been motballed in Kempten with uncertainty about their future. There are e.g. rumours about sales abaord. 628 008/018 has already been exported to Poland where some 627.1s have already entred service.

Class 628.1

The three trainsets of the transitional class 628.1 (628 101-928 101 / 628 102-928 102 / 628 103-928 103) are all stationed in Kempten im Allgäu. They are used for services throughout the Allgäu, for example between Augsburg and Füssen.

Class 628.2/.4

Trains of subclasses 628.2 and .4 can be found throughout Germany on both main line and branch rail.

Luxembourg

Two units (628/928 505 and 628/928 506) were delivered to the Luxemburgish state railways CFL. They are serviced at the DB yards in Kaiserslautern, the only difference between them and their German counterparts being the CFL logo on the front.

Private railways

VT 628.4 of the EVB

The Eisenbahnen und Verkehrsbetriebe Elbe-Weser received a small number of 628.4 in 1993.

Literature

• Michael Gröbner: Baureihe 628.4. Im Führerstand. In: LOK MAGAZIN. Nr. 251/Jahrgang 41/2002. GeraNova Zeitschriftenverlag GmbH Munich, ISSN 0458-1822, p. 50-52.

External links

• Fan site