DR series 270
| DR class 270 DB class 485/885 |
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 DB class 485/885 in the Ostbahnhof
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| Numbering: | 005-170 |
| Number: | 166 railcars 166 sidecars |
| Manufacturer: | LEW |
| Year of construction (s): | 1987 1990-1992 |
| Axis formula : | Bo'Bo '+ 2'2' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over coupling: | 36,200 mm |
| Width: | 3000 mm |
| Trunnion Distance: | 12,300 mm |
| Bogie axle base: | 2500 mm |
| Empty mass: | 59.0 t |
| Top speed: | 90 km / h |
| Hourly output : | 600 kW |
| Continuous output : | 500 kW |
| Acceleration: | 0.68 m / s² |
| Motor type: | DC series connection |
| Power system : | 750 V = |
| Power transmission: | Lateral power rail coated from below |
| Number of traction motors: | 4th |
| Coupling type: | Scharfenberg coupling |
| Seats: | 110 |
| Standing room: | 253 |
| Floor height: | 1120 mm |
The class 270 of the Deutsche Reichsbahn is a series of electric S-Bahn - multiple units of the Berlin S-Bahn , which was developed from 1979 to replace vehicles that had been put into service before the Second World War. In the later DB AG , the trains are referred to as the 485 series.
history
The order to develop the class 270 S-Bahn multiple units was awarded to VEB Lokomotivbau Elektrotechnische Werke “Hans Beimler” Hennigsdorf at the end of the 1970s. The exterior of the vehicles was designed by the University of Industrial Design in Halle . The trains of this series were initially designed with a slightly higher vehicle height, but then adapted to the clearance profile of the north-south tunnel - operated at the time by the Reichsbahn due to the division of Germany but not used by East Berlin lines .
The vehicles were completely redeveloped, with the external dimensions being based on the old vehicles in order to avoid problems when driving on existing routes (see above) and when accommodating them in the workshops.
Instead of the bags previously used on the Berlin S-Bahn, external sliding doors were now provided, which allowed more space for windows and made maintenance and cleaning easier by eliminating the door pockets. Thanks to the lightweight construction in aluminum, the new electrodynamic brake and the possibility of feeding the braking energy back into the network, it was possible to achieve energy savings of around 30 percent on average compared to the old trains. For this purpose, all pantographs of the entire train had to be connected via a continuous power line, which in use was used to bridge busbar separation points and thus often led to automatic protective shutdowns. For this reason, transition separation points had to be installed on the routes provided for this purpose before regular operations began . Since these are not available in the overall network, the use of the 485 series is not possible everywhere for reasons of power supply. The driving speed is infinitely variable, but has to be set again every time you drive, as there is only one driving lever for braking, acceleration and speed preselection.
Later, each railcar was given a transportable ramp that the train driver can create to enable wheelchair users to access it. The vehicles are equipped with an optical-acoustic door locking warning system, with a triad replacing the previously common ringtone of the Reco series, which was later adopted into the series.
Four quarter trains each consisting of a multiple unit (ET) and a trailer (EB) were built as model vehicles , with the smallest operationally possible train unit consisting of two quarter trains. These differed in numerous details from the later series vehicles. The prototypes / sample vehicles were given the classic Berlin S-Bahn paintwork, but with different shades of light ivory and burgundy red. They were presented in 1980 at the Leipzig spring fair.
The headlights and taillights of the model vehicles were round and not housed together in rectangles, as they were later, the doors were also opened by handles with mechanical locks and not by buttons. This sample train was shut down in 1990 because it was extremely prone to failure and, moreover, its quarter trains could not be coupled with the series vehicles. A quarter train has remained inoperable and is being kept by the Historic S-Bahn Association .
After extensive changes, the series was produced as a pilot series with eight quarter trains from 1987 and was first used by passengers in early 1988. The paintwork was initially carried out in a wine-red-ivory-colored capital city paint scheme with an additional strip above the floor frame. The red paintwork proposed by the manufacturer, which was ultimately adopted for the series vehicles - a half-train painted in this way was first presented at the Leipzig spring fair in 1987 - earned the vehicles the nickname “Coke cans” in the 1990s .
Between 1990 and 1992, 158 multiple units and 158 sidecars were purchased. Originally, the procurement of 300 quarter trains was planned. After the quarter train 485/885 170, however, the delivery was canceled and 40 more double railcars of the BVG class 480 were ordered instead .
2000–2001 the vehicles were equipped with a performance package (LP2), which brought detailed improvements. Starting in 2002, during general inspections, the vehicles were painted in the traditional S-Bahn colors, burgundy-ocher-yellow.
Use and home
As of December 15, 2019 (2020 annual timetable)
- S46: Königs Wusterhausen - Westend [only Mon – Fri]
- S47: Spindlersfeld - Hermannstrasse
- S8: (Zeuthen -) Grünau - Birkenwerder
- S85: (Grünau-) Schöneweide - Pankow
- Current home of the trains
The trains can no longer be used on the lines of the Stadtbahn due to the lack of vehicle equipment for the ZBS train control system . It was only used extremely rarely in the north-south tunnel, as the sometimes narrow tunnel radii in the Potsdamer Platz area are too narrow and only possible via certain routes.
Intended end of use and training
From autumn 2003, vehicles were first parked after their deadline. The vehicles that had been fully examined up to then and those with service package 2 were parked as a reserve. Some of the 485 parked at the 2006 timetable change were used again during the 2006 World Cup . Parked vehicles that have not been modernized did not receive the second service package. Some vehicles had previously been taken out of service and scrapped due to accidents, for example car 485 009. A sale did not take place due to a lack of possible uses and buyer interest. A redesign (such as for the 420/421 series ) was not supported either, which is why from 2005 onwards all defective trains of the 485 series were shut down immediately and all others when the deadline expired. As of July 25, 2007, 50 of 65 quarter trains parked at the time were scrapped in Königs Wusterhausen . The action was completed in January 2008.
Nevertheless, the 485 series could still not be dispensed with. The calculations showed that around 50 quarter trains would have to remain in service until 2017. Therefore, from 2009 onwards, 485s were checked again and given a so-called expiry period. In June 2007, the management of the S-Bahn decided to repaint the 485 (30 pieces), which had not yet been painted in burgundy-ocher yellow, by mid-2008. This started in January 2008 and the repainting was completed in June 2008. The final retirement of the BR 485 should then begin in 2013. After problems with the 481 series emerged in the summer of 2009, an increasing number of 485 were reactivated. At the turn of the year 2009/10 at least ten quarter trains had been reactivated, and all of them were given the current paint scheme.
In the middle of the Berlin S-Bahn crisis that became acute in May 2009 due to lack of maintenance of the 481 series, it was announced in March 2010 that all 485 series S-Bahn trains had been on the road for about five years due to unauthorized wheelsets. Their operation was prohibited by the Federal Railway Authority with immediate effect until they were again approved.
From March 2011, the still-parked S-Bahn trains of the 485 series were gradually revised and reactivated at the Wittenberge plant. 60 quarter trains received a car body refurbishment, the floor panels are reinforced and the wiring renewed. 20 more quarter trains got just one redesign. The general inspection and installation of the new axles was carried out at the Dessau plant.
In order to be able to use the trains (as well as the 480 series) beyond the end of service originally planned for 2017 by 2023, an upgrading program with over 50 individual measures started at the end of 2015. Among other things, the installation of goods GSM-R - train radio , the equipment with new passenger information systems , stabilization of floor units and braking resistor container as well as a reconstruction of the e-clutch provided. The overhaul of the braking resistor container was completed by 2018, the other work (such as replacing the spring pack in the bogie frame) should be completed in 2019. The cost is given as around 30 million euros.
Since October 2016, the trains can no longer be used on the Stadtbahn, as only trains with the ZBS train control system, which the 485 series does not have, can be used there. While retrofitting with ZBS is seen as easily feasible for the 480 series, this is no longer planned for this series, so that they should be withdrawn from 2023, when the operation of the new 483 S-Bahn series is stable.
Since the vehicle mass continued to increase as a result of the installation of various technical systems (FASSI, ZAT-FM), especially in the area of the first bogie, and further systems will have to be installed in the future, a reduction in the vehicle mass and the payload is required. Therefore, at the beginning of 2018, a conversion of the former service compartments began so that the passage to the rest of the passenger compartment was widened and the longitudinal seats were moved towards the middle of the car in order to reduce the usable standing area.
Duo S-Bahn
In 1993, the manufacturer AEG rail vehicles Hennigsdorf proposed the construction of a duo S-Bahn in order to expand the existing route network quickly and inexpensively . For the diesel-powered S-Bahn advance operation, locomotives of the 485 series should be equipped with an additional diesel drive. It was to be used initially on the Oranienburg – Birkenwerder – Hohen Neuendorf West – Hennigsdorf line (formerly S19). Of this 17-kilometer stretch, around eight kilometers were equipped with power rails. The journey time was around 23 minutes.
AEG Hennigsdorf converted the half train 485 114/115 at its own expense. A diesel generator set with an output of 304 kilowatts was installed under each of the sidecars. After relocating the air compressor and the converter, the charge air cooling system, the water cooling system, starter battery, generator control, fuel tank (670 liter capacity) and the motor control unit were installed under the floor. This increased the service weight of the sidecar by five tons to a total of 31 tons.
The converted half-train 485 114/115 completed its first regular test runs on May 29, 1994. The train ran eight times a day from Monday to Friday. The maintenance and repair of the vehicles was carried out in the Oranienburg branch. The trial operation of this line, designated as S19, ended on May 28, 1995. The results and experiences were divided into two parts: On the one hand, the system was certified as being extremely reliable, on the other hand, not all economic and operational questions could be clarified. The biggest operational shortcoming was the maximum speed of 90 km / h, which made wide timetable routes necessary for mixed operation with mainline trains running at up to 160 km / h .
After the trial operation, the states of Berlin and Brandenburg did not order any transport services that could have been served with the Duo-S-Bahn. The vehicles were therefore parked and the diesel engines and additional units were only expanded in 1999/2000. This enabled the vehicles to go back to normal use.
literature
- Hans-Joachim Hütter: Back on the road / The renovation of the S-Bahn class 485 . In: Verkehrsgeschichtliche Blätter , Volume 39, Issue 2 (March / April 2012), pp. 29–33.
- Joachim Wegner: The class 485 of the Berlin S-Bahn through the ages . In: Eisenbahn-Revue International , Issue 8–9 / 2002, ISSN 1421-2811 , pp. 394–397.
- Martin Pabst: U- and S-Bahn vehicles in Germany . 1st edition. GeraMond, Munich 2000. ISBN 3-932785-18-5
- Daniel Riechers: S-Bahn multiple units - New vehicles for Germany's urban express traffic . 1st edition. transpress, Stuttgart 2000. ISBN 3-613-71128-1
Web links
- Description of the 270 series
- S-Bahn photo community
- S-Bahn-Galerie.de - class 485
- S-Bahn-Galerie.de - Series 485D - Duo-S-Bahn
Individual evidence
- ↑ Class 270 multiple units for Berlin . In: specialist journal "Eisenbahnfahrzeuge" . No. 2 , 1981 ( online [accessed March 13, 2018]).
- ↑ New S-Bahn cars offer passengers more comfort. In a few days start on the Ostkreuz - Pankow route. In: New Germany . Neues Deutschland Druckerei und Verlags GmbH, 23/24. January 1988, p. 8.
- ↑ Markus Falkner: S-Bahn trains ran for years without approval. In: Berliner Morgenpost . Berliner Morgenpost GmbH, March 25, 2010, accessed on April 20, 2010 .
- ↑ News in brief - S-Bahn . In: Berliner Verkehrsblätter . No. 1 . Self-published by the working group Berliner Nahverkehr e. V., 2016, p. 12 .
- ^ Peter Buchner: Presentation of the S-Bahn Berlin GmbH during the evening talk by Daniel Buchholz. (PDF; 5.1 MB) In: daniel-buchholz.de. S-Bahn Berlin GmbH, May 23, 2018, accessed on September 12, 2019 .
- ↑ Thomas Fülling: S-Bahn vintage cars should run until 2030. In: Berliner Morgenpost . Berliner Morgenpost GmbH, September 13, 2017, accessed on September 12, 2019 .
- ^ Last missions on the light rail . In: Eisenbahn Magazin . No. 12 . GeraMond Verlag , 2016, ISSN 0342-1902 , p. 35 .
- ↑ Peter Neumann: Old trains are supposed to stay in service longer. In: Berliner Zeitung . Berliner Verlag , September 13, 2017, accessed on September 12, 2019 .
- ↑ News in brief - S-Bahn . In: Berliner Verkehrsblätter . No. 3 . Self-published by the working group Berliner Nahverkehr e. V., 2018, p. 57 .