ÖBB 4020
| ÖBB 4020 | |
|---|---|
 4020 262 with another set in Perchtoldsdorf
|
|
| Numbering: | 4020.001–120 (originally) 4020.201–320 (according to NBÜ) |
| Number: | 120 units |
| Manufacturer: | SGP , BES ( BBC , ELIN , Siemens ) |
| Year of construction (s): | 1978-1987 |
| Retirement: | probably by 2025 |
| Axis formula : | Bo'Bo '+ 2'2' + 2'2 ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over coupling: | 69,400 mm (3-part train) |
| Length: | 23,300 mm (railcar / control car) 22,800 mm (intermediate car) |
| Height: | 3,750 mm |
| Width: | 2,872 mm |
| Trunnion Distance: | 16,000 mm |
| Bogie axle base: | 2,500 mm (ET, front) 2,300 mm (other) |
| Total wheelbase: | 18,500 mm |
| Service mass: |
62.4 t (multiple unit) 32.0 t (intermediate car) 33.0 t (control car) 127.4 t (total) |
| Top speed: | 120 km / h |
| Continuous output : | 1,200 kW |
| Starting tractive effort: | 117 kN |
| Continuous tensile force: | 64 kN |
| Braking force: | 110 kN (dynamic brake)
127t (OUT-RA) |
| Acceleration: | 0.7 m / s² |
| Driving wheel diameter: | 950 mm |
| Wheel diameter: | 850 mm |
| Motor type: | WM 300 |
| Power system : | 15 kV 16.7 Hz |
| Power transmission: | Overhead line |
| Number of traction motors: | 4th |
| Drive: | Paw camp |
| Brake: | Wave disc brakes (intermediate and control cars) Dynamic resistance brakes, wheel disc brakes, additional block brakes (railcars) |
| Train control : | Indusi 60 (4020.242, from 4020.280 partly with PZB90) |
| Train heating: | electrical resistance heating (passenger compartment) warm air heating (driver's cab) via train busbar (1000 V max. 200 kW) |
| Speedometer: | Hasler Teloc RE2200 |
| Control: | Pulse amplitude control (thyristor control) |
| Coupling type: | Automatic center buffer coupling type Scharfenberg (Zugenden & Inside up to 4020.099)
Mechanical close coupling via coupling rods (within from 4020.100) |
| Seats: |
56 (railcars) 64 (intermediate cars) 64 (control cars) 184 (total) |
| Floor height: | 1,150 mm |
| Classes : | 2nd Class |
The 4020 series is an electric railcar of the ÖBB , which was developed for local traffic and rapid transit .
Details
Between 1978 and 1987, the ÖBB procured a total of 120 three-part multiple units of the 4020 series for use on the Viennese rapid transit railway and regional traffic in metropolitan areas such as the Tyrolean Inn Valley and the greater Linz area . When planning the 4020 series, the concept of the older 4030 series was based on the concept of the older 4030 series , but otherwise completely new approaches: The 4020 series railcars were equipped with thyristor control and mixed current motors, powerful electric resistance brakes and cradle-free bogies with air suspension .
The 4020 series is a three-part train consisting of the 4020 railcar , the 7020 intermediate car and the 6020 control car . Each of these cars has two wide entrances with automatic swing-sliding doors on each side of the car.
Originally the cars did not have an automatic door lock, the doors closed centrally after the check-in (similar to the Vienna U-Bahn). In order to prevent the passenger compartment from cooling down during longer turns, a button was attached to each door with which the door could be closed.
The interior design, which is designed in a large-scale construction , is now very comfortably equipped with wide, soft benches in the 2 + 2 arrangement. In the past, the low seats without headrests often caused criticism, as the predecessor 4030 was retrofitted with headrests as a replacement for locomotive-hauled regional trains outside Vienna from the start of deliveries of the 4020. The seat covers and the retrofitted headrests from 1993 onwards have already been replaced with new ones several times. The green wall coverings (4020.201–218; 220–240) have been replaced by orange in the newer delivery series (4020.219; 241–320) ex works. The entry areas are very large with a width of up to 2,600 mm for a quick passenger change. The entrance doors are double-winged as pivoting sliding doors and operated by compressed air. The clear width of them is 1,400 mm. The doors are released and closed centrally from the railcar's operator station. Only after they have been released can they be opened by the travelers by briefly pulling the snap handle. There are two steps in the door area. The windows in the open-plan compartment are 1,180 mm wide, they have safety glass , are double, and the upper part can be lowered. The passenger compartment in the railcar is ventilated via air shafts in connection with the intake by the machine fan. The heating of the passenger compartments is with a resistance heater, which previously could be set continuously by the passengers or as continuous operation. In the meantime, however, only by the driver. The driver's cabs are heated with warm air heating. In addition, they have large front windows with tinted glass and a roll-up curtain. The equipment of the driver's cab also includes a hotplate and a cooling compartment.
The intermediate car (7020) is equipped with two downpipe toilets at one end of the car. In some cars, however, the toilet has already been converted to a closed system. Although some would theoretically have two toilets, usually only one is in operation. For some, the second downpipe toilet was removed, but nothing was installed, so it was empty. In some sets, one is equipped with a closed system and the other only has an open system. There are stickers on the doors stating that the toilet will remain closed due to hygienic conditions in the metropolitan area . As a rule, however, this is not the case, since the traction unit would have to open or lock them at the last stop before the city limits.
As part of the main repairs carried out from 1993 onwards, the railcars were modernized in many details: The rosettes for the destination display were replaced by matrix displays (the inner scroll bands with the line were also removed and also removed from all other railcars from the 2000s onwards), and the doors of all sets were also removed Door area monitoring was added (as was previously only available on the sets used on the suburban line in Vienna) and automatic door locking was implemented. The interior has been improved and the paintwork slightly changed (gray and white instead of ivory). From 2004 onwards, some trains were also repainted in the red / gray diagonal design common for local public transport, which also included a slightly modernized interior in gray / blue (instead of purple) and new lettering and pictograms. However, some have been economically modernized and received gray luggage racks and seat frames, but no gray walls. A few vehicles from the first delivery series were only repainted until the blue color scheme was used again from 4020.220. From the end of 2002, all sets were also equipped with an emergency brake bypass (NBÜ) and redrawn in series 4020.2 and 4020.3.
The numbers were increased by 200.
Drive and brake
The bogies for the train have been completely redesigned. The ones for the railcar have a closed frame. The braking and traction forces are transmitted through a rubber-mounted pivot pin . The bogies of the carriages are different; they are designed as an open H-frame, a lever system is used to transmit power. The wheels of the railcar are braked using wheel disc brakes, which are reinforced with an additional block brake if necessary . The wheel sets are braked consistently with wave disc brakes, with each wheel set having two brake discs. In addition to the braking equipment, the wagons also have an externally excited electrodynamic brake, actuation also takes place with the compressed air brake , with the brake control primarily accessing the electrodynamic brake . The braking energy that arises is converted into heat in the braking resistors.
The suspension between the bogies and the wheelsets is provided by rubber elements, the car body is supported on the bogies by air bellows . The air bellows take over all longitudinal and transverse forces and ensure a constant floor height according to the load on the trolley. At the same time, the air pressure of the bellows is used to pilot the load-dependent brake. A directly controlled electropneumatic brake of the Oerlikon type is used as the brake system . It is a high-performance brake with automatic load braking . Each bogie has four brake cylinders with a size of 10 " for the disc brakes. The motor bogies also have four brake cylinders with 8 " for the operation of the additional block brake. All wheel sets have an electronic anti-skid control .
Electrical equipment
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Each car is equipped with a contactless thyristor control, the setting of the braking and pulling force is continuously regulated. This control system was not yet widely used around the time the vehicles were being built; only two years earlier there had been some problems with the ÖBB 1044 . The vehicle control results in smooth acceleration and braking. As a result, and thanks to other innovations, such as an AFB, the train driver can devote himself more to the route monitoring and experiences easier work compared to an older vehicle control. Usual switching operations are avoided. The railcar is driven by four mixed current motors with an output of 300 kW each. This achieves a tractive effort of 114 kN. When braking electrically, the braking force is 100 kN. The traction motors are housed in the bogie frame in a pawl bearing design ; they are supported by the bogie frame via rubber layer springs. The motors are ventilated through combined self-ventilation with additional ventilation. The drive takes place on one side via a spring-loaded large wheel . The railcar has two half-scissor pantographs and a compressed air quick switch above the rear bogie . In the years 1994 to 1997 the second half-scissor pantograph was removed. The fans for the transformer and the traction motors as well as the resistors for the electric brake, which is designed as a resistance brake, are also placed on the roof . The other parts of the electrical equipment are placed under the car floor between the bogies. These are the transformer with the oil coolers, the power converters with the fans, the battery and device box, charger, air compressor and their air tanks.
commitment
Local public transport in metropolitan areas
Current field of application:
Former areas of application:
- Arlbergbahn between Innsbruck Hbf and Ötztal or Landeck
- Lindau – Bludenz railway line and the branch lines to St. Margrethen and Buchs SG (since late 1984 to 2006)
- Brennerbahn between Innsbruck Hbf and Brenner / Brennero
- Rudolfsbahn between Liezen / Selzthal and Kleinreifling
- Ostbahn between Vienna Hbf and Hegyeshalom
- Rudolfsbahn between Amstetten and Kleinreifling
- Semmering Railway between Payerbach-Reichenau and Mürzzuschlag
- Lower Inn Valley Railway between Innsbruck Hbf and Kufstein
- Westbahn between St. Pölten and Pöchlarn or Amstetten
The 4020 series is currently used in the greater Vienna area for S-Bahn and regional trains, as well as on regional trains between St. Pölten and Pöchlarn and partly Amstetten on the Westbahn. Until the timetable change in December 2017, a daily pair of trains between Waidhofen / Ybbs and Amstetten was run as 4020.
On the S45, S50 and S60 S-Bahn lines no more 4020s will be used as planned. Since the timetable change in 2016, there has been a course on the S80 again that is run as planned with 4020. However, due to failures of the Talent multiple units, up to two 4020s each are in use on the S45 almost every day, and one 4020 on the S50 and the S80 is less common.
Between Payerbach-Reichenau and Semmering (Mürzzuschlag), the trains are only in use if one Talent set fails.
From May 2018 until the timetable change to the 2020 winter timetable, there were also scheduled operations on the Eastern Railway in front of regional trains to Hegyeshalom. These were taken over by MÁV railcars.
On the other routes listed above, the 4020 series has already been replaced by Talent sets or locomotive-hauled push-pull trains and the ÖBB Cityjet .
successor
The successors were originally intended to be the Talent type railcars with the internal designation series 4023/4024. After numerous tests in 2003, the 4023 series was put into regular operation at the beginning of 2004 in the Salzburg area and the 4024 series on the Wiener Schnellbahn.
These sets, which were procured until 2006, replaced the 4020 in Tyrol and Vorarlberg, but initially only replaced the 4030 class railcars that were to be withdrawn from the Wiener Schnellbahn. After repeated problems with the talent used, the original plan was abandoned, the talent for the to use the entire Vienna S-Bahn. The 119 class 4020 multiple units remained in service. A railcar had to be taken out of service after an accident.
Following a tendering process, the multiple units, some of which are more than 30 years old, are now being replaced by the Desiro ML , which, after the framework contract was signed in 2010 and the specific order was placed at the end of January 2013, have been gradually put into operation as Cityjet since 2015 . In January 2016, two sets were parked for the first time without any further incidents, as they were replaced by the Cityjet. Since then, trains have been taken out of service, as series delivery of the Cityjet has started.
The first 31 4020 sets were to be replaced by Cityjets by February 2018. From February 2018, all remaining sets should then be completely replaced by Cityjets in a further tranche by the end of 2019. From 2020, no more 4020 sets should be in use in the Vienna area.
Since spring 2019, the sets that have been parked for a long time in Vienna Floridsdorf have been scrapped. The first was the blue / red mixed set 4020 252/7020 315/6020 315, the second set 4020 269.
Due to problems with the newly delivered city jets and the delivery of several sets to the German ODEG, several already parked 4020 railcars are reactivated. It started with 4020.228 followed by 4020.240 and 207. More sets will probably follow, as more sets are required due to the expansion of local transport and the Cityjets are also supposed to replace the domestic passenger coaches of the "new generation".
literature
- Günter Kettler: Electric multiple unit of the ÖBB, 4041 - 4124; Verlag bahnmedien.at, Vienna 2013, ISBN 978-3-9503304-3-4
- Klaus-J. Vetter: The great manual for electric locomotives . Sconto, 2003, ISBN 3-7654-4066-3 .
- Markus Inderst: Picture atlas of the ÖBB locomotives. All traction vehicles of the Austrian Federal Railways. GeraMond, Munich 2010, ISBN 978-3-7654-7084-4 .
- Gottfried Köhler: Railcar series 4020 of the ÖBB in Der Modelleisenbahner 01/1980
Web links
Individual evidence
- ↑ a b c Gottfried Köhler: Railcar series 4020 of the ÖBB in Der Modelleisenbahner 01/1980
- ↑ Ongoing problems with the "ÖBB-Talent". February 9, 2007, accessed April 20, 2010 .
- ↑ Commuter service: City shuttle instead of talent. February 8, 2007, accessed April 20, 2010 .
- ↑ ÖBB buys express trains from Siemens. November 23, 2012. Retrieved November 25, 2012 .
- ↑ CityJet gets regional traffic. Retrieved November 8, 2014 .
- ↑ Wiener Schnellbahn: From 2020 only new trains are in use in the courier, accessed on December 15, 2016