BVG series F
| U-Bahn Berlin large profile series F |
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.jpg) Train of the first series F74 in the Wuhletal station
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| Numbering: | 2500 / 2501–2554 / 2555 (F74) 2556 / 2557–2636 / 2637 (F76) |
| Number: | 257 double railcars |
| Manufacturer: | ABB Henschel , Adtranz , AEG , O&K , Siemens , WU |
| Year of construction (s): | 1973-1994 |
| Axis formula : | B'B '+ B'B' (F74 – F79.1) Bo'Bo '+ Bo'Bo' (F79.3 – F92) |
| Gauge : | 1435 mm |
| Length over coupling: | 32 100 mm |
| Height: | 3432 mm (F74, F76, F79.1) 3425 mm (F79.3, F84, F87) 3419 mm (F90, F92) |
| Width: | 2650 mm (F74 – F79.3) 2640 mm (F84 – F92) |
| Trunnion Distance: | 9500 mm |
| Bogie axle base: | 1900 mm |
| Empty mass: | 38.1 t (F74) ; 37.8 t (F76) 39.4 t (F79.1) ; 42.6 t (F79.3) 43.1 t (F84) ; 42.7 t (F87) 41.1 t (F90, F92) |
| Top speed: | 72 km / h |
| Hourly output : | 540 kW |
| Motor type: |
Three-phase asynchronous 1TB 2022-2JB03 (F79.3, F84, F87)
BASI 5638 / 6.1D (F90, F92) |
| Power system : | 750 V = |
| Power transmission: | Lateral power rail coated from below |
| Number of traction motors: | 4 (F74 – F79.1) , 8 (F79.3 – F92) |
| Drive: | Two-axis longitudinal drive (F74 – F79.1) Longitudinal single-axis drive (F79.3 – F92) |
| Brake: | Electro-pneumatic brakes |
| Train control : | Magnetic travel lock |
| Control: | Rear derailleur (F74 – F79.1) three-phase current (F79.3 – F92) |
| Coupling type: | Scharfenberg coupling |
| Seats: | 76 (F74, F76) ; 72 (F79 – F92) * * Deviations possible due to removed folding seats at the end of the car |
| Standing room: | 159 (F74, F76) ; 178 (F79.1) 174 (F79.3) ; 172 (F84-F92) |
| Floor height: | 1061 mm (F74, F76) 1054 mm (F79.1) 1050 mm (F79.3) 1056 mm (F84, F87) 1060 mm (F90, F92) |
The large-profile series F is one of the four series designed after the Second World War for the large-profile network of the Berlin subway . Between 1973 and 1994 a total of 257 double multiple units were delivered in seven series. The individual series differ greatly in appearance and drive of the car.
The prototype with the number 2500/2501 was tested on the Berlin subway from 1973. After successful driving tests, series deliveries began the following year. By the end of 1981, 112 double railcars had been delivered (series F74 to F79). They were necessary to replace the prewar class C cars.
The successor to the F series is the H large profile series .
Wagon construction
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The car body structure is simple and made of light metal. From the outside, the trains are immediately recognizable by their rectangular headlights and the changed front of the car (from F76 also larger front windows; different windscreen wipers). The light metal trains of the DL series provided the template for the structure , which was then improved on the F trains. This enables a maximum starting acceleration of up to 1.5 m / s² for type F underground trains.
There are also further differences in technology and design between the individual type F cars. All subway cars of the first type F74, deviating from the standard type F, based on the D series, have an inclined front face in the upper part as well as smaller headlights that are grouped separately as lamps in rectangular frames. From the F79 trains onwards, drop-leaf indicators were used, which were given line numbers for the first time and had a different colored background depending on the line. These were replaced by brooches from the 1990s. The F90 / 92 also had these brooches with line numbers ex works. The only rear derailleur series that had previously received line numbers in the brooches was the F79. This changes with the upgrading program of type F, because there the trains upgraded as F76E are also to receive a line destination conveyor belt.
In the case of the most recently built type F cars (from type F84) with three-phase drive , a visual difference can be seen primarily through the pivoting sliding doors and the black front window band as a result of the redesigned wicket door . An exception was the F79.3 series, which was the first series to be equipped with three-phase drives, but was completely retired in 2003 due to problems with the procurement of spare parts. These vehicles were visually identical to the other F79.
In 1993 the wicket doors between the two cars of the unit 2770/2771 were replaced by a car transition with bellows as a test for the H series .
Compared to the DL wagons, the F-trains are twenty centimeters longer, which means that the driver's cabs and the clear width of the doors can be enlarged. The F series cars are the only ones on the Berlin U-Bahn that have transverse seats. Only in unit 5018 of the H series are transverse seats also installed on one side, but this was omitted in the end cars (5018-1 and 5018-6). It was made possible because the walls of the car bodies were made thinner in order to create more space in the passenger cell.
The maximum permissible speed of all F series cars is 70 km / h, although the three-phase trains were originally designed for 80 km / h.
Types
In general, switchgear types F74 to F79 and three-phase types F84 to F92 are grouped together. An exception is the sub-series F79.3, which has three-phase drives compared to the previous series. This was continued in the later series. However, there is no longer any vehicle of type F79.3 in use. The last “remnants” of this small generation remained at the Jungfernheide underground station as fire service training vehicles.
Another special feature was the F76 unit 2578/79, which was the first subway train in Europe to be delivered with three-phase AC technology. Visually, it was distinguished by a red belly band with the inscription "First subway train with three-phase current technology". The technology was expanded in the spring of 1980 and the structure of the double multiple unit was adapted to the remaining F76 units.
Externally, the most recently delivered vehicles can be recognized by the fact that the doors are flush with the car body and have not been retracted. These are outward pivoting sliding doors. The advantage of the doors is the simplification of the box construction due to the omitted door pockets and the easier mechanical external cleaning.
The double multiple units 2500/2501 to 2554/2555 (all type F74 cars) as well as various F76 and F79 were equipped with on-board devices for linear train control for semi-automatic operation, they operated on the U9 until the end of the 1990s . After that, the LZB vehicle equipment was removed because it was considered out of date.
Trains of the type F79 have been in use on the new underground line 55 since August 8, 2009 , as the more modern trains of the H series cannot be divided. This affected the renovated wagons 2658/59, 2660/61, 2668/69 and 2674/75. The 2660/61 double multiple unit was withdrawn from the U55, however, and has since been used on the U5, U8 and U9 lines served by the Friedrichsfelde workshop.
Since the six-month closure of the U55 in the second half of 2018, the remaining F79s have also been withdrawn from the line and parked or already taken out of service, including the unit 2660/61, which recently even received a small adjustment (door mechanics adapted to the F74E / F76E ).
Since the resumption of operation of the U55, three units of the upgraded F76E series have been in use, these are the 2558/59, 2602/03 and 2622/23 double railcars. These should remain there until they are connected to the U5.
modernization
The rear derailleur series F74 and F76 have been completely modernized and upgraded from the end of December 2011 to September 2018. They have been technically upgraded, the interior has been color-coded like the cars on the U55 line and equipped with a multi-purpose compartment. In addition, the door mechanism was fundamentally changed: the handles were replaced by pushbuttons, and a new compressed air control system was added. These trains can still be coupled with the rest of the F-Series. The F79 series should also be subjected to this technical modernization, due to their poor overall condition, the F79 were removed from the program. Most of them only received a general emergency inspection, in which the seats were replaced and the door mechanism was rebuilt according to the FE. The first double multiple unit of the F74 series was upgraded by June 2012 and was initially only used on the U5 , but only in the middle of the train. During the test drives on the U5, it turned out that the upgraded trains ran poorly coupled to each other, which is why they drove more often between other non-upgraded railcars. Solutions were sought for all problems so that they could drive without errors in an association. In addition, an incident occurred when unit 2520/21 was immediately put back into operation. This unit was shut down due to a converter failure. Since then, the BVG has avoided the single-type coupling of modernized F74s until the 2012 timetable change. Since December 9th, 2012, there has been a single type of driving again and there have been no noteworthy malfunctions since then. Since then, the upgraded trains have also been running on other lines, for example on the U8 and now also at the top.
The last upgraded F74 train (unit 2548/2549) was completed in September 2018. The modernization of the F76 series was completed in early 2018 with the unit 2626/2627, 40 of the original 41 units were upgraded. At that time, wagons 2628/2629 had already been scrapped, after they derailed when entering the Biesdorf-Süd sweeping system in 2004. They served as spare parts donors until they were scrapped in April 2006.
All upgraded units are listed under the identifier F74E or F76E, but generally simplified as FE, as they practically only differ optically (frontal fronts), but are technically almost identical.
In spring 2020, the tail lights of the F76E units 2594 to 2599 were converted to LED technology. All other F-units (except F79) should follow.
commitment
The cars of types F74 to F79 mainly drive on the U9 , which has been their regular route since the start of operations. They can also be found on the U5 and U8 lines since the type D was retired , but where the BVG series H is used more frequently . The three-phase F-trains run exclusively on the U6 and U7 lines, and more rarely on the U8 and U9 . Until 2004, the U8 line was the main area of application for three-phase trains.
In November 2017, it became known that the F79 series cars were suffering from increasing defects in the aluminum car bodies, in which cracks were increasingly spreading. Originally, this development was supposed to be counteracted with the planned upgrading, but the damage is greater than assumed, so that the technical supervisory authority decided that the BVG must decommission all F79s from 2019. The trains will then be 40 years old. In fact, the extensive retirement of the F79 series began in 2018. The stock decreased from 34 units in January 2018 to 13 units in December of the same year. The F74 and F76, which had been fully upgraded by then, as well as the three-phase F-trains produced later were not affected by the retirement.
Numerous units of the F series have already been taken out of service, including a. the first built F-Zug 2500/01 and further F74, an F76 and, apart from four units of the type F79.2, the entire F79 series. (As of April 2020)
See also
Comparable underground railcars from other companies:
literature
- Martin Pabst: U- and S-Bahn vehicles in Germany . GeraMond, Munich 2000, ISBN 3-932785-18-5 .
Web links
- The F series In: www.berliner-untergrundbahn.de. Retrieved July 19, 2016 .
Individual evidence
- ↑ On the way to the Berlin U-Bahn 2000 In: Signal 7/1993, p. 7.
- ↑ Berliner Morgenpost of July 23, 2009: U-Bahns fly at Berlin Central Station
- ↑ The BVG threatens trouble because of 80 new underground cars. Retrieved December 16, 2017 .
- ↑ News in brief - U-Bahn . In: Berliner Verkehrsblätter . No. 4 , 2018, p. 79 .
- ↑ News in brief - U-Bahn . In: Berliner Verkehrsblätter . No. 6 , 2020, p. 122 .
- ↑ The BVG threatens trouble because of 80 new underground cars. Retrieved December 16, 2017 .