BVG series H
| U-Bahn Berlin large profile series H |
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 H-train at Osloer Strasse underground station
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| Numbering: | 5001-5046 |
| Number: | 46 multiple units |
| Manufacturer: | Adtranz , ABB Henschel , Bombardier |
| Year of construction (s): | 1994-2002 |
| Axis formula : | Bo'Bo '+ Bo'Bo' + Bo'Bo '+ Bo'Bo' + Bo'Bo '+ Bo'Bo' |
| Length over coupling: | 98,740 mm |
| Width: | 2,650 mm |
| Trunnion Distance: | 9,500 mm |
| Bogie axle base: | 1,800 mm |
| Empty mass: | 141.4 t (H95) 140.0 t (H97, H01) |
| Top speed: | 80 km / h |
| Hourly output : | 24 × 90 kW = 2,160 kW |
| Motor type: | 1TB 1619 |
| Power system : | 750 V DC |
| Power transmission: | Lateral power rail coated from below |
| Coupling type: | Scharfenberg coupling |
| Seats: | 208 |
| Floor height: | 950 mm |
The large-profile series H is the second most modern large-profile train in the large-profile network of the Berlin subway . The trains were delivered from 1995 and for the first time are fully accessible. Externally and technically, the series is also very different from its predecessors.
development
After the reunion was at the BVG as well as the transit S Berlin , the demand for a new, uniform for East and West series great. Last but not least, the partially outdated or technically very differentiated vehicle fleet also played a role. Originally, the BVG planned to use three-part trains that could later have been converted to driverless operation. However, she abandoned this plan and instead decided to buy six-part multiple units.
In 1992, 115 new H-series underground trains were ordered. After euphoric population forecasts after reunification had not come true and the budget situation was tense, initially only 26 trains were procured, for another 20 there was a firm order. After the threat of a contractual penalty of 40 million D-Marks, the topic occupied the budget committee of the Berlin Senate.
The prototypes with the numbers 5001 and 5002 of the H95 series were first tested from 1995 on the Adtranz factory premises in Hennigsdorf before they were used on the 5 underground line . Line 5 was selected because trains from the D and EIII series were still used here . The latter were completely retired in 1994.
Series delivery began in 1997, initially with 24 trains. Since the series vehicles differ in mass from the prototypes, they were given the designation H97 . The cars were given the numbers 5003 to 5026. In 2000, another 20 cars were ordered, these ran under the H01 series and were given the car numbers 5027 to 5046. The delivery was completed in 2002. Since the trains, like their sister series HK, had problems with the wheelsets, 23 trains of the first and second delivery series (H97 / H01) were parked for several weeks in April 2007.
As in the small profile, no further H series trains should be ordered.
Wagon construction
The car bodies of the H series are the first car bodies for the Berlin subway that are completely extruded . By skillfully countersinking the weld seams, it was possible to largely dispense with straightening work on the outer skin of the car body. Extruded aluminum profiles were also used in the interior, as far as this was possible due to the minimum lengths in the production of extruded profiles.
The car body is designed as an empty tube , the technical devices are located in the underframe and in the roof area of the car body. A constructive challenge was to make all the necessary connections and lines (electrics, compressed air and air conditioning) in the door pillars and at the short coupling ends. In the underframe, attention was paid to the quickly exchangeable device containers. With this constructive solution, it is possible to get the train back on the road as quickly as possible, provided the containers are kept available. Due to the high reliability of the components, the compressed air equipment was not quickly exchangeable. At 15.80 m, the end cars are 15 cm longer than the middle cars. Since there are no switch cabinets between the driver's and passenger compartments, the partition wall can also be removed if necessary, should driverless operation be used and the driver's compartment integrated into the passenger compartment. The escape doors on the end walls of the end cars have been replaced by front panels that can be easily removed in an emergency.
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There are three pivoting sliding doors per trolley and side, which are attached with a clear width of 1,600 mm. Compared to the F series, the car body was drawn in over the solebar so far that the car body provides enough space for the pivoting sliding doors. Another special design feature is the 100 mm lower upper edge of the floor (FO). In addition, the six carriages per train are continuously accessible. The corrugated bellows between the cars were hardly drawn in, which on the one hand increases the passenger volume and on the other hand increases the feeling of security. The transition device was developed from the transition device of the ICE, with additional deformable side walls being integrated into the transition device. These walls are intended to create the subjective impression of a continuous vehicle. A complete six-car train offers a total of 208 seats, 40 of which are folding seats . It is also worth mentioning that the train only has longitudinal seats, which are otherwise only found in the small profile . For the transverse seating arrangement, 50 mm width is missing in the interior. One train has the transverse seats common to the other series of the large profile (train 5018).
The main colors used in the interior are white and yellow. A shortened model of a car was built at DEFA in Babelsberg for the interior fittings and the configuration of the driver's cab . Extensive light measurements on this model ensured sufficient brightness in all areas of the passenger compartment. The BVG staff council was involved in the configuration of the driver's cab. This approach saved development costs.
An H-Zug (5035) was equipped with colored LED target and TFT side indicators in the fourth quarter of 2011. The Berlin windows were replaced and equipped with a stop display that has roughly the same software as Flexity Berlin , which also shows the next stops. In addition, the train got an electronic string of pearls at the Zugspitze and at the end of the train , which also changes depending on the station stop. It has been approved for passenger traffic since the beginning of December 2011 and runs by default on the U5 . The BVG plans to upgrade all H trains and later also the HK trains in this way. All H-trains have now received LED displays.
The 46 H trains are originally used on all large-profile lines, with the U5 almost exclusively being used by this type of train, while the other lines are operated by mixed service between F and H trains. Since the spring of 2009, however, the H trains have no longer run on the U7 and U9 lines , as there were problems with the cooling of the drive units or throttles. For this purpose, the U8 line will now also be used with almost all types of H-trains. All H-trains were equipped with a so-called thermal switch, which indicates whether the trains have overheated or are still operational. The status is indicated in the on-board computer and in the bus stop display at the car crossings by lines on the right-hand side. If two dashes are displayed, the train is no longer operational and switches off shortly afterwards. To test these improvements, different trains of the H series are used on the underground lines 7 and 9 . Meanwhile, H-trains run on all large-profile lines.
See also
Web links
- The series H - H 95, H 97, H 01. In: www.berliner-untergrundbahn.de. Retrieved July 19, 2016 .
Individual evidence
- ↑ Notification of recourse claims . In: Eisenbahn-Revue International , issue 5/2000, ISSN 1421-2811 , p. 196.