BVG series 480

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480 series
Class 480 multiple unit in Hohen Neuendorf
Class 480 multiple unit in Hohen Neuendorf
Number: 85 double railcars
Manufacturer: AEG , Siemens , WU
Year of construction (s): 1986-1987
1990-1994
Axis formula : Bo'Bo '+ Bo'Bo'
Gauge : 1435 mm ( standard gauge )
Length over coupling: 36,800 mm
Height: 03,600 mm
Width: 03,120 mm
Trunnion Distance: 12,100 mm
Bogie axle base: 02,200 mm
Empty mass: 60.0 t
Top speed: 100 km / h
Hourly output : 720 kW
Acceleration: 1.0 m / s²
Braking delay: 1.3 m / s²
Driving wheel diameter: 900 mm / 860 mm
Motor type: Three-phase asynchronous BASI 5644
Power system : 750 V =
Power transmission: Lateral power rail coated from below
Number of traction motors: 8th
Coupling type: Scharfenberg coupling
Seats: 092
Standing room: 200
Floor height: 1,100 mm

As series 480 ordered the Berlin Transport Authority (BVG), the management of that time S-Bahn in West Berlin were responsible, in 1986, a series of 45 electric train - train sets . These trains represented a significant technical advance, implemented the latest drive and control technology and were characterized by outstanding driving and braking performance. However, this made the new trains expensive to purchase, as many areas of development were breaking new ground.

history

Presentation of the two paintwork variants in Grunewald station, May 10, 1987

The class 480 was commissioned by the BVG because the  115 quarter trains of the class 275, which were taken over by the Deutsche Reichsbahn (DR) in 1984, were not sufficient for a long-term operation of the western part of the S-Bahn and were completely outdated. In the summer of 1984 it was determined by a resolution of the House of Representatives that the S-Bahn should continue to be operated as a "real" railway according to the railway building and operating regulations . Because of the operational points of contact with the DR and the transitional traffic to East Berlin, which had to be kept open , it should remain fully compatible with the existing facilities. Alternative considerations regarding train and platform lengths, the power system , the boundary profile , etc., were therefore ruled out. Proposals to take over proven trains from the local transport sector such as the MVG series B or the VAG series DT2 had to be rejected in favor of a "Berlin solution". The inevitable new development of a vehicle should set generally usable, innovative standards for global applications in local transport and utilize the latest findings in the interest of optimal energy utilization. This created the opportunity to have the development and construction of the prototypes funded by the Federal Ministry for Research and Technology (BMFT) and the Senate . The task was entrusted to a consortium made up of AEG -Bahntechnik, Siemens and Waggon Union .

Four prototypes of double multiple units of this series were delivered to the BVG in 1986, whereby the crystal blue paintwork of the quarter trains 480 001 and 002 (in contrast to the traditional burgundy-ocher color scheme of the quarter trains 003 and 004) was not accepted by the Berliners. The 41 quarter trains of the series from 1990–1992 were therefore delivered in the traditional livery of the Berlin S-Bahn. The BVG decided not to start a second series that had actually been planned, as it was foreseeable that after reunification in January 1994 the Bundesbahn and Reichsbahn would merge . The vehicles from numbers 480 046/546 to 480 059/559 went to the Deutsche Reichsbahn and 480 060/560 to 480 085/585 to the Deutsche Bahn AG . The new owner of the S-Bahn, Deutsche Bahn, relied on a new series to be developed (later series 481 ). The series 480 and the parallel series 270 of the DR, today's series 485 , were no longer built or further developed because both were already partially technically obsolete. The 480 series was originally intended to be used on the Ringbahn in the western part of Berlin . A reorder of another 40 double multiple units was delivered in 1994 and increased the number to 85 quarter trains. The prototypes and some vehicles with accident (480 573) and fire damage (480 025, 550, 553) have now been scrapped.

As a result of an incident in the north-south tunnel in August 2004, in which the last car burned out, the 480 series was withdrawn from the north-south S-Bahn. She has not been driving there since the end of 2004. A step that the S-Bahn planned in advance, because it basically only wants to use the latest trains (series 481/482) in the north-south tunnel.

After cracks were discovered on the bogie frame, the trains had to be shut down in 2015. A longitudinal stop that was superfluous during operation was identified as the cause of the cracks, which makes it necessary to renovate all bogie frames. In mid-2015, eleven quarter trains with refurbished bogies were back in operation, and work on all 70 quarter trains was planned for autumn 2016.

In order to be able to use the trains (as well as the series 485) beyond the end of service originally planned for 2017 by the year 2023, an upgrading program with over 50 individual measures started at the end of 2015. I.a. the installation of are GSM-R - train radio , the equipment with new passenger information systems and the processing of the drive trains and final drives provided. The cost is given as around 70 million euros. The renovation of the bogies and car bodies was fully implemented in 2016. The further work was completed in the 2nd quarter of 2018.

Since the ZBS train control system was installed on the tram in October 2016, the 480 series trains can no longer run there because they do not have the associated equipment. In practice, their use is limited to the sub-network Ring / Südost , whose routes will be the last to be converted to ZBS (from 2023 onwards). Due to the emerging lack of wagons on the other sub-networks, a feasibility study was carried out in 2017, which proved that these trains could be technically upgraded and approved with the ZBS system. In addition, the investigation revealed that the condition of 50 vehicles would justify such a retrofitting and extension of service. The approval of the system for the BR 480 is planned for the end of 2020. A decision on the implementation is still pending on the part of the transport authority, implementation is planned from 2023 with a further 10 years of deployment. A low six-digit amount is specified as the cost. ZBS equipment would be a prerequisite for extending the service life of the upgraded vehicles until 2030.

All of the 480 series trains in use are currently at the Berlin-Grünau depot .

description

Crystal blue prototype at the 1988 International Transport Exhibition
Class 480 train in the livery of the series vehicles on S-Bahn line 7 in Berlin Friedrichstrasse station

The north-south tunnel , which was completed in 1939, determined the permissible dimensions of the vehicle body with its profile and narrow track curves. The existing platforms allowed trains with a maximum length of 150 m. Taking into account the maximum car body length of 18 m, the eight-car unit was specified as “execution”. Unlike in the past, due to the lower volume of traffic in the evening and night hours, the half-train composed of four cars should not be the smallest unit that could be used freely for operational purposes. Thus, the execution as a quarter train with driver's cabs at both ends was specified, whereby a great flexibility in use could be achieved. For reasons of symmetry, it was decided to use closely coupled double railcars with an almost identical structure of the two halves, all of which are driven by axles. Were installed three-phase asynchronous motors with one at the Berlin underground proven inverter circuit combined with latest microprocessor technology for infinitely variable, low-loss Directions and for recovering energy during braking.

The self-supporting, lightweight welded construction of the car body consists of folded sheets and profiles . After detailed investigations, the material used was not aluminum, but for the first time the rustproof stainless steel Remanit . The side wall panels are only 1.6 mm thick, they were placed on folded Z-profiles using the electric spot welding process . The large side windows held in pre-curved Z-profiles determine the calculation of the mechanical stability. Their arrangement results from the floor plan with three pivoting sliding doors per side, three seating compartments with transverse seats and a multi-purpose room at the short coupling end. The clear width of the doors is 1300 mm. Their design as swivel sliding doors was chosen to prevent the door pockets from icing over in winter, as is the case for example. B. occurred in the 420 series to avoid. The striking design of the fronts and windows comes from the Lindinger & Partner design office. It should convey speed, lightness and elegance, but not deny echoes of old S-Bahn traditions. The design office Lindinger & Partner chose a completely new paintwork consisting of a crystal blue car body ( NCS S 2005-R80B ) and a midnight blue window strip (RAL 5022 - the same blue as in the Lufthansa logo). However, this paintwork variant was not well received by Berliners, especially the older generation at the time. After a wave of protests, the old red / cream was used again. Two quarter trains remained in the new livery. The complete series vehicles were delivered in the classic red and cream, the prototypes were later repainted accordingly.

The front face, equipped with a Scharfenberg coupling , has stubby buffers . This was the first time an attempt was made to introduce a crumple zone with shock absorbing elements in rail traffic . Up to an impact speed of 15 km / h, the impact absorption members should deform elastically and reversibly without damaging the load-bearing car body structure. This enables railcars with a reduced static longitudinal force ("buffer impact force") below the value of 1500 kN prescribed by the UIC to be used on railway lines. This was important in order to be able to handle mixed traffic with freight trains on some route sections. The car body is supported on the two cradle-less bogies via four height-controlled air springs . The bogies consist of a torsion-free H-frame made of welded hollow beams. In each of them, two traction motors are fully suspended on the cross member , which drive the wheel sets via a spring-loaded cardan drive with a hollow rotor shaft and double-bearing, helically toothed spur gears. In this way, the noise and wear are reduced and weight is saved. All wheel sets have disc brakes , but the regenerative electrical brake with regenerative capability is used for normal service braking.

The three-phase drive technology using chopper control has been  tested on the BVG series F 79.3 underground railcars since 1981 and used for the first time in large-scale production in 1984 on the F 84. Unlike the subway trains, the 480 features GTO thyristors in the chopper's extinguishing circuit for the first time . With the exception of the main switch , which is located in the "A-car" (with an uneven company number), the filter throttle and the 110 V battery, the electrical systems of the double railcar are redundant . The energy is fed to the main switch via sliding contacts on both sides of the outer bogies, which are interconnected via a ring line and the close coupling. A static converter per car supplies the auxiliary equipment such as screw compressor and fan with three-phase current of 380 V and 50 Hz. The 110 V battery for control current and lighting, which is only available in the A car, is supplied by a separate static charger. As part of the upgrade by 2018, the GTO was replaced by IGBT technology . The reconditioning of the drive train (DC chopper, inverter, on-board power converter, battery charger) should reduce the susceptibility to errors along with reworking of the DBU (software change, switching time discharge contactor and replacement of capacitors).

Microprocessors have already been used to a large extent, which enable the most energy-saving driving style possible via computer-controlled programs. They specify the correct switch-off instant as well as the point at which the brakes are applied and determine whether the traction current network is capable of feeding back energy. If necessary, a braking resistor is activated; in winter, the braking energy is converted into heat by the fresh electricity heating system connected in parallel. The error and display system (FEAG) records, diagnoses and classifies errors that occur and gives recommendations on how to rectify them. All large electrical appliances are housed in a closed container suspended under the floor of the car.

The automatic door control is monitored by the driver and a speed sensor. The passenger information system , which included the computer-controlled train destination display ANNAX, the stop announcement that takes place automatically via digital voice memory, the written stop display in the passenger compartment and a luminous route network map with position display of the train, was new . The arrangement of the air ducts with suction under the roof edges and the reversal of direction of the axial fans allows fresh air to be supplied without an expensive flap system.

Popular term

The wagons of the series are popularly known as "toasters". Opinions differ about the reasons for this. Some see the slots in a well-known toaster model as a model for this, others the name of the classic Siemens BR 480 toaster from the 1940s. Still others recognize an allusion to the comparatively frequent fire accidents in this series, whereby the internal nickname spread after the fire in Anhalter Bahnhof in 2004, and in another fire in 2009 it was already common.

See also

literature

  • Kurt Beier (Ed.): S-Bahn Berlin - The new multiple unit ET 480 . Hestra, Darmstadt 1990, ISBN 3-7771-0226-1 .
  • Günter Steller: Development of new S-Bahn multiple units for the Berliner Verkehrsbetriebe (BVG) . In: Elektro Bahnen , Issue 4/1986, pp. 108-118

Web links

Commons : BVG series 480  - collection of images, videos and audio files

Individual evidence

  1. a b c d e f g h New multiple units for the Berlin S-Bahn in: Eisenbahn Magazin 4/1987, p. 22 ff.
  2. After the sixth fire, the north-south railway is taboo. "Toaster" is no longer allowed to drive in the tunnel . Berlin newspaper. April 9, 2009.
  3. Little troublemaker on the 480 series . In: point 3 . No. 14 , 2015, p. 4 ( online [accessed November 6, 2015]).
  4. News in brief - S-Bahn . In: Berliner Verkehrsblätter . No. 1 , 2016, p. 12 .
  5. a b Thomas Fülling: S-Bahn oldtimers should run until 2030 . In: Berliner Morgenpost . 13th September 2017.
  6. ^ A b c Peter Buchner: Presentation of the S-Bahn Berlin GmbH during the evening talk by Daniel Buchholz . S-Bahn Berlin GmbH. 23 May 2018.
  7. ^ Last missions on the light rail . In: railway magazine . No. 12 , 2016, ISSN  0342-1902 , p. 35 .
  8. a b Expiry of the S-Bahn contract in December 2017 - What's next? In: Berliner Verkehrsblätter . No. 5 , 2018, p. 93 ff .
  9. Peter Buchner: IGEB passenger conference . S-Bahn Berlin GmbH. P. 21, September 24, 2019.
  10. Ticket: 2019042110003503
  11. ^ The company historian: Siemens Toaster - Date: 1940er ID: 2378. In: www.firmenhistoriker.de. Archived from the original on April 25, 2015 ; Retrieved July 26, 2000 .
  12. MODEL BR 480 BRD, 1950s . Retrieved April 24, 2015.
  13. S-Bahn fire due to technical defect . Daily mirror. August 12, 2004.
  14. Once again a "toaster" got too hot . Berlin newspaper. November 19, 2009.
  15. Brände 1992 Lichtenrade, 1995 Tegel, 2000 Yorkstrasse station, 2004 Anhalter Bahnhof, 2009 Wannsee station - see class 480 . s-bahn-galerie.de. Archived from the original on June 25, 2015. Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. Retrieved April 24, 2015. @1@ 2Template: Webachiv / IABot / bahn-galerie.de