DB class 610
| DB class 610 | |
|---|---|
 610 003 in Sulzbach-Rosenberg
|
|
| Numbering: | 610 001 / 501-610 020/520 |
| Number: | 20th |
| Manufacturer: |
MAN , DUEWAG , MBB, AEG, ABB , Siemens Tilting technology: Fiat diesel engines: MTU |
| Year of construction (s): | 1992 |
| Retirement: | 2012-2014 |
| Axis formula : | 2 '(A1) + (1A) (A1) |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over coupling: | 51,750 mm |
| Height: | 4124 mm |
| Width: | 2852 mm |
| Trunnion Distance: | 17,500 mm |
| Bogie axle base: | 2,450 mm |
| Service mass: | 47.45 t + 47.9 t = 95.35 t |
| Top speed: | 160 km / h |
| Installed capacity: | 2 × 485 kW |
| Wheel diameter: | 890 mm |
| Motor type: | Charge air cooled MTU diesel engines (TU 12V 183 TD 12) |
| Power transmission: | electric |
| Tank capacity: | 2 × 1000 l |
| Train control : | Indusi (I60 R), Sifa , ZUB 122 |
| Coupling type: | Scharfenberg |
| Seats: | 72 (2nd class) + 16 (1st class) / 46 (2nd class) |
| Floor height: | 1290 mm |
The class 610 describes two-part diesel railcars with tilting technology from Deutsche Bahn , which were procured by the Deutsche Bundesbahn and are known in Germany as Pendolino .
With this series, the German Federal Railroad (DB) ordered railcars with active tilting technology for the first time after the prototypes of the DB series 614 . In 1988 and 1990, a total of 20 of these two-part railcars of the 610 series were ordered in two series of ten each and were delivered in 1992. The double railcars were given the road numbers 610 001/501 to 610 020/520, with the rear half of the railcar having a serial number increased by 500.
history
At the end of the 1980s, the Federal Railroad started thinking about making rail traffic between the cities of Nuremberg, Hof and Bayreuth more attractive and thus counteracting the decline in demand. For this purpose, a regional express train concept was developed, which contained regular nodes in Hof and Bayreuth and which should connect them to long-distance traffic every one or two hours with attractive transfer times in Nuremberg. Previously, the cities only had connections to Nuremberg via seldom running express trains and frequent non-clocked local trains. An investigation into the implementation of this concept suggested the use of powerful, quick-coupling, two-part diesel multiple units with active car body control. After test runs of an Italian Pendolino with a diesel locomotive leader in 1988, ten class 610 multiple units were ordered for operation as a regional express train (RSB) between Nuremberg, Bayreuth and Hof. In 1990 a further 10 vehicles were ordered in order to be able to introduce an RSB concept on the routes from Nuremberg to Weiden and Schwandorf. The procurement of vehicles and the expansion of the infrastructure were funded by the state of Bavaria from compensation funds for the abandoned project of the Wackersdorf reprocessing plant.
The railcars came into service in 1992 and proved themselves in service. Commissioning took place without major trials. The first railcar was delivered to the DB on April 13, 1992, and ten trains started operating when the timetable changed on May 31. In 2000, by order of the Federal Railway Authority, they had to be shut down for a year because cracks appeared in the suspension of the roll dampers . After the renovation of the affected components, the trains were successfully used again from 2001.
In May 2007, 15 years after starting operations, the 610 fleet had already covered 70 million kilometers.
Deutsche Bahn took the class 610 out of operation with the timetable change in December 2014 and completely shut it down. The reasons for this were the difficult procurement of spare parts for the small number of railcars and the lack of air conditioning in the passenger compartment. In addition, more and more class 612 multiple units are being released in other regions and relocated to Hof. Two class 610 railcars have already been temporarily parked at DB Standstill Management in Hamm. The DB subsidiary Arriva CZ had taken over the railcars 610 017 and 610 018. In addition, the trains were repainted in green-turquoise and tested on the Velim railway test ring . The company planned to use them in regional transport in the Czech Republic . However, this project has since failed.
The last scheduled trip took place on the evening of December 13, 2014. The Pendolino 610 011, 610 012, 610 003 and 610 014 drove as RE 3429/3469 from Nuremberg to Hof or Bayreuth. On Tuesday, December 16, 2014, the last official trip with invited guests took place. The railcars 610 019 and 610 015 drove from Hof to Nuremberg and back. 610 011/511 came to the DB Museum Koblenz , 610 012/512 to the IG Dampflok Nossen .
With the exception of the two trains that have been preserved in a museum, all units were offered for sale by Deutsche Bahn in August 2017.
On February 28, 2019, the first Pendolinos were scrapped in Trier-Ehrang: 610 014/514, 610 015/515 and 610 019/519. With the exception of the two museum vehicles, the remaining 610s have now been transferred to Trier-Ehrang.
| Vehicle number | date | company | place |
|---|---|---|---|
| 610 001/501 | 05/10/2019 | Theo Steil GmbH | Trier honor |
| 610 002/502 | 08/21/2019 | Theo Steil GmbH | Trier honor |
| 610 003/503 | 05/20/2019 | Theo Steil GmbH | Trier honor |
| 610 004/504 | 05/13/2019 | Theo Steil GmbH | Trier honor |
| 610 005/505 | 04/18/2019 | Theo Steil GmbH | Trier honor |
| 610 006/506 | 09/10/2019 | Theo Steil GmbH | Trier honor |
| 610 007/507 | 04/10/2019 | Theo Steil GmbH | Trier honor |
| 610 008/508 | 05/29/2019 | Theo Steil GmbH | Trier honor |
| 610 009/509 | 04/30/2019 | Theo Steil GmbH | Trier honor |
| 610 010/510 | 16.09.2019 | Theo Steil GmbH | Trier honor |
| 610 013/513 | 08/28/2019 | Theo Steil GmbH | Trier honor |
| 610 014/514 | 02/28/2019 | Theo Steil GmbH | Trier honor |
| 610 015/515 | 02/28/2019 | Theo Steil GmbH | Trier honor |
| 610 016/516 | 05/03/2019 | Theo Steil GmbH | Trier honor |
| 610 017/515 | 04/11/2019 | Theo Steil GmbH | Trier honor |
| 610 018/518 | 05/24/2019 | Theo Steil GmbH | Trier honor |
| 610 019/519 | 02/28/2019 | Theo Steil GmbH | Trier honor |
| 610 020/520 | 04/25/2019 | Theo Steil GmbH | Trier honor |
The two museum vehicles 610 011/511 and 610 012/512 currently (2019) have no valid general inspections and are therefore not approved for traffic.
development
After a gradual decline in passengers in the Franconian regional traffic, the Deutsche Bundesbahn felt compelled to take countermeasures to increase the attractiveness of regional traffic. Since the existing track system did not allow higher speeds and an expansion of this would have exceeded the financial framework, efforts were intensified to develop a tiltable local railcar. The DB commissioned MAN as the consortium leader for the wagon construction part (together with DUEWAG and MBB ), Siemens as the consortium leader for the electrical part (together with ABB and AEG). The bogies and the tilting technology were supplied by Fiat Ferroviaria , which had been building large numbers of railcars with tilting technology under the Pendolino brand since the 1960s .
Car body
The car bodies were welded together from extruded aluminum profiles and made self-supporting. The car bodies are each suspended freely from two bogie cradles.
The initially turquoise-light gray paint according to the so-called product colors of the German Federal Railroad of Local Transport was replaced by a traffic red one in the years 1997–2001.
Tilting technique
The purpose of the tilting technique is to increase the cruising speed on winding roads. The use of tilting technology reduces the lateral acceleration in the car body when cornering. Thus, a curve can be driven through faster than without tilting technology and the maximum permissible lateral acceleration in the car body can still be maintained.
Fiat built gyroscopes (gyroscopes) into the cars , with which hydraulic cylinders are controlled. The inclination of the freely suspended car bodies is a maximum of 8 °, depending on the track curve.
drive
The 610 series has two intercooled MTU diesel engines with an output of 485 kilowatts each from twelve cylinders. These diesel engines drive three-phase synchronous generators. Next to a rectifier and a GTO pulse inverter three-phase AC traction motors driven. These transmit their torque via a cardan shaft to the inner axle of one of three bogies. The fourth bogie has no drive.
Other technical equipment
The two railcar halves are closely coupled to each other and have automatic Scharfenberg couplings on their ends . The vehicles are equipped with punctiform train control and speed monitoring tilting technology, which still works with induction coils in the track and is not compatible with the balises used today . From the front driver's cab, up to four coupled multiple units can be controlled in multiple units .
The engine's waste heat is used for heating; an electric heater can be switched on if required.
Passenger compartments
The multiple unit is continuously accessible. The passenger compartment consists of a total of four large rooms, one belonging to the first class , the others to the second class. The 136 upholstered seats are built in both as seating groups (opposite) and in rows. In a large room there is a multi-purpose compartment equipped with folding seats . The vacuum toilet, used for the first time in regional traffic, was located in the middle of the double carriages.
commitment
With the 610 series, the then Deutsche Bundesbahn began using wing trains on May 31, 1992 , which start coupled together at a train station, are split up along the way and then head for various destination stations. On the return journey, the individual train parts are reunited into one train.
This principle was introduced with the commissioning of the 610 series, first from Nuremberg to Hof and Bayreuth, and later also to Neustadt an der Waldnaab, Weiden, Schwandorf and Regensburg. The trains were divided and combined in Hersbruck (Pegnitz on the right) , Neukirchen bei Sulzbach-Rosenberg and Pegnitz . The trains ran as a regional express train, later as a regional express .
The 610 series was based in the Nuremberg West depot from 1992 to 2011 , and was stationed in the Hof depot until it was decommissioned in 2014 .
Until the timetable change in December 2012, the following Regional Express services were operated with the 610 series:
- Regensburg Hbf - Schwandorf - Weiden - Marktredwitz - Hof Hbf
- Nürnberg Hbf - Hersbruck (right Pegnitz) (pull wing) - Neukirchen (near Sulzbach-Rosenberg) - Amberg - Schwandorf / Neuhaus (Pegnitz) - Pegnitz (pull wing) - Creußen - Bayreuth Hbf / Kirchenlaibach – Marktredwitz (- Cheb)
- Nürnberg Hbf - Hersbruck (right Pegnitz) - Neukirchen (near Sulzbach-Rosenberg) (Zugflügelung) - Vilseck - Weiden (Oberpf) - Neustadt (Waldnaab) / Sulzbach-Rosenberg - Amberg - Schwandorf (- Regensburg Hbf)
With the timetable change in December 2012, the 610 series lost a large part of its previous performance. Most of the RE operations were given to the 612 series .
Since 2012, only a few RE trains between Furth im Wald and Nuremberg and between Nuremberg and Neustadt an der Waldnaab have been operated with the 610 series. In addition, she drove regional trains between Nuremberg and Schwandorf and between Bayreuth and Pegnitz . In total, only 8 of the 20 railcars were needed.
The trains covered a total of around 100 million kilometers in their 22 years of operation.
successor
Originally, more railcars of this series with the designation 610.1 / 610.6 were planned. Since the DB wanted railcars made entirely in Germany, this plan was rejected in favor of the offer for tilting technology railcars of the later 611 series from Adtranz . The tilting technology railcars from Adtranz are not allowed to carry the brand name Pendolino , which is protected by tilting technology system manufacturer Fiat-Ferroviaria , because the 611 series is equipped with a newly developed electrical tilting system (instead of the hydraulic system used in the 610 series) from the then manufacturer Adtranz. Due to major problems that arose shortly after the new class 611 multiple units were completed - with a temporary withdrawal of approval - the order was limited to 50 vehicles. The 611 series was followed by the 612 series vehicles (so-called “Regio-Swinger”), also manufactured by Adtranz (later Bombardier Transportation ), which are also equipped with electric tilting technology.
literature
- Leonhard Bergsteiner: The Pendolino (series 610) is retiring. In: Verkehrsgeschichtliche Blätter , Volume 46, Issue 5 (September / October 2019), pp. 144–145.
- Helmut Petrovitsch: Euphoria and disillusionment . In: railway magazine . No. 5 , 2017, ISSN 0342-1902 , p. 12-22 .
- Klaus-J. Vetter: The great manual of German locomotives . Bruckmann, Munich 2001, ISBN 3-7654-3764-6 , pp. 399 .
- Matthias Maier: The German Pendolino. The 610 series . Eisenbahn-Bildarchiv Volume 64, Eisenbahn-Kurier, Freiburg 2014, ISBN 978-3-88255-466-3
Web links
- Drive ( Memento from July 19, 2011 in the Internet Archive )
- Tilting technology ( Memento from February 20, 2012 in the Internet Archive )
- bogenschneller.de - Series 610 ( Memento from February 11, 2013 in the web archive archive.today )
Individual evidence
- ^ A b Hans-Arnim Lange: ZUB 122 monitors the Pendolino . In: signal + wire . tape 85 , no. 10 . Tetzlaff Verlag GmbH, 1993, ISSN 0037-4997 , p. 320-327 .
- ^ Franz Häfner: The multiple unit VT610 . In: 44 years of contemporary history, chronicle of the Deutsche Bundesbahn . 1998, ISBN 3-7771-0277-6 , pp. 708-710 .
- ↑ vt610.de, development
- ↑ Rolf Syrigos: Pendolino farewell . In: railway magazine . No. 2 , 2015, ISSN 0342-1902 , p. 29 .
- ↑ Photos. Railway Research Institute, accessed on February 15, 2015 .
- ↑ Werner Rost: The Pendolino drives to the siding. In: Frankenpost. September 13, 2014, accessed September 28, 2014 .
- ↑ DB Regio AG: www.db-gebrauchtzug.de. Retrieved on August 9, 2017 (German).
- ↑ Eisenbahn-Kurier monthly magazine
- ↑ Overview of locomotives . In: Arbeitsgemeinschaft Drehscheibe e. V. (Ed.): Turntable . No. 253 , February 2014, p. 29 .
- ↑ Pendolino (VT 610) is retiring. Press release. DB Mobility Logistics AG, December 16, 2014, accessed on December 16, 2014 .