DB class 628

DB class 628/629
Class 628.2 diesel multiple units
Numbering:	628 001–024 (+928.0 or 628.0) 628 101–103 (+928.1) 628 201–350 (+928.2 or 629.2) 628 401–704 (+928.4) 628 901–905 (+629.0)
Number:	012 (628.0) 00 3 (628.1) 150 (628.2) 309 (628.4) 00 5 (628.9 / 629)
Manufacturer:	Düwag, Waggon-Union, AEG, LHB, MBB
Year of construction (s):	1974–1975 (628.0) 1981 (628.1) 1986–89 (628.2) 1992–96 (628.4) 1994–95 (628.9 / 629.0)
Retirement:	628.0: Until 2005 628.1: Until 2008 628.2 / .4: Partial shutdown due to lack of demand
Axis formula :	B'2 '+ 2'B' (628.0) 2'B '+ B'2' (628.9 / 629 (.0)) 2'B '+ B'2' (628.3 / 629.3) 2'B '+ 2 '2' (remainder)
Gauge :	1435 mm ( standard gauge )
Length over buffers:	44.35 m / 45.15 m / 45.40 m / 46.40 m / 46.40 m
Smallest bef. Radius:	125 m
Service mass:	64.0 t / 63.6 t / 66.6 t / 69.9 t / 84.0 t
Top speed:	120 km / h (140 km / h, only 629 series)
Installed capacity:	2 × 213–221 kW / 357 kW / 410 kW / 485 kW / 2 × 485 kW
Performance indicator:	6.8 kW / t / 5.6 kW / t / 6.2 kW / t / 6.9 kW / t / 11.5 kW / t
Wheel diameter:	760 mm (628.0) / 770 mm
Motor type:	MAN D 3256 BTXUE or KHD F12 L 413 / DB OM 424 A / DB OM 444 A / MTU 12 V 183 TD 12 / ditto
Rated speed:	? / 2300 / min / 2130 / min / 1980 / min / 1980 / min
Power transmission:	hydrodynamic
Tank capacity:	2 × 675 l / 800 l + 250 l / 960 l + 240 l / 960 l + 250 l / 2 × 960 l + 2 × 250 l
Control:	from 628.2 using a programmable logic controller
Seats:	136 + 0 + 0/128 + 0 + 21/112 + 10 + 21/112 + 12 + 22/116 + 12 + 16 (2nd class + 1st class + emergency seats)
Floor height:	1,220 mm (628.0), 1,200 mm (628.1), 1,210 mm

The 628 series is a series of two-part diesel multiple units from Deutsche Bahn AG , consisting of one motor (628) and control car (928) each or, in the case of a few vehicles , two motor vehicles (629 series). The series number 95 80 0628 was assigned to these vehicles in the German Vehicle Settings Register.

These vehicles are used throughout Germany in local traffic on secondary and subordinate main lines . They are regarded as the successors to the rail buses and, like these, are often referred to as branch line savers. Due to the large number of units, the vehicles are still used on a large number of non-electrified routes, despite the increasing replacement by numerous successor types.

history

628.0

628.0 on the Ausserfernbahn near Schönbichl (A), 1987

The development of the 628 series began in the early 1970s, when the railcars of series 795 and 798 reached the end of their estimated useful life. The Bundesbahn Central Offices in Munich , therefore, began in cooperation with the DÜWAG with the conception of a mass transit rail car 628 series, the railcars and the Akkumulatortriebwagen the range 515 to replace. The new vehicles should also be able to be used on main railways , which required an increase in maximum speed, strengthening of the braking system and an increase in comfort compared to rail buses, but they should not be more expensive than a rail bus in terms of operating costs.

In 1974, two years later, Waggonfabrik Uerdingen and MaK were able to present the prototypes of the two-part series 628 (.0) as well as their one-piece variant, series 627, for use on routes with lower passenger numbers. The vehicles were tried out and proved themselves extraordinarily, even though the sometimes inadequate performance of the machinery became apparent even then. In contrast to all later series, the 628 (.0) and the 627 had beaded side walls below the windows .

After test drives in the Netherlands and Denmark, based on the 628.0 and 627.0 respectively, the MR railcars were designed for the Danish State Railways and the DH1 and DH2 railcars for the Dutch State Railways, also known as Wadloper, and produced in series.

The dismantling of the automatic Scharfenberg coupling to the regular drawbar and buffers , which took place in 1984/1985, is striking . Apparently the Scharfenberg coupling still caused problems in winter, and it also created the possibility of creating multiple traction units with the later 628 series and the 627.1 as well as being able to take through cars with you, and the 627.0 was also converted.

As early as 1980, as part of the development of the 628.1, the engines 628 006, 628 016, 628 007 and 628 017, the engines were removed and coupled with 628 021, 022, 023 and 024, which had received more powerful engines.

The multiple units 628 004/014, 628 005/015, 628 009/019 and 628 010/020 first reached the Braunschweig depot and from there to the non-electrified routes in Harz and Weserbergland . The remaining 628.0 were stationed in the Kempten (Allgäu) depot , where the Braunschweig 628.0 followed them in June 1980. From then on, all pre- series vehicles of the 628.0 series were based in Kempten. From there, they were used on all routes in the Allgäu until the end of 2002 . From 2003, its operating radius was reduced to the Ausserfernbahn , and in January 2005 the last vehicle of this series (628 008/018) was finally parked. Some have already been scrapped, others sold to Poland , where they were repainted and, with minor adjustments, went back into operation for Koleje Mazowieckie in winter 2005/2006 .

628.1

628 103 in Augsburg Hbf, 1989

After delivery, testing and testing of the 628.0, however, it did not go into series production because the political side of local rail passenger transport was just being re-evaluated and it was not yet possible to foresee how many and which vehicles would still be needed. The series 628 project came to a complete standstill for four years. Behind the scenes, however, the engineers continued to develop the railcars unabated.

In 1981 the class 628.1 multiple unit was presented, three of which were built. The most important difference was the elimination of the second machinery, as the remaining engine was powerful enough to move the multiple unit. The second part of the car could thus become the 928.1 series control car . Together with a few other changes such as a simplified electrical system, the omission of one of the two toilets and one of the previously four entrances per side, as well as the equipment for one-man operation, this made the vehicles even more economical. The head shape was changed to a wedge shape with a horizontal kink just above the buffers. The side walls were smooth from the 628.1.

628 103 on July 5, 2002 in Munich Hbf

In addition, there was again a one-piece variant with the designation 627.1, of which five prototypes were procured. The new vehicles were also tested for two years and, like their predecessors, proved their worth so that nothing stood in the way of series production. The one-piece variant did not go into series production because it offered only a little more space than a bus and was therefore not economically viable. As a special feature, the 628 102 was the only one of this small series to have a 1st class compartment.

The three multiple units of the class 628.1 (628/928 101, 102 and 103) were all based in Kempten im Allgäu from the start. From here they were used in a separate schedule on the Ausserfernbahn and Illertalbahn until December 8, 2007 , until the 2006 timetable change they also reached other destinations in the Allgäu , e.g. B. on the route from Augsburg to Füssen .

During their last main inspection in 2001 and 2002, the vehicles were adapted in some points to the sub-series 628.2 for technical standardization. At the beginning of 2008 all 628.1s were z-provided . At the beginning of April 2008 they were transferred to Hamm .

In 2011, the multiple units 628 102 and 103 were sold to Sodema Inc. Société de gestion des équiquements publics de Charlevoix in Canada, to which they had been overhauled at the vehicle works Miraustraße (FWM) in Hennigsdorf.

628.2

628.2 in traffic red in Lorsch

Before series production began, a few short-term requests were integrated into the future series 628.2 vehicles, including a small, open-plan 1st  class compartment , improved ventilation and a partition between the driver's cab and the passenger compartment. Externally, the end wall is more tilted and the upper peak light laid under the windscreen, further received the vehicle instead of the rolling band display the previous four electronic destination displays on the end faces and side walls. The proportion of non-smoking places was also increased. The 628.2 were the first vehicles in the then new product colors of the Deutsche Bundesbahn, mint turquoise / pastel turquoise / light gray. A multiple unit cost 2.27 million Deutschmarks.

A total of 150 units of this type were purchased between 1986 and 1989. At the Kiel depot , some of these railcars were operated at a top speed of 140 km / h for a while. However, since this led to increased wear and tear on the drive system, which was actually too weak, these high-speed operations were soon ended again. The 628.2 of DB  Regionalbahn Schleswig-Holstein have all been redesigned with new seats, a new interior painting, wheelchair ramp and the like. a. A few years earlier, a Karlsruhe 628.2 had already undergone a fundamental modernization of the interior.

In mid-2017, 27 class 628.2 multiple units were still in service, two of which were still coupled with a second 629.3 motor car. The 628.2 are being used as planned in Hesse , Rhineland-Palatinate , Baden-Württemberg and Bavaria . The main focus is on the routes Marburg - Korbach - Brilon Stadt, Marburg - Erndtebrück, Kassel - Treysa, Miltenberg - Seckach, Crailsheim - Lauda - Aschaffenburg, Würzburg - Lauda and Basel - Waldshut - Erzingen. As a 644 replacement, the two Ulm 628.2 / 629.2 units are used together with 628.9 / 629.0 on the routes to Aalen, Crailsheim, Sigmaringen and Friedrichshafen.

In previous years, routes in Schleswig-Holstein , Lower Saxony , North Rhine-Westphalia , Mecklenburg-Western Pomerania and Saxony-Anhalt were also used. The Schleswig-Holstein regional railway completely surrendered its 628.2 fleet in December 2009 in favor of the LINT 41 , but various 628.2s were repeatedly used on loan as part of replacement services for missing or damaged LINT 41s.

628 305 in Andernach

629 305 in Andernach

The units, which consisted of two railcars, were subsequently put together and thus differ from the 628.9 / 629 compositions. Noticeable are the missing 1st class compartment and the two toilets in the middle of the train. Instead, the folding seats that are otherwise present in the control car or in the 629 at the short coupling end are missing . Some multiple units used in this way have been renumbered to 628.3. These double multiple units, also known as the “Powerpack”, were also used on the Eifelquerbahn between Andernach and Kaisersesch .

The first series railcar 628 201/928 201 was brought to the DB Museum Koblenz in March 2015 . In 2017 it was restored to the delivery condition with turquoise green / light gray color and has since been used for special trips in Schleswig-Holstein.

628.4

628.4 in mint green and white next to its predecessor, the 1995 rail bus in Erndtebrück

VT 153 of the EVB

evb diesel multiple unit 151 in current paint in Nienburg (Weser)

In the second series, the experiences that one had made in everyday operation with the railcars flowed. In 1992, Düwag (formerly Waggonbau Uerdingen) presented the class 628.4 multiple unit, which had been technically improved and further developed. The performance of the diesel engine has been increased by 20 percent through charge air cooling . The lower window panes of the doors were omitted, as they were sometimes broken by falling rocks on the previous 628.2. In order to be able to install a double door at the short coupling end, both vehicle parts were lengthened by 50 centimeters each. Between November 1992 and January 1996 a total of 309 railcars were built, some of which, however, came to other railway companies, including Luxembourg (see use ) and Romania .

A multiple unit cost 2.75 million DM.

The Luxembourg State Railways CFL owned two 628.4 / 928.4, which are also numbered according to the DB system (628 505-0 / 928 505-7 and 628 506-8 / 928 506-5). With the exception of the company logo on the front, these always corresponded to their DB sister vehicles: initially in mint green / white, and since 2001 in red. They ran on Trier 628 round trips of the DB (i.e. between Trier and Luxembourg and also between Trier and Gerolstein ) as well as for the CFL itself in local traffic within Luxembourg. In 2015 they were sold to the CFL subsidiary Norddeutsche Eisenbahngesellschaft Niebüll .

Since hardly any other railcars were offered at the beginning of the 1990s, some private railways also procured railcars of this type. The railways and transport company Elbe-Weser (EVB) received five multiple units and control cars 628.4 / 928.4 in 1993/94, the Frankfurt-Königsteiner Eisenbahn (FKE) received a combination of 628.4 / 928.4 in 1994 and two 628.9 / 629 multiple units in 1995 to ensure capacity. In 1995, Westerwaldbahn GmbH also took over a quad version of the DB with the Daadetalbahn and in 2008 the quad version of the FKE. The corresponding signage outside and inside was omitted on the private railways that do not offer 1st class in local transport. However, the seating and lighting were installed in the compartment otherwise intended for 1st class, as was customary in the wagons for Deutsche Bahn. At the FKE, the toilet was also kept locked at all times, as none of the other FKE railcars had toilets either and the maintenance effort was not wanted because of a single car.

Some 628.4s did an unusual job on the Munich S-Bahn , where they were in use on the non-electrified Line A from 1998 . After the route to Altomünster was electrified in 2014, it was returned to the Südostbayernbahn .

Some of the vehicles received a modernization of the interior. The multiple units were adapted to the current DB interior design. The seats have blue upholstery and armrests made of beech wood, the partitions are silver, the luggage racks are completely white; the beige of the side wall panels was retained in many vehicles, contrary to the design. The color in the vestibule is now white, and some larger bicycle compartments have been set up in the middle of the train. Some vehicles were also given foldable wheelchair ramps. The 628.4 of the Südostbayernbahn also received new seat covers, but in a different design, in the second class with gray fabric cover, in the first class with synthetic leather cover.

At the Westfrankenbahn , two multiple units each consisting of two multiple units were formed in 2018, which also received a mint green / white exterior paintwork. The Westfrankenbahn also uses three 628 multiple units, in which the control car was cleared for transporting bicycles.

628.9 / 629

Class 629 railcars in Heidenheim an der Brenz

BR 629 of the Hessische Landesbahn on the Dill route near Sechshelden (November 2015).

Five railcar units based on the 628.4 series, both of which were motorized, were procured specifically for use on the steep Alzey – Mainz railway line through the Alzey hill country . These trains were designated as the 628.9 / 629 series, but technically they do not differ from the 628.4 except for the double engine. The top speed of the 629 series was 140 km / h when the vehicles were delivered. At the time of purchase, the 628.9 / 629 were out of the question for use in the lowlands because of the higher maintenance and operating costs. The 628.9 / 629 does not need twice as much fuel as a 628 because the two machine systems have shorter load times.

Another unit at DB Regio Südwest was created from two 628.4s that had crashed. The control cars were parked in both units and the two undamaged railcars were coupled together. The special feature of this unit compared to the 629 is that it has two independent SIFA and PZB facilities and two toilet rooms (one of which has been converted into a service room) as well as two air compressors. Since the room layout has not been changed, this double multiple unit does not have a 1st class. A sixth unit was created through the motorization of a control car.

Two more 629s were created in 2004 from 628.2s, which instead of a control car run with another 628.2 as a team. The twin-engine multiple unit 629 340/629 344 was created from the multiple units 628 341 and 628 349. These variants are based in Ulm at the DB ZugBus Regionalverkehr Alb-Bodensee GmbH (RAB) . In 2010, two more units were set up for the FAOA, and another in 2013. In December 2014, two 628.9 / 629 came to Ulm for the timetable change due to the delivery of services in Rhineland-Palatinate to Vlexx .

Current use

The vehicles were used (according to their number) in almost all of Germany . However, due to the new build vehicles often required in the regional rail transport award procedure, a decline in the use of the 628 series has occurred and is still to be expected. Detailed information is available for the following regions:

In addition, from December 10, 2017, vehicles lent by the Südostbayernbahn were used on the Austrian regional express line Freilassing – Braunau am Inn, operated by ÖBB. These replaced the class 5047 railcars , which, after being extended to Freilassing in Germany, could no longer be used due to the lack of PZB 90s. With the timetable change on December 15, 2019, they were replaced by the 642 series .

Construction and equipment

Train formation

The multiple units of the 628.0 series were initially all double-motorized, i.e., based on the concept of a double multiple unit, they consisted of two identical railcars. Later the engine was removed from four railcars and a more powerful engine was installed in four more. These vehicles were coupled with each other and from then on drove in the combination of railcars + control cars. This constellation proved its worth to a large extent, so that the following series only received a diesel engine to reduce costs, so they each consisted of a railcar and a control car .

Another small series from the 628.9 / 629.0 again received two engines and thus, like the 628.0, consists of two railcars, which, however, differ in their design.

While the first-class large compartments in the 628.0 and 628.1 were only implemented in one example, from the 628.2 onwards, all vehicles have a small first-class large compartment. This is always located in the control car at the end of the driver's cab behind the multi-purpose room. The 628.9 / 629 units are in the 629, while the provisionally assembled units consisting of two railcars 628.2 are missing.

Car body

Motor bogie of a 628.4

The roof section of the DB class 628

Each of the two car parts rests on two two-axle bogies . These have a torsionally elastic frame. The primary suspension between the axle box and the bogie frame is provided by rubber springs, the secondary suspension between the bogie and the car body by means of air bellows and air suspension valve for level control. If the air spring is defective, the car body rests on an integrated, elastic emergency support and can therefore still be moved at a maximum of 70 km / h. The forces are transmitted via pull-push rods, the lateral guidance via rubber buffers with parallel transverse dampers.

The car body was made from light rolled profiles and light steel sheet metal profiles (St 37 and St 52). From the 628.2 onwards, entry boxes and side panels are made of stainless chrome titanium steel ( 1.4512 ), the roof is made of stainless chrome nickel steel ( 1.4301 ) to prevent corrosion . Particular attention was paid to the heat and sound insulation, for this two-component and bitumen anti-drumming as well as corrugated foil packages and a wood-plastic-wood layering in the floor area were used. The windows are made of auresine vapor-deposited insulating glass. The wagon transition at the short coupling end has a bellows on the 628.0 and 628.1, which is dust-tight from the 628.2 onwards.

The 628.0 was initially delivered with an automatic Scharfenberg coupling on the front sides , these vehicles were later converted to the screw couplings and shock buffers used in the subsequent series. At the close coupling end, the vehicles on the 628.0 and 628.1 are connected by means of a Scharfenberg coupling; from the 628.2 onwards, they are replaced by a simple, fixed screw connection that can only be loosened in the workshop.

drive

In order to reduce costs compared to comparable vehicles, standard diesel engines were installed for the 628, which were also used in a similar form in truck and bus construction as well as for ship propulsion systems and generator sets.

In the 628.0, both cars were initially motorized. 628 001–005 / 011–015 received water-cooled MAN D 3256 BTXUE still developed by Büssing . 628 006–010 / 016–020 got air-cooled KHD F 12 L 413 F. From 628 021 the Mercedes-Benz industrial engines were introduced, whose 400 series was ready for series production in 1980. The OM 404 with 12 cylinders in a V arrangement was used for the 628 021-024 . Later, 628 021-024 were given a more powerful engine on a trial basis and were coupled with the 628 006, 007, 016 and 017, which had been converted to motorless control cars . This served to further reduce costs and also to test the 628.1, which only received one engine ex works, here the supercharged OM 424 A with 357 kW. The OM 444 A (MTU 12V 183 TD 11) with 410 kW, which has been further developed from this, is used for the 628.2. Its variant with charge air cooling , the OM 444 LA (MTU 12V 183 TD12) with 485 kW, was ultimately used for the 628.4 and its twin-engine variant 628.9 / 629. Even after that, the development of this engine continued; The MTU 12V 183 TD13 variant with a power output of up to 540 kW was installed in the 611 and 644 series.

The traction power goes to a hydraulic transmission, which has two converters, on the 628.4 and 628.9 / 629 has one converter and a clutch. The diesel engine and transmission are elastically suspended under the frame. The bogie of the railcars located at the close coupling end is driven via cardan shafts and final drives. A reversing gear, which can be pneumatically switched when the vehicle is at a standstill, is integrated in the hydraulic transmission to change the direction of travel. A rotating device enables a switching blockade to be lifted automatically. In some vehicles from the 628.0 series, the transmission also had a hydrodynamic brake. Part of the 628.0 was air-cooled, all other vehicles are water-cooled, the radiator fan is hydrostatically driven and is located on the side under the vehicle frame.

The drive system is u. a. monitored with regard to speed, cooling water and transmission oil temperature, transmission oil pressure and cooling water level. Depending on the fault condition, the controller imposes various restrictions, such as B. Start lock, speed limiter, idling, switch off the engine. With the 628.0 and 628.1, the drive is controlled and regulated using relay technology and hard-wired electronics. From the 628.2 onwards, a programmable logic controller is used, specifically the "MICAS" system; the logical links between the motor control, monitoring and regulation are thus set down in software that can be changed if required. At the same time, error and operating data for diagnosis can be saved in this way.

Because of the very low friction weight, the simple electronic anti-skid protection of the 628.0 and 628.1 was further developed in the subsequent series. The detection of the speed difference between the bogie and the motor bogie enables driving at the friction limit. From the 628.4 onwards, the gearbox is emptied in the event of a sudden skid in order to achieve a quick interruption of the traction power. However, the anti-skid protection is not completely satisfactory in any of the 628 series, as the control processes run too slowly when the friction values ​​suddenly change (e.g. level crossings with slush or ice).

The engine of the 628 is characterized overall by its very low fuel consumption, which is certainly also due to the low weight of the vehicle and the lack of air conditioning. When idling, the consumption of a 628.4 is around five liters of diesel fuel per hour. With an average operating program, around 0.8 liters are used per kilometer. The specific value differs greatly depending on the operating program.

Electrics and controls

In contrast to the predecessor railcars of the 614/624 series, the 628 only needs one 110-volt battery circuit. The lead accumulator has a capacity of 165 Ah and is charged by a 14 kW starter generator, which also serves as a starter for the diesel engine. Important consumers in the 110 V circuit are the lighting, the magnetic rail brake, parts of the control system and the air compressor for the compressed air supply. For electronic devices there is a 15 V power supply from the 628.2. The heating, fans, circulation pumps and mixers, on the other hand, are all designed for 230 volts AC from the 628.2 for reasons of procurement costs and are therefore supplied by an inverter.

The entrance doors can be released selectively for one or both sides and closed centrally. Doors that are not closed are displayed as a summary message in the driver's cab. At least from the 628.2 onwards there is an anti-trap device which ventilates the lock cylinder if the door is prevented from closing. From the 628.2 onwards, the doors are controlled and monitored like that of the drive, computer-aided by the programmable vehicle control "MICAS". All other functions, on the other hand, are wired directly and are therefore available even if the computer fails. By means of an emergency control function, the route can also be cleared under its own power even in the event of a total computer failure. Faults and operating states can be read off directly on the control computer via a four-digit display. There are interventions and bridging options for almost all error states, so that there must be a major defect for a 628 to fail.

The multiple control allows several coupled multiple units to be driven from one driver's cab . As an upper limit for vehicles in passenger operation, three multiple units are set; without passenger operation, up to four active vehicles can be controlled. At times, there were also regional approvals for quadruple traction in passenger operation with special requirements. Operating and error states of the guided vehicles are displayed as a summary message in the driver's cab, and all relevant functions can be controlled remotely.

Braking device

The vehicles have an indirect, self-acting, continuous air brake with disc brakes and automatic load braking to adapt the braking power to the occupation. The 628.0 has mechanical anti-skid regulators, and from the 628.1 electronic anti-skid controls . A magnetic rail brake is also used for rapid braking; it can also be switched on separately. To secure the multiple unit, the older vehicles have a spindle handbrake, the newer vehicles have a pneumatically operated spring-loaded brake. In the passenger and multi-purpose rooms there are emergency brake handles which, when actuated, trigger rapid braking. Some of the vehicles were retrofitted with an emergency brake override so that they can also be used on tunnels for which this facility is required. In order to improve the coefficient of friction, the third axle can be sanded in the driving direction of the railcar ahead, and the first and fifth axles in the driving direction of the control car ahead.

Heating and ventilation

To heat the passenger compartment and preheat the cooling water, the 628.0, 628.1 and 628.9 / 629 each have an oil heater per railcar. 628.2 and 628.4 only have one heater and a common hot water circuit, which is connected at the short coupling end via hose couplings. The waste heat from the engine is used for the passenger compartment, so that the oil burner is only required for preheating and on very cold days. The heat reaches the passenger compartment via convection heating elements on the side and, from the 628.2 onwards, by heating the fresh air supplied.

On the 628.0 and 628.1, the passenger compartment is ventilated by means of roof ventilators and through the side windows, and from the 628.2 onwards by means of electrically driven pressure ventilation with an air exchange rate of 1600 m³ / h per car. For emergency ventilation, some of the side windows in the upper quarter are still hinged. However, opening these windows on warm days is counterproductive when the ventilation is running, since a complete exchange of air can no longer take place, unfortunately the relevant information is missing on the windows. In contrast to most of the successor vehicles, the ventilation system of the 628 can also be operated when the engine is not running. However, this is usually avoided because of the drain on the battery.

Starting with the 628.2, the entire control and regulation of the heating and ventilation, including the preheating operation, is again computer-aided via a programmable logic controller. The heating output is individually adapted to the temperature conditions in the individual passenger and multi-purpose rooms via a total of twelve mixer valves.

Driver's cab

Driver's cab of a 628.4

The driver's cabs on the 628.1 were initially designed to be open for one-man operation, the driver's desks were covered with a telescopic hood; later a driver's cab door was retrofitted, the hood could be omitted. The driver's cab is quite narrow in all vehicles. From the 628.1 onwards, it has glazed rear walls, so that with the 628, for the first time after the rail bus, customers were able to see the route on a larger scale. There is also a roof fan and a fan with heat exchanger.

The driver's desks with their division into a horizontal operating and inclined display level in accordance with occupational health requirements are similar to the DB standard driver's cabs and are in green from the 628.2 onwards. In some vehicles, the driver's desks have now been repainted in blue. In addition to the usual display and control elements, it contains the train radio and, for some years now, the EBuLa display, for which the driver's desk had to be redesigned. For this purpose, the train radio display was moved to a subsequently manufactured attachment. The original layout of the EVB and FKE vehicles can still be seen today.

The automatically folding out side mirrors for handling from the driver's cab were also a novelty; these are heated when the outside temperature is low.

Additional and safety devices

Retrofitted ticket machine in a 628.4

A gooseneck microphone is available in each driver's cab to provide acoustic information to passengers . The visual information is provided by the lateral roller band indicators on the 628.0 and 628.1 as well as electronic external indicators from the 628.2, which can be set for the entire train formation from a driver's cab; differentiated targets for wing trains are also possible. On some of the 628.4, new passenger information systems with GPS- controlled announcements from the voice memory and display of the next stop and, if necessary, the entire train route on displays in the passenger compartment have already been installed. In some regions, ticket machines were also installed at the short coupling end of the 928.4 , as was already structurally prepared for the 628.2. If necessary, validators can also be retrofitted with relatively little effort.

Some 628.2s formerly used in Schleswig-Holstein have a fold-out wheelchair ramp for bridging gaps.

For safeguards prescribed in Germany are deadman's handle and PZB 90 based on the I60R at 628.4 or I60 with ER24 recorder at 628.2 and train radio available. From the 628.1, a wheel flange lubrication was installed, which, at the latest from the 628.2, works selectively and controlled by centrifugal force.

The 628.0 has an open toilet in each of the two railcars, from the 628.1 only one is left. From the 628.2, the open toilet was later converted into a vacuum toilet . The holding tank is located in a cupboard next to the toilet, for which two seats in the passenger compartment had to be omitted.

Passenger compartment

On the 628.0, the seats are exclusively facing each other, from the 628.1 onwards, they are mostly arranged in rows. They are designed as individual seats and are vandalism-resistant from the 628.2 onwards. In the 628.0, the luggage racks are still hanging across the seats, as in the 614, but lengthways over the windows in the subsequent series and consist of painted sheet metal profiles.

The series 628.0 and 628.1 were dominated by the orange and brown tones typical of the 1970s in combination with light blue seat covers. The 628.2 used system seats that had previously been used in the n-cars for the City Railway (CB) from Cologne to Gummersbach , which were modernized in 1984 . They were upholstered in light blue in first grade and orange in second grade. The series 628.4 and 628.9 / 629 again received new, better shaped seats with separate headrests, as they were also installed in the series 610 , 611 , 614 and the double-decker cars of the 1990s. The same seat type was used for both classes, pastel violet in first class and pastel turquoise in second class.

The lighting comes from centrally arranged ceiling lights with grid covers, up to the 628.2 also with plastic covers. From the 628.2 at the latest, the first class lighting will be integrated in the luggage racks. In the 628.0, there is a luggage compartment with side loading doors in one of the two halves between the driver's cab and the front entry; in the later series, a multi-purpose room was installed at both ends of the multiple units instead.

• Interior of the 628
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  Original interior of the 628 018

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  Original interior in control car 928 102-3

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  Original interior in the 628.2

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  Modernized interior of the 928 224 of the WFB as a bicycle cart variant

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  Heavily modernized interior of the DB class 628.2 with leather-covered headrests

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  Original interior in the 628.4

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  Unchanged compared to the DB: original interior of a 628.4 of the FKE

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  Modernized interior of a Düsseldorf 628.4

In some regions there are now 628.2 and 628.4 with refreshed interiors in the current DB media design (DBM). All 628.2s used in Schleswig-Holstein had received a redesign, with new seats being installed; the interior panels were also painted in light gray. The 628.4, based in Düsseldorf, also received a redesign, but only the seats were reupholstered and the partition walls of the passenger areas and the wall cladding of the multi-purpose rooms were repainted. The color of the side walls was retained in the passenger compartments, contrary to the design. Some of the 628.2s used by the Westfrankenbahn have now been given a large area for bicycles within the passenger compartment. For this purpose, all the seats on one side of the wall were removed and replaced with folding seats. In 2012, nine multiple units were overhauled by DB Regio Hessen and given an improved interior with newly upholstered seats and armrests in real beech and more shelves. The 628.4 of the Südostbayernbahn received new seat covers in 2016, which could be voted on beforehand.

628 series abroad

Căile Ferate Române

To modernize the Romanian railcar fleet, the two railcars 628 679 and 680 were transferred to CFR in 1995 and extensively tested there. They were even used in intercity services. The vehicles then remained with the CFR. The planned license production did not take place, however; instead, 120 Desiro railcars were purchased , which were classified as CFR class 96 .

• 628 abroad
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  CFR 628 680

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  845 103 (formerly 628 246) from Arriva in Prague

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  628 of the GW Train Regio in Pilsen

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  628 619 from Arriva RP

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  845 105 from Arriva vlaky 2020 in Liberec

Arriva

Since 2012, 43 railcars have been sold to the Czech DB subsidiary Arriva vlaky . They were painted in the house colors turquoise, light green and beige and are listed as the 845 series. This means that commercial transport has been offered since December 2016. With the win of several tenders, multiple units have been required since December 2018. To this end, more railcars are being modernized by Pars Nova . You get new seats, sockets, a disabled toilet and WiFi. The modernized 845 201 was presented in July 2019. In addition to the changes already mentioned and a second toilet, it also has displays at the exits for passenger information, and a compartment from which drinks and snacks are sold. He does not yet have a handicapped accessible toilet, but it will be installed as a second toilet in the upcoming renovations. These railcars are classified as class 845.3. The 628 series is also used by Arriva Polska.

Regiojet

Also from RegioJet be on the railway line Bratislava-Komárno some multiple units used in regional traffic. Since December 2019, Regiojet has been operating on several routes in the Ústí region with the 628 series.

GW Train Regio

GW Train Regio has been using some 628s on the Plzeň hl.n. – Žatec západ –Chomutov –Most line since December 2016 .

Train de Charlevoix

In Canada , trains of this series run in tourist traffic between Quebec and La Malbaie .

Conclusion

Entry of the 628.4 on the 76 cm platform: the lower step is 55 cm high, the second step is 76 cm high

The class 628 railcars are characterized by their reliability and economy. Although the vehicles have never been completely free of technical problems over the years, the list of shortcomings is quite short. For example, the cooling water tends to overheat on hot days if the radiators have not been cleaned thoroughly. In the case of unfavorable friction conditions, the speeds required according to the timetable are only reached slowly or not at all because of the low friction weight.

After their development, however, comfort features emerged that the 628 series did not meet: There was a lack of air-conditioned passenger areas, more modern passenger information systems and barrier-free entry areas. In addition, these are not as efficient as modern vehicles, as there are three steps on the doors (double or single doors in the middle of the vehicle, single doors next to each driver's cab) so that you can also stop at lower platforms .

The engine is comparatively weak by today's standards. The low output sometimes leads to longer travel times on steeply steep stretches, which is why the series was nicknamed "Wanderdüne". The few trains of the 628.9 / 629 series, which consist of two motor vehicles, are used for routes on which a more powerful drive is required. In the case of newer vehicles such as the 641 series , the Desiro (642) , the Talent (643 and 644) , the LINT (648) or the Regio-Shuttle (650) , some of which replace the 628, the higher costs again two machine systems used.

literature

• Deutsche Bundesbahn (Ed.): DV 987/323: Operating instructions for the 627.0 and 628.0 diesel multiple units .
• Andreas M. Räntzsch: Class 627/628 . Transpress, Stuttgart 2003, ISBN 3-613-71202-4 , p. 41 ff .
• Michael Gröbner: Class 628.4. In the driver's cab . In: LOK MAGAZINE . No. 251 . GeraNova Zeitschriftenverlag, 2002, ISSN  0458-1822 , p. 50 ff .
• Pre-production railcars of the BR 627/628 before the end of use . In: Eisenbahn-Revue International , issue 11/2004, ISSN  1421-2811 , p. 492.
• Günther Scheingraber: From the rail bus to the VT 628 . In: Wolfgang Messerschmidt (Ed.): Locomotive magazine . No. 69 . Franckh'sche Verlagshandlung, W. Keller & Co. , 1974, ISSN  0458-1822 , p. 477-481 .

Web links

Commons : DB Class 628  - Collection of Pictures, Videos and Audio Files

• The locomotives of the Deutsche Bahn. The 628 series.Retrieved April 11, 2010 . 
• CFL - Series 628.4. Retrieved April 11, 2010 (French). 
• Olaf Hoell: Class 628.2–4. Retrieved April 11, 2010 . 
• The new rail bus. An opportunity for local public transport. In: Abendschau, Tagesthema. Bayerischer Rundfunk, September 13, 1985, accessed on May 24, 2018 . 
• DB Bahn-Magazin 2/1987. Start of the RSB concept Kiel - Flensburg. Deutsche Bundesbahn, accessed on May 24, 2018 . 
• The 628 series in the model

Individual evidence

1. ↑ ^{a b c d e f} Horst J. Obermayer: Paperback German Triebwagen . Franckh'sche Verlagshandlung, ISBN 3-440-04054-2 .
2. ^ ^{A b} Axel Enderlein: Railway vehicle catalog . tape 2 : German Federal Railways . GeraNova Verlag, ISSN  0937-7174 .
3. ↑ ^{a b c} railway lines in Upper Franconia. The 628 series.Retrieved August 2, 2015 . 
4. ↑ Train de Charlevoix
5. ↑ Eisenbahn-Magazin 2/2011, p. 18.
6. ↑ Video of the use of the 628 103 in Canada
7. ↑ ^{a b} Axel Witzke: The rail bus from the 1980s . In: Eisenbahn Magazin . No. 9 , 2014, p. 6 .
8. ↑ Turntable Online Forum. 02 - General forum. Re: BR 628 Eifel line RE 12. Accessed August 2, 2015 . 
9. ^ First series-628 now in the museum . In: Eisenbahn Magazin . No. 5 , 2015, p. 23 .
10. ↑ Jutta & Dr. Thomas Kittel Foundation: Combustion railcar 628 201-5. Retrieved November 2, 2019 . 
11. ↑ Pictures of the 628.4 ex CFL at the neg
12. ↑ Retro-628, new services and lack of vehicles. In: Eisenbahn Magazin . No. 8 , 2018, p. 28 .
13. ↑ Lok Magazin 3/2007, p. 66.
14. ↑ Gäubodenbahn
15. ↑ shz.de
16. ↑ DB guideline: VT 628/629 learn to operate .
17. ↑ West Franconian Railway. Bicycle transport. Retrieved August 2, 2015 . 
18. ^ Eisenbahn-magazin 6/2012, p. 17.
19. ↑ New seats installed for VT 628
20. ^ Julian Nolte: Karpatendeutsche . With "Square Skull", "Piglet Taxi" and Co. through Romania. In: Interest group rail traffic eV (Ed.): Bahn-Report . No. 2 . Pipe 2012.
21. ↑ ^{a b} Redesign 628er presented. In: Eisenbahn Magazin . No. 9 , 2019, pp. 38 .
22. ↑ DB Arriva Czech Republic with a new express train in the greater Prague area. EK-Verlag GmbH, accessed on February 1, 2018 . 
23. ↑ New home for German diesel multiple units . In: Eisenbahn Magazin . No. 2 , 2019, p. 36 .
24. ↑ RegioJet is preparing for regional traffic in the Ústí nad Labem region with the 628 and Pesa Elf series. Lokomotive Fachbuchhandlung GmbH, July 11, 2019, accessed on December 2, 2019 . 
25. ↑ traindecharlevoix.com