DB class 420
| DB class 420 | |
|---|---|
 A vehicle of the 8th production series in the current color scheme
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| Numbering: |
End car 1: 420 001–390, 400–489 End car 2: 420 501–890, 900–989 Intermediate car: 421 001–390, 400–489 |
| Number: | 480 units |
| Manufacturer: | MAN , WMD , LHB , MBB , O&K , DUEWAG , WU , Rathgeber |
| Year of construction (s): | 1969-1997 |
| Retirement: | from the 2000s |
| Axis formula : | Bo'Bo '+ Bo'Bo' + Bo'Bo ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over coupling: | 67,400 mm |
| Height: | 3,760 mm |
| Width: | 3,080 mm |
| Trunnion Distance: | 16,500 mm (end car) 14,000 mm ( middle car ) |
| Bogie axle base: | 2,500 mm |
| Empty mass: | 129 t |
| Service mass: | 144 t |
| Top speed: | 120 km / h |
| Hourly output : | 2,400 kW |
| Acceleration: | 0.9 m / s², 1.0 m / s² |
| Driving wheel diameter: | 850/780 mm |
| Motor type: | Paw camp |
| Power system : | 15 kV 16.7 Hz ~ |
| Power transmission: | Overhead line |
| Number of traction motors: | 12 |
| Drive: | 2 |
| Coupling type: | Scharfenberg type 10 |
| Seats: | 192 |
| Standing room: | 266 |
| Floor height: | 1,030 mm |
| Classes : | 2 |
The trains of the DB class 420 are three-part electric multiple units and the first vehicles built for S-Bahn traffic in the AC S-Bahn networks. The trains were originally designed for the Munich S-Bahn , where they were called Olympic multiple units or (multiple) trains due to their first use during the 1972 Summer Olympics .
In 2020, apart from Munich, the vehicles will also be used on the Cologne S-Bahn and the Rhein-Ruhr S-Bahn . In contrast, the Rhein-Main S-Bahn ended on November 3, 2014, and the Stuttgart S-Bahn in November 2016. Most of the railcars have already been scrapped. Six units are preserved as museums from different sides.
vehicle
construction
A multiple unit consists of three closely coupled parts, including two end cars, each with a driver's cab, and an intermediate car. No transition is possible between the vehicle parts. The series number of the middle car is 421. The serial number of the second end car is 500 higher than that of the other end car and the middle car. All intermediate cars are made of lightweight aluminum . The end cars were initially made of steel and from 420 131 were also made of aluminum, which saved nine tons of empty weight. Scharfenberg couplings are installed on the end cars to enable quick coupling and uncoupling of the units. The configurations short-term (one unit), full-term (two units) and long-term (three units) are possible.
While only second class seats are available in the end car, the first class compartment is found in the middle car. In the mid-1970s, shortly after the Olympic Games, Munich gave up first class due to an acute lack of transport capacity for the high numbers of passengers there. At first only the lettering was changed, later the partition walls inside the car were removed. On the S-Bahn in Frankfurt and Stuttgart, the first class area has been reduced to half of its originally designed size. The first-class area, which was converted into second class, was still recognizable in the vehicles of the first to sixth series from the larger seat spacing.
Each car has four doors on each side, for a total of 24 per unit, which, together with the level entry on elevated platforms, enables passengers to change quickly . The significantly larger proportion of the vehicles were equipped with pocket sliding doors, which caused problems in the first few winters in Munich due to the penetration of flying snow. Only the last two series have sliding and sliding doors .
Electrical systems
A 420 is equipped with two independent electrical systems, i.e. has two main switches, two transformers, two battery sets, etc. Originally, the railcars were equipped with two pantographs on the middle car 421 (of which only one - the rear one - had to be in operation), the second pantograph was removed from most vehicles in the late 1980s. Each of the three cars rests on two air-sprung, two-axle motor bogies. All twelve axles of the train are thus powered. The single-axle spider bearing motors (spider roller bearings, spring-loaded large wheels) are continuously controlled via a thyristor control with two asymmetrical, half-controlled rectifier bridges in sequence .
The service brake is the electric brake , which is supplemented by an electropneumatic compressed air brake if required (in the lower speed range, i.e. with decreasing electric braking force below 60 km / h).
The vehicles of the first series of vehicles intended for the Munich S-Bahn network were delivered with linear train control , which should enable a denser train density. This system was dismantled just a few years later.
Braking system
The vehicles have a continuous, automatically and indirectly acting compressed air brake of the Knorr-Bremse type with a standard effect (there is a driver's brake valve type Knorr self-regulating EE4 in each driver's cab; brake address of the 420: KE-PAE (D) or KE-RAE (D ) in the seventh and eighth series). The 420 has three control valves (one per car) and separately lockable, switchable bogie brakes. In the event of a mechanical braking fault, it is not necessary to switch off the brakes of an entire wagon, but only that of the affected bogie, which reduces the resulting loss of braking power and braking percentages .
There is one wheel brake disc per axle, i.e. two per bogie , diagonally offset (exception: seventh and eighth series, these have two wheel brake discs per axle, one on each wheel). This rather weakly dimensioned mechanical brake system requires the maximum speed to be limited to 70 km / h in the event of failure of the electrical brake in order not to thermally overload the wheel brake discs. If the electric brake only fails on one electrical system and the train is longer than a short pull, higher speeds are permitted again after the compressed air supplementary brake has been switched off on the faulty system; when stopping, the driver's brake valve must be braked shortly before the train comes to a standstill in order to avoid longitudinal jolts to avoid on the train. The brake calculation is based exclusively on the compressed air brake, only braking hundredths are deducted when the bogie brakes or control valves are switched off. The electric brake including the compressed air supplementary brake is not taken into account in the brake calculation due to its dependence on electrical current (even if it is only the battery current that is required for the compressed air supplementary brake).
The first six series have a spindle handbrake, the seventh and eighth series have a spring-loaded brake that works with compressed air.
Mission history
Prototypes
When a new S-Bahn network was to be opened in Munich in 1972 , supported by the Olympic Games taking place in the same year, new, modern vehicles had to be procured for fast traffic. The trains were initially planned as ET 20 or 21.
The three prototypes were delivered as 420 001 to 003 in 1969 after the numbering scheme had been changed. The 420 001 was presented to the press on October 30, 1969, and the first journey with passengers took place on February 27, 1970. By February 1970, all three multiple units had been officially approved and subjected to intensive operational testing. The end cars were manufactured by MAN , the intermediate cars by WMD .
420 001
The 420 001, which was delivered in a pure orange color, was kept operational as a museum vehicle after decommissioning by the Munich S-Bahn in December 2004, where it was available for special and anniversary trips and by the Munich S-Bahn in cooperation with the community of interests S-Bahn Munich e. V. was looked after. In 2010 he was the Bavarian State Conservation Office as a historical time capsule for the public transport in Germany as a technical monument under monument protection provided. It was transferred to the DB Museum in Nuremberg at the end of 2016 , and the operating license ran until 2018.
420 002
The 420 002 was given the green-blue / pebble-gray paintwork, which was determined after a vote among the Munich passengers for the series vehicles delivered later. For a long time it was parked in Munich-Laim Ost near the Donnersbergerbrücke train station. One end car is now on display in the traffic center of the Deutsches Museum in Munich, the other cars could not be easily accommodated in the museum due to lack of space and were scrapped.
420 003
The third prototype had the number 420 003, was intended for the Rhein-Main S-Bahn and was colored carmine red (RAL 3002) and pebble gray. Due to the strong fading of the originally strong red color, the vehicle was repainted in 1981 in green blue / pebble gray. He wore this paint until he was retired. After a long stoppage time at Munich-Trudering station , this multiple unit was taken off for scrapping.
Serial trains
Practicality
The three-part class 420 multiple units turned out to be a successful design. They were to be found from 1972 on the S-Bahn Rhein-Ruhr and from 1978 on the S-Bahn Frankfurt and the S-Bahn Stuttgart. In preliminary operation, they were used in local traffic around Frankfurt from 1975 and in suburban traffic in Stuttgart from 1977 . On the longer stretches of the Rhein-Ruhr S-Bahn, the multiple units could not convince, mainly because of the lack of toilets. The lack of transition between the cars was criticized. The proposal by traffic engineer Steffens, Düsseldorf, to convert the 420 series for the Rhine-Ruhr S-Bahn (electrical equipment suitable for use without an intermediate car, only three doors per car and side, possibility of transition between the cars; toilets and vending machines) was not implemented , Due to the design, the cars could not be changed afterwards. The trains stationed in Cologne and Düsseldorf were therefore replaced by locomotive hauled push- pull trains with x-wagons from 1980 onwards. The units that had become free were almost exclusively delivered from Düsseldorf to Munich, where they were urgently needed.
outer appearance
In the three planned areas of operation, Munich, Rhine-Ruhr and Rhine-Main, there were votes on the color scheme, with green-blue for Munich, pure orange for Rhine-Ruhr and carmine red as the most desired color being determined.
1st series
The color scheme of the trains was constant from 1971 to 1986. All vehicles of the first series, which were intended for the Munich S-Bahn network to be inaugurated in 1972, were painted in green blue and pebble gray (like the prototype 420 002), although the color officially known as "pebble gray" looked more white. Below the green-blue ribbon of windows, many trains were provided with body advertising, as has long been the case in many other local transport systems (underground trains, trams, Hamburg S-Bahn ).
2nd series
The vehicles of the second series were painted partly in green-blue and pebble gray, others in pure orange and pebble gray. The pure orange painted units were intended for the Rhine-Ruhr S-Bahn network, which is also under construction. Since all units painted in pure orange, which were delivered from 1972 to 1976, had been used in Munich for several months due to warranty reasons (due to the proximity to the Munich-Freimann repair shop ), pure orange-pebble gray units were always to be seen in Munich. From 1972 onwards, these were successively transferred to Düsseldorf and from 1975 to the Frankfurt-Griesheim railway depot (officially Bw Frankfurt (M) / 1).
3rd series etc.
All units from the third series (from 420 201) were then consistently delivered in pure orange and pebble gray and delivered directly to the future S-Bahn locations in Frankfurt and Stuttgart, although the Frankfurters once used wine red and pebble gray for the color scheme of their future S-Bahn -Turns had been correct. For reasons of standardization, this was no longer taken into account.
Around 1984 the German Federal Railroad decided to no longer paint the 420s in green-blue / pebble gray, but rather in pure orange / pebble gray. At least 30 units received the new color, but this was hardly noticeable due to the relatively high inventory of over 130 green-blue / pebble-gray vehicles.
Color scheme from 1987
In 1987, the Deutsche Bundesbahn changed the color design of its vehicles when it introduced the so-called product colors , which replaced the so-called pop colors from the early 1970s in the series discussed here . The design of the S-Bahn vehicles changed only slightly because the predominant color combination orange / gray was retained, but with a wealth of modifications: pebble gray as the basic color became light gray. An additional pastel yellow stripe was attached directly below the now salmon orange ribbon, the decorative stripes below the roof and near the floor were omitted, the angle for the "belly band" on the vehicle head around the lower headlamp changed from oblique-top-right to oblique-top-left . The area between the front windows turned white instead of the color of the ribbon. The roof was no longer painted gray, but pebble gray (almost white). In addition, more environmentally friendly paints were used, which made a very faded impression after just two years.
The numbers for the class and the non-smoking symbol have been replaced by large, modern, white signs, also on the green-blue-pebble-gray sets of the first series.
Full advertising
Around 1990, the 420 100 was the first railcar to have full advertising for a bank. In the initial full advertisements, the driver's cab areas were left out, but included in later years. Advertisements were implemented in the form of adhesive films so that they could be easily removed after the contract period had expired.
At the opening of Munich Airport, which was to be inaugurated in March 1992 , 15 units of the second series (174 to 188) and six newly delivered units of the seventh series (425 to 430) were painted in pastel blue, with a capital "M" on the ends of the vehicle as advertising for the airport. These units ran preferentially on the new line S 8 to the airport. From around 1997 the airport advertising with a capital "M" was removed; the last pastel blue trains ran until 2005, some with different advertising slogans.
Color scheme from 1996
With the railway reform since 1996, many units have been repainted in traffic red with white doors in accordance with a new corporate design . The only exception today is the 420 001 used as a museum vehicle.
Interior design
With just a few changes, the interior remained the same from the pilot series in 1969 to the end of the 6th series in 1981. In the two end cars 420 there were two equally large compartments for smokers and non-smokers, separated by partition walls and intermediate doors. In the middle car 421 there were originally three compartments, two small first class compartments with 16 or 17 vis-a-vis seats, again separated into smokers and non-smokers. The other half of the intermediate car with 33 seats was designated as a second class non-smoker. Only vehicles of the pre-series and the 1st series kept this floor plan until they were decommissioned. From the 2nd to the 6th series there was a redesign of the passenger compartment between 1991 and 1995, in which all partition walls were removed except for the vehicles assigned to Stuttgart and Frankfurt. There was a glass partition wall with a swing door as a passage between the 17-seat first-class compartment and the 49-seat second-class compartment .
All seating options are the usual 2 + 2 seat divisions. Initially, wine-red artificial leather seats with armrests made of integral foam were installed in the second class. In the first class, the seat fabric and the armrests were checked in blue and black. Not far from each seat there was a small table, a large ashtray or rubbish bin, two coat hooks and a hinged window that had a stop so that it could only be opened a hand's breadth. The window panes are made of Cudo glass, which has a certain opacity (reflection), which means that there are no curtains on the windows from the start.
A strip of lights, consisting of double fluorescent tubes in a row, embedded in the roof paneling, provided the basic lighting at night and in the tunnel. A fluorescent tube is installed in the maintenance panel above each passenger compartment door as emergency lighting by means of battery supply. This illuminates the S-Bahn network maps pasted over the door. All side panels, including the dividing walls and intermediate doors in the second class, were made of white formica with a barely recognizable line pattern. In first class there was a light and a dark version of wood-veneered plastic panel. Only the end walls and the partition walls with intermediate doors were covered. In the cars in Munich there was a sticker with the car number on each partition or front wall. The intermediate doors had windows through which a view into the other compartment was possible. Similar windows were built into the door between the driver's cab and passenger compartment as standard in later series in order to give travelers a greater feeling of security. The train driver was able to close this window with a rigid roller shutter. The last, original, rather narrow compartment doors were removed without replacement in 1999. In 1987 an end car of the 1st series and an end car of the 2nd series stayed in Schondorf am Ammersee to take measurements there as test vehicles for an interior redesign. This was necessary because the damage caused by vandalism, such as the slashed artificial leather seats, represented an unbearable burden on personnel and finances and the vehicle therefore failed for a long time. Finally, three-colored, velor-like flame-retardant fabrics were used for the one-piece seats. All seats were replaced by 1995, the only exception being the vehicles up to 420 130, which had a double pair of the old synthetic leather bench seats on one side of the cab wall until they were retired. Under a gray-black easy-care linoleum floor was a simple plank floor. Individual low cladding and maintenance hatches were made of hammered sheet metal. Special keys were required to access compressed air shut-off valves, pressure monitors and pressure gauges behind panels. On the middle car, some of the electrical switching elements were hidden in a so-called rucksack. Each 421 had a flap about two square meters in size on the front wall, which could also be opened again with a special key.
A modified variant of the handlebar arrangement was installed in the second-class area of railcar 420 018 as an experiment. This vehicle was never converted until it was retired.
Since the toilet systems for rail vehicles at that time were simple downpipe toilets that removed faeces from the moving train onto the rails, toilets on the trains were dispensed with because of the tunnel sections.
Differences between the series
There were various differences between the individual series.
The most conspicuous feature of the vehicles of the first series was the red dot on the side at the head end below the vehicle number (from 1972 until they were repainted or repainted around the mid-1980s). It marked the vehicles that were equipped with a line control system (LZB) . It was not always possible to equip vehicles with LZB with the required driver's cab display device.
The prototypes as well as all vehicles of the first series had a wide protective board outside the vehicle, with which (as with the other S-Bahn trains in Berlin and Hamburg) the gap between the platform edge and the vehicle was reduced. This wide protective rim ended in a wedge shape at the ends of the vehicle. As this resulted in the permissible vehicle width being exceeded by three centimeters in accordance with the railway construction and operating regulations and therefore the protective rims had to be removed for transfers outside the S-Bahn networks, the protective ridge was about two-thirds narrower in the second series used, the ends of which are bluntly rounded.
From the 7th series onwards, the pocket sliding doors were replaced by swivel sliding doors and the handle that was used to open them from the inside was replaced by a lever, as passengers could pinch their arms through the pocket sliding door (which was opened with the help of 6 bar compressed air). On the trains of the first series, the handles were covered with a sheet of metal that no longer allowed reaching into them.
The aluminum instead of steel used for construction in the second series from 420 131 was already mentioned above in the construction section. In addition, from this serial number onwards, the car body side members had no cutouts at the height of the bogies. All units used in Frankfurt and Stuttgart were consistently marked as "non-smokers" - in contrast to the Rhein-Ruhr network, where smoking was still allowed in marked areas ("Smoker" inscription in white letters on a red background, "Non smoker" in black letters white ground).
When the third series was delivered, it was basically delivered as a "non-smoker". With the third series, the rudimentary equipment with LZB was omitted. While the insides of all doors were previously metallic gray, from the third series onwards they were painted pure orange.
The fourth series again led to some changes in the construction: The first-class area was reduced by half, as the proportion of S-Bahn passengers with first-class tickets in local transport networks is already low. Since around 1982, all newly delivered vehicles had modern, large pictograms on the outside next to the doors instead of the “smoker” or “non-smoker” font. Instead of the large, modern-looking signets in metallic ocher, the class designation was only attached to one side of the door outside, as was the case in the 1960s.
After complaints and a court ruling had arisen with the vehicles used in the future planned Frankfurt S-Bahn network due to the lack of information that redemption was not possible for the trains running here, the Frankfurt Transport Association let all units in its network with them Equip stickers that were affixed to the outside next to all doors and with the text “Entry only with valid ticket”. The Stuttgart Transport and Tariff Association (VVS) then consistently affixed these stickers to all vehicles in use there.
After a number of partially unexplained fires in some vehicles, all individual cars were equipped with fire extinguishers in the early 1980s, which were located in the luggage racks above the passenger area, thanks to labels that were clearly visible to all passengers.
From the 7th construction series onwards, only one pantograph was put on, the second pantograph that was previously available was dispensed with. Soon after, the second pantograph was removed from almost all units. In all vehicles of the 8th series, an acoustic warning tone was also implemented when the door was closed.
The pilot series and the first to seventh series each need about one second to open and close the doors. The eighth series takes about one second to open and about three seconds to close.
Vehicle rental
Again and again, a number of vehicles had to be loaned out between the stationing depots due to a lack of vehicles. Especially in the summer of 1978 in Frankfurt am Main, in addition to several pure orange sets from Munich, several green-blue vehicles were in use. Then again from October 1978 to March 1979, when the S-Bahn started operating in Stuttgart. Frankfurt had already given several units on loan to Stuttgart with the label "Bw Frankfurt 1 / (M)" on the outside. The shortage in Frankfurt led again to the use of green-blue-pebble-gray units. Such loans happened from time to time. They could be recognized by the fact that the “Munich Schnellbahnplan” and the information boxes next to the doors with “MVV-Info” were left and only the role with the destination information on the forehead above the driver's cab was exchanged. The home address “ Bw München-Steinhausen ” with “BD München” was retained. The main reason was that the orders for vehicles for the S-Bahn networks in Frankfurt and Stuttgart were placed a little too late. In the spring of 1993, the use of the wrong grease meant that all trains in the Stuttgart S-Bahn network had to be temporarily shut down. For several weeks, units from Frankfurt and Munich were temporarily in use in the Stuttgart network.
From mid-January 2020, the Munich S-Bahn borrowed two rental vehicles from the Cologne network and another from the Rhein-Ruhr S-Bahn network in order to be able to compensate for the high demand for vehicles, at least temporarily. However, due to the COVID-19 pandemic , which, among other things, resulted in a lower vehicle requirement due to the cancellation of amplifier trips, the loan use of these vehicles did not continue as planned until the beginning of June, but ended early in April of the same year.
Detachment
The class 420 multiple units are gradually being replaced by modern multiple units of the series 423 (since 1998), 422 (since 2007) and 430 (since 2013).
In Munich, the use of the 420 series in the run-up to the introduction of liner train control on the main route through the city center initially ended on December 3, 2004. In the course of the electrification of the Dachau – Altomünster railway line, however, it returned to the timetable change in December 2014 for amplifier services on the S lines 2, S 4 and S 20 back to the Munich network. For this purpose, 15 multiple units were transferred from Stuttgart to Munich, where they received a fundamental overhaul. As a result, the interior in particular presented itself more modern. According to S-Bahn boss Bernhard Weisser, this solution was ten times cheaper than buying new trains. The deployment should initially last until at least 2020. Due to the lack of LZB equipment, journeys through the main route initially only took place at off-peak times. Until the end of 2015, there was a single trip shortly before midnight on weekdays. Later, on weekends, individual courses on lines S 2 and S 4 ran as scheduled with trains of the 420 series. Due to the longer cycle times, these were also allowed to use the main line as planned, despite the lack of LZB equipment. In order to meet the increasing number of passengers, the Munich S-Bahn and the Bavarian Railway Company planned to bring 20 to 30 more units from Stuttgart to Munich. At the end of April 2017, the Munich S-Bahn announced that it had ordered 21 more, no longer required 420s from all over Germany. Together with the existing units, they should be retrofitted with line train control so that they can also be used on workdays and during rush hour in the trunk line tunnel and can be used flexibly in the event of possible vehicle breakdowns. The first trains should go into operation from December 2017, although the actual commissioning was postponed by almost a year. In November 2018, the vehicles were approved for passenger use by the EBA. The 36 multiple units immediately increased the operating reserve of the Munich S-Bahn and thus made it possible to expand the range of services from December 2018. Since the beginning of April 2019, the first converted vehicles have been used on repeater circuits during rush hour. The 420 series vehicles now run on the S 2, S 4, S 6, S 20 and the S 8 amplifiers during rush hour, depending on the day and time of the week. At the time when the trunk line was closed, there were also occasional missions on the S 3 line.
On the Rhein-Main S-Bahn, the 420 series ended after 36 years of operation in the early morning hours of November 3, 2014. Some retired vehicles were brought to the DB standstill management in Hamm. According to RMV press spokesman Sven Hitschler, sales abroad cannot be ruled out, but since the end of the mission in November 2014, numerous Frankfurt sets have been scrapped. Some units of the 7th and 8th series were also handed over to the Rhine-Ruhr S-Bahn.
Due to the retirement of the Frankfurt trains, since November 2014 only those of the 7th and 8th series are in scheduled operation.
The Stuttgart S-Bahn was supposed to end in November 2014, but this date could not be kept due to ongoing problems with the new 430 series. In Stuttgart, the 420 series was only used for individual amplifier outputs on six of seven lines, only on the S 60 it was no longer used. The last two multiple units were bid farewell to Stuttgart on November 4, 2016. Almost all of the Stuttgart units gradually became the property of the Munich S-Bahn, and a few were transferred to Düsseldorf.
Time and again, the vehicles made their way to the Rhein-Ruhr S-Bahn, where they supported the locomotive-hauled push-pull trains that ran there. For the timetable change in June 2004, railcars of the 420 series of the older series on the Rhine and Ruhr were again used on the S 7 and S 9 lines. These were replaced by the new 422 series from November 17, 2008 (S 7) to February 27, 2009 (S 9). In mid-2014, multiple units from Stuttgart and Frankfurt were transferred again to support the locomotive-hauled x-car trains on the S 6. If the 1440 series would not have been available when the timetable changed in December 2014, the 422 series should have been transferred to the S 6 and the 420 series should run on the S 5 and S 8 lines. However, these missions did not take place, instead the multiple units will be running on the S 68 amplifier line between Langenfeld , Düsseldorf and Wuppertal-Vohwinkel from December 2014 , where they initially shared their missions with the x-car sets. From December 2019, the vehicles of the 420 series will take over all services on the S 68.
Since the timetable change in December 2015, the vehicles have been used on the S 12 line of the Cologne S-Bahn , and until 2018 also on one S 11 amplifier each morning in each direction between Cologne Central Station and Cologne-Dellbrück . This measure is intended to expand the S-Bahn service on the Sieg line and create additional transport capacities. For this, some vehicles were transferred from Düsseldorf to Cologne. At Carnival 2016 (Weiberfastnacht), some 420s also drove to Düren as line S 19. From mid-June 2020, a route on line S 19 will be permanently served with this series on weekdays.
Construction series
| numbering | Construction series | Years of construction | Retirement |
|---|---|---|---|
| 420 001-003 | Prototypes | 1969 | 2001-04 |
| 420 004-120 | 1st series | 1970-72 | 2000-04 |
| 420 121-200 | 2nd series | 1972-75 | 2000-09 |
| 420 201-260 | 3rd series | 1976-78 | 2003-11 |
| 420 261-324 | 4th series | 1977-79 | 2004-14 |
| 420 325-370 | 5th series | 1979-80 | 1999-14 |
| 420 371-390 | 6th series | 1980-81 | 2004-14 |
| 420 400-430 | 7th series | 1989-92 | since 2013 |
| 420 431-489 | 8th series | 1993-97 | since 2014 |
Due to accidents, there were newly assembled trains with different numbering (e.g. 420 391).
SL X420
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Some 420 units from Munich are 2002 X420 to the S-Bahn-operation of the Swedish capital Stockholm has been awarded. They ran there in blue and white paint under the DB subsidiary "DB Regio Sverige AB" on behalf of AB Storstockholms Lokaltrafik . As early as November 2005, the first of these units were sent to Nykroppa in central Sweden for scrapping . The missions ended on December 14, 2005, and on December 16, 2005 the last three X420 units (054, 058 and 044) began their final journey to Nykroppa. This 420 variant is history again, as the X60 trains originally ordered could be delivered.
ET 420Plus
Two multiple units of the seventh series (420 400 and 420 416) received an extensive redesign program under the title ET 420Plus in 2006 at the Krefeld-Oppum repair shop . Externally, the vehicles differ in terms of digital train destination displays ( LCD ) on the front, sides and inside, roof structures for the new air conditioning system , LED headlights and taillights, and automatic door locking devices with TAV . Due to the air conditioning, the hinged windows were removed except for two per car. Windows were installed on the end walls between the end and middle cars so that passengers can see into the neighboring cars .
On the doors there is both a green pushbutton switch for opening the doors and a blue pushchair pushbutton switch right next to it, similar to those found on the entrances of the 423 series.
There were major changes in the interior: the previous green seat cushions were replaced by the blue ones familiar from the 423 series , although this has been the case with every unit in Stuttgart since 2007. The entire interior is light gray, the floor is set off in dark gray. The cutting disks at the short coupling ends have round upper edges and are framed with stainless steel rods. The interior lighting is covered with high-quality, anthracite-colored grilles. The fire extinguishers are no longer housed in the luggage nets, but in recesses below the seats.
The interior layout has been changed so that there are twice four seats at the heads of the end cars, while the space for parking bicycles and strollers now occupies the area on one side between the first and second door (on the left as seen from the driver's cab). In addition, the footwell is illuminated, the doors are equipped with intercoms for the driver and the vehicles have video surveillance.
In addition, the stop announcements have been modernized, the different exit directions from station to station are mentioned. In addition, the exit directions are displayed on the LCD screens inside the car , alternating with the time and the exact name of the next station.
Since April 10, 2006, the two vehicles were on the lines S 2, S 6 and S 60 of the Stuttgart S-Bahn network in trial operation with passengers.
In July 2009, the delivery of four previously temporarily z-provided units of the seventh series (420 425, 420 428, 420 429 and 420 430) to Frankfurt eliminated the vehicle reserve required for the further conversion: The 420Plus project was terminated due to frequent failures . One of the two vehicles was mostly in scheduled operation on the S 60, while the other was in the depot.
After the end of the mission on January 17, 2014, 420 400 was transferred from Plochingen to the SVG Eisenbahn-Erlebniswelt Horb am Neckar under its own power on January 19, 2014 . The 420 416 came to the DB Museum in Nuremberg . On April 22, 2016, 420 416 was transferred from the DB Museum in Nuremberg to Darmstadt Hauptbahnhof, where it is available to the Technical University of Darmstadt .
Preserved museum vehicles
- 420 001 - First railcar of the 420 series, prototype, today a museum vehicle of the Munich S-Bahn, in the original pure orange paint scheme, received a new general inspection in 2012 and was presented to the public on June 2, 2012 at the "40 Years of Munich S-Bahn" festival at Munich Central Station presents. Special trips were carried out with the multiple unit. It was transferred to the DB Museum in Nuremberg at the end of 2016.
- 420 002 - Prototype, end car received at the Deutsches Museum Verkehrszentrum, loan from DB Regio AG, in a green-blue-pebble gray paint scheme
- 420 298 - since May 20, 2015 at the Upper Hessian Railway Friends in Gießen , now no longer operational
- 420 300 - Inaugural train of the Stuttgart S-Bahn, received in the SVG Eisenbahn-Erlebniswelt Horb am Neckar, loan from DB Regio AG, in traffic red paint scheme
- 420 400 - Prototype 420 Plus, received in the SVG Eisenbahn-Erlebniswelt Horb am Neckar, loan from DB Regio AG, in traffic red paint scheme
- 420 416 - Prototype 420 Plus, exhibited in the open-air area of the DB Museum Nuremberg from May 2014 to April 2016, in the possession of the Technical University of Darmstadt since April 22, 2016 , parked on the tracks of the former BW Darmstadt
reception
In 1975 the Deutsche Bundespost issued a postage stamp showing a vehicle from the 420 series as a motif.
See also
literature
- Jens Hartwig: Federal Railroad ET 420: Before the End on the Rhine and Main , in: Lok Magazin , 11.2012, No. 374, pp. 74–79.
- Christian Stanski: Absolutely reliable. The 420 series , in: Lok Magazin , 9.2002, No. 252, pp. 36–45.
- Markus O. Robold: Class 420/421 - “ET 420plus” conversion program at the Krefeld-Oppum plant , in: Eisenbahn-Kurier , 9.2005, p. 13.
- Markus O. Robold: Stuttgart's S-Bahn modernized - “Roll-Out” of the first ET 420 Plus , in: Stadtverkehr , 2005, 11/12, pp. 24–27.
- Markus O. Robold: ET 420 Plus - classics refreshed. S-Bahn relaunch , in: Lok Magazin , 5.2006, No. 296, pp. 64–69.
Web links
- ET420 - online information and data on the 420/421 series
- S-Bahn Stuttgart: ET 420Plus (unofficial)
- Use in Stockholm
- IGS Munich
Individual evidence
- ↑ a b 420-online for the ET prefix
- ^ A b Marco Völklein: Munich S-Bahn parked in Nuremberg. In: sueddeutsche.de. December 29, 2016, accessed December 31, 2016 .
- ^ Ralf Roman Rossberg : More than just Olympic trains . In: railway magazine . No. 3 , 2015, p. 6-13 .
- ↑ German Bundestag (ed.): Answer of the federal government to the small question of the MPs Matthias Gastel, Stefan Gelbhaar, Stephan Kühn (Dresden), other MPs and the parliamentary group Alliance 90 / THE GREENS . -Bahns in Germany - optimize door control. tape 19 , no. 10451 , May 24, 2019, ISSN 0722-8333 , p. 6 ( BT-Drs. 19/10451 ).
- ↑ ET 420 from Cologne in use by the Munich S-Bahn on tramreport.de, from January 13, 2020, accessed on February 28, 2020.
- ↑ S-Bahn: The '420er' returns when the timetable changes. Retrieved December 16, 2014 .
- ↑ Dirk Walter: Recognized? The old S-Bahn returns. In: merkur-online.de. Retrieved November 3, 2014 .
- ↑ Frederik Buchleitner: S-Bahn: 420 now also through the trunk. In: Tramreport.de. February 3, 2015, accessed March 2, 2015 .
- ↑ Ancient trains to improve Munich's S-Bahn services , in Süddeutsche Zeitung , February 4, 2016.
- ↑ To avoid further chaos: the trunk line is fenced off. In: tz.de. May 1, 2017, accessed May 2, 2017 .
- ↑ Class 412 (ICE4) . In: Locomotive Report . No. 5 , May 2019, ISSN 0344-7146 , p. 17 .
- ^ Munich S-Bahn: 420 comeback? In: Bahn-Report . No. 3 , 2019, ISSN 0178-4528 , p. 69 .
- ↑ S-Bahn oldtimer says goodbye. (No longer available online.) Hessischer Rundfunk, archived from the original on November 5, 2014 ; Retrieved November 3, 2014 . 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.
- ↑ S-Bahn veteran class 420 makes way for modern successors. (No longer available online.) Deutsche Bahn, November 4, 2016, archived from the original on November 5, 2016 ; Retrieved November 5, 2016 . 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.
- ↑ NVR 5.Verbandsversammlung, local rail line registration for the annual timetable 2016
- ↑ S-Bahn Stuttgart ET 420 Plus ( Memento from November 27, 2015 in the web archive archive.today )
