DB class 481
| DB class 481/482 | |
|---|---|
 DB class 481/482
|
|
| Numbering: | 001-494 501 / 601-503 / 603 |
| Number: | 500 quarter trains |
| Manufacturer: | AEG / Adtranz / Bombardier Hennigsdorf , DWA / Bombardier Halle |
| Year of construction (s): | 1996-2004 |
| Axis formula : | Bo'2 '+ Bo'Bo' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over coupling: | 36,800 mm |
| Height: | 3585 mm |
| Width: | 3000 mm / 3140 mm above sea level Protective board |
| Trunnion Distance: | 12,100 mm |
| Bogie axle base: | 2200 mm |
| Empty mass: | 59.0 t |
| Top speed: | 100 km / h (currently reduced to 80 km / h by the Federal Railway Authority ) |
| Traction power: | 594 kW |
| Acceleration: | 1.0 m / s² |
| Braking delay: | 1.3 m / s² |
| Driving wheel diameter: | 820/760 mm |
| Impeller diameter: | 820/760 mm |
| Motor type: | Three-phase asynchronous motor DKABZ 2806-4B |
| Power system : | 750 V = |
| Power transmission: | Lateral power rail coated from below |
| Number of traction motors: | 6th |
| Train control : | mech. Driving lock / ZBS |
| Coupling type: | Scharfenberg coupling at the service coupling ends, separable rigid coupling within the quarter trains |
| Seats: | 94 |
| Standing room: | 200 |
| Floor height: | 1000 mm |
The vehicles of the DB class 481/482 are electric railcars for bus -track operation of the S-Bahn Berlin .
It is the youngest series of the S-Bahn Berlin and at the same time the most widely used. As early as 1990, representatives of the Berliner Verkehrsbetriebe and the Deutsche Reichsbahn (the operators of the separate Berlin S-Bahn networks at the time) got together to develop the requirements for a new type of construction. In 1993 the first model was presented to the public. As part of an ongoing upgrade , use is planned until the 2030s.
history
procurement
After the fall of the Wall in the GDR , the opportunity arose to manufacture a new type of vehicle for the entire S-Bahn network. In addition, the vehicle fleet, which largely consisted of prewar series 475 , 476 and 477 , was outdated. The average age of the cars was over 40 years. The 480 ( West Berlin ) and 485 ( East Berlin ) series cars procured from 1986 to 1992 could have completely replaced the existing wagons if they had been further delivered, but no longer met the new operational and comfort requirements.
With the units of series 481/482, the quarter train concept of the BVG was abandoned and half trains were used, which was bought at the price of more difficult train formation and train weakening or reinforcement compared to series 480. The trains are equipped with a three-phase drive and a GEATRAC vehicle control system (AEG).
The order for the first 100 quarter trains was made in 1993 and included the delivery of 10 pre-series quarter trains in 1996 and 90 series quarter trains in 1997. The agreed option for the delivery of a further 400 quarter trains was exercised in 1995.
Due to a specification by the Federal Ministry of Transport, the floor height was lowered from 1080 to 1000 millimeters at the end of 1993. Furthermore, it was decided at the same time to connect the wagons of a quarter train with a crossing.
The first quarter train was presented to the public on January 22nd, 1996 at a ceremonial introduction at the main plant in Schöneweide .
From 1996, 60 quarter trains were delivered annually. On September 30, 2004, the last of the 500 quarter trains was handed over at a ceremony. At that time, the average age of the vehicles on the Berlin S-Bahn was only about six years instead of the previous 55.
Problems and the S-Bahn crisis
After initial problems, the reliability of the trains had stabilized at a high level. However, the price pressure is noticeable during production, many components are of inferior quality and had to be replaced at great cost (e.g. thousands of door rollers). The lack of braking force (especially when braking quickly), the too soft suspension of the car body in the transverse direction and the typical jerking and jerking when starting and braking the train were and are criticized by the drivers.
On November 20, 2006, there was a rear-end collision at Südkreuz station, in which 33 people were injured. The cause was a lack of brake sand and the inspection interval was significantly exceeded. In addition, the control of the anti-skid devices did not work correctly. As a result, the S-Bahn committed itself to the Federal Railway Authority to reduce the permissible speed of the trains of the 481 series to 90 km / h, in station entrances to 80 km / h.
The S-Bahn crisis , which has not yet been overcome , was triggered when a train derailed at low speed on May 1, 2009 in Berlin-Kaulsdorf after a wheel broke. All passengers were able to leave the train unharmed. After some hesitation, the S-Bahn Berlin decided to have the wheelsets replaced on cars with a mileage of over 650,000 kilometers . This led to a reduction in train lengths and longer cycle times on all lines in June. After the ordered security controls had exceeded deadlines, the Federal Railway Authority ordered on June 29, 170 quarter trains to be temporarily shut down. This and the additionally ordered technical inspections led to severe disruption of the S-Bahn traffic up to and including the complete closure of individual lines. After the situation had initially improved, there were additional restrictions from September 8, 2009 due to new problems with the braking system.
In November 2009 it became known that the Federal Railway Authority would no longer approve the series based on current knowledge, among other things because the brakes were too weak.
In December 2009, according to ddp , irregularities were found again during test drives. The wheel disks are less firm than previously assumed, which is why 100 trains would have to be parked. In winter 2010, the S-Bahn Berlin GmbH justified the considerable delays and restrictions with missing trains, among other things due to frozen sand spreading equipment and drive problems, which is why only a good 200 quarter trains were operational at times.
From December 2010, the wheel sets on all cars were exchanged. The new wheel disks show u. a. a wheel web reinforced from 13 to 18 mm. This enabled the shortened examination intervals to be extended again. An assembly line was built especially for the large wheel set exchange project . The total additional costs amounted to 50 million euros. In August 2011, the installation of new sanding systems began to increase the winter resistance. As a result of a secondary provision in the approval of the new wheelsets, the maximum speed of the series was reduced to 80 km / h.
In August 2011, the S-Bahn Berlin announced that the problems with the traction motors caused by flying snow could be reduced by replacing the motor, but the failure of the electronics due to the sucking in of flying snow was due to the design and there was no solution yet. Solutions would also have to be developed for the problems with the sand spreading device to increase the braking effect. After retrofitting and upgrading, the vehicles can still be used on average for around 29 years.
By December 2012, all trains were equipped with wheel-set-selective wheel slide protection .
In the meantime (as of December 2019), S-Bahn Berlin GmbH assumes that it will receive a re-approval of the maximum speed of 100 km / h by December 2020. In addition to revising the braking system, a new wheel profile had to be developed and tested. After approval by the Federal Railway Authority, all 8000 bikes will be reprofiled. In the future, the maximum speed of 100 km / h will only apply on routes that are equipped with the ZBS train control system.
In addition to these - in some cases safety-relevant - problems, the ventilation system for the interior ventilation of the passenger area is insufficiently dimensioned. Compared to the cars of the earlier series, only half of the windows can be opened for ventilation. Passengers are therefore exposed to very high interior temperatures, particularly in the hot summer months.
Modernization and upgrading for continued operation
Since 2011, all trains in the 481 series have been equipped with the S-Bahn Berlin (ZBS) train control system, and 29.8 million euros are planned for vehicle equipment by 2015. In the spring of 2016, the retrofitting of the 500 quarter trains of the 481 series was ahead of schedule, so that the complete retrofitting by the end of 2016 seems assured.
As part of the longevity project , the Berlin S-Bahn is renovating and modernizing 309 quarter trains from 2019 to 2022. Here u. a. the door leaves and seats replaced, the floor and window frames renewed and a new color concept applied, which is based on that of the 483/484 series . The longitudinal beams of the car bodies have to be partially renovated. In addition, all 500 quarter trains will receive new door opening buttons and a video system for interior surveillance. The first modernized quarter train (481/482 381) was presented on October 22, 2019 and used in passenger service on the same day. Three more quarter trains are to follow by the end of the year, and the conversion of another 100 quarter trains is planned for 2020. Eleven weeks are estimated for the work per quarter train, which will be carried out in the main workshop in Schöneweide. The costs amount to 250 million euros, which the transport authorities assume as part of the interim transport contract. The project should be completed by 2024. In April 2020, S-Bahn Berlin GmbH announced the construction of a second production line. From 2021, ten vehicles per year are to be completely dismantled on this in order to renovate the car body and floor frame, including the transverse and solebar. In addition, the floors and seating areas on these trains will also be renewed, the interior furnishings will be refurbished or renewed and video surveillance will be installed. The vehicles will be given a new interior and exterior paintwork and the control technology will be upgraded with a PLC replacement. The conversion of around 40 vehicles (car bodies) is planned by the end of 2024. As a result, the service life of the vehicles is to be extended by another 15 years or around 10 years after the work has been completed.
The vehicles
Car body and passenger compartment
The vehicles should meet modern requirements. Two railcars each - one with a driver's cab (481), the other without (482) - are connected by a transition with a large cross-section. Thus, the smallest operationally usable unit is a half train with four cars. The transition was nothing new in Berlin's S-Bahn history. The two half-trains of the ET 170 series, known as the Blue Wonder , already had a transition over all four cars.
In 2003, three prototypes were ordered on a trial basis, in which the four wagons of a half-train can be walked through. These trains have two railcars (with two driver's cabs) and two permanently connected railcars. These trains are used in regular operation and on some weekends as excursion trains.
The cars are mostly equipped with transverse seats, the seating arrangement is 2 + 2. At the end behind the driver's cab and in the area of the car crossing there is a multi-purpose compartment with foldable longitudinal seats as storage space for bicycles and loads. The first cars were also delivered with a first-class compartment. A higher class of car (then second class) has not existed on the Berlin S-Bahn since 1946. However, these compartments were later downgraded. Some of these can be recognized by the armrests and higher backrests that are still in place. The car 481 002 was also initially delivered with wooden seats. They were later replaced by upholstered seats.
As part of the modernization, the vehicles have had new seats since 2019, and the covers now have the blue DB Regio color pattern. The wheelchair spaces and the door area are marked in yellow on the renovated floor. Additional support bars are installed in the longitudinal direction, the vertical bars are now designed to save space. In contrast, the train destination displays and interior displays will only be replaced by LED displays as part of a separate program from 2020.
technology
The smallest operational unit is a half train consisting of two quarter trains. Full trains of eight, three-quarter trains of six and, in times of low traffic and on less busy lines, half trains with four cars are used. On many lines such as the S 25, S 47 and S 85, only three-quarter trains are generally used. On the S 25, the platform lengths sometimes set limits. To simplify shunting work, covered shunting driver's cabs are built into the service coupling ends of the 482 class wagons without driver's cab. These enable one-man operation for shunting work.
By using trains with modern braking energy recovery (such as the BR 481), an average electricity saving of 30 percent can be achieved in the overall network compared to the exclusively compressed air-braked pre-war trains. Three of four bogies of a quarter train are driven. In the interior, easy-care and vandalism- resistant fabrics were used.
Because of their characteristic howling start-up noise, which is typical for three-phase motors with frequency converters, these vehicles are sometimes also called "circular saws", " howling buoys " or "air raids", and because of the large curved windshield they are also called "diving goggles". The loud starting and braking noise is perceived by many as annoying due to its frequencies and has led to many complaints from residents on the S-Bahn.
The driver's cab
The driver's cab of the vehicles is similar to that of the 480 series. While the consoles were kept in steel blue, the lights are white and the switches are black. The driver's cab is connected to the passenger compartment by a door, and there is also an external door on both sides. The driver sits in the middle, which means that he can easily reach all the important controls. The so-called control panel is located behind the seat on the left. There he can read the battery voltage and the driving voltage. In addition, certain technical facilities can be bridged from here in the event of a fault. The indicator lights and toggle switches for the main switch, the spring accumulator, the EP brakes , the clutch and the drive voltage are attached to the left driver's desk console .
The speedometer , which shows the current speed and the preselected speed, is located on the middle console of the driver's desk . To the right of this is the double manometer, which shows the pressure in the main air reservoir line and the brake cylinder pressure.
Only the control buttons for the trunked radio and the drive switch lock are located on the right-hand driver's desk console. The terminal is located above the right-hand driver's console and is the communication interface between the driver and the integrated on-board information system. All new operating states and switching operations are reported and confirmed by a warning tone.
The driver operates the direction and speed selector, the drive and brake lever with his right hand. The left hand operates the buttons for opening and releasing the passenger compartment doors.
The device for the ZBS driver's room display and the display of the FASSI driver assistance system were subsequently added.
Coloring
The first design drafts of the Institute for Rail Vehicles in Berlin-Adlershof envisaged two color variations: the traditional one in yellow (roof to window sill) and red (below the window sill to the lower edge of the car body) and gray car body with blue stripes on the roof edge (see Riechers: p -Bahn multiple units, page 100). A model made on a scale of 1: 1 showed the latter color scheme, another variant a (partial) train in red and white, which should symbolize the Berlin and Brandenburg state colors. Both proposals did not succeed; The usual Berlin S-Bahn colors were used for the pre-production and production vehicles, but with the same layout as the model: the entire side walls ocher; Roof, upper edge of the car body, windscreen frame and protective borders in ruby red.
The Berlin population quickly aroused displeasure about this color scheme, which differed from the traditional one, and found no acceptance. In a newspaper article in August 1997, an editor of the Berlin daily BZ therefore suggested the traditional colors for the new vehicles, which were illustrated there with pictures. In addition, the newspaper readers were asked to give their opinion on the current color scheme of the new build vehicles and the traditional ones. A month later, the newspaper published the result of the opinion poll: 90 percent of the readers who had reported by postcard or phone call, pleaded for the traditional colors (as in the late 1980s in a similar attempt, the 480 series in crystal blue-gray to be delivered; this color scheme was only given to the first two prototype quarter-trains); at the same time, the newspaper also showed pictures of the traditional color variant for the 485/885 series, which was only implemented years later. The result of the survey and the simulation images were handed over to the S-Bahn management.
The S-Bahn showed itself to be open-minded and prepared a sample using foil stickers. On the occasion of the reopening of the Westkreuz – Pichelsberg S-Bahn line, the Berlin S-Bahn presented this train to the public.
Because of the current contracts, the industry initially continued to deliver the trains (up to quarter train 481/482 224) in the initial variant. At the next opportunity to adapt the delivery options, the S-Bahn changed the appearance of the cars to the traditional color division desired by the Berlin population with the colors ocher yellow ( RAL 1024) and ruby red (RAL 3003). From the 225th quarter train of the 481 series, which was delivered together with the 481/482 226 unit on February 3, 2000, the traditional colors of the latest vehicles are part of everyday life (481/482 225–494 and 481/482 501/601 -503/603). In October of the same year, the S-Bahn adapted the design of this series to that of the 480 series (and thus also the 485/885 series, which was now painted in the traditional color scheme) by eliminating the black ribbon between the individual windows. All other vehicles in the original paint scheme were subsequently repainted during main inspections, which was completed at the end of 2007.
Since then, the Berlin S-Bahn has only had the traditional color scheme, which has been and is a trademark of the German capital for decades. In September 2018, however, the S-Bahn announced that it would paint the series 481 from spring 2019 analogous to the series 483/484 with lighter colors, black doors and without a black dividing line. The modernized trains have overall lighter colors, so the area under the windows is now painted in the color NCS S 1580-R (red), the upper part of the vehicle - with the removal of the red decorative stripe above the windows - in NCS S 2010-Y10R (mustard yellow). The doors are in a glossy black (RAL 9005 - deep black). The black vertical stripes were omitted.
Series 481 in the original paint scheme
Train in the older paint scheme with black bars between the windows
Train in traditional colors - the windows are no longer grouped with black bars, but are separated by color
Modernized train with a new paint scheme adapted to the 483/484 series
Series 481 as an advertising medium
The new 481 series was also very well received by companies in Berlin and Brandenburg and became a symbol of Berlin. Since 2000, the advertising contracts for the use of some quarter trains of the 481 series have increased steadily - there were even four quarter trains with full advertising (481/482 035 and 036 and 481/482 011 and 020).
In addition, there were and are numerous quarter trains that drive through Berlin with banners (advertising posters below the ribbon window). The German railway still decided a promotional stop for the Berlin S-Bahn - that is, that since 2005 no new advertising contracts were more complete.
Since 2015, however, multiple units with banner advertising and full advertising have been on the road again.
commitment
The trains of the 481 series can run on all lines of the Berlin S-Bahn. The lines S1, S2, S25, S26, S3, S5, S7, S75 and S9 are operated by type with this series. The vehicles can often also be found on the S41 and S42 lines. Occasionally the 481s also run on the S8, S45, S46 and S47 lines.
See also
literature
- Martin Pabst: U- and S-Bahn vehicles in Germany. GeraMond, Munich 2000, ISBN 3-932785-18-5 .
- Daniel Riechers: S-Bahn multiple units - New vehicles for Germany's urban express traffic. Transpress, Stuttgart 2000, ISBN 3-613-71128-1 .
- Joachim Wegner: Rejuvenation of the Berlin S-Bahn vehicle fleet. In: Eisenbahn-Revue International . No. 11, 2003, ISSN 1421-2811 , pp. 518-521.
Web links
Individual evidence
- ↑ a b c acceptance of the ET 481/482 of the Berlin S-Bahn. In: Eisenbahn-Revue International . No. 6, 2004, ISSN 1421-2811 , p. 252.
- ↑ Berlin S-Bahn fleet complete. In: Eisenbahn-Revue International. No. 11, 2004, p. 486.
- ↑ a b c S-Bahn will be allowed to run at 100 km / h in the future. In: Berliner Zeitung . December 16, 2019, accessed December 18, 2019 .
- ↑ Risk of wheel breakage. S-Bahn pulls cars out of traffic. Berliner Morgenpost , June 12, 2009, accessed on November 9, 2009 .
- ↑ EBA orders the temporary decommissioning of further S-Bahn vehicles. (No longer available online.) Federal Railway Office , June 30, 2009, formerly in the original ; Retrieved July 2, 2009 . ( Page no longer available , search in web archives ) Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.
- ↑ Chaos in Berlin. Federal Railway Authority closes the S-Bahn. Spiegel Online , July 1, 2009, accessed November 9, 2009 .
- ↑ Security check - S-Bahn traffic in Berlin is severely restricted. Berliner Morgenpost, June 30, 2009, accessed on November 9, 2009 .
- ↑ Due to extensive special investigations on the vehicles of the 481 series, the Berlin S-Bahn can currently only offer limited traffic. (No longer available online.) S-Bahn Berlin, July 14, 2009, archived from the original on July 14, 2009 ; accessed on July 14, 2009 (no longer online). 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.
- ↑ Due to additional technical investigations, the S-Bahn Berlin is only offering a limited timetable on Tuesday, September 8th, 2009 from the start of operations (approx. 3:45 a.m.). S-Bahn-Berlin, accessed on September 7, 2009 (no longer available online).
- ^ ARD: Approval for Berlin S-Bahn cars questionable - brakes designed too weak. ad-hoc-news, November 16, 2009, accessed December 23, 2009 .
- ↑ Newspaper: Defects on S-Bahn trains found again. (No longer available online.) Berlin.Business-on.de, December 8, 2009, archived from the original on December 13, 2009 ; Retrieved December 9, 2009 . 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.
- ↑ Due to frozen pipes on sand spreading facilities and other weather-related disruptions, there are delays on all lines and the use of shorter train lengths (as of December 19, 2010 7:00 p.m.). S-Bahn Berlin, accessed on December 19, 2010 .
- ↑ Halfway through the big wheel set swap of the S-Bahn Berlin. S-Bahn Berlin GmbH, July 20, 2011, accessed on October 5, 2011 .
- ↑ Even at second glance: the course is right . In: S-Bahn Berlin GmbH (Ed.): Point 3 . No. 16 , 2011, p. 4th ff . ( Item 3 for reference [accessed on August 28, 2011]).
- ↑ S-Bahn management draws cautiously positive results for 2012. S-Bahn Berlin GmbH, May 30, 2013, accessed on May 31, 2013 .
- ↑ Current operating restrictions S-Bahn Berlin - background, measures, outlook " ( page no longer available , search in web archives ) Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.
- ↑ Train control system for the Berlin S-Bahn (ZBS). In: deutschebahn.com. Deutsche Bahn , April 25, 2016, archived from the original on June 28, 2016 ; Retrieved June 29, 2016 .
- ^ Project longevity. In: sbahn.berlin. S-Bahn Berlin GmbH, September 27, 2018, accessed on October 1, 2018 .
- ↑ IGEB passenger consultation day. (PDF; 12.4 MB) In: igeb.org. S-Bahn Berlin GmbH, September 20, 2018, accessed on September 13, 2019 .
- ↑ a b c d e f Upgrading the S-Bahn series 481/482 . In: Berliner Verkehrsblätter . No. 12 , 2019, pp. 242 ff .
- ↑ Everything new inside and out! In: point 3 . No. 21 , 2019, p. 8 f . ( online [accessed November 11, 2019]).
- ↑ 2020 / S 077-182892: AS Project LL 481 S-Bahn Berlin . Electronic tendering portal of the EU. April 20, 2020.
- ↑ Berlin: S-Bahn puts out a second production line for the longevity of the BR 481 . Locomotive report. April 20, 2020.
- ↑ This is how we make our 481 series fit for the future! . S-Bahn Berlin GmbH. July 8, 2019 .: "Well, in 2019, the backbone of the Berlin S-Bahn fleet will be made fit for the next 15 years."
- ↑ Christiane Flechtner: Project Longevity - Rejuvenation with Facelift S-Bahn Trains . In: Punkt3 . Punkt 3 Verlag GmbH. January 20, 2020 .: "In the" Longevity "project, the series is now being made fit for another ten years"
- ↑ New technology could make the S-Bahn quieter Technical University has developed whisper drive. Installation is too expensive for the transport company. Der Tagesspiegel, October 15, 2005, accessed on May 24, 2015 .
- ↑ Mathias Hiller: Is that what the new S-Bahn should look like? , in: BZ August 18, 1997, p. 7
- ^ Mathias Hiller: S-Bahn again in black-red-gold , in: BZ September 18, 1997, p. 37
- ↑ Berliner, this is our new S-Bahn. It was designed by BZ , in: BZ January 16, 1998, p. 1
- ^ Mathias Hiller: New S-Bahn: This is how it came about on the BZ computer , in: BZ January 16, 1998, p. 6
- ↑ Berliner Morgenpost : New liveries - Berlin's S-Bahn gets a new face , September 21, 2018
