DB class 488.0
| DB class 488.0 / 888.0 "Panorama S-Bahn" |
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 Panorama S-Bahn in Berlin's Ostbahnhof, 2003
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| Numbering: | 488 001/888 001/488 501 |
| Number: | 1 |
| Manufacturer: | 477 130, 105: DWA 877 130: RAW Schöneweide conversion: Hw Schöneweide, ELMO, AEG , Siemens |
| Year of construction (s): | 1943/1958 1997–1999 (conversion) |
| Axis formula : | Bo'Bo '+ 2'2' + Bo'Bo ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over coupling: | 54,065 mm |
| Length: | 17,255 mm (ET) 17,605 mm (EB) |
| Height: | 3548 mm |
| Width: | 3130 mm |
| Trunnion Distance: | 11,975 mm (ET) 12,325 mm (EB) |
| Bogie axle base: | 2500 mm |
| Empty mass: | 123.0 t |
| Service mass: | 128.0 t |
| Top speed: | 80 km / h |
| Hourly output : | 8 × 90 kW = 720 kW |
| Continuous output : | 8 × 63 kW = 504 kW |
| Acceleration: | 0.3 / 0.5 m / s² (switchable) |
| Driving wheel diameter: | 900/850 mm |
| Impeller diameter: | 900/850 mm |
| Motor type: | GFM 3824 a 34 |
| Power system : | 750 V = |
| Power transmission: | Lateral power rail coated from below |
| Number of traction motors: | 8th |
| Control: | automatic electrical resistance control |
| Coupling type: | Scharfenberg coupling |
| Seats: | 65 |
| Floor height: | 1120 mm |
The class 488.0 / 888.0 is a three-part multiple unit of the Berlin S-Bahn . The unit, which was created in 1999 by converting two quarter trains from the 477/877 series , is only used for special trips. It is also known as the “Panorama S-Bahn” .
Since the vehicle was presented to mark the 75th anniversary of the S-Bahn on August 6, 1999, around 150,000 passengers have now been counted, including Queen Elisabeth II.
development
The two examples of the 491 series served as a template for an S-Bahn railcar that was to be used for tourism, the last of which was so badly damaged in a rear-end collision on December 12, 1995 that rebuilding was out of the question was.
The first considerations for a similar vehicle came up before the accident in Berlin, shortly after the S-Bahn Berlin GmbH was founded on January 1, 1995. At first there were considerations to build a vehicle corresponding to the open double-decker of the BVG . The U-Bahn already had such an open vehicle - known as the Cabrio-U-Bahn - where passengers wearing helmets can experience the Berlin underground. The idea of designing a similar vehicle for the S-Bahn was quickly rejected for the following reasons:
- First and foremost, the safety of the passengers was at stake: Since the vehicle would have been on the road in regular operation, there would be a risk of coming into contact with surrounding vehicles or systems.
- The vehicle could only be used between regular trains, which would mean an increased travel speed. The passengers would have been more exposed to the wind.
- An open vehicle would also have meant that operation could only take place for seasonal reasons, i.e. only in the warm season. However, this leads to a not inconsiderable increase in operating costs.
- In the case of open cars without a load-bearing roof, the floor frames would have had to be considerably reinforced, which would have encountered difficulties due to the parts to be arranged under the floor of the car, in particular the electrical equipment.
So there were several reasons against a convertible S-Bahn. At this point in time there was an accident in Garmisch-Partenkirchen , in which the last copy of the series known as the “Glass Train” was destroyed. The responsible people on the board of the Berlin S-Bahn took up the idea of the tourist car again and set the requirements for the vehicle to be constructed:
- The vehicle should only run on the direct current lines of the Berlin S-Bahn, i.e. with 750 V = and a side busbar.
- Similar to the “Glass Train”, passengers should have as unimpeded a view to the right and left of the vehicle as possible, as well as a clear view of the route beyond the driver's cab.
- The interior alignment must be designed to be barrier-free , and the highest level of comfort must be offered. A multimedia system is provided for explanations.
- Free passage between the individual cars.
- Installation of a barrier-free toilet.
- The vehicle is not to be rebuilt from a new building, but rather from the existing fleet.
The choice fell quickly on the 477 series, which was intended for retirement; the newer series would not have been considered for a conversion from the start. In addition, the main workshop in Schöneweide had decades of experience in converting and modernizing these vehicles. Nevertheless, the “Panorama-S-Bahn” was to be one of the largest renovations in the history of the plant.
modification
The two quarter trains 477/877 105 and 477/877 130 provided for the main inspection served as donor cars for the panorama train Sidecar) had to be retired due to technical defects. In any case, a three-part train was suggested at the first presentation.
The two railcars were manufactured in 1943 at the Dessau wagon factory , the sidecar in 1958 at RAW Schöneweide . After conversion, they were given the car numbers 488 001 or 501 and 888 001.
When the vehicles were first examined, corrosion damage was found on several carriers. These were not serious at the time, but could have made themselves felt later. As a result, the main workshop decided to completely rebuild the car to avoid later work.
The renovation took place between 1996 and 1999. Around 3.5 million euros were spent on this.
Shell construction and painting
The dimensions of the vehicles correspond to those of the basic vehicles. The middle car is 350 mm longer than the two railcars. The floor frame also corresponds to the originals, only the cross members were given a different position to enable a consistent frame construction. The head supports, however, had to be redesigned. The reason for this was the planned transitions between the individual wagons, which meant that the couplings were lowered by 370 mm.
The side walls of the vehicle are connected to the 1600 mm wide side member in the roof. In the shell, they consist of square tubes with tension and compression rods arranged below the window parapet and sheet steel planking. The arrangement has also become possible because the smaller number of doors (one on each side of the car instead of four) benefits the statics of the car bodies. The vehicle heads also had to be rebuilt and additionally reinforced to match the changed cross-section of the car body. Nevertheless, they resemble those of the BR 477 in almost every detail. The arrangement of the headlights has also been modeled on that of the original vehicles, only the third peak signal above the windshield is new.
When painting the vehicles, the tried-and-tested color scheme popular with the population was used: Bordeaux red underneath the ribbon, ocher above. Only the black separating stripe between the colors and the burgundy-red stripe above the windows are missing. An exception are the doors painted completely in ocher, which deviate from the original pattern.
Passenger compartment
The interior design as well as the exterior coloring of the railcar was carried out by the designer team Heike Mühlhaus and Peter Ruthenberg.
The vehicle has a total of 40 side windows with a weight of 170 kg each. They are designed as thermal windows and are drawn undivided into the central beam in the vehicle roof. They are connected to one another by an aluminum frame and glued into the side wall.
In order to also ensure an optimal view of the route, a glass partition has been installed between the passenger compartment and the driver's cab. The driver's cab itself can only be entered from here and has been completely redesigned.
The floor height is 1120 mm above the top edge of the rails, which ensures that entry is almost level. The floor itself consists of a splash guard attached to the underframe, on which in turn a lattice-shaped wooden frame divided into three parts is attached. On this is the actual floor in the form of a plywood board that is screwed to the lattice frame. There is insulation material between the plywood panel and the lattice frame. Carpet was then laid again on the plywood panel.
For the cladding in the interior mainly oak or oak wood veneer was used.
The vehicle unit has a double-leaf, electrically driven outer pivoting sliding door with a clear width of 1155 mm for each individual car and side. Since the panorama windows are too massive, the door windows also function as an emergency exit. The doors can be opened from both sides with push buttons; A red warning light lights up before departure and the distinctive warning signal sounds.
The multiple unit has a total of 65 seats, of which 26 each in the two railcars (arrangement 2 + 1) and 13 in the intermediate car (arrangement 1 + 1). The latter allows wheelchair users to drive unhindered through the middle car. The seats have a seat surface width of 550 mm, the total width is 650 mm. Depending on requirements, the seats can be rotated lengthways as well as across the direction of travel; A similar arrangement already existed on the 175 series of the Deutsche Reichsbahn . Each seat has a headphone connection, which the passenger can use to receive information about the route and the surrounding sights if necessary.
There is a counter for small snacks and drinks at one end of the middle car for the interim supply of passengers. At the other end is the toilet.
The vehicle is also equipped with an air conditioning system that allows the appropriate temperature to be set at any time of the year. Each of the three individual wagons has its own system. The condenser, compressor and converter are located below the vehicle floor, while the air conditioning unit and heating are located in the respective car body .
A light strip built into the roof is provided for the lighting, which can also be regulated if necessary. Among other things, this can prevent the attraction of an evening or night drive from being lost due to reflection. In addition, spot lights and individual lights are attached.
Technical equipment
In order to allow the passengers to see as uninterrupted as possible, the parts of the electrical and pneumatic equipment are installed under the floor of the car.
The bogies were taken over from the 477 series cars that were reconstructed in the 1970s and 1980s. The end cars are each equipped with two motor bogies, the intermediate car with running bogies. Initially, a control car was planned instead of the second railcar , but the idea was rejected again because there was a risk that the power of one railcar would not have been sufficient to drive the entire railcar unit.
The brake system consists of a KE brake, an E / P brake serves as a supplementary brake. In the event of an emergency braking in a difficult-to-reach place, e.g. B. in a tunnel, the driver can also bypass the brake to drive the vehicle to the next train station.
Electrical equipment
The driving circuit as well as the drive were adopted unchanged from the BR 477. Due to the expanded electrical equipment, however, the auxiliary power supply had to be changed. The power supply of the 400 V three-phase auxiliary network is provided by a static converter that provides the individual on-board voltages:
- A 540 V DC link for the battery chargers with an output voltage of 110 V DC.
- 400 V three-phase current for the air conditioning.
- 230 V alternating current for the air handling units, the multimedia system and the bar.
- 12 or 24 V = for PLC, multimedia and radio.
The auxiliary systems are controlled via PLC (programmable logic controller); the connection from the computer to the individual PLC terminals is via fiber optic cables . Due to the large fluctuations in the 750 V direct current network of the S-Bahn, the individual voltage levels could only be managed with great effort, since the connected consumers can only tolerate minimal fluctuations in current.
business
The multiple unit is currently not in service. It only ran on Fridays and on weekends in special services between the regular trains. The standard round trip was the Ostbahnhof - Südring - Stadtbahn –Ostbahnhof route, although other destinations were also offered on certain occasions, such as the World Cup or when the route was opened. It was also possible to charter the vehicle for special occasions, such as company parties, weddings, etc.
A tour guide gave background information and anecdotes about the route and the surrounding sights. In addition, guided tours of the city were offered in English and Spanish via headphones in the headquarters.
Until further notice, the Panorama S-Bahn will not be in operation due to the long-term lack of workshop capacity due to the S-Bahn misery . Extensive revisions to the vehicles would also be necessary for a restart. The costs for this can amount to over two million euros. Against this background, the S-Bahn Berlin GmbH questions the restart. The train is parked in the Erkner railcar hangar.
literature
- Martin Pabst: U- and S-Bahn vehicles in Germany . 1st edition, GeraMond Verlag, Munich 2000, ISBN 3-932785-18-5
- Daniel Riechers: S-Bahn multiple units - New vehicles for Germany's urban express traffic . 1st edition 2000, transpress Verlag, Stuttgart 2000, ISBN 3-613-71128-1
- Joachim Wegner: The panorama train of the S-Bahn Berlin GmbH . In: Eisenbahn-Revue International , No. 10, year 1999, ISSN 1421-2811 , pp. 442–445
Web links
- Official website of the Panorama-S-Bahn
- S-Bahn-Galerie.de - Class 488 - Panorama-S-Bahn
- What has become of the Panorama S-Bahn? In: Sunday question in the evening show. rbb Abendschau, July 26, 2015, accessed on October 23, 2016 .
Individual evidence
- ↑ a b c printed matter 17/12403. (PDF; 169 kB) Berlin House of Representatives, July 19, 2013, accessed on August 3, 2013 .
- ↑ Sabine Rennefanz , Martin Klesmann: With the S-Bahn to flourishing landscapes - The British queen in Potsdam. In: Berliner Zeitung . November 4, 2004, accessed June 9, 2015 .