SZU Be 510
| Be 510 | |
|---|---|
 Be 510
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| Numbering: | Be 511-516 UIC numbers 94 85 7 552 511-8… 516-7 |
| Number: | 6th |
| Manufacturer: | Stadler Bussnang AG |
| Year of construction (s): | 2013-2014 |
| Axis formula : | 2'Bo'Bo'2 ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over coupling: | 50,000 mm |
| Width: | 2940 mm |
| Bogie axle base: | 2100 mm |
| Total wheelbase: | 42 430 mm |
| Empty mass: | 93.0 t |
| Top speed: | 120 km / h |
| Continuous output : | 1400 kW |
| Starting tractive effort: | 160 kN |
| Driving wheel diameter: | 870 mm |
| Impeller diameter: | 750 mm |
| Power system : | 15 kV 16.7 Hz ~ 1200 V = |
| Number of traction motors: | 4th |
| Coupling type: | Schwab FK-15-10 |
| Seats: | 123 |
| Standing room: | 187 |
The SZU Be 510 is an articulated multiple unit of the Sihltal-Zürich-Uetliberg-Bahn (SZU), which was acquired for the Uetlibergbahn . These multi-system trains are the only SZU electric multiple units that can run both on the Uetliberg and the Sihl valley .
history
The vehicles were developed and built by Stadler Rail and are specially adapted to the needs of the SZU. Since the Sihltalbahn and the Uetlibergbahn have different current systems with different positions of the contact wire , the train is dual current capable and has a laterally movable pantograph . At the moment, it is only intended to be used on the Uetlibergbahn, the dual- current capability is an investment in the future, as a changeover of the Uetlibergbahn to alternating current is planned in the medium term. This means that the vehicles can be parked under alternating current without having to switch, which alleviates the space problems in Zurich Giesshübel. Additional pure direct current rolling stock could hardly have been accommodated in the existing parking facilities in Zurich Giesshübel, while there is still sufficient parking space on the Sihl valley route outside Zurich (e.g. in Langnau-Gattikon).
Technical
The railcar consists of three car bodies. The box structure is based on the Stadler GTW , with elements from the Stadler Flirt also being used. The intermediate car with its two powered bogies corresponds to the traction container of the GTW, the two end cars, each with a bogie, are supported on the intermediate car. The car floor is lowered between the bogies in all three car bodies.
The intermediate car contains almost all of the traction equipment. The two pantographs are located on the end car on slides known as transfer platforms . With the pantograph lowered, these slides can be moved pneumatically by 1.3 meters at a standstill ; they are locked in the end positions. Three contacts each on the transfer table, together with the counterpart on the car body, enable automatic system and voltage selection . The transfer table is designed in such a way that it can be moved on both sides, but the pneumatic cylinder only allows it to be moved from the middle to one side (can be switched to the other side in the workshop).
The vehicle can be freely used on the 15 kV alternating current network of Swiss railways.
The Be 510 can be used in multiple controls, in regular operation double compositions are driven, trains longer than 100 meters are not possible due to the limited platform length on the Uetliberg route.
- Slidable pantograph Be 510
- Vehicle and route
Be 510 on track 1 Uetliberg
Low-floor entrances on the car body on the mountain side
Train to buffer, Uetliberg station. Deep entry
Power rails of both systems in Zurich main station, platform 22
literature
- Martin Gut, Urs Nötzli: The Be 556 511-516 of the SZU. In: Eisenbahn Amateur 12/2013, pages 576-578
Individual evidence
- ^ SZU rolling stock directory 2015. SZU, July 1, 2015, accessed on October 16, 2016 .
- ↑ a b Remo Schnetzer: Be 510 two-voltage multiple unit . SZU. P. 14, September 9, 2013. Accessed October 20, 2016.
- ↑ EA 12/2013 p. 579
Web links
- Data sheet Be 510 SZU, 2013-05-10 (PDF file; 3.5 MB)
- Dr. Thomas Wagner, Chairman of the Board of Directors of SZU (PDF file; 21 kB)