DB Class 407
The Class 407 is the latest model of high-speed trains ICE fleet of Deutsche Bahn. The manufacturer of these trains, Siemens Rail Systems, they are referred to as Velaro D (D for Germany ). They are - after the moves for Spain, China and Russia - the fourth variant realized the Velaro platform from Siemens Rail Systems. The trains were assigned by Deutsche Bahn ICE 3 fleet and also sometimes referred to as a "new ICE 3".
The four-system vehicles are to be used in traffic in Germany, France and Belgium. The trainsets should be used from December 2011. After numerous delays the approval individually propelled trainsets in June 2012, for the operation of two connected train parts ( double traction ) took place shortly before Christmas 2013.
- 3.1 Velaro D with synchronous drive
History
Planning and ordering
From an intensive and controversial discussion within DB long-distance transport showed a operational and technical specifications, which laid the beginning of October 2007 made tender basis. Then ranged four European rolling stock companies a corresponding documents and received the end of 2007 the complete tender documents, were in those four TSI -compliant system - unit trains demand for a top speed of 320 km / hr. Among the more than 6,000 individual requirements of the tender system of four - unit trains ( for Germany, France, Belgium, and optionally in the Switzerland ) included at least 420 seats to be provided and a possible load to 150 percent of seating capacity. From the factory, the trains should be approved for Germany, France and Belgium, later, the approval for the Netherlands and the Transport for London should follow. The delivery of the first train was provided exactly three years after signing the contract.
To allow for a "real competitive bidding ," the formation of consortia were excluded. After DB information should this " first time TGV designs have a real chance ." On 18 March 2008, several major and minor offered by two manufacturers were received by the DB.
As a " negotiable " were considered by DB information in addition to the eight-car Velaro trainset Siemens also a double -deck TGV trainset ( RGV 2N2 ) Alstom, a development of the TGV Duplex. The DB evaluated the withdrawal of the two remaining bidders as "disappointing".
In late November 2008, Siemens was awarded the contract. On 17 December 2008, signed Hartmut Mehdorn, the former CEO of Deutsche Bahn, and Peter Löscher, the former CEO of Siemens AG, the Bahn Tower in Berlin the Treaty on first 15 eight-car Velaro trains with a total value of around 495 million euros. All 15 trainsets should be delivered by 2012, the first trains will be delivered in December 2011.
In the spring of 2011, the German Railways ordered another trainset to replace a damaged in August 2010 in an accident ICE 3M. The contract includes an option for an additional traits that can be redeemed within two years. In January 2014 it was announced that DB has made use of this option and has ordered an additional Velaro D.
Production and approval
The multi -system trains were manufactured at the Siemens plant in Krefeld- Uerdingen between autumn 2009 and May 2012.
The Velaro D has been presented at InnoTrans 2010 the first time. The set consisted of a final and two intermediate cars that could be seen during the press days from the inside. A second end cars with blue instead of red guide strip was also issued, but was not part of Präsentationszug.
- First public presentation at InnoTrans 2010
First public presentation
Deutsche Bahn CEO Rüdiger Grube and Siemens CEO Peter Löscher
Head game
On 28 September 2010 the issued at InnoTrans pulling part in Wegberg -Wildenrath arrived to study there as test drives. Mid-January 2011 began at the test Wegberg- Wildenrath test drive the first full train. On 18 April 2011, the first train set ( 4702 ) left the Siemens test center Wildenrath. This is followed by trial runs for running dynamic authorization as well as test drives joined in the federal territory. In a test drive of the train reached it first launched its maximum operating speed of 320 km / h By May 2013, the trains completed approximately 250,000 km test drives.
Two coaches of a train were brought for climatic studies by low loader to the climate chamber of the Institute Rail Tec Arsenal ( RTA ) to Vienna to prepare mechanical and electronic components for proper function of moisture and temperatures between -25 ° C and 45 ° C. These trials should last from early April to late June 2011.
On August 4, 2011, a train set on the new Nuremberg -Ingolstadt reached during a test drive at a speed of 352 km / h End of 2011, ran tests in France. On 4 June 2012, the Federal Railway Authority granted approval for operation in Germany in Simple traction. One and a half years later, on December 20, 2013, the Federal Railway Authority issued the Series approved for operation in double traction in Germany. The next day was the trainset 717 which traveled as ICE 817 from Köln Hbf to Frankfurt main station, the first use with passengers instead. At this time, the first four -unit trains (711, 713, 715 and 717) were delivered to the German railway. Approvals for cross-border services to France and Belgium will follow.
The German railway expects to full international usability of trains, including approvals for France and Belgium, before the end 2016Vorlage: Future / In 2 years (as of autumn 2013). In September 2013, a train set for test drives in Belgium was traveling.
Delivery and delivery delays
In April 2011 it was reported that the German railway expecting a delivery delay of up to half a year. Instead of the planned seven trainsets should the timetable change in December 2011, only three have multiple units available. According to media reports from June 2011, the delivery of multi-system trains would be delayed due to difficulties with a supplier. It is argued in 2012 first three trains are supplied for domestic traffic, the first train for traveling abroad should first end of 2013 are available and the delivery extend to 2015. After the manufacturer, Siemens 2011 Delivery delays nor denied in April, he confirmed in June 2011 delayed by supply problems, however, should only include up to three months. The first trains should therefore be delivered in February 2012. A total of 14 trains would be passed in the course of 2012.
After a meeting in the Ministry of Transport on 9 September 2011 was reported that three trains would be available in spring 2012. Until August 2012 13 of 16 trainsets ordered should be delivered. Other media reported that even for the three trains from the date in spring is not more talk. It was said that a total of 12 trains should be allowed until August 2012.
In January 2012 it was reported that the railway should at least get the first ten ICE in the fall of 2012; Cause of the delay were problems with the authorization of the train protection system at a supplier. The reasons for the repeated delays were among the other problems with brakes, air conditioning, and drain the water in the onboard restaurant. During the notification process also 230 technical adjustments were made to the trains due to changes in technical regulations.
Mid- May 2012, Siemens announced to have at least eight trainsets for timetable change on December 9, 2012 ready for the domestic operation in double traction. Reason for further delays were unresolved technical issues and new permit conditions. Statements about the international use were not met; the trainsets will initially increase the vehicle reserve of Deutsche Bahn. End of September 2012 calculated the German railway internally no longer to be able to use the trains to the winter timetable 2012/13; According to Siemens schedule first trains had been available until February 2013. After consultation with the train and the Federal Railway Authority, Siemens decided in November 2012, according to a comprehensive software defects. The former Siemens CEO Peter Löscher called comparatively complicated registration procedures, as a determining reason for delays in delivery.
By May 2013, the Federal Railway Authority demanded changes in 2900. The Authority established the high testing with the complex design of Siemens. The commercial operation of trains was not foreseeable. Siemens intended to request final approval if the software issues resolved and the brakes were reviewed externally. Since August 1, 2013 sat in Krefeld experts from Siemens, DB and the Federal Railway Authority for the approval process together. In the same month the software problems were resolved and new testing began in double traction. After DB data from September 30, 2013, Siemens had promised to deliver 2014 eight trainsets to April. After test driving it should be integrated from the summer of 2014 in the timetable. For the first trains an international registration is no longer provided.
The German Railway started in early November 2013 from the multiple units 13 and 17 and then used them for training purposes. Shortly before Christmas 2013, the Federal Railway Authority finally gave approval for operation in double traction within Germany. The authorization is valid for multiple units that have received a serial approval. By the end of December 2013, four-engine trains were handed over to the German railway.
On April 2, 2014, the eighth multiple unit of Siemens in Berlin Central Station was symbolically handed over to the German railway. Federal Transport Minister Dobrindt and train pit boss attended the ceremony.
The remaining eight trainsets initially remain with the manufacturer Siemens for testing in Belgium and France and the associated regulatory process. According to a press report to the nine trains until 2016 used for testing abroad and used from the timetable change in December 2016 (as of February 2014). These units are intended for international traffic, and the remaining eight trains will be retrofitted for operations abroad.
The German train made as a result of the delivery delays claim damages, including for loss of sales, and equipment and staff, which were acquired or adjusted for the maintenance of the new trainsets, but would not yet required. A 17 ICE with a new drive, the Siemens wanted to build for his own purposes, to the German railway obtained because of the delays that have occurred instead of a penalty free (as of January 2012). According to DB information, the delivery of a train mid- 17th January 2014 was firmly agreed. The formal award decision was published on 24 January 2014. The additional 17 ICE should be credited to the expected compensation from 50 to 60 million euros (as of August 2012). It is considered unlikely that this 17 trainset will suffice as compensation.
Transport for London
The trains should run in the Euro tunnel from the end of 2013 to London. This should line up with three pairs of trains daily between Frankfurt and London via Cologne, Brussels and Lille, to be established. Another Linienast was between Amsterdam and London, via Rotterdam and Brussels, are provided. The coming out of Germany and the Netherlands trains should thus be linked or separated in Bruxelles Midi station and go in the train to London ( and vice versa). After DB data retention would be conceivable in Ebbsfleet and Ashford. For a later time holding was considered in Aachen and Liege.
On the train stations in Frankfurt, Cologne, Amsterdam and Rotterdam, the company wants the information necessary for the operation of security areas (Still 2010). In addition, there was an attempt to develop an alternative to fixed security checks for less busy holding.
The departures are in the morning in London, take place at noon and in the afternoon. Between Frankfurt and London, a journey time of around five, between Cologne and London is sought by just under four hours. Less than four hours to be reached between London and Amsterdam. Between Frankfurt and London, operating a recording has already been tested for 2012 (as of October 2010). A reservation is to be mandatory. The German railway expected in early 2013 so that the traffic to London after 2016Vorlage: to be able to accommodate future / In 2 years. The company makes the manufacturer responsible for the delays. This emphasized the need for the UK transport changes were not commissioned.
On 12 July 2011, the German Railway requested the approval of the ICE trains for the Channel Tunnel. This includes a safety study was submitted. A second expert had also conducted evacuation simulations. The Velaro RUS, systems for use in the Euro tunnel, similar to installed fire detection and fighting in the underfloor area. In addition, the incorporation of additional special exterior doors is optional. However, should the existing requirement for the operation of the tunnel, after which passenger trains in the Euro tunnel a continuous length of at least 375 m wide shall have (distance between the transverse tunnels ), can be changed. Siemens assumes that a 16 -piece train Class 407 with appropriate fire systems could meet the requirements. It is assumed that the German track aiming at the approval of the 200-meter trains in the tunnel by means of appropriate security credentials. Already in the design phase of the trains to operate in the Euro tunnel and on the subsequent High Speed One was taken into account. According to a media report of January 2012, the German railway did not order the necessary additional equipment.
An upgrade for the London Transport was asked loudly track information, but lie on the part of Siemens no offer (February 2014). According to a press report, the conversion will not be completed before 2016. It was deemed as good as ruled out that the traffic through the Euro tunnel could be recorded in December 2018 ( as of February 2014). According to an article published in the February 2014 report, the project will not be pursued further. The causes of technical problems and high route costs apply.
Maintenance
The trains are to be serviced in the depot in Frankfurt- Griesheim, which is being extended to an additional hall with three tracks.
Equipment
With 460 seats ( including 111 in the first class and 16 in the bistro area) of the eight-car Velaro D to the manufacturer's instructions for more seats offer the same comfort as the ICE 3. This will be achieved by several equipment cabinets are rearranged and compartments omitted in favor of pure Großraumwagen. At times, had been considered to give up the dining car, to create a total of 485 seats. The first three cars of an eight -car train will be pure first - class cars. The previous infant compartment is replaced by a " functional area for families," a common seating area in the greater area with storage space for strollers. In both classes, and wall spaces are provided without windows. There are also other options, which allow a change seating configuration, for example with additional Vis -à-vis arrangements with tables, in a few hours.
The trains will be formed of eight carriages:
- End car 1: 42 seats in the first class
- Transformer car 2: 51 seats in the first class, 24 of them as a rest area
- Converter car 3: 18 seats in the first class, 16 seats in the Bistro
- 4 intermediate cars: 45 seats of the second class, disabled toilet, Zugchefabteil, break room for employees
- Mittelwagen 5: 76 seats in the second class
- Converter car 6: 76 seats in the second class
- Transformer car 7: 72 seats in the second class, complete rest area
- End cars 8: 64 seats of the second class
The intermediate cars have a length of 24.175 mm, the end car of 25 735 mm. With a wheelbase of 2500 mm, the bogie centers of each car are 17,375 mm apart.
The 200 meter long trains will also operate in double traction and be coupled with the ICE 3. Against the roof of its precursors Velaro D, except for the end faces of the end cars has been increased to 40 cm. Through this continuous high roof aerodynamics will be improved. It takes pantograph, high voltage equipment, parts of the air conditioning and brake resistors to adjust aerodynamic. This is also the tunnel bang can be counteracted. The hitherto consistently spherical shell is given by the use of flat instead of arched windows.
Behind the respective cab now arises instead of the previous lounge for travelers a technical room, especially for the components of the control and automatic train control system. The driver's console in the cab was compared to the previous ICE 3 trains changed extensively and is divided into seven modules.
The trains are equipped on both sides about ten doors for entry and exit ( two doors each converter car, other cars: one door ) and - as the first high-speed train of the DB - each an onboard wheelchair lift ( capacity 350 kg). Loading doors are not provided. When the doors open a traction lock is engaged. About the train toilets are eleven - ten for travelers and one for staff - distributed. The passenger information via mounted on the ceiling monitor gondolas. Car numbers ( at the interchange ) and seat numbers were highlighted in Braille. On the seats handholds are provided. The seat pitch ( the bullpen row seats ) is located at 915 mm in the 2nd class and 1010 mm in the first class. Each train has two wheelchair spaces. The rest areas are located in the second and penultimate car.
Technology
The aluminum carbody features were developed to meet current TSI guidelines. These include the new aluminum design of the head region of the Endwagenkästen that was changed in favor of the introduction of modules crash ( crash protection ). In the previously vertical hatches will be replaced by a horizontal partition; advancing the clutch omitted by telescopic pole.
The planned maximum speed limit is 320 km / h when operating on AC power and at 220 km / h when operating with direct current. The already used in all other Velaros engine and trailer bogies of type SF 500 will be used extensively revised in the Velaro D. For the axles were redesigned and equipped with landing gear monitoring and diagnostic system. In addition to regenerative braking, the drive trains on eddy current brakes and pneumatic friction brakes are equipped with disc brakes. In a multiple unit in each of the first, third, sixth and eighth cars will be powered. Traction and traction performance were designed for gradients of up to 40 ‰.
The trains are able to run under four railway power systems (25/ 15 kV AC voltage 1,5 / 3 kV DC). The proposed traction performance under AC is 8 MW per half-move, under direct current at 4.2 MW. The maximum electrical feedback is given as 8.8 MW. The two AC current collector for 15 or ( another two ) 25 kV are placed on the middle carriage 4 and 5. The two DC current collector are disposed on the carriage 2 and the transformer 7. In AC operation of each of the two main transformers supplied while the converter, which feed two traction motors on turn two independent branches. In DC mode, the supply of electrical energy directly into the intermediate circuits of the inverter. The forced air induction motors are fed from water-cooled IGBT power converters on the DC voltage intermediate circuits.
Compared to the previous ICE 3 trains the construction of the car was reduced to two basic forms ( end or middle car). An independent control of the emergency control is to allow the onward journey of fire and fault event under limitations. The safety loops were compared with the existing ICE 3 fleet supplemented by a fire alarm loop, with which the electrical underfloor containers are monitored. The previous radio telephones for the train crew be omitted and replaced by fixed stations. The first version of the Velaro Velaro D peak signals obtained in LED technology.
According to the manufacturer of the multiple unit consumes 0.33 liters of gasoline equivalent per seat per 100 kilometers.
- Some external differences to the ICE 3 series 403 and 406
Revised, horizontal open bow ramp
Widened bug
Passenger door with the classic oval window design
LED peak signals
Velaro D with synchronous drive
In addition to the members appointed by the Deutsche Bahn Siemens Velaro D plans to build an additional Velaro D. This will be in contrast to the other trains not equipped with three-phase asynchronous machines, but with three-phase synchronous machine as traction motors. This is the manufacturer promises to save drive units with consistent performance. Because of the delays that have occurred Siemens should be left to the Deutsche Bahn this train set free. The project was rejected in 2013.