DB Class 420

The trains of the DB - 420 series are three-piece electric trains and the first to be built for the S -Bahn in the AC S-Bahn networks vehicles. The vehicles were originally designed for Munich. In Munich called the trains due to their first use during the Olympic Games in Munich 1972 Olympic railcars.

They operate even at the Stuttgart S-Bahn and S-Bahn Rhein- Main. Earlier they wrong also in the Munich S-Bahn and S- Bahn Rhein -Ruhr.

• 2.1 prototypes
• 2.2 series trains 2.2.1 practicality
• 2.2.2 appearance
• 2.2.3 Differences between the model series
• 2.2.4 Vehicles for Rent

Vehicle

Construction

The vehicle consists of three parts close-coupled, two end cars and intermediate cars. Between the vehicle parts, no transition is possible. The series number of the middle car is 421 The order number of the second end car is higher than the other end car and the middle car is usually around 500. All intermediate cars are manufactured in lightweight aluminum; The end cars were initially kept in steel construction, but were from 420 131 also made of aluminum, which nine tonnes unladen mass of one parte. On the end cars Scharfenberg couplers are installed to allow quick connection and disconnection of units. The short train configurations (one unit ), law enforcement (two units) and long-stretch ( three units) are possible.

While only courts of the second class are present in the end cars, is found in the middle car, the first - class compartment, which is still at the S-Bahn in Stuttgart and Frankfurt available. In Munich in the mid- 1970s, so abandoned the first grade shortly after the Olympics because of acute shortage of transport capacity for the local high ridership: You first just changed the caption outside and later removed, only the partitions inside the car. Even with the S-Bahn Frankfurt and Stuttgart, the area of ​​the first class, only half of its constructive originally intended size, which is based on the larger seat pitch in the vehicles of the first to sixth production run still in the now the second-class area awarded can understand part.

Are per car four doors on each side (a total of 24 per unit ), which combined with the same height entry quick boarding and alighting. The much larger proportion of vehicles is equipped with pocket sliding doors that in Munich penetrated by drifting snow caused problems in the first winters. Only the last two production groups have sliding doors.

Electrical installations

A 420 is equipped with two independent electrical systems, two main switches, two transformers, two battery packs has etc. Originally the 420 with two pantographs fitted (one of which in operation only one - of each rear - had to lie ), at the most vehicles became the second pantograph but away over the years. Each of the three cars based on two air-cushioned, dual-axis motor bogies. All twelve axes of the train are thus driven. The nose-suspended Einzelachsmotoren ( suspension bearings, suspension large wheels) are driven continuously in sequential circuit with a thyristor - gating control with two unbalanced half - controlled rectifier bridges. Service brake, the electric brake, which is complemented by an electro-pneumatic air pressure brake complement if required ( usually in the lower speed range, that is, with decreasing electrical braking force of less than 60 km / h).

The measures provided for the Munich S- Bahn network vehicles of the first production series were delivered with line-shaped train control system that would allow a denser train density. This system was but been dismantled a few years later.

Brake system

KE- PAE ( D) or KE- RAE (: Brake address of 420, in the vehicles, a continuous, self-acting and indirect -acting air brakes the type Knorr -Bremse unit effect exists ( in each cab, a driver's brake valve is design Knorr- self regulator EE4 D) in the seventh and eighth production run ). The 420 has three control valves ( one per car) and can be shut off separately (ie off switchable ) bogie brakes; at a mechanical brake malfunction so the brake of a vehicle does not have to be all turned off, but only the affected bogie, which reduces the resulting loss in braking power and the existing brake percentage. For each axis, a wheel brake is present, ie two per bogie, and moving diagonally (except seventh and eighth batch, they have each axle two wheel brake disks, that is, one at each wheel). This rather weakly dimensioned brake system requires mechanical failure of the electric brake to limit the top speed to 70 km / h to avoid thermal overloading the wheel brake disks. If the electric brake fails only on the electrical system and the train is longer than a short stretch, higher speeds are allowed again after the compressed air supplement brake was off to the perturbed system, when stopping is then just before stoppage of the train einzubremsen with the driver's brake valve to to avoid longitudinal jerks on the train. The brake calculation is done exclusively on the basis of the air brake, that is, only braking percentage deducted if bogie brakes or control valves are switched off; the electric brake along with compressed air brake supplement remains with the brake calculation due to their dependence on electricity ( if only the battery power which is necessary for the compressed air brake supplement ) is ignored.

Service history

Prototypes

When in Munich in 1972, sponsored by taking place in the same year the Olympic Games, a new S- Bahn network should be opened in new, modern vehicles for the rapid transport had to be procured. The trains were initially planned as ET 20/21.

The three prototypes were delivered in 1969 after switching the numbering scheme as 420001-003. Until February 1970, all three were taken Vorserienwagen railway authorities and an intensive field testing were subjected.

The 420 001, which was shipped with an orange color, was held after decommissioning by the S- Bahn Munich in December 2004 as a museum vehicle operable, where he stood for special and anniversary trips available and the S- Bahn München in cooperation with the community of interest Munich S-Bahn is supervised eV. After the main inspection expired in early 2010, the future of the railcar was initially uncertain. In 2010 he was asked by the Bavarian State Conservation Office as a historical time capsule for public transport in Germany as a technical monument historical monument. Currently, the German Bahn AG has officially announced that 420 001 in the summer of 2011, getting a head examination and is then available again for the next year for tours.

The 420 002 got the pebble gray and blue paint job that was set after a vote among the Munich passengers for the later production vehicles delivered. He was parked for a long time in the mu- Laim East near the breakpoint Donnersbergerbrücke. An end cars is on display in the tourist center of the Deutsches Museum in Munich ( Schwanthalerhoehe ), the other cars could not be accommodated readily in the museum space reasons. They were scrapped.

The third prototype was numbered 420 003, was intended for the S -Bahn Frankfurt and had a color scheme of purple (RAL 3004 ) / pebble gray. Due to strong bleaching of the initially strong red hue, the vehicle was repainted in 1981 in blue - gray pebbles. He wore this paint until his retirement. After a long shut-down in the Munich - Trudering station also this railcar was worn for disassembly.

Series trains

Practicality

The three -car trainsets of the 420 series proved successful construction. They were to meet later on the S- Bahn Rhein -Ruhr S-Bahn Frankfurt and Stuttgart S- Bahn network short time. At longer distances, the S- Bahn Rhein -Ruhr, the trainsets were not convincing, however, mainly because of the lack of toilets. The lack of transition possibility between the car was criticized. The proposal of a traffic engineer Steffens, Dusseldorf, rebuild the 420 series for the S- Bahn Rhein -Ruhr ( electrical equipment suitable for use without intermediate cars, only three doors per car per side; transitional option between the cars, toilets and vending machines, etc.) was not implemented, their design was subsequently probably too late to change. Stationed in Cologne and Dusseldorf sets were therefore replaced from 1980 by locomotive-hauled push-pull trains with x - cart. The vacated 420 units have been delivered from Dusseldorf almost exclusively to Munich, where they were desperately needed.

Appearance

The color of the trains was 1971-1986 constant. All vehicles of the first batch, which were intended for the 1972 neophyte Munich S - Bahn network, were in blue and pebble gray ( like the prototype 420 002 ) painted, the officially called " pebble gray " named color rather looked like a white. Beneath the blue window band many trains were equipped with on-board wall sign, as in many other transport systems ( subway, trams, S -Bahn Hamburg ) was common for quite some time. The vehicles from the second series were painted mostly in blue and gray pebbles, others in orange and gray pebbles. The orange painted units were provided for also being set up S-Bahn Rhein-Ruhr network. But all orange lacquered units whose delivery was from 1972 to 1976, were used for warranty purposes over several months in Munich (due to the proximity to the AW Munich -Freimann ), were seen in Munich whatsoever orange pebble gray units. These were granted from 1972 to successively to Dusseldorf, from 1975, to the depot Frankfurt -Griesheim ( officially but Bw Frankfurt ( M) / 1). All units from the third production run ( from 420 201) were consistently delivered in Orange and pebble gray and delivered directly to the future S-Bahn stations Frankfurt and Stuttgart, although the Frankfurter once for wine red and pebble gray for the color of their future S -Bahn trimmings had voted. It was but now made for reasons of standardization no more consideration.

1987 has changed the color design of their vehicles, the German Federal Railroad. The S-Bahn vehicles this applied only partially, because the predominant color combination orange / gray was retained. However, with a plethora of minor modifications: From Pebble gray as the base color is now light gray was. Directly below the still orange ribbon window, an additional yellow stripe was attached, the trim accounted for under the roof and near the floor, the angle for the " belly band " to the vehicle head around the lower headlamp changed from slanted top and right side diagonally upwards - left. The area between the front windows was now white instead of the color of the ribbon window. The roof was no longer gray, but pebble gray ( or almost white) lacquered. In addition, now came environmentally friendly paints for use, but after only two years made ​​a very faded impression. The numbers for the class and the Non smoking symbol has now been replaced by large, modern, white signets; even with the blue and white sets of the first production run, giving the appearance of these traits was not good. Around 1984 decided the German Federal Railways, due repainting of 420s this conduct is no longer in blue- gray pebbles, but basically in orange pebble gray. Thus, at least 30 units were treated to a new color. Due to a backlog of more than 130 blue - gray pebbles vehicles such cases are the traveling public hardly noticed.

Around 1990 was 420 100 is provided as the first railcars with full advertisement for a bank. In the initial full commercials leaders stand areas were spared, involved in later years. Acquisitions, however, were realized in the form of adhesive films, so that after expiry of the contract they were easy to remove again.

At the opening of the neophyte in March 1992 a major airport Munich fifteen units from the second series ( 174-188 ), and six new Delivered units of the seventh production series ( 425-430 ) received a sky-blue coat, additionally equipped with a large "M" on the ends of vehicles as advertising for the airport. These units perverted preferably on the new line S8 to the airport. From about 1997, the airport advertising was removed with a capital " M", the last sky-blue trains ran until 2005 partly with other advertising signs.

With the railway reform all units are repainted in traffic red with white doors since 1996 under a new corporate design. The exception is only used as a museum vehicle 420 001

The interior was consistent with few changes from the previous series in 1969 until the expiry of the sixth production run in 1981. In the two end cars 420, there were two equally sized, separate with partitions and doors between compartments for smokers and Non smoking. On average, 421 cars were originally three compartments present, two small 1st class with 16 or 17 vis-a -vis seats, it is divided into smoking and Non smoking. The other half of the middle car with 33 seats was reported as second class Non smoking. Only the pre-series vehicles and the first production run lasted until their decommissioning to this layout. From the 2nd to the 6th production run, there were between 1991 and about 1995, a redesign of its passenger compartment, which assigned to the Stuttgart and Frankfurt vehicles, all partitions have been removed. There was now between the comprehensive 17 places first - class compartment and the 49 seats comprehensive compartment 2nd class a glass partition with swing door as a passage.

All seating is standard 2 2 seating divisions. Initially burgundy leatherette seats were fitted with armrests made ​​of integral foam in 2nd class. In the first class of the seat fabric and the arm were blue - black checkered. Not far from each seat there was a small table, a large ashtray or garbage container, two coat hooks and a folding window, which was provided with a stop and thereby can only open a few inches. The windows are made ​​of Cudoglas, which has a certain opacity (mirroring), thus could be omitted from the outset curtains on the windows.

A lighting strip, consisting of rows of double fluorescent lights, recessed in the headliner, the backlight formed at night and in the tunnel. As a means of emergency lighting battery powered fluorescent tube is installed in the maintenance panel above each passenger compartment door. This illuminates the glued over the door S- Bahn network plans. All side panels, in second grade, the intermediate partitions and doors were kept in white formica with its almost invisible line pattern. In the first class there was a light and a dark variant of holzfurnierter plastic plate. Only the end walls and the partitions with connecting doors were so busy. In the car in Munich a sticker with the car number was attached to each intermediate or end wall. The intermediate doors had windows through which you could look into each other compartment. Was built like windows in later series by default in the door between cab and passenger compartment in order to give passengers a greater sense of security. However, the engineer was able to close this window with a rigid roller shutter. The last original, rather narrow compartment doors were built from 1999 without replacement. In 1987, lingered among others one end cars in the first production run and a second end car production run in am Ammersee to take there as test vehicles for an interior redesign measure. This was necessary in so far as the vandalism as slit leatherette seats an intolerable personnel and constitute financial burden and the vehicle failed a long time because of that. Finally, three colored suede-like flame retardant fabrics for the now one-piece seats were used. It to 1995 all seats were replaced, only exception were the vehicles is to 420 130, which had until their retirement on one side each of the cab wall is a two pair of the old leatherette seats. Under a gray-black easy to clean linoleum floor was a simple plank floor. Individual low panels and hinged panels were made ​​of hammered sheet metal. Special keys were needed in order to get at Druckluftabsperrhähne, pressure switch and pressure gauge behind veneers. At intermediate cars some of the electrical switching elements was hidden in a so-called backpack. Each had 421 each at the front wall about a two- square-foot flap, also re-open with a special key.

In the railcar 420 018 were built tentatively in the second - class area, a modified version of a handlebar assembly. This vehicle is up to his withdrawal never rebuilt.

Differences between the model series

Between the individual model series there were several differences.

Most striking feature was probably the side of the head end visible on the vehicles of the first production run underneath the vehicle number red dot. ( From 1972 until their order or repainting approximately the mid-eighties. ) He identified the vehicles that were equipped with an automatic train ( LZB ). However, the equipment of vehicles with LZB was not always the case with a driving cab display unit for the job.

The prototypes and all vehicles of the first production run had a broad protection board outside of the vehicle with which ( as with the other S-Bahn in Berlin and Hamburg) the gap between the platform edge and the vehicle has been reduced. This broad protection board ran out wedge-shaped at the ends of vehicles. Since this is for the purposes of railway construction and operating rules exceeding 3cm of the allowable width of the vehicle revealed and thus had to be removed during transfers outside the S- Bahn networks in the protective ribs, a narrower by about two-thirds of protection board was used in the second production run whose ends are blunt rounded. From the 7th production series pocket sliding doors were replaced by Schwenkeschiebetüren and replaced the internal opening existing handle by a lever, as passengers were trapped by the ( open, with the support of 6 bar compressed air) pocket sliding her arm. When the trains of the first production run, the handles were covered with a sheet, which did not allow a reach-in. The aluminum in from the second series used to construct from 420 131 instead of steel has already been mentioned above in the section structure. In addition, the car body side member reported from this ranking number no outs in the amount of the bogies on. All units used in Frankfurt and Stuttgart were consistently referred to as " Non smoking " - as opposed to net Rhine Ruhr, where still allowed to smoke in designated areas (the word " smoking " in white lettering on a red background, the " Non smoking " black letters on white background). With delivery of the third production series this was basically delivered as " Non smoking ". Also accounted for the third production run the rudimentary provided with equipment LZB. Were the inner sides of all doors so far metallic gray, they were painted from the third production series orange. The fourth production run again led to some changes in the construction: The first - class area was reduced to half, because the proportion of S-Bahn passengers with first class travel tickets in public transport networks is low anyway. In addition, a current collector was then positioned on the previously existing second pantograph has been omitted. Soon after, the second pantograph has been removed in nearly all units. Also, since around 1982 " Smoking " came in all neuabgelieferten vehicles instead of - or " Non smoking " fonts modern large pictograms outside next to the doors. The class designation was instead placed in the 1960s with large, modern acting signets in metallic ocher and also only on one side of the door outside.

After it had come at the vehicles used in the future, provided the Frankfurt S- Bahn network to complaints and a court judgment because of the lack of information that a post-dissolution was not possible at the moving here trains, leaving the Frankfurt transport network all trains running on its network units with equip stickers that were placed next to all doors outside and were provided with the text " entry only with a valid ticket ." These stickers were then adhered consistently to all transport vehicles there also from Stuttgart Transport Association ( VVS).

With some, partly unexplained fires of some vehicles in the early 1980s were all single-car equipped with fighting fires which is above the passenger area were in the luggage racks, thanks to Mark for all passengers easily visible.

Vehicles for Rent

Again and again had to be given because of vehicle defect several vehicles between the stationing Bahnbetriebswerke. So were particularly in the summer of 1978 in Frankfurt am Main in addition to several orange trimmings from Munich also some blue - gray pebbles vehicles in use. Then again from October 1978 until March 1979, when in Stuttgart S-Bahn went into operation. Frankfurt had more units outside the inscription " Bw Frankfurt 1 / ( M) " contributed, given on loan to Stuttgart. The lack in Frankfurt led re-used blue - gray pebbles units. Such loans now and then came before. They were recognized in that inside the " Munich high-speed rail plan " and the information boxes next to the doors with " MVV info" were left and only the role were exchanged with the destination information on the forehead above the cabs. The Beheimatungsanschrift " Bw Munich - Steinhausen " with "BD Munich " was preserved. The reason was to be found in the fact that the orders of vehicles at the S- Bahn networks in Frankfurt and Stuttgart were made a little too late. In the spring of 1993, the use of the wrong grease led to the Stuttgart S- Bahn network had to be temporarily shut down all trains. Were transitional units from Frankfurt and Munich in Stuttgart network in use for several weeks.

Detachment

Gradually, the multiple units of class 420 are replaced by modern multiple units such as the 423 series. So was the 420 are in the Stuttgart area already displaced on the lines S1 and S3 almost completely (partly they still drive on the " small S1 " or as a transition between strokes for S4 -S6, morning and evening as a regular S1). By 2015, the 90 remaining moves of the series to be replaced by 83 420 new multiple units of class 430 in the Stuttgart S- Bahn network.

In Munich, the operating time of the 420 series is finished, the last train was placed in Olching on the evening of December 3, 2004 out of service. However, they are to be used by electrification of the current line A from 2014 again. The S- Bahn Rhein -Main is the 420 series currently on the lines S1, S2, S7, S8 and S9 and upgraded in 2004 and 2005 all of the remaining units on GSM -R radios to. After the successful tender and the award of the DB, the remaining 420 are replaced timetable change 2014/15 by units of class 430.

The Stuttgart z- asked 420 425, 428, 429 and 430 in 2009 came to Frankfurt, were reactivated and provided with new main study and have been running since summer 2010 in regular passenger service (as of Fall 2010: only 425, 429 and 430). These vehicles kept their built in Stuttgart LED destination displays as well as the announcement system Railvox. Both systems were characterized to find the first time in vehicles in Frankfurt. The vehicles are the first permanently established in Frankfurt that are newer than built in 1981.

It can be found since 2011 by the elimination of 420 260, only the construction series four to eight in plan operation, because since the decomposition of 420 260 in December 2012, apart from 420 001 all trains of the first through the third production series scrapped. The last vehicles were 420 233 and 420 257, were designated as a spare parts source in the operating plant in Krefeld - Oppum since they are decommissioned in 2010 and end in July 2013 were scrapped there.

Again and again came the vehicles and the S-Bahn Rhein- Ruhr, to support Else trains running locomotive-hauled push-pull trains. The timetable change in June 2004 once again brought 420 of older production run in the region of the S- Bahn Rhein -Ruhr on the lines S7 and S9 are used. These were but since 17 November 2008 (S7) to 27 February 2009 ( S9 ) is replaced by the new series 422.

Construction series

Accidents were also newly formed trains with different numbers ( 420-391 ).

SL X420

Some 420 units from Munich have been awarded in 2002 as X420 to the S -Bahn - operation of the Swedish capital Stockholm. This ran there in blue and white paint under the DB subsidiary "DB Regio Sverige AB " on behalf of AB Storstockholms local tobacconist. In November 2005, the first of these units were departed for scrapping after Nykroppa in central Sweden. The inserts ended December 14, 2005, and became effective on December 16, 2005, the last three X420 units ( 054 058 044 ) to their last trip to Nykroppa. Thus, this 420 version is now history, as originally ordered X60 - trains could now be supplied.

420Plus

Two multiple units of the seventh production run (420 400 and 420 416 ) received 2006 repair plant in Krefeld - Oppum an extensive redesign program under the title 420Plus. Externally, the vehicles differ by digital destination displays (LCD ) on the front, sides and inside, roof structures for the new air conditioning, LED headlights and taillights, and automatic door-closing devices with TAV. Due to the equipment with air conditioning down to two cars, the hinged windows were expanded. At the end walls between the end and middle car windows were installed, so that the passengers can see also in the neighboring car. Both a green push-button to open the doors as well as a blue pram - push-button is now found directly next to the doors, similar to those who find themselves at the entrances of the Series 423.

Larger changes were made in the interior: the old green seat cushions have been replaced by the blue known from the 423er trains, and this (see above) since 2007 in the case of each unit Stuttgart. The entire interior is decorated in a light gray, dark gray deposed the ground. The cutting discs dome on the short ends have round tops and are trimmed with stainless steel rods. The interior lighting is covered with premium finish, anthracite-colored grids. Fire extinguishers are no longer housed in the luggage nets, but in recesses beneath the seats. The interior layout has been changed so that there are in the minds of the end car twice four seats, while the space for bicycles and prams now occupies the area on one side between the first and second door (viewed from the control platform on the left). In addition, the footwell is lit, the doors are equipped with intercoms drivers and the vehicles are equipped with video surveillance.

In addition, the holding announcements have been modernized, it will now also to station different from station exit directions mentioned. In addition, the exit directions are displayed on the LCD screens located inside the car, turns to time and the exact name of the next station.

Since 10 April 2006, the two vehicles are back on the lines S2, S6 and S60 of the Stuttgart S- Bahn network in trial operation with passengers.

In July 2009, accounted for by the release of four previously temporarily z- identified units of the seventh production run ( 420 425, 420 428, 420 429 and 420 430) to Frankfurt the vehicle reserve needed for the further conversion: The project 420Plus has ended due to frequent failures. Meanwhile (first half of 2011) mostly operates one of the two vehicles in the Schedule power on the S60, while the other is at the depot. The two railcars are retained.

After the feed end on January 17, 2014 was transferred on 19 January 2014 its own power from Plochingen in the SVG Railway World Horb am Neckar 420 400.

Museum vehicles Received

• 420 001 - First railcar class 420, prototype, now a museum vehicle of the Munich S-Bahn, in orange Ursprungsfarbgebung, was again prepared and presented June 2, 2012 at the festival "40 Years of S- Bahn München " in Munich's main train station to the public. The original plan envisaged use on the lines S20/S27 will no longer be pursued, instead special trips are planned from 2013.
• 420 002 - Prototype, end cars get in the Deutsches Museum traffic center, on loan from DB Regio AG, in blue-white color
• 420 300 - opening move of the Stuttgart S-Bahn obtained in the SVG Railway World Horb am Neckar, on loan from DB Regio AG, in traffic red livery
• 420 400 - 420 Plus prototype obtained in the SVG Railway World Horb am Neckar, on loan from DB Regio AG, in traffic red livery

Trivia

1975 was issued by the German Federal Post a stamp, which as a motif shows a vehicle of class 420.