DBAG Class 423
The multiple units of class 423/433 are S -Bahn trainsets that succeed since 1998, the predecessor DB Class 420. The vehicles were originally designed for Munich, but come the end, even with the S-Bahn networks Frankfurt (Rhein -Main ), Stuttgart and Cologne ( Rhein-Sieg ) are used.
With the 423 series two driven control cars are referred to as the agent also driven cars are classified as Class 433.
- 2.1 S- Bahn München
- 2.2 S- Bahn Rhein -Main
- 2.3 S -Bahn Stuttgart
- 2.4 S -Bahn Cologne
- 2.5 Guest Appearances
Description
The four-car multiple units of class 423 are 67.40 m long. The train set is built for the commuter train operating and has no toilet. As a lightweight vehicle, it consists largely of aluminum. The drive here AC technology is used with brake power recovery, the capacity is 2,350 kW. The maximum permissible speed of the train set is 140 km / h
A " short stretch " the 423 series consists of four cars:
The ordinal number of each car based this on delivery always on the same scheme, the front two cars have, while the rear two cars carrying the same atomic number increased by 500 order number.
Two short ranges serve as the 'implementation', three short trains form a " long train ".
The train is clear, you can see through from one end to the other, in the original version in the middle of the train a lockable door was fitted, with which it should be possible in low demand times to be a part of the train empty to a to obtain greater social control through denser occupancy. The trains have inside a passenger information system (FIS ), which alternately displays the destination stop and the next stop and is complemented by a unique acoustic announcement of the next stop. Furthermore, carried an announcement will be on which side of the exit possible. They are equipped with a system for technical clearance ( TAV ) equipped with the train driver the doors does not have to monitor yourself, this is done by light barriers. In 2007, this process was temporarily taken out of service, have been retrofitted to light grid over almost the entire height of the entrance area (see Miscellaneous ).
The trains are different from the similar-looking but technically differently constructed series 424, 425 and 426 by three instead of two doors per car side, the lack of toilet, a floor height of 1025 mm above rail level, which at 20 km / h lower top speed, and the ability to a maximum of driving in triple traction ( 424-426: Four maximum -traction ).
The three headlights can be switched during operation from low to high light. Some trains ( 423 238 and 423 268 of the Munich S-Bahn ) are held with normal beam headlamps with LED headlights in place through which the light of green and red LEDs will be added to a more balanced spectral distribution.
For electronic door opening buttons are used, the signal to unlock the door with LEDs and respond to mechanical pressure. In Multiple Unit 423 089 S-Bahn Munich new buttons were installed in March 2012 for testing, which, in contrast, operate capacitive. In Munich, this button also find in all buses and newer subways and trams.
The series was available in five model series:
The last vehicles built in 2007 423444-456 were put into operation because of problems with the door security until early 2010.
Based on the Series 423 the successor Series 422 has been available since the end of 2008, represents the most striking change in the new vehicle head.
Subsequent conversions
Brakes
The average of the five bogies is not only not driven but not braked. There were repeated because of insufficient braking effect to orders of the Federal Railway Authority (EBA ) to reduce the speed limit, ranging covered the range from 80 km / h to 125 km / h. With effect from 29 September 2007, the EBA again decreed a reduction of the braking percentage ( BrH ) of the series 423-426 to 110 BrH ( instead of the previous 142 BrH ). This results in -line the PZB train type and M - curves with lower monitoring speeds, thus increasing the speed again reduced to 120 km / hr. LZB - out resulting from the reduced brake mass percentage no change in the speed limit, but flatter braking curves. This resulted in particular in the S- train network in Munich to the fact that it came in the rush hours to sometimes considerable delays and the S7 no longer drove through the main line tunnel, but at the main station ( above) ends. Since the timetable change in December 2008, the brake software was run again without restrictions after an update started in Munich; 15 September 2009, the braking percentage were again lowered for the duration of autumn. In 2010, the Besandungsanlage the Munich vehicles was modified and an additional scatterers on the second and fourth bogie complements (so far could be sanded only on the first and fifth bogie ). After the conversion work in the summer were admitted, the conversion also followed by the S- Bahn Rhein -Main. Thus, the speed limits were finally eliminated.
Door closure and light barriers
In January 2008 the Cologne public prosecutor was investigating officials of the Federal Railway Authority (EBA ), which had approved the start of the series, although the automatically closing doors not sure worked. Passengers were not detected by the photocells, which had been proven out in may 60 and 27 cases of accidents. The built-in photocells are located near the floor and could not see when person entering, for example, try to stop the closing door with your hand or objects. These were then partially also too thin to be detected by the anti-trap. In two cases, a train started in such a situation; because passengers noticed this and pulled the emergency brake, there were no serious accidents. Other minor accidents incurred in passengers that were encountered by the closing operation of the doors and thus partially collapsed. The officials are accused of negligent injury and negligent endangerment of rail transport.
After these accidents, the door monitoring is required by the driver again; from a length of three ( partly from just two) trainsets also travels with a train conductor. Chance the train dispatching is also employed for this purpose only local staff support ( eg on the S12 in the network of S -Bahn Cologne in Merten ( victory ) and Rosbach ( victory ), both stops are in curves). First, while the so-called forced closure was required by the driver while the doors were still close automatically even without light barrier contact. In December 2007, the EBA then decreed the utter disconnection of the light barriers. This also meant that all the doors open to the forced closure were open under the supervision of the driver and quickly very cold or hot outside air could penetrate into the passenger compartment for longer stays as overhauls or end stations. Since this was not planned, lacking in contrast to other locomotives of passengers usable electromechanical pushbutton ( control) or easy to use with body force options ( handle, eg Series 420) to close the doors by hand.
The light barriers were gradually supplemented by acting on the entire height of the doors light curtains, which, according to Railway spokesman Helmut Lange should take about a year. According to newspaper reports, the railway brought an action against the EBA because of the possessed disable the automatic door. The cost would be disproportionate to the incidents. During the conversion in Munich was completed in August 2008, the first retrofitted units were at this time in Frankfurt on the go. Since the end of November in Munich, the first wrong converted vehicles already with custom software, with which the doors by now have six seconds ( three) close automatically if the light curtain and the light barrier is not interrupted. At each closing a warning tone also sounds. The technology -based clearance procedures ( TAV ) is allowed back in the Munich S-Bahn since 11 January 2009, as there are all vehicles be in use on actively switched light grid. In the Rhine -Main area since February, drove two trainsets with active light grids; since the decrease in July, the light grid on all remaining multiple units can be activated with the next servicing. An inspection by the driver before departure, however, is still required. On 19 May 2009 an improved software for the light curtain has been approved so equipped trainsets can now be driven without a companion again.
Modernization
From 2013, all units of the S-Bahn Stuttgart and Rhine-Main will be modernized and adapted to the newly purchased units of the second successor Series 430. The Stuttgart 60 trains will be rebuilt in our own workshop in Plochingen at an investment of around 30 million euros. The 100 -million euro modernization in Frankfurt on the other hand carried out within the next two years in Krefeld per vehicle are five weeks scheduled. In both cases, the vehicles received a new exterior paint and LED interior lighting. The door areas are visually and tactilely adapted for visually impaired passengers and the passenger information system equipped with larger displays and additional displays. Finally, a software modification of the vehicle computer is done. While the Stuttgart vehicles will be equipped with remote diagnostics and vehicle tracking systems and the interior is changed only in 2019, received the Frankfurter vehicles additional button for wheelchair users, refreshed ceiling and wall paneling as well as video surveillance (based on the series 430). In addition, in the multi-purpose compartments on either side of the folding seats removed to guarantee spaces for wheelchairs and cyclists and strollers. The first modernized unit in Frankfurt was the beginning of August 2013 the go.
Use
Munich S-Bahn
The Munich S-Bahn was due to their obsolete fleet (consisting of partly more than 30 -year-old vehicles of class 420 ), the first German S-Bahn operation, the entire fleet will be replaced from the late 1990s through the new Series 423 should. Nevertheless, the first brand-new trains in 2000 initially did not come to Munich, but to Hannover in passenger usage for EXPO 2000. Reason for this was that the new features of the sister series 424 not completed in time for the S -Bahn Hannover or fit for passenger use could be made. From autumn 2000, the vehicles then arrived in passenger service at the Munich S-Bahn. The change from 420 to 423 was converted line by line in Munich in order to avoid problems with weaknesses and strengths, as the two series can not be coupled together. Within two years, a total of 211 trains were delivered to the Munich S-Bahn. 2004 was followed by the delivery of a further 23 sets to meet the increased demand due to the start of " clock 10 " program. Since December 5, 2004 operates in the S-Bahn Munich, only the 423 series again four more sets of 423 followed in 2005, so that today, a total of 238 trains in this series are available. They run today on all lines of the Munich S-Bahn with the exception of the non-electrified line A. In line operating Fully trains are predominantly ( two coupled units ), in the rush hour in some cases long trains ( three coupled units ) and in the evening and Sunday traffic mainly short trains ( to make a single unit ). All features of the S -Bahn in Munich only perform the second class.
S- Bahn Rhein -Main
In the S - Bahn Rhein -Main lines S3, S4, S5 and S6 are operated exclusively with features of the Series 423. On the S2 basically drive also only 423, the cycle compressor in the rush hour, however, went with the 420 series. The line S7 is still pure type traveled with the 420 series. On the lines S8 and S9 inserts of series 423 are very rare. Due to lack of registration 13 100 units ordered were not delivered until early 2010. The S3 line was changed after years of delay, on 28 March 2010.
S -Bahn Stuttgart
In the Stuttgart S- Bahn network, the units of class 423 operate almost exclusively on the lines S1 and S3. The line S1 is mainly operated with vehicles in the series 423, but come at certain times of the class 420 trains are used. On the line S3 only vehicles of the series 423 are scheduled on the go. All other lines (S2, S4, S5, S6/S60 ) be driven normally only with features of the Series 420 and 420plus. The decision on which vehicles are now being used in the future, was the outcome of the S-Bahn tender dependent. In January 2008 it was announced that the two remaining rail competitors have withdrawn from the tender due to incalculable risks, so that the train will continue to operate in Stuttgart by Deutsche Bahn. In February 2009 it was announced that the remaining units of class 420 are replaced by a newly designed Triebzugtypen which the series number to get 430 and the 422 series is similar.
On 1 July 2013, the first modernized railcar 423 of the Stuttgart S-Bahn was officially presented. The other trains are also to be modernized. After delivery of the 430s to the 423 S6 and S predominantly employed on the lines S4, S5, 60.
S -Bahn Cologne
In the S -Bahn Cologne multiple units of class 423 driving on the lines S11, S12 and S13. Due to a high level were malware since February 23, 2011 two rounds of the line S11 with class 143 and x - cart in use. Since the division of DB Regio NRW in individual group of companies (S1 to S9) no vehicles in the BR are in the S- Bahn Rhein -Ruhr 423 more in use. All vehicles of Class 423 of DB Regio NRW are now based in Cologne. In the S - Bahn Rhein -Ruhr runs the following class 422, and sometimes even the series with 143 x cars ( eg on the line S6).
Guest Appearances
With an entry height of 995 mm, the 423 is optimized for the major platforms of the S-Bahn Munich, Stuttgart, Frankfurt and Rhein- Ruhr-Sieg. For major events, multiple units of class 423 drive enclosed to the S -Bahn Hannover, where else only multiple units of class 424 and 425 series are used with the lower floor height of 798 mm. So actually for Munich and Stuttgart certain, then new 423 were first used in 2000 during the Expo in Hanover. During the Football World Cup 2006 sailed units of class 423 with the line labeled " S 21" and the new Berlin North-South Railway Tunnel, which is not removed for conventional DC Berliner S -Bahn. The trains were from the S-Bahn operations in Frankfurt and Munich. In the fall of 2006, several Frankfurt, Stuttgart and Düsseldorf were 423 loaned to Munich, since there exists a significantly increased supply was down because of the Pope's visit. For major events, especially football games, often and briefly Munich borrow 423 to Nuremberg. In July / August and again in September 2009 reversed for some weeks four 423- units as a result of the S -Bahn in Berlin crisis between healthy well and Suedkreuz via Hauptbahnhof and Potsdamer Platz. After further problems with the S- Bahn Berlin partially factory new units in relieving traffic between Potsdam Hbf and Berlin- Ostbahnhof and in the spring of 2010 between Berlin- Gesundbrunnen Hennig village came in the first quarter of 2010 due to a construction-related closure of the S- Bahn line on remote tracks used.