for Swiss Federal Railways (SBB) In February 2003, Swiss Federal Railways (SBB) placed an order for new suburban S-Bahn trains with Siemens Switzerland. In order to achieve higher passenger capacity, the decision was made to buy double-deck electric multiple units with 4 cars instead of the known push-pull trains hauled by a Class Re450 locomo- tive. The overall length remained the same, thus ensuring variable use of both train compositions in mixed operation. These multiple-unit trains incorporate the latest developments in suburban rapid transit service. At 600 mm above the top of rail, the entrances offer passengers easy boarding and exiting at Perron P55 type platforms. Passengers with restricted mobility will appreciate the barrier-free access and the handicap toilet provided in one of the intermediate cars. All cars are fully air-conditioned. A high degree of reliability is achieved by a sophisticated redundancy concept not only for the trac- tion and power supply systems but also in the area of vehicle control. This new generation of train will enable SBB to meet the rising needs of Zurichs combined transit network (ZVV), which is growing as the result of line extensions and the compression of headways (3rd extension). Technical Data Class RABe 514 Number of trainsets ordered 35 Cars per train 4 Gauge 1435 mm Power supply 15 kV AC 16 2/3 Hz Rated power 3.2 MW Max. acceleration 1.1 m/s Train length 100 m Entry height 600 mm Number of seats 378 (74 1st class) + padded supports for standees Weight 218 t Maximum speed 140 km/h Passengers are kept informed via loud- speakers and displays in the form of LED matrix panels and LCD screens. One air-conditioning unit per end car and two per intermediate car maintain a com- fortable interior climate in winter and summer. Distribution of the conditioned air is adapted accordingly for cooling or heating mode. The swing-plug-sliding doors have two door leaves to create a clear width of 1400 mm when open, thus enabling quick boarding and exiting by passengers and therefore shorter dwell times for trains. The entrances are only 600 mm above the top of rail (t.o.r.), permitting virtually no-step boarding from Perron 55 type platforms which are 550 mm above t.o.r. An additional sliding step minimizes the gap between vehicle and platform. Bogies Two different types of bogie are used. They are derived from the bogies being used for German Rails ICE high-speed intercity trains. Both types have steel coil springs for primary suspension and air springs for secondary suspension. The SF 400 type trailer bogies are tted with 3 axle-mounted disc brakes and magnetic track brakes. The SF 500 type power bogies carry the drives, of course, and are equipped with wheel-cheek disk brakes. Train concept Each double-deck electric multiple unit (EMU) consists of 4 cars connected by semi-permanent couplers to form one operational unit. Four of these units can be coupled together to form a full-length train and can also be used in mixed oper- ation with the existing Re450-hauled stock (but limited to triple running due to restrictions relating to the Re450). All axles of the two end cars are driven. Most of the equipment for the traction, the on-board power supply and the pas- senger facilities is distributed symmetri- cally over length of the unit, while vital systems are duplicated on board in order to ensure redundancy. Car body The car bodies are made of a sectional steel frame covered with steel panels, which not only serve as paneling but also play a role in the statics of the bodyshell. The joints are spot-welded wherever pos- sible. To ensure the best possible protection for passengers and personnel in the event of a collision, the structure incorporates special energy absorbing devices. The body makes full use of the Swiss EBV spe- cial clearance gauge to obtain maximum space for passenger accommodation. The end section of the car body is made of a berglass-reinforced plastic (FRP) sandwich element that is partly support- ed by a steel underframe. The FRP ele- ment is joined to the steel car body by means of a permanent-elastic adhesive. Interior The interior of both 1st and 2nd class sec- tions satises discriminating tastes and offers a high level of comfort. Wall-to-wall carpeting, copious legroom, specially upholstered seats and additional furnishings add luxury to the 1st class area and set it apart from the 2nd class sections. The seat spacing (in a facing arrangement) is a comfortable 1700 mm, even 2000 mm in 1st class. The oor is carpeted in 1st class. Both classes feature 2+2 seating arrangements, with the seats mounted on cantilevers to ensure easy access for the cleaning staff. Depending on the design requirements, either FRP or metal sheeting is used for the wall panels. The air outlets for heat- ing, ventilation and air conditioning are installed in these panels. On the lower and upper decks, luggage racks can ac- commodate small baggage items, while larger bags can be stowed between the seats. The lighting for each car is inte- grated in the supports of the luggage racks. The stairs between the lower deck and transition area are straight and maximize the usable stair width; those leading to the upper deck are slightly curved and bring passengers into the area affording maximum headroom. One intermediate car features a restroom for the disabled next to separate spaces reserved for wheelchairs. If these spaces are not being used, the folding seats here may be occupied by other passengers. The second intermediate car contains a compartment for stowing bicycles. Trailer bogie 1st class passenger area Power bogie The RABe 514 has already been prepared for the future installation of ETCS and GSM-R. Power supply Two single-arm pantographs maintain contact with the overhead contact line and feed the four transformers via two vacuum-type main circuit-breakers. Each transformer supplies power to one auxil- iary converter unit (ACU) and one trac- tion converter. Traction equipment The voltage-source inverters produce a rotating eld with variable voltage and frequency. The whole inverter is housed in a compact frame accommodating not only the IGBTs but also the capacitors and transformers, etc. The power modules are water-cooled. The maximum rated power of one inverter is over 1 MW, although this is not utilized to the full in this par- ticular application. The DC link voltage is controlled as a function of motor speed and torque and is max. 1800 V. Two inverters each are controlled by one traction control unit (TCU) of the Sibas 32 family. Each inverter feeds two self-ventilated motors. The motors are resiliently mount- ed on the bogie frame and drive the wheelset via a spiral-toothed coupling and an axle-mounted gear unit. On-board power supply The auxiliary converter units (ACUs), two of each in a rack, generate a 400 V three- phase AC system as well as a 110 V DC Train control The trains are controlled by the service- proven Sibas 32 train control units, one in each end car. If one unit should fail, the other train control unit takes over control. They communicate via the train communication network (TCN), using the multifunction vehicle bus (MVB) on board. All other control units such as for traction, on-board power supply, braking, air con- ditioning, etc. are integrated into the control system via the MVB. The bus structure uses a backbone system, in which the branches are separated by repeaters to minimize the effect of bus failures. When coupled in a trainset for non-mixed operation, the new RABe 514 multiple units communicate with each other via the wire train bus (WTB). In mixed opera- tion with trains hauled by the Re450, the latters TMC system is used. Naturally, diagnostic functions and some other features are severely restricted in this op- erating mode. Safety-relevant functions such as the triggering of quick-acting braking make use of direct wiring. Train protection The multiple units are tted with two train protection systems customarily used by main-line Swiss trains: Integra Signum and ZUB 262 (which also inte- grates ZUB 121 functions). These systems permit train operation in all parts of the railway network. A vigilance control function monitors the tness of the driver, who maintains con- tact with the operations control center by analog radio. supply system. They consist of 4QC and PWM inverter modules, which are directly air-cooled and are equipped with IGBTs. The DC link voltage is 650 V, the rated power per ACU being 70 kVA. Each ACU is tted with a 12 kW battery charger. The 230 V AC plugs for cleaning purposes and for laptops (1st class) are fed by separate transformers (between two of the three phases). A failure of the power circuit in one ACU will not lead to any restrictions on vehicle operation. www.siemens.com/transportation Siemens AG Transportation Systems Trains P.O. Box 3240 91050 Erlangen Germany trains.ts@siemens.com www.siemens.com/transportation/trains Printed in Germany / TH 166-060456 199785 / DB 08061.0 / Dispo 21704 c4bs 3901 / Order No. A19100-V800-B745-V2-7600 InterCity, ICE International, ICE, ICE T, ICE TD, and ICE-Sprinter are registered trademarks of German Rail. Desiro is a registered trademark of Siemens AG. The information in this document contains general descriptions of the technical options available, which do not always have to be present in individual cases. The required features should therefore be specied in each individual case at the time of closing the contract.