| Stadler Regio-Shuttle RS1 (DBAG Class 650) | |
|---|---|
 Regio-Shuttle of theWürttembergische Eisenbahngesellschaft (WEG) | |
| Manufacturer | Stadler Rail AG (previously:Adtranz) |
| Constructed | 1996–2013 |
| Number built | 497(as at: Sep 2011) |
| Fleet numbers | DB 650 001-027/100-122/201-203/301-327 |
| Specifications | |
| Car length | 24.46–25.50 m (80 ft 3 in – 83 ft 8 in) |
| Width | 2.90 m (9 ft 6 in) |
| Height | 3.70 m (12 ft 2 in) |
| Maximum speed | 120 km/h (75 mph) |
| Weight | Empty: 40.0 t (39.4 long tons; 44.1 short tons) |
| Axle load | 10.0 t (9.8 long tons; 11.0 short tons) |
| Traction motors | 2×257 kW (345 hp) |
| Power output | 514 kW (689 hp) |
| Transmission | hydrodynamic-mechanical (hydraulic) |
| UIC classification | B′B′ |
| Safety system(s) | Sifa,PZB90 |
TheStadler Regio-Shuttle RS1 is the first widely used, new-generation, diesel railcar inGermany andCzech Republic for local railway services. Its most characteristic feature is the trapezium-shaped window frames. The Regio-Shuttle is classified by theDeutsche Bahn asClass 650, by theČeské Dráhy asClass 840 orClass 841, however numerous private railways have their own Regio-Shuttles.
Originally a product from the firm ofADtranz, the RS1 is now being built and sold byStadler Rail AG, sinceBombardier Transportation had to sell the site atBerlin-Wilhelmsruh in 2001 for antitrust reasons when they took over ADtranz. The RS1 is a1,435 mm (4 ft 8+1⁄2 in)standard gauge railbus built toUIC standards, which therefore can withstand longitudinal forces of 1,500 kN (340,000 lbf); it is available withcentre buffer couplings or the usual EuropeanBuffers and chain couplers. 65% of the vehicle floor islow-level and designed for aplatform height of 55 cm (22 in). On theSchönbuchbahn a special variant designed for 76 cm (30 in) platforms is in use. The railbus has a high-level floor over the two four-wheeled bogies at each end.
Two independent diesel-mechanical drive units, e.g. fromMAN, run either ondiesel fuel orBiodiesel fromrape seed oil, each drive both axles on one of the two bogies.
The RS1's appearance is striking because its window design looks like a timber-framed bridge support (orWarren truss), the angled bodyshell pillars being visible at the windows. This construction was originally proposed to ABB (laterADtranz) byDesign Triangle during a research study into weight reduction forhigh speed trains. The study, reported in a paper to theInstitution of Mechanical Engineers in 1996, showed that the diagonal pillar concept allowed mass reduction, improved passenger views and flexibility of seating layout, whilst maintaining adequate body strength and stiffness.[1] ABB applied for a patent on the design. TheBombardier Itino uses a similar angled window pillar design. A similar window pillar design had been used on theSchienenzeppelinrailcar in 1929.
From an operational point of view the Regio-Shuttle may be used for one-man operations on full gauge railways without any restrictions. Its relatively small capacity (maximum under 170 passengers) is balanced by the fact that the vehicle can be driven in multiples of up to seven units. A rake of five RS1's can thus handle a maximum of just under 850 passengers, albeit somewhat uneconomical compared with a locomotive-hauled train due to the fuel consumption of its ten diesel motors.
In 2006 a Regio-Shuttle was converted byVoith. Amongst other things it was to have stricter exhaust emission and the top speed was to be raised to 140 km/h (87 mph). A production series was to follow,[2] however it looks as if the production of the Regio-Shuttle ceased in 2006. In 2007 and 2008 further orders followed from theODEG,[3] theHzL andRhenus Veniro. Including machines on order, the total number of manufactured Regio-Shuttles comes to 365 units. At the end of June 2008 the Deutsche Bahn AG[4] agreed a contract with Stadler for the delivery of up to 60 Regio-Shuttles. These were to be called off ifDB Regio were successful in winning tenders and needed Regio-Shuttles for the services envisaged.
The following railway companies have Regio-Shuttle RS1's in their fleet:
In 1999 the Deutsche Bahn began to placeClass 650 railbuses into service and currently runs 74 units (as at: June 2005). They are numbered 650 001–027, 650 100–122, 650 201–203 and 650 301–321. 650 100–119 and 650 201–203 were funded byBaden-Württemberg. 650 001–027 and 650 100–122 are identical, 650 201–203 and 650 301–321 are cyclist shuttles, but otherwise constructionally identical with the Regio-Shuttles. The vehicles are operated fromTübingen andUlm by DB subsidiariesDB ZugBus Regionalverkehr Alb-Bodensee (RAB). Since May 2000 all the vehicles have been in daily service.
Since 2007, numbers 650 322–327, funded byDB Regio Bayern, have also been in operation. In addition, theWestFrankenBahn has taken over a railbus from theKahlgrundbahn, number 650 997. This railbus has since been transferred to theSüdostBayernBahn and was deployed in 2008 on theTraun-Alz-Bahn betweenTraunstein andTraunreut.
In 2011České Dráhy classified new type of regional train asClass 840 (two magnetic track brakes for steep-grade service; gearing for 100 km/h)[5] for routes inLiberecký kraj and little differentClass 841 (one magnetic track brake; maximum speed 120 km/h) for routes inKraj Vysočina. From 2011 to 2012 was delivered 16 units of 840 (840 001-016) to Liberecký kraj. In 2011, 841 001 was delivered to Kraj Vysočina, and a further 16 units (841 002-017) were delivered from 2012 to 2013. In December 2020 České Dráhy purchased an additional 22 units from SWEG Hohenzollerische Landesbahn, increasing the total number of Stadlers' diesel railcars from 33 to 55. As of June 2021, 17 out of 22 units were delivered. The remaining 5 railcars were to have been delivered by the end of 2021. In December 2022, České Dráhy announced the purchase of 11 railcars from Swiss company Helvetic Rolling Stock GmbH, bringing the total number of railcars in their fleet to 67.[6]
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