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52-753: In December 2004, DB Regio NRW took over the operation of the RB 52 from Dortmund-Märkische Eisenbahn . The RB 53, RB 54 and RE 57 were already operated by the DB Regio NRW. DB Regio NRW took over operation of the RB 43 from NordWestBahn in December 2015. With the award of operations from December 2016, the RE 17 service also became part of the Sauerland network. The Zweckverband Nahverkehr Westfalen-Lippe (local transport association of Westphalia-Lippe, NWL) published

104-604: A Regio-Sprinter from Dürener Kreisbahn , two MAN rail buses from Karsdorfer Eisenbahngesellschaft and a demonstration vehicle of the LINT 41 by Alstom LHB . After the DME ended its services, the four vehicles were bought by the rolling stock leasing company Alpha Trains . They were then leased to Eurobahn and NordWestBahn , today, all four DMUs are in service as 643 124, 121, 122 and 123 for Transdev Regio Ost ( Mitteldeutsche Regiobahn ). DB Class 628 The DB Class 628

156-536: A 1st class open compartment, better ventilation and a dividing wall between the driver's cab and the passenger compartment. Externally the front and back were more angled, the triple headlamp was moved down and a train destination display added in order to improve the vehicle's appearance and to keep passengers better informed. In all, 150 of these units were procured between 1986 and 1989. At the Kiel locomotive depot ( Betriebswerk ) several of these railcars were driven for

208-802: A 628.4 from FKE in 2008. All the Class 628.0 prototype vehicles were finally homed at the depot ( Bahnbetriebswerk ) in Kempten im Allgäu . From there they were deployed to all the lines in the Allgäu region until the end of 2002. From 2003 they reduced their radius of action to the Ausserfernbahn , and in January 2005 the last vehicle of this class (628 008/018) was finally withdrawn. Several have already been scrapped, others sold to Poland , where they have been repainted and were placed in service again in

260-646: A call for tenders for the operation of passenger services on the Sauerland Network from December 2016 in the Official Journal of the European Union on 9 October 2012. As a result, Regional-Express services RE 17 and 57 and Regionalbahn services RB 52, 53 and 54 might have had a new operator. Some improvements were to be made on trains for the carriage of the disabled and there would be more space for bicycles, more guards, ticket machines on

312-585: A converter ( Wandler ) and a T 311r coupling. Up to Class 628, a T 320 double-converter transmission was used. Motor and transmission are suspended elastically under the lightweight coach body. The operating brake is an automatic compressed air KE disc brake with automatic load braking and electronic anti-skid protection. In addition, for rapid braking, electromagnetic rail brakes are used; these can also be activated separately if required. Coupled running enables up to four coupled pairs of coaches to be driven from one driver's cab. The control panel resembles that of

364-430: A number of refinements, especially air-conditioning, but also modern passenger information systems and easier, more accessible, disabled-friendly doors, because immediately behind the doors (one double or single door in the center and one single door next to each driver's position) there are two steps in order to reach low platforms. On some 628s, new passenger information systems with automatic announcements and displays for

416-561: A while at up to 140 km/h (87 mph), but because this seriously increased wear and tear, these express duties were soon terminated again. The Class 628.2 with the DB's Regionalbahn in Schleswig-Holstein was given a redesign with new seats, new interior decor, wheelchair ramps etc. Several years before, a Karlsruhe 628.2 had also been given a fundamental modernisation of its interior. A few units were sold to private operators in

468-503: Is a twin-car , diesel multiple unit operated by the Deutsche Bahn for local passenger rail services. (The following description is primarily related to the Class 628.4, and is largely valid for the other variants as well) Each coach rests on two twin-axle bogies . Only the bogie at the close-coupled end of the coach is driven. Power transmission from the motor is achieved using a Voith hydrodynamic transmission system with

520-500: Is contracted by VRR , Zweckverband_Nahverkehr_Westfalen-Lippe (NWL) and NVV and operated by DB Regio NRW. With the award of operations from December 2016, the line is part of the Sauerland Net. The line was previously contracted from DB Regio as part of directly awarded large transport contracts. The Emschertal-Bahn RB 43 service connects Dortmund with Dorsten via Gladbeck Ost. From 2006 to December 2015 it

572-421: Is no likelihood of the 628.9/629s being procured for use on lines which are predominantly level. The 628.9/629s do not need double the fuel of a 628, because the two power cars have shorter periods under load. A sixth set has been procured by motorising a driving coach. Another set was formed in 2004 from two 628.4 sets whose driving trailers were damaged in accidents. This set has no first class accommodation, as

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624-406: Is static and the drive has been emptied. It is activated with compressed air . Behind the scenes, engineers continued to develop the railcar apace. In 1981 they demonstrated the Class 628.1. The most important difference was that the second power car was dropped, because the remaining one was strong enough to move the coupled pair. The second unit could therefore be used as a driving car (designated

676-469: The Alzey–Mainz railway . In particular they can be told by the lack of a 1st class compartment and the two toilets in the centre of the train. There are also no folding seats as found in the driving cars or in the 629. The Luxembourg State Railways, CFL , owns two 628.4/928.4, which are numbered as per the DB system (628 505-0/928 505-7 und 628 506-8/928 506-5). These are identical with their counterparts in

728-710: The Ardey Railway ( Ardeybahn in German). The service runs every half hour during the week and every hour on the weekend. The Hönnetal-Bahn RB 54 service connects Unna, Fröndenberg and Neuenrade. The service follows the Fröndenberg–Kamen railway , the Letmathe–Fröndenberg railway and the Hönne Valley Railway ( Hönnetalnbahn in German). The service runs hourly during

780-788: The Brügge–Lüdenscheid railway from Brügge station to the higher Lüdenscheid station. The service runs every hour, seven days a week, except that services run every two hours on Sunday mornings. The Volmetal-Bahn will in future run an hour earlier from Lüdenscheid to Hagen on Saturdays and Sundays. In addition, the Märkischer Kreis is campaigning for a 30-minute cycle of the Volmetal-Bahn from Lüdenscheid via Hagen to Dortmund, since Lüdenscheid station would support higher demand. The Ardey-Bahn RB 53 service connects Dortmund, Schwerte and Iserlohn. It follows

832-522: The Charlevoix region as the Charlevoix tourist train . Multiple units of sub-classes 628.2 and .4 are used across virtually the whole of Germany, on main lines as well as branch lines. Currently multiples comprising two, coupled, Class 628 power cars work the Worms–Bingen Stadt railway as well as lines in the area around Ulm and which are thus different from the 628.9/629 compositions on

884-456: The Charlevoix tourist train Voith T 320r transmission systems are installed in these railcars. Experimentally some vehicles were fitted with an H-brake . Technical data for the transmission: The reversing gear is combined with the fluid drive and serves to change the direction or running. Reversing can be achieved during idling and also when the motor is switched off, but only when the vehicle

936-938: The Upper Ruhr Valley Railway and then on either the Nuttlar–Frankenberg railway or the Alme Valley Railway . The service runs hourly during the week. It runs alternately to Winterberg or Brilon Stadt. The following fares apply to the Sauerland Net: the Verkehrsverbund Rhein-Ruhr (Rhine-Ruhr transport association) fares in the Dortmund and Hagen areas, the Verkehrsgemeinschaft Ruhr-Lippe (Ruhr-Lippe transport community) fares in

988-768: The Class 628 began as far back as the early 1970s, when the Class 795 and 798 railbuses were reaching the end of their estimated useful life. The Bundesbahn's central office ( Bundesbahn-Zentralamt ) in Munich, in cooperation with the Waggonfabrik Uerdingen , began with the concept of a Class 628 local, passenger, multiple-unit, that were to replace the railbuses, the accumulator railcars of Class 515 . The new vehicles were also to be capable of being used on main lines, which required an increase in their top speed, stronger brake systems and greater comfort compared with

1040-471: The Class 628.2, by flying stones. In order to install a double door at the close-coupled end of the two coaches in the multiple, they were both extended in length by about 50 cm each. Between November 1992 and Januar 1996 a total of 309 railcars were built, of which several were delivered to other railway companies, including those in Luxembourg (see Operations ) and Romania . The first vehicles in

1092-507: The Class 928.1). Together with a few other changes, such as a simplified electrical system, the omission of one of the two toilets and one of the four entrances each side, and the installation of equipment to enable one-man operation, the new variant was even more economical. In addition there was a single-coach version again, the Class 627.1, of which 5 prototypes were procured. The new vehicles were tested for two years and, like their predecessors, proved to be outstanding, so that nothing stood in

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1144-539: The Czech Republic. The second series was able to benefit from the everyday experience that had been gained in using the railcars. In 1992 Duewag (formerly Waggonbau Uerdingen ) proposed the Class 628.4 railcar, which once again had technical improvements and other refinements. The power of the diesel engine was increased by about 20% by using "charge cooling". The lower window panes on the doors were omitted as they had occasionally been broken on its predecessors,

1196-499: The DB apart from the company logo at the front: initially painted in peppermint green and white, but since 2001 in red livery. They ply between Trier and Luxembourg (as do German 628s; on this route mostly in double traction together) as well as providing passenger services within Luxembourg itself. Class 628.2 and 628.4 are used on the following services in the different regions (2012): With Deutsche Bahn, only 628 685 remains and

1248-508: The DB's standard driving consoles. Safety equipment includes the dead man's switch system, Sifa , which is mandatory in Germany, as well as PZB 90 based on the I60R (Class 628.4) or I60 with ER24 recording device (Class 628.2) and train radio. Class 628 units have proved to be reliable and economical in practice. Now that newer vehicles have appeared, though, passengers on the 628s will miss

1300-456: The NWL specified that future trains on the Upper Ruhr Valley Railway (RE 17/57) would have a top speed of 140 km/h. Thus, the journey time to Schwerte would be cut, which would allow a connection to Münster . The timetable would be changed to ensure a quick connection at Fröndenberg from Neuenrade and at Menden to Dortmund. The previous level of service would be maintained. The same applied to

1352-532: The Polish manufacturer PESA . The DB Regio NRW procured 21 new LINT 41 railcars for operation on the Sauerland network, which were manufactured by Alstom. These replaced older vehicles such as the class VT 628 or Bombardier Talent railcars. Vehicles from the class 612 were also used. Since 2018, most of the Sauerland network has been equipped with the Pesa Link (class 632 and 633) multiple units planned at

1404-784: The RB 43. The Volmetal-Bahn RB 52 service connects Dortmund, Hagen and Lüdenscheid. On its way from Dortmund Hauptbahnhof to Lüdenscheid station, the service first runs over a section of the Dortmund–Soest railway and then over a section of the Düsseldorf-Derendorf–Dortmund Süd railway . It runs over the Hagen–Dieringhausen railway (also known as the Volmetalbahn , meaning Volme Valley Railway) from Hagen Hauptbahnhof to Lüdenscheid-Brügge station . Finally, it reverses direction and runs over

1456-748: The Sauerland/Ruhr-Lippe fare zone and the NRW statewide fares. Dortmund-M%C3%A4rkische Eisenbahn The Dortmund-Märkische Eisenbahn GmbH (DME) was a German train operating company, that operated the Dortmund – Hagen – Lüdenscheid train service (route RB52 ) from 30 May 1999 to 11 December 2004. It was a subsidiary of the Dortmunder Stadtwerke (74%) and the Märkische Verkehrsgesellschaft (26%),

1508-537: The accidents, the company ceased to exist on 8 September 2011. The DME operated the Regionalbahn route RB 52 with the brand name Volmetalbahn , running between Dortmund Hbf and Lüdenscheid stations. From North to South, this route used the following railway lines: VRR was the responsible regional rail authority for the cities of Dortmund and Hagen , and the Ennepe-Ruhr-Kreis for

1560-443: The centre of the carriage. On some of the units, the doors were also fitted with sensors. A special variant based on Class 628.4 was procured for duties on the hilly Alzey–Mainz railway . Five multiples were bought, both coaches in each pair being motorised. These trains were designated as Class 628.9/629, but apart from having two power cars were identical with the Class 628.4. Due to their higher maintenance and operating costs there

1612-437: The engines was already apparent on occasions. Initially it did not go into production, because for political reasons local passenger rail services were just being reorganised and it was not yet clear, which and how many vehicles would be needed. So the Class 628 project stalled for almost four years. The following diesel motors are used on the Class 628.0 diesel multiple units : MAN D 3256 BTXU KHD V 12 L 413F For

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1664-497: The former DME route. The company, which was registered at the Dortmund Amtsgericht under HRB 12798 , was then dissolved on 10 January 2006, the specially trained employees seconded to DME in 1999 were taken over again by Dortmunder Stadtwerke or Märkische Verkehrsgesellschaft and the four vehicles were sold. After the settlement of the transport contracts and the resolution of disputes regarding vehicle financing and

1716-416: The internal layout has not been changed. Two more 629s appeared in 2004 based on former 628.2s, that work with another 628.2 instead of a driving car. Two sets have been stationed at Ulm Hauptbahnhof with running numbers 628/629 340 (629 340 ex 628 341) and 628/629 344 (629 344 ex 628 349). Since 8 August 2008 Regio Südwest also has a set numbered 628 301/629 301 (629 301 ex 628 257), which should follow

1768-550: The letting of the new tender in 2013, and since the 2021/2022 timetable change, only the Pesa Link multiple units have run. The old Talent railcars are only kept as reserve vehicles. The Sauerland-Express RE 17 is a regional express line in local rail passenger transport in North Rhine-Westphalia and North Hesse, which runs from Hagen to Warburg and every two hours to Kassel-Wilhelmshöhe . The service

1820-548: The line from Augsburg to Füssen . At their last general inspection in 2001/2002 the vehicles underwent a number of modifications in order to standardise them with the sub-class 628.2. In early 2008 all 628.1s were withdrawn and, in that year, they were transferred to Hamm. In 2012 two units - 628 102 and 103 - were sold to the Sodema Inc. Société de gestion des équipements publics de Charlevoix in Canada where they operate in

1872-487: The municipal public transport operators of Dortmund and Märkischer Kreis . As part of the German rail reform after German reunification , regulation of regional train services passed from federal to state ( Länder ) control in 1996. In North Rhine-Westphalia , the state established regional rail authorities ( Aufgabenträger ). Two of them, Verkehrsverbund Rhein-Ruhr (VRR) and Zweckverband SPNV Ruhr-Lippe (ZRL) put

1924-420: The next stop have been installed and in many regions ticket machines have also been fitted, as had been planned in the design. Over the years the vehicles have not been completely free of technical problems, but the list of deficiencies is very short. For example, the coolant has a tendency to overheat on hot days if the radiators are not thoroughly cleaned. When traction conditions are poor, the 628 may not reach

1976-488: The operation of route RB52, operated hitherto by Deutsche Bahn , out to tender as a pilot project. In 1996, the bidding consortium of Dortmunder Stadtwerke and Märkischer Verkehrsgesellschaft won this tender, they then founded the DME on 11 September 1997. After acquiring rolling stock, DME started operation on 30 May 1999. It was the first private railway (non-DB rail company) to win a competitive tender of rail operations in North Rhine-Westphalia. In 2002, route RB52

2028-519: The other two. Because in the early 1990s hardly any other railcars were available, several private railways also bought railcars of this type. In 1993/94 Eisenbahnen und Verkehrsbetriebe Elbe-Weser (EVB) took delivery of five 628.4/928.4 sets, in 1994 Frankfurt-Königsteiner Eisenbahn (FKE) bought one 628.4/928.4 and, in 1995, two 628.9/629s. In 1995 Westerwaldbahn GmbH took over the Daadetalbahn line with one DB 628.4/928.4 (628 677); it added

2080-401: The railbuses, but which were not to be more expensive to run than a railbus. In 1974, only 2 years later, Waggonfabrik Uerdingen and MaK demonstrated the prototypes of the two-unit Class 628.0 and also a single-coach variant, the Class 627, for use on routes with lower numbers of passengers. The vehicles were tested and proved themselves exceptionally well, even though the lack of the power from

2132-480: The regions of Rhein-Ruhr and the Southwest were given a modernisation of the interior. The railcars were matched to the current DB interior design. The seats have blue cushions and arm rests made of beech wood, the walls are silvery, the luggage section completely white, the windows are equipped with emergency hammers. The colour of the entrance area is white, and in some cases larger bicycle sections were installed in

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2184-630: The rollingstock through the municipal budget and to reimburse the top three losing tenderers tender costs of up to €100,000. Passengers would benefit from the competition in the Sauerland as the trains would be accessible to the disabled with entrance heights of 1.2 metres as was already the case with the Sauerland-Express. Due to the great success of the Ruhr Valley Cycle Route, RE 17 would have additional space for bicycles (which already existed on RE 57 services). In addition,

2236-402: The sale of tickets at DB ticket offices and DB agencies. However, ticket machines would be available in trains from the end of 2016 and no longer on the platforms, as this would prevent damage from vandalism. After 7 PM all trains will be staffed with on-board staff, this would increase total staff on the trains. The contract was awarded to DB Regio, which would use LINK (II or III) DMUs made by

2288-752: The section between Dortmund Hbf and Hagen-Rummenohl , and ZRL for the Märkischer Kreis for the section between Schalksmühle-Dahlerbrück and Lüdenscheid. Within the VRR its fares applied, within the ZRL the fares of the Verkehrsgemeinschaft Ruhr-Lippe (VRL). The timetable consisted of a daily hourly service in both directions, stopping at all stations. It began Mondays to Fridays at 5 am, Saturdays at 6 am, Sundays at 8 am, and ended daily at 10 pm. The DME used four three-part diesel multiple units (VT 01.101, VT 01.102, VT 01.103 und VT 01.104) of

2340-609: The speeds required by the timetable due to its low adhesive weight. Because the vehicles by today's standards are quite underpowered, its use on hilly routes results in long journey times. On newer vehicles, such as the Desiro (642) , the Talent (643 and 644) or the LINT (648) , which have partly replaced the 628s, two power cars have been used and the higher resultant costs accepted. Single-unit class 650 (Regio-Shuttle) has received two engines, so all axles are powered. The development of

2392-532: The trains rather than on the platforms, as well as improved connections in Menden (to Dortmund) and Schwerte (to Münster). It would involve about 5.6 million train-kilometres a year, at a cost of €9–10 per train-km, a total cost of about €50 to 55 million. Because the operation of the network was to be contracted for a period of 12 years, it will be worth more than €600 million. Competition was considered necessary in order to maintain fares. The NWL offered financing for

2444-571: The type Bombardier Talent with 1st and 2nd class, with one DMU always used as a reserve. Maintenance was carried out in the workshops of the Dortmunder Eisenbahn. Several times, vehicles were damaged in accidents; a shunting accident on 26 August 2002 was particularly consequential, after which two of the four vehicles were out of service for six months. Vehicles from other railway companies were rented as replacements, including identical Talent DMUs from Ostmecklenburgische Eisenbahn ,

2496-429: The way as the two-car version went into production. The single-unit variant did not, however, as it had only a few more seats than a bus and could not be deployed economically. Coach number 628 102 is unusual in being the only one of this small batch with a 1st class compartment. Before it became widespread, however, a number of short-term requirements from the future production Class 628.2 units were integrated, including

2548-473: The week. On Sundays services run every two hours between Menden and Neuenrade. The Unna–Fröndenberg section has been closed since summer 2022 and a rail replacement bus service has operated due to damage to the railway embankment caused by badgers. The Dortmund-Sauerland-Express RE 57 connects Dortmund and Fröndenberg with Winterberg and Brilon Stadt . It runs along the Ardey Railway,

2600-540: The winter of 2005/2006 for the Koleje Mazowieckie . The three multiples of the transitional class, 628.1 (628 / 928 101, 102 and 103), were all stabled at Kempten im Allgäu from the outset. From here they were used until 8 December 2007 in regular services on the Ausserfernbahn and on the Illertalbahn . Until the timetable change in 2006 they also ran to other destinations in the Allgäu , e.g. on

2652-447: Was operated by NordWestBahn , then operations were taken over by DB Regio after a tender. The RB 43 was integrated into the new timetable at the timetable change in December 2015 and an additional train was offered in the evenings. Initially, class 628 sets were used, but Alstom Coradia LINT 27 (class 640) sets were used from June 2016. Pesa Link railcars are currently running. On working days an average of 3,500 passengers use

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2704-462: Was tendered out by VRR and ZRL once again, this time as part of the Sauerland-Netz , together with routes RE57 ( Dortmund – Arnsberg – Bestwig – Winterberg ), RB53 (Dortmund – Schwerte – Iserlohn ) and RB54 ( Unna – Fröndenberg – Menden – Neuenrade ). DME took part in this competition, but lost to DB Regio NRW . Since 12 December 2004, that rail company has thus been running on

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