Barış Balcılar: Double Deck Trains Sets

Siemens Desiro_Double-Deck_EMU

Especially in Germany, Italy and Switzerland, double deck train series (double deck EMU) used between the suburbs and nearby cities are interesting because of their high passenger capacity and their kinematic features. This type of vehicle is described as "The bilevel car" in North America and "double-decker train" in English.

The construction of the Marmaray project, which was under construction for a period, was considered as an alternative but it was not preferred because of its gabari diversity and price level, and the fact that it was designed with metro vehicles since the beginning of the project.

If the technical and gabari features could be made in a suitable design, they could be the appropriate type of vehicle for this project. In this case, a different interior design would have to be done according to the vehicles used abroad. The reason is that Marmaray project shows both subway and suburban features. It will take the passenger load in the city as well as connect the suburbs at both ends of Istanbul to the centers. So 10 will travel on 75 minutes with the trip will be on the same train as the passengers. For example, the upper floor at the lower floor of the subway can be comfortably seated and vehicles with more seating capacity can be designed. Another point of view is that the number of manufacturers of such vehicles and the competition are not too high.

It is ideal for cities and transportation systems with suburban areas and suburban areas.

The requirement that such vehicles must comply with the dynamic clearance or kinematic envelope of the lines on which they will be used; It gave rise to interesting designs.

Another important criterion is the axle load of the lines. As it is known, the load limits of the structures on the railways are limited. These are also called civil engineering limits. This limit is considered as the axle load on railways. For example, in most countries, as in our country, the axle load is limited to 22,5 tons. This limit is in England, the 25 tone. In the US, 35-40 is available in some lines.

There are three types of platform design in this type of vehicles. These;

  • Common high platform design

Most of the high-platform train tracks are placed on top of the bogies and the upper and lower floors are entered by steps. These vehicles are designed for lines with standard high-bay stations as standard in outlines. Such vehicles are also located in the upper elevation. These are the upper floor, the lower floor and the vehicle entrance floor. Vehicle entry sections, wheelchairs, passenger baggage, child carriages to be put on and off the ride is designed to prevent distress. Such designs can be designed for any platform height. The height of these vehicles is around 4,850 mm.

  • Common low platform design

Most low-platform double-decker trains are located at the bottom of the vehicle, making it easier for wheelchairs and other wheeled goods to enter the vehicle. These tools also include two jeans. One is the bottom floor, this floor is also the vehicle entrance floor and the other one is the upper floor. The height of such vehicles is also around 4,900 mm.

  • Uncommon very long design

This type of vehicle is a high vehicle with a height of approx.

Returning to the characteristics of double-deck trains, the electrical characteristics of these trains are not much different from a normal electric train series. Only the placement of the electrical components on the vehicle and the height of the pantograph differ. The arrays used in some lines; It is equipped with double supply system equipment in order to adapt to the difference of the supply voltage level of the lines.

In general, it is not possible to put equipment on the upper point of the vehicle because of the high speed of the train lines. The pantograph connections differ from the top of the insulators and the pantograph height. Unlike single-storey electrical arrays, the leading series of these knees are found in the electrical equipment compartment, and most components are mounted in this section.

The ceiling height of the upper floors narrowed some of the freshness. Seat layouts are also optimally maintained.

 Bombardier M6 double decker train interior design

The high level of the windows of the upper floors, in fact, offers a nice and high view for the upstairs sitting, and the downstairs window and seating level are at a very low level, giving the ground and platform a close view.

Another problem for the passengers of these vehicles is to go down to the lower level with a step from the vehicle level. A few steps for the upper floors do not cause any problems in general. However, the choice of luggage or short distance passengers on the lower floors leads to the density of the lower floor and the solid entrances and the number of passengers mounted on the steps is very high.

The following illustration shows the design used in Paris and other European cities.

In such vehicles, the passenger compartment is placed between the bogies and thus the lower floor is lowered down and sufficient height is provided to the upper floor. The entrance doors are positioned on the bogies and thus allow fast loading to the center of the vehicle.

When the passenger capacities are examined, it varies between approximately 320 and 380 seats per series and allows standing passengers. Although at 140 km / h, standing travel is very troublesome and does not cause problems at slower speeds.

These trains, which are designed as speed at the maximum speed of 140 - 160 km / h in general, can also be designed according to different speeds and characteristics. For example, the TGV has an 330 km / h speed double decker train as well as a maximum of 110 km / h in subway and suburban public transport.

High-speed double-decker trains may be the trend of the market in markets where system speeds are rising and the number of passengers is increasing, but where travel price competitiveness is important. French railways and Alstom may have thought of this trend, but this trend may not be supported by train manufacturers as most train manufacturers have completed their designs and are not keen on new designs.

The recently ordered double deck trains are as follows;

Vehicle Name Operator Vendors Amount Order Year Contract Price Supply voltage Number of Passengers
Regio2N SNCF Bombardier 80 2010 800'0 € 1,5 kV DC
Regio2N SNCF Bombardier 49 2010 350'0 € 1,5 kV DC
Class 671 / 071 / 971 Slovakia Skoda Vagonna 10 × 3 2009 3 kV DC
Stadler Emu for Bern S-Bahn (DOSTO) BLS Stadler 28 × 3 2010 CHF 493.7m 15 KV AC 16 2 / 3 Hz 336 seat, 110 standing passenger total 915 passenger capacity
BT double deck for DB DB Bombardier 18 2010 € 24 15 KV AC 16 2 / 3 Hz
Skoda CityElefant double-deck EMUs CD Skoda Vagonna 15 2010 KC 3 X 3 3 kV DC / 15 kV AC
Desiro RABe 514 Double-Deck EMU SBB Siemens & Bombardier 121 2008 € 189 15 KV AC 16 2 / 3 Hz 378 seat
dosto Stadler 16 × 4 2010 15 KV AC 16 2 / 3 Hz 336 seat, 110 standing passenger total 915 passenger capacity



The vehicles are made with some tailor-made design and due to this design difference, it is functional to be produced in high numbers. For example, this February, Bombardier signed a framework agreement with the French Railways (SNCF) for 860 double-decker trains and received orders for the first 80 trains (860''8 € for 0 trains and 80'800 € for the first 0 trains) (Source: BOMBARDIER TRANSPORTATION On Wednesday February 24, 2010, 12:04 pm EST)

Bombardier SNCF DD Train

Bombardier SNCF Train

As you can see in the list above, each order is ordered and / or produced in high numbers in total. Price levels vary considerably when compared to single-story trains. Due to the special design and the new design requirement of each project, some vehicles are close to a speed train set. The general reason for this is a different and new design requirement. In a different country railways are different designs and features.




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