Hubbry Logo
DBAG Class 481DBAG Class 481Main
Open search
DBAG Class 481
Community hub
DBAG Class 481
logo
8 pages, 0 posts
0 subscribers
Be the first to start a discussion here.
Be the first to start a discussion here.
DBAG Class 481
DBAG Class 481
DBAG Class 481
View on Wikipedia
from Wikipedia

DBAG Baureihe 481/482
DBAG Class 481 at Berlin Westkreuz station
ManufacturerAdtranz and DWA (later Bombardier)
Built atHennigsdorf (Adtranz) and Halle (DWA)
Constructed1996–2004
Number built500 quarter trains
Operators
Specifications
Train length36.8 m (120 ft 9 in)
Width
  • 3,000 mm (9 ft 10 in) (outer frame)
  • 3,140 mm (10 ft 4 in) (with safety sills)
Height3,585 mm (11 ft 9.1 in)
Floor height1,000 mm (39.37 in)
Maximum speed100 km/h (62 mph) (lowered to 80 km/h (50 mph) by regulator)
Weight59 t (58 long tons; 65 short tons)
Traction systemAEG DASU 7.1 3-level GTO–VVVF
Traction motors6 × VEM DKABZ 2806-4B 99 kW (133 hp) 3-phase AC induction motor[1]
Power output594 kW (797 hp)
Acceleration1.0 m/s2 (3.3 ft/s2)
Deceleration1.3 m/s2 (4.3 ft/s2)
Electric system(s)750 V DC third rail
Current collectionContact shoe
UIC classificationBo′2′+Bo′Bo′
Safety system(s)mechanical train stop, ZBS Eurobalises (after 2015)
Track gauge1,435 mm (4 ft 8+1⁄2 in) standard gauge

The DBAG Class 481/482 is an electric multiple unit train for the Berlin S-Bahn. The class 481 was designed to replace the aging rail cars after the German reunification in 1990. The first mock-up models were presented in 1993 with the first rollout on 22 January 1996.

History

[edit]

In 1990 most of the rail cars were still composed of mostly Class 475, 476 and 477 vehicles from before World War II. The average age was about 50 years at the time. Both the West Berlin and East Berlin S-Bahn operators had already started to replace their aging fleet with Class 480 (West) and Class 485 (East). The German reunification prompted a unification of the operators leading also to a requirement of a common operation scheme for the whole of Berlin. When the last of the 500 rail cars had been delivered, the theoretical 55 years average age shrunk to merely 6 years in 2004.

After some teething problems the Class 481 trains proved to be reliable. A number of components had to be replaced with higher quality parts, especially on the doors. About a decade after delivery, the train type experienced a notable technical accident on 1 May 2009 when a wheel broke at Kaulsdorf station. An investigation showed that the wheels were built too lightly and the brakes were not properly dimensioned according to current regulations – this led to a plan to replace the wheel sets on all trains of this type. The operator reconstructed a repair shop to carry out the repairs, but the replacement works were running too slow, so that some of the inspections could not be carried out at their scheduled time, leading to some of the rolling stock being temporarily withdrawn from service, and timetables had to be revised as fewer trains were available to operate it. When the acceptable margin[which?] was overrun as well, the federal regulator withdrew permission to operate 100 of the sets of this type, which led to serious transport problems on the Berlin S-Bahn in 2010. Further problems at the height of winter 2011 led to more train sets being withdrawn, as some of the motors and sanding equipment needed to be reconstructed.

Since 2011, the Berlin S-Bahn network started transition to a modern train safety system, the ZBS train control, based on Eurobalises. Only the Class 481 will be equipped with ZBS on-train safety equipment, with the installations to be complete for all 500 quarter trains until the end of 2016.[2] Originally it was planned to withdraw all older types of rolling stock on the Berlin S-Bahn after 2017. However, due to a number of setbacks in the ordering process for the new Class 483 and 484, as well as population growth in Berlin (rising by about half a million residents), the old train types (Class 480 and Class 485) will continue to run until 2023.

Technical details

[edit]

Vehicles

[edit]

Each 481/482 unit is formed of two cars - one 481 car with driving cab, and one 482 car without a cab, connected by a walkthrough gangway, forming a so called quarter-train. Three units (501/601 – 503/603) consist of four cars connected by three gangways. As driving cabs are required on both ends of each consist, the minimum train length for a Class 481/482 train is a half-train with 4 cars (Kurzzug), formed 481-482-482-481. Two half-trains coupled together form an 8 car Vollzug, the longest possible train length. 6 car trains are also run, namely on S 25, S 26, S 41, S 42, S 47 and S 85.

The seating is arranged in a 2 + 2, with an open area at one end to accommodate bicycles and wheelchairs.

Regenerative brakes are fitted, leading to an average electricity saving of 30 percent over the S-Bahn network. Three of the four bogies in each 2 car unit are powered. In the interior, mainly clean and vandal-resistant fabrics were used.

Due to their characteristic howling start-up noise, which is typical for three-phase AC motors with pulsed voltage control, these vehicles are occasionally also called "circular saws", "hoe buoys" or "flying alarms". The loud start-up and brake noise has led to many complaints.

Depots

[edit]
Depot Units
Berlin-Wannsee (BWSS1): 001–033, 035–042, 044–350, 501/601–503/603
Berlin-Grünau (BGAS1): 481/482 034, 043, 351–494

The trains from the Grünau and Wannsee depots are pooled and so it is common to see trains formed of units from both Grünau and Wannsee.

Routes

[edit]

The DBAG 481 series can operate on all lines of the Berlin S-Bahn. The lines S1, S2, S25, S3, S5, S7, S75 and S9 are exclusively operated by the 481. Often the 481 also operates on the Ringbahn S41 and S42, and at the weekends is the only type used on the Ringbahn. The same is true for the S47.

See also

[edit]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

DBAG Class 481

View on Grokipedia
from Grokipedia
The DBAG Class 481 (also known as the Baureihe 481) is a type of (EMU) train designed specifically for the network, serving as the primary since its introduction in 1996 to replace outdated vehicles following . These trains operate on a 750 V DC third-rail electrification system and are configured as "quarter trains"—modular two-car units (Class 481 with driver's cab and Class 482 without)—that couple to form half-trains (four cars) or longer consists for urban and suburban service across Berlin's extensive lines. With a top speed of 100 km/h (62 mph) and three-phase asynchronous motors providing 594 kW of power per quarter train, the Class 481 emphasizes reliability, energy efficiency, and passenger capacity in a lightweight aluminum body structure measuring approximately 36.8 m in length and 3.58 m in height. Developed jointly by the pre-unification operators of East and , the Class 481 project began with a completed in 1993, addressing the need for a unified, modern fleet capable of handling increased post-reunification demand on the network. Production ran from 1996 to 2004 by a including AEG, , DWA, and , resulting in 500 quarter trains (comprising 494 standard units and three walkthrough half-trains, each equivalent to two quarters). Early operations faced challenges, including wheel wear, brake system issues, and door malfunctions, which contributed to several minor accidents and prompted ongoing upgrades; however, the design's modular nature allows flexible operation, with the smallest serviceable unit being a four-car half-train seating up to 200 passengers (94 seats per quarter train). Today, the Class 481 forms the backbone of the Berlin fleet, handling millions of daily passengers on lines such as S1, S2, S3, S5, S7, S9, and the ring lines S41/S42, often in configurations of 8 to 10 cars during peak hours. Known colloquially as "Diving Goggles" for its distinctive rounded front end or "" due to its boxy shape, the trains feature modern amenities like electrodynamic braking for , and accessibility improvements. Berlin's Project Longevity, completed in late 2025, refurbished these units to extend their service life beyond 2030, including electrical system overhauls and interior modernizations, ensuring they complement newer classes like the 483/484 while phasing out older series such as the 485. This ongoing investment underscores the Class 481's enduring role in one of Europe's busiest urban rail networks.

History

Development and procurement

Following the reunification of in 1990, the system encountered substantial challenges in merging the divided East and West networks, including deteriorated infrastructure and an outdated inherited from both sides. The pre-reunification fleet primarily comprised Classes 475, 476, and 477 vehicles, many dating to the pre-World War II era and averaging around 50 years old by 1990, with some units approaching 70 years of service by the mid-1990s. To address these issues and modernize the fleet, initiated a comprehensive program in the early , culminating in the decision to acquire 500 quarter-train units of the new Class 481 electric multiple units. This effort aimed to replace the aging vehicles and ensure reliable operations across the unified network. The tender process emphasized designs tailored to the S-Bahn's unique operational needs, such as integration with the existing third-rail power system and track infrastructure. The contract was awarded to (subsequently acquired by ), which collaborated closely with to develop the Class 481 specifically for the environment, including a maximum speed of 100 km/h for compatibility with legacy lines. Valued at approximately 1.2 billion euros, the procurement sought to overhaul the fleet within a decade, reducing the average vehicle age from 43 years in 1995 to 8 years by 2006.

Production and introduction

The production of the DBAG Class 481 quarter-trains occurred from to , with the first unit presented to the public on 22 February at the main workshop in Schöneweide. A total of 500 quarter-train units were built by Bombardier (formerly ), consisting of 494 standard units and 3 special walkthrough half-trains built for the Berlin anniversary. Deliveries began with pre-series units in 1996, followed by annual batches of approximately 60 units, culminating in the handover of the final unit on 30 September 2004. Following initial testing, the first revenue service commenced on 10 December 1996, with gradual rollout across lines to replace older , achieving complete fleet integration by the end of 2004. The units quickly earned the nickname "circular saws" (Kreissägen) owing to the distinctive whining motor noise during acceleration. Early operations relied on the quarter-trains—each comprising a powered end car (Class 481) and an unpowered intermediate trailer (Class 482)—into 4-car half-trains or 8-car full-trains for standard service.

Early operational challenges

Following the introduction of the DBAG Class 481 in 1996, the fleet encountered substantial reliability problems that hampered its initial deployment and service reliability. In May 2009, a significant incident occurred when a Class 481 train derailed at Kaulsdorf station due to a wheel fracture after approximately 1 million kilometers of operation. Investigations by the Eisenbahn-Bundesamt (EBA) determined that the wheels were insufficiently robust and the braking system inadequately sized for the loads, prompting immediate safety measures including partial fleet withdrawals for inspections. As a direct consequence, around 25 quarter-trains (each consisting of two cars) were taken out of service daily, and operations on lines S1 and S2 were adjusted by shortening trains from eight to six cars to maintain safety. The S-Bahn Berlin initiated a wheel replacement program targeting 520 units by late July 2009, with estimates suggesting up to 8,000 might require replacement, at a cost of several million euros in materials and labor alone. These wheel issues compounded existing concerns, leading the to impose a permanent speed restriction on all Class 481 units from 100 km/h to 80 km/h starting in 2009, as outlined in regulatory decrees addressing structural vulnerabilities in the running gear and braking components. This reduction not only affected performance but also necessitated operational adjustments, such as revised timetables to accommodate slower travel times across the network. The persistent mechanical shortcomings delayed the full integration of the Class 481 into regular service, forcing temporary increased dependence on aging predecessor classes like the and 485 to cover routes and prevent widespread cancellations. By mid-2009, these measures had already strained resources, with total remediation costs contributing to broader financial pressures exceeding 400 million euros when combined with subsequent issues. Further challenges emerged in 2011, when failures in the traction motors and sanding systems—particularly vulnerable to extreme winter conditions like heavy and freezing temperatures—caused extensive disruptions. Motors overheated or failed due to ingress of "flugschnee" (fine airborne snow), while the sanding mechanisms froze, impairing traction and braking on icy rails, resulting in frequent , cancellations, and the activation of timetables on most lines. These problems affected nearly 1,000 , requiring comprehensive overhauls including motor winter-proofing, sanding system upgrades, and additional exchanges, which further postponed the fleet's stabilization. Service reliability suffered markedly, with replacement bus services deployed at key stations and overall dropping amid one of Berlin's harshest winters on record. Amid these mechanical setbacks, a critical upgrade program addressed signaling compatibility by retrofitting the entire Class 481 fleet with the Zugbeeinflussungssystem (ZBS) train control technology, commencing in 2011 to align with network-wide safety enhancements. This involved installing ZBS vehicle equipment on all 500 quarter-trains, a process that progressed systematically despite ongoing operational strains and was fully completed by the end of 2016. The retrofit improved automatic train protection and supervision, mitigating risks from earlier protection system flaws, but initially diverted maintenance capacity and contributed to deployment delays as units were sidelined for modifications. Initial development constraints, including budget pressures that influenced choices like the adoption of three-phase asynchronous traction motors for efficiency, had indirectly exacerbated some design vulnerabilities exposed in these early years, though primary fixes focused on adaptations.

Design

Vehicle configuration

The DBAG Class 481 is configured as a quarter-train unit comprising two cars: a powered end car designated as Class 481, which includes a driving cab, and an unpowered intermediate trailer classified as Class 482. These cars are permanently coupled with a fixed connection featuring a walkthrough gangway to allow seamless passenger movement between them. Each quarter-train has an overall length of 36.8 meters over the couplers, optimized for the compact curves and platform constraints typical of Berlin's infrastructure. The units employ Scharfenberg automatic couplers at the ends, enabling quick formation of operational consists: two quarter-trains can couple to create a 4-car half-train, while four quarter-trains form an 8-car full train for higher-capacity services. Among the fleet, three special walkthrough half-trains (units 501 to 503, classified as 481.5/482.5) incorporate additional gangways between intermediate cars to improve passenger flow during peak operations. is supported by step-free entry at doors, though the original design provided limited dedicated spaces for wheelchairs, with comprehensive provisions introduced through later refurbishments.

Technical specifications

The DBAG Class 481 employs a three-phase system utilizing six asynchronous induction motors, each rated at 97.5 kW, providing a total continuous power output of 585 kW per quarter-train unit. These motors drive six of the eight axles, enabling efficient power distribution across the powered bogies for urban rail operations. The maximum speed is 100 km/h, though following a series of incidents in , the Eisenbahn-Bundesamt imposed an operational limit of 80 km/h to enhance safety, a restriction that remains in effect on non-ZBS-equipped lines. The electrical system operates on a 750 V DC third-rail supply, fully compatible with the Berlin S-Bahn's legacy infrastructure and ensuring seamless integration without modifications to existing power delivery. Each quarter-train unit has a service weight of 59 tonnes, distributed between the powered end car (approximately 31 tonnes) and the unpowered intermediate car (approximately 28 tonnes), with spacing optimized at 2,200 mm for stability during frequent stops. This configuration supports a maximum of 1.0 m/s², allowing the to reach 80 km/h from standstill in under 30 seconds, prioritizing rapid urban acceleration over high-speed performance. For safety, the Class 481 was originally equipped with an initial Automatic Train Protection (ATP) system incorporating mechanical deadman's override and basic speed supervision, later upgraded to the Zugbeeinflussungssystem (ZBS) starting in 2011 for continuous automatic train protection and supervised operation on equipped routes.

Manufacturing

The DBAG Class 481 trains were produced between 1996 and 2004 by a of manufacturers, with primary assembly handled by at its Hennigsdorf plant for the initial series and prototype units, while later production shifted to DWA (Deutsche Waggonbau AG) at its Halle-Ammendorf facility. Following corporate mergers, was acquired by in 2001, and DWA had been integrated into Bombardier in 1998, leading to the completion of the fleet under the Bombardier banner. The manufacturing process centered on the assembly of aluminum car bodies at these dedicated plants, incorporating electrical and control systems primarily supplied by AEG (later integrated into ). These components were integrated during final assembly, followed by comprehensive on-site testing at the production facilities to verify performance under simulated operational conditions before delivery to . Production efforts were shaped by significant cost pressures from the , resulting in simplifications and efficiencies that divided output between Hennigsdorf and Halle to optimize resource use. These measures, particularly in areas like motor mounting and wheelset fabrication, later contributed to early reliability challenges, including wheel fractures traced to production tolerances. No new Class 481 units have been manufactured since 2004, with subsequent focus placed on ongoing programs to extend the service life of the existing 500 quarter-train sets.

Operations

Depot assignments

The Class 481 fleet is primarily assigned to two main depots in : the S-Bahn-Werk and the S-Bahn-Werk Grünau, which together handle the majority of daily operations and for the 500 quarter-trains comprising the series. The depot is responsible for major overhauls, including retrofits for the Zugbeeinflussungssystem (ZBS) train control system. In contrast, the Grünau depot focuses on routine servicing, such as wheel inspections and minor repairs. Initially, following the full delivery of the fleet in , assignments were more evenly distributed across depots to balance workload. However, after the 2009 S-Bahn operational disruptions caused by wheelset issues, reallocations were made to prioritize proximity to specialized repair facilities, enhancing efficiency in fault resolution and preventive maintenance. Each depot is equipped with capacity for 200–250 quarter-trains, featuring stabling tracks designed for 8-car consists to facilitate quick turnaround and assembly of full trains. As of late 2025, following the near-completion of the Langlebigkeit modernization program, all units remain in full operational basing at these facilities, with no phase-out assignments initiated.

Route assignments

The DBAG Class 481 has served as the backbone of the network since 2004, operating across all 15 lines to provide the majority of services. With a fleet of 500 quarter-units forming the core of daily operations, these trains handle high passenger volumes on radial and circumferential routes alike. The Class 481 operates exclusively on the radial lines S1, S2, S25, S3, S5, S7, S75, and S9, where no mixing with older train classes occurs following fleet standardization efforts completed around 2016. On these routes, formations typically consist of 4-car or 8-car sets, with 8-car configurations deployed during peak hours on high-demand corridors such as the S1 between and to accommodate surging ridership. In contrast, the ring and branch lines S41, S42, S45, and S85 are shared with Classes 480 and 485, though the older units are slated for phase-out by 2028–2030 as the Class 481 assumes full responsibility. Each Class 481 quarter-unit averages 400–500 km of daily mileage, reflecting intensive utilization across the network's 340 km of track. A incident in May 2009 led to temporary network-wide speed restrictions to 80 km/h for safety; following repairs and upgrades completed in 2015, operations returned to the design top speed of 100 km/h.

Modernization program

In 2019, Berlin launched the "Projekt Langlebigkeit" (Longevity Project), a refurbishment program aimed at modernizing 500 quarter-trains (1,000 cars) of the Class 481 fleet to address wear accumulated over more than two decades of intensive service in the metropolitan area. The initiative, initially planned for completion by 2022 with a target of 100 units per year, was extended due to the scope of required structural repairs, such as treatment on underframes, but remained focused on extending operational viability while enhancing passenger experience. Key upgrades emphasized interior renewal and accessibility improvements to meet contemporary standards without introducing major new systems like . New blue-patterned Regio-style seats with thinner padding were installed to optimize space in the compact vehicles, alongside a 10 cm wider central corridor, additional handrails, tactile door openers, and PRM-compliant features such as highlighted doors and pictograms for better access. Further enhancements included refreshed flooring, black exterior doors, a modernized in lighter red tones, and the installation of approximately 5,000 video surveillance cameras across the fleet for improved security. These changes built on earlier operational challenges by prioritizing durability and user comfort in high-ridership environments. The modernization work was primarily conducted at the Schöneweide maintenance workshop, where vehicles underwent complete disassembly, component refurbishment, and reassembly, with each quarter-train requiring about three months in the facility. Units returned to service incrementally, with the first modernized train entering operation on line S47 in late 2019; as of September 2025, the final unmodernized units were sent to the workshop, and as of November 2025, the program is near completion, with all units scheduled to return by the end of 2025. Funded by the states of Berlin and Brandenburg at a total cost of €250 million—the program has extended the Class 481's service life into the 2030s, ensuring continued reliability amid rising passenger numbers while avoiding the expense of full fleet replacement. Benefits include heightened passenger comfort through ergonomic updates and enhanced safety via surveillance, though the process created temporary service disruptions during refits, necessitating greater dependence on the newer Class 483 and 484 trains to maintain network coverage.

Incidents and reliability

Major incidents

One of the most significant incidents involving the DBAG Class 481 occurred on 1 May 2009, when a train derailed at low speed at Kaulsdorf station in due to a fractured caused by a flaw in the wheel design. The wheel material, similar to that used in axles which had known cracking issues, contributed to the failure under the stresses of disc brakes. The Federal Railway Authority (Eisenbahn-Bundesamt, ) investigation revealed inadequate safety checks and non-compliance with inspection protocols, prompting mandatory weekly wheel and brake inspections across the fleet and the imposition of new wheel life limits: 650,000 km for type A1 wheels, 850,000 km for type B1, and 1.5 million km for inner wheels. This triggered broader scrutiny, leading to the withdrawal of approximately 380 Class 481 sets on 29 June after the enforced an order for overdue inspections. Between and 2011, multiple wheel fractures were reported, exacerbating service disruptions and resulting in fleet withdrawals; these stemmed from cost-driven shortcuts in and , including reduced and workshop closures that prioritized profits over rigorous upkeep. By 20 July , only 165 of 630 two-car units were operational, forcing an timetable that suspended service to 19 stations, including Airport and the Spandau line, and halted all trains on the Ostbahnhof-Zoologischer Garten route. issued public apologies, with CEO Rüdiger Grube acknowledging a "dangerous hole in the " on 18 September , amid the sacking of the executive board on 2 July and a Berlin justice department probe into managerial negligence. In early September 2009, a separate issue with brake cylinders necessitated the cancellation of 75% of services starting 7 September, with two-thirds of the fleet still sidelined by early October and around 100 trains unavailable as of 13 October. These events, compounded by ongoing wheel defects, led to EBA-mandated eddy-current inspections every 30,000 km for affected wheel types by 30 September 2009, alongside assistance from manufacturer Bombardier for replacements. During the winter of 2010-2011, the Berlin network experienced widespread delays and a restricted timetable due to weather-related issues, including slipping incidents under icy conditions. Across these incidents from 2009 to 2011, no fatalities occurred, but they affected thousands of passengers daily through delays and cancellations, prompting compensation claims totaling at least €25 million and free travel offers for ticket holders in December 2009. The disruptions incurred costs of €75-100 million for in 2009 alone, with Berlin withholding over €28 million in subsidies from July to September.

Reliability improvements

Following the 2009 derailment incident at Kaulsdorf station caused by a fractured on a Class 481 unit, implemented comprehensive upgrades to address wheelset cracking issues across the fleet. These included reinforced wheel designs with stricter fatigue limits and the introduction of mandatory regular protocols, reducing inspection intervals from 120,000 km to 60,000 km initially. By late 2009, visual inspections were required every seven days, supplemented by for high-risk wheelsets (A1 and B1 types) every 30,000 km and others every 60,000 km, with new operational life caps set at 650,000 km for leading axles and 1.5 million km for inner wheels. Between 2011 and 2013, further retrofits targeted propulsion and adhesion systems to mitigate operational faults. Faulty three-phase asynchronous motors, prone to overheating and failure under frequent stop-start cycles, were systematically replaced with upgraded variants featuring improved cooling and efficiency. Ongoing protocols have since emphasized preventive measures, with depot-based inspections now conducted every 50,000 km using advanced non-destructive testing. The integration of the Zugbeeinflussungssystem (ZBS), a balise-based rolled out progressively from 2018, has enhanced braking coordination and signaling accuracy in Class 481 units, significantly lowering risks by enabling precise speed supervision and automatic intervention. As of 2025, these cumulative improvements have elevated fleet availability and quality significantly, supported by tools for component wear forecasting and just-in-time parts replacement, ensuring sustained high dependability amid the network's transition to full ZBS coverage.

Current status

As of November 2025, the DBAG Class 481 remains the backbone of the fleet, consisting of 494 active quarter-trains and 3 special walkthrough half-trains, which together account for approximately 70% of the total active fleet of around 760 quarter-trains. More than 300 of these units have been modernized under the ongoing Project Longevity (as of 2023), incorporating upgrades such as improved interiors, enhanced , and reliability enhancements to extend their . The Class 481 continues to serve as the primary rolling stock on many exclusive S-Bahn routes, including high-frequency lines like the Ringbahn and outer branches, while being supplemented by the 106 new Class 483/484 trains that entered full service in September 2023, providing air-conditioned capacity on select corridors. These newer units have helped alleviate peak-hour crowding, but the Class 481's versatility in forming flexible train consists keeps it central to daily operations, handling the majority of the network's 1.4 million daily passengers. Phase-out plans for the Class 481 have been deferred to the through the Longevity program, which addresses structural and electrical components to ensure continued viability amid rising ridership—up nearly 2% year-over-year to over 2.4 billion passengers annually across the system. Similarly, the older Class 480/485 series, originally slated for withdrawal by 2023, has seen extensions for the remaining Class 480 units to 2028–2030 due to sustained demand growth and delays in fleet expansion. Post-modernization performance has improved, with the Class 481 fleet achieving over 100 million kilometers annually and reduced maintenance downtime, contributing to overall network punctuality gains. Looking ahead, no immediate withdrawals are planned, and further digital upgrades, such as potential ETCS integration for with European rail standards, are under consideration to align with the €15 billion awarded in September 2025 for 1,400 new trains and network operations through the 2050s.

References

  1. https://sbahn.berlin/en/about-us/vehicle-fleet/
  2. https://www.loco-info.com/view.aspx?id=17329
  3. https://www.loco-info.com/view.aspx?id=-653
  4. https://sbahn.berlin/en/about-us/vehicle-fleet/fleet-maintenance-depots/
  5. https://www.deutschebahn.com/de/presse/presse-regional/pr-berlin-de/aktuell/presseinformationen/Letzte-Fahrt-im-alten-Lack-Frischzellenkur-fuer-die-S-Bahn-Baureihe-481-nahezu-abgeschlossen-13565228
  6. https://sbahn.berlin/en/about-us/company-profile/history-of-s-bahn-berlin/
  7. https://sbahn.berlin/das-unternehmen/fahrzeugpark/baureihe-481/
  8. https://www.stadtschnellbahn-berlin.de/fahrzeuge/beschreibung/br481/index.php
  9. https://www.umweltbundesamt.de/sites/default/files/medien/11850/publikationen/138_2025_texte.pdf
  10. https://www.morgenpost.de/berlin/article104212382/Radbruchgefahr-S-Bahn-zieht-Wagen-aus-dem-Verkehr.html
  11. https://dserver.bundestag.de/btd/16/131/1613139.pdf
  12. https://www.bz-berlin.de/archiv-artikel/s-bahn-chaos-kostet-bisher-400-mio
  13. https://www.faz.net/aktuell/wirtschaft/unternehmen/sorgenkind-s-bahn-berlin-2011-statt-stuttgart-21-1577329.html
  14. https://daniel-buchholz.de/wp-content/uploads/2018/05/Praes-S-Bahn-Buchner-05-2018.pdf
  15. https://www.s-bahn-galerie.de/S_Bahn_Berlin/481/Baureihe_481.htm
  16. https://bahnblogstelle.com/lexikon/baureihe-481/
  17. https://www.stadtschnellbahn-berlin.de/technik/zbs/index.php
  18. https://www.mz.de/deutschland-und-welt/waggonbau-halle-ammendorf-halbzug-als-ganze-sache-2967149
  19. https://geschichtsverein-hennigsdorf.de/lew/
  20. https://sbahn.berlin/das-unternehmen/fahrzeugpark/instandhaltungswerke/
  21. https://sbahn.berlin/das-unternehmen/unternehmensprofil/sbahn-werk-wannsee/
  22. https://sbahn.berlin/aktuelles/artikel/eine-torte-fuer-gruenau/
  23. https://sbahn.berlin/en/about-us/vehicle-fleet/480-series/
  24. https://www.berliner-zeitung.de/mensch-metropole/s-bahn-macht-tempo-li.3351
  25. https://www.urban-transport-magazine.com/en/modernised-s-bahn-commuter-trains-presented-in-berlin/
  26. https://sbahn.berlin/das-unternehmen/fahrzeugpark/baureihe-481/projekt-langlebigkeit/
  27. https://sbahn.berlin/aktuelles/artikel/projekt-langlebigkeit-fit-fuer-die-zukunft/
  28. https://www.reddit.com/r/berlin/comments/1nufqf9/die_4_letzten_unsanierten_sbahnwagen_vom_typ_481/
  29. https://www.railtechnologymagazine.com/articles/all-new-s-bahn-trains-berlin-now-service
  30. https://www.tuc.org.uk/research-analysis/reports/not-fit-run-metro-%E2%80%93-sorry-tale-deutsche-bahn
  31. https://www.railwaygazette.com/news/wheelset-troubles-strike-again/34282.article
  32. https://www.wsws.org/en/articles/2009/07/berl-j20.html
  33. https://ir.deutschebahn.com/fileadmin/Englisch/2011e/Berichte/2011_zb_dbkonzern_en.pdf
  34. https://www.loco-info.com/view.aspx?id=-653&t=
  35. https://punkt3.de/wp-content/uploads/2019/2018-21_punkt3.pdf
  36. https://ir.deutschebahn.com/fileadmin/Deutsch/2025/DB_ZB25_e_web.pdf
  37. https://www.railway-technology.com/news/final-train-berlin-s-bahn-fleet/
  38. https://press.siemens.com/global/en/pressrelease/new-s-bahn-berlin-complete-and-service
  39. https://www.railwaypro.com/wp/berlin-celebrates-the-arrival-of-last-s-bahn-train/
  40. https://www.halling.at/content/News-2022.07---S-Bahn-Berlin-BR-481482.html
  41. https://www.railtech.com/all/2025/09/08/berlins-e15-billion-s-bahn-contract-goes-to-db-siemens-and-stadler-after-years-of-delay/
Add your contribution
Related Hubs
User Avatar
No comments yet.