Structural and Mechanical Features

Bodyshell is constructed of steel and designed to maximise internal space as far as is possible within loading gauge restrictions. Separate rigs are used for the manufacture of the welded steel frames of the underframe, the side panels, and the roof, all these elements subsequently being welded together. The bare steel shell is first given a coating of anticorrosion paint, follo­wed by an undercoat, and then two layers (60 urn) and (40 urn) of top coat paint in DB AutoZug livery. Finally, the vehicle is coated with anti-graffiti wax, made by Crous Chemicals. Installation of thermal insulation and noise insulation material is realised from inside the bodyshell, as stipulated in fire safety regulations. The roof area insulation material is aluminium-coated mineral wool affixed to the bodyshell by aluminium tapes.

A series of locator plates welded to the bodyshell interior facilitate the mounting of the fire resistant com­partment dividing walls, water pipes, wiring ducts, pneumatic pipework, and other fittings. Beneath the underframe are housed the power generator, water reservoir, waste tanks, air con­ditioning plant, and much of the pipework arid wiring for the pneumatic and electrical circuits.

The sleeper has only two exterior doors. These doors are fireproof, and operate pneumatically.

All compartment windows, together with three of those in the corridor, have opening top lights, and provide suitable emergency escape routes, hammers for breaking the glass being located adjacent to them. All windows are surrounded by a rubber seal, and are mounted in aluminium frames rive­ted to the bodyshell.

Couplings (type 570, with an 850 kN maximum load), on-board power line connections, and buffers (capable of supporting an impact of 350 kN and retracting 110 mm) comply with UIC norms. Inter-car gangways have special supports to dampen vertical movement - a necessary requirement for operation on German high speed lines. This is necessary on account of the pressure waves set up when ente­ring and leaving tunnels, and when high speed trains pass within the bores.

The bodyshell is suppor­ted by the secondary suspension system, made by pneumatic springs, and centred on the bogie pivots. The rolling damper, yaw damper, cross damper, and cross fetch limiter are all integrated.

The Water Supply System

The central water supply reservoir is situated beneath the underframe, and comprises an UlC-conform intake, 1,400 l reservoir tank, and 200 l hot water tank. There are also filters and pumps - three pumps for cold water, one for hot water. For reasons of hygiene, hot and cold water are channelled through separate circular cross-section pipes, with expansion tanks. Cold water pas­ses through an ultra-violet lamp sterili­sation unit, to make it potable. Wash-basins and showers are furnished with mixer taps, these being fitted with a protector against scalding, and with a timer - ten seconds in the wash-basins, 20 seconds in the showers.

The Fire Protection System

Passive protection involves the types of materials used in the sleeping car interior. Active protection relates to the fire detectors and alarm systems employed. All types of material used in the interior and sleeper construction are self-extinguishing.

 

The fire detection system compri­ses smoke detectors mounted at cei­ling level within each compartment. These incorporate both acoustic and visual alarms. Similar detectors are fitted at each end of the carriage, in the air ducts, and in equipment cupbo­ards in the entrance vestibule. In the service compartment there is a detec­tor which is activated by heat, as well as by smoke. There are two manual actuators fitted in the corridor. Within the service compartment there is a central control unit for the entire fire detection system.

Thirty seconds after the initial fire detection, two general alarm sirens, fitted in the corri­dor at roof level, are activated, signal­ling the evacuation of all passengers.

 

The Air Conditioning Plant

A so-called „one channel" system is provided for both heating and cooling the air within the sleeper.

Fresh air enters the system via an intake grille in the side wall of the car­riage, while internal air is drawn in through an intake situated in the cor­ridor.

Stale air is sucked out of the com­partments by two ventilators situated in the roof space at each end of the vehicle. Both the service compartment and the WC cubicles have their own individual air ducts.

The Power Supply Unit

This has an installed power of around 90 kVA, and is situated beneath the underframe, midway along the vehicle. It is fed by the power line which runs the length of the train, and has connectors and wiring in compli­ance with UIC norm 552, for four voltages.

Interior Fittings

On account of the fact that the sleeper has a total of thirteen compartments plus two WC cubicles, there is only sufficient space for an entrance vestibule at one end (referred to as end 2). This is where all operational equipment is housed - such as the handbrake, control cupboard, and manometers. One advantage of this configuration is that passengers are not disturbed during the night by train crew performing coupling, uncoupling and brake test activities during the night.

 

 

All roof and side wall panels in the vestibule area, and at the other end of the car, are made of chipboard panels covered with HPL (high pressure laminate) sheets. The end walls of the car are of painted steel sheet. The wooden floor plate in the vestibule is covered by a large, fixed doormat. Illumination of the entrance area is by means of energy-saving lights, with small step lights mounted below the entrance doors.

From the vestibule there is access to the corridor. The latter is of unusual design, since it is of varying width, with rounded corners to the compartment partitions, enabling passengers with luggage to pass one another with greater ease. Both compartment and corridor walls as well as compartment doors and roofs are covered in HPL sheets, in warm colours. Painted steel panels are employed for the ceiling, and for the pouches in which tables are stored. Information panels, pictograms, mirrors, and handrails in the compartments are all affixed to the outer side wall.

Lighting in the corridor is sensitively employed, a mixture of conventional lights and spotlights, mounted at ceiling level.

Each compartment contains three fold-up berths which convert into comfortable seats for daytime travel. Adjacent compartments can be combined, to form up to six-berth suites. All locking devices are easy to operate, though childproof. Each berth has a reading light, alarm clock, pouch for books or newspapers, and a holder for cups or glasses.

The seats are equipped with adjustable headrests and armrests. Ample space is available below the seats for items of luggage up to about 26 cm in height, while further luggage space is provided at ceiling level, this being protected by safety straps. A moveable ladder, which can be hooked onto rails, provides access to the two upper berths. There is an intercom connection to the service compartment. Compartments are accessed using key cards, similar to those found in many hotels.

Standard fittings in each compart­ment are a wardrobe, and a washbasin unit, comprising basin, mirror, shelves, soap dispenser, towel holders, lights, and 230 V AC shaver socket. The floors in the WC cubicles are specially designed to cope with wet conditions and consist of a glass fiber reinforced plastic (GRP) manufactured floor plate, which is affixed both to the floor of the bodyshell and to the HPL wall panels. Illuminated signs in the corridor indicate when the cubicles are „vacant" or „engaged".

Summary

Another development, which is of considerable importance from the imaging, quality, marketing, and opera­tional points of view, is that overnight services, which in the past were often formed with heterogeneous rakes of vehicles belonging to more than one railway company, are now formed using stock of standardised DB NachtZug quality. A decision to attain this objective was taken in 2002.

It was also realised that in order to attract new clientele, an aggressive marketing campaign for overnight servi­ces had to be launched. This involved the use of various media - radio, posters, advertisement banners, and neon signs. It also meant the intro­duction of attractive travel offers. Internet booking facilities were introduced, together with customer care services. The campaign and reorganisation were successful. So much so that in 2003, before the new sleepers had entered service, DB NachtZug recor­ded a profit for the first time, as traffic grew encouragingly. The outlook for 2004 and beyond is even brighter, thanks to the new sleeper fleet, which will undoubtedly be popular.