BVG series E

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U-Bahn Berlin
large profile series EI – EIII
EIII car in 1914 at the Biesdorf-Süd underground station
EGG EIII
Numbering: 1400/1402 101 002/151 003–
105 180/155 181
Number: 2 cars 86 units
Manufacturer : LOWA , LEW Raw Schöneweide
Year of construction (s): 1956 1962-1990
Retirement: 1960 1994
Axis formula : Bo'Bo ' Bo'Bo '+ 2'2'
Gauge : 1,435 mm
Length over coupling: 18,400 mm 35,300 mm
Length over car body: 18,000 mm
Height: 3,427 mm 3,425 mm
Width: 2,624 mm 2,576 mm
Trunnion Distance: 12,000 mm 11,800 mm
Center distance of the chassis: 2,200 mm 2,500 mm
Empty mass: 39.6 t 60.0 t
Top speed: 75 km / h 75 km / h
Hourly output : 400 kW 360 kW
Acceleration: 1.2 m / s² 0.5 m / s²
Braking delay: 1.2 m / s² 0.8 m / s²
Power system : 750 V DC
Power transmission: Lateral power rail coated from below
Number of traction motors: 4th
Brakes: single release air brake
Train protection: no Sifa (from EIII / 4)
Coupling type: Shaku Schaku, close coupling
Wheel diameter: 900 mm
Seats: 44 + 1 83
Standing room: 120 250
Remarks: For the EI, the data relate to a single wagon each, and for the EIII to a unit consisting of a multiple unit and a trailer.

The large-profile series E is a former vehicle type of the Berlin transport company , which was used exclusively on the East Berlin line E, today's U5 . With the exception of the EI prototype, components from decommissioned wagons from the Berlin S-Bahn were taken over for all vehicles , primarily the bogies and parts of the electrical equipment. Acoustically, the similarity of the vehicles is noticeable through the noise of the traction motors, visually especially on the front end, which is very similar to that of the 476 series . However, this was not, as often assumed, taken over by the S-Bahn, but served as a template for the modernization of the S-Bahn. The EIII cars were presented to the public on April 1, 1963 and were in regular use from May of the same year. Two units have been preserved as a historical train. The decommissioning of the wagons was completed in 1994, and on July 16, 1994 there were farewell trips with 2 trains of this type between Alexanderplatz and Hönow.

prehistory

As a result of the Potsdam Agreement in 1945, the Berlin transport company had to hand over a total of 120 C series vehicles to the Moscow subway . The reasons for this were, among other things, that the vehicles of both systems differ only slightly, the Berlin C-cars even provided the template for the first Moscow subway cars of the A series.

Line E on the route from Alexanderplatz and Friedrichsfelde was particularly affected by the resulting shortage of vehicles , as it was the youngest line in Berlin at the time and covered its travel material exclusively with C-cars. In order to ensure continued operation, small-profile vehicles on line A, today's U2 , had to be transferred from the Grunewald workshop to the Friedrichsfelde workshop. To compensate for the profile , the wagons were fitted with "flower boards" on the side. In order to be able to carry out a single-type operation, the small-profile vehicles of type AIK were used exclusively on line E, among other things because there was also an own workshop there.

Prototype EI

Since operating with the small-profile wagons was not sensible in the long term, BVG-Ost tried to develop a new large-profile series with its own construction plans from 1952. The vehicles should continue to run in the original railcar-sidecar configuration, as was the case with older series. In 1954, the company received permission to precisely measure a BVG-West C-car and photograph details. Based on this knowledge, LOWA in Ammendorf developed two railcars in cooperation with LEW in Hennigsdorf from 1955 to 1957. This new series was treated under the simple designation 18-meter wagon until October 1956 , only then was it given the letter E as a designation, after consultation with BVG-West, which designated the vehicle type developed at the same time as D.

The shell work on the two car bodies was completed in the spring of 1956 to such an extent that LOWA could start work on the electrical equipment on behalf of LEW. Since there was no electrical test track in Ammendorf, the vehicles were transferred to Hennigsdorf in December 1956, where the installation of the electrical components was completed. Then it was returned to Ammendorf, where the last work on the wagons was carried out. On August 4, 1957, the vehicles were finally transferred to the railroad to the Wriezen freight yard in Berlin, from where they were transported by low-loader to the Friedrichsfelde workshop. There, the car bodies were assembled on the bogies.

The car body was made in steel frame construction. Outwardly, the car attracted attention with its barrel-shaped roof and the three-part front. The central green signal lamp , which was only used during operational trips, and the loudspeaker system in the passenger compartment were also new . The two railcars were about 18 meters long and each had four double-sided pocket sliding doors on each side of the car. The clear width was 1,200 millimeters per double door. There was also a door to the driver's cab for the chief conductor. Another led from the driver's cab into the passenger compartment. At the ends without a driver's cab there was still a wicket door which, in the event of an accident , enabled a passage to the neighboring car. There were two side windows between the doors. Unlike usual, these did not have any ventilation flaps. Instead, fresh air was supplied via a compressed air system, which, depending on the temperature, exchanged it 17 to 42 times an hour. The two cars had 44 longitudinal seats and a folding seat on the wicket door. The standing room number was given as 120 people with five people per square meter. With today's standard of four people per square meter, that makes a capacity of 96 passengers.

Since the criticism of the passengers should be taken into account in a possible series production, both passenger compartments were designed in different versions. While a brown linoleum floor and red upholstered seats were used in the 1400 car, green tones were used in the 1402 car. The ceiling design with ivory-colored wallpaper, the wood paneling and the lighting, on the other hand, were identical.

The technical structure of the vehicles in particular caused difficulties, as all electrical components had to be present once per car and therefore less space was available than with double multiple units, as they were used at the same time as the D series by BVG-West. Another limitation resulted from the minimum curve radius of 60 meters, as occurs in the orphan tunnel.

The wagons were powered by four peg bearing motors, two per bogie, with an engine output of 100 kilowatts. The motors were attached to the bogie frame with rubber springs in order to keep noise levels down. The drive switch had four stages, the brake switch had three stages. The cars were slowed by a dynamic brake that slowed the car to 10 km / h and then began an electric air brake system. Scharfenberg couplings were used as the coupling type . These were located at both ends of the wagon, as this would have made it possible to form trains more quickly in series production than with conventional couplers. The multiple control of the cars should enable train lengths of up to six cars.

By August 30, 1957, the functional testing of the two cars was completed. The first test drives began on October 8, 1957, but the two railcars only covered a distance of 200 kilometers by February 1958. The BVG initially only tested the vehicles at night; use during the day should only take place after 15 trouble-free night drives. By mid-April, only three trips ran smoothly. Above all, the driving and lighting equipment was criticized. By September these deficiencies could still be remedied to such an extent that the two wagons were accepted by the state railway authority. On October 6, 1958, the train was finally presented on platform 4 of the Alexanderplatz underground station . The train gained a slightly different form of notoriety almost six months later when, on February 4, 1959, a scene from the DEFA film Confusion of Love by Slatan Dudow was filmed with the car.

The vehicles were used in passenger traffic until March 31, 1960, covering around 2,000 kilometers a month. The total mileage of the train up to this point was 42,068 kilometers. As early as December 24, 1958, the BVG sent a letter to LOWA in which the main defects of the train were listed. In the following months these were confirmed during the passenger journeys. Among other things, the electrical driving equipment, which led to rollover and burns, as well as the resistance brake were criticized. The latter mainly depended on the busbar voltage, which could sometimes cause very jerky braking. Due to the fact that this slowed down to 10 km / h, the driver was still forced to bring the train to a standstill using a separate compressed air brake. The passengers also complained about the automatic ventilation system, which was installed instead of the usual top-hung windows. The system caused poor ventilation, especially in the summer months. Other points were the large empty weight of almost 40 tonnes, which a single wagon weighed in and was therefore higher than the mass of the C wagons, as well as problems with the starting behavior, since the 13 starting levels of the wagons when the vehicle is occupied, the maximum speed of 75 km / h could not reach.

Since the list of defects drawn up by the end of 1960 was too extensive, the BVG decided to design an improved type EII. In order to still be able to use the two prototypes in a meaningful way in passenger traffic, the Reichsbahnausbesserungswerk Berlin-Schöneweide (Raw Schöneweide) should first correct some defects and construct two matching sidecars with the intended car numbers 1401 and 1403. Due to capacity bottlenecks, this project was never implemented. In the course of 1961, the two prototypes were initially parked in the Friedrichsfelde workshop and used elsewhere; 1400 served as a storage wagon while 1402 served as a lounge for apprentices. In the course of the dismantling of the AI ​​and AII wagons, both wagons were scrapped at the end of 1988 on the premises of the company workshop.

Planning for type EII

During the construction phase of the two EI prototypes, the BVG was working on a revised version of these vehicles. The experiences made up to 1961 confirmed this necessity. The basic structure of the new vehicle type, designated as EII, should be based on the EI, but be lightweight and state-of-the-art. This concerned, for example, the conversion of the control voltage from 48 to 110 volts.

On February 18, 1959, the BVG commissioned VEB Waggonbau Ammendorf to design a new type of wagon. The electrical equipment was to come from LEW Hennigsdorf, while VEB Waggonbau Bautzen and FAGA Berlin were responsible for the couplings. Since it became apparent that the final construction could not take place in Ammendorf due to a lack of capacity, VEB Waggonbau Gotha or VEB Waggonbau Bautzen were seen as possible alternative locations . Furthermore, the bogies should be designed by VEB Waggonbau Görlitz. The first delivery of three cars was to take place in 1964; the first series of 36 cars should be delivered from 1965.

The vehicle type was optically based on the predecessor, but it also incorporated experiences that BVG-Ost had made while visiting a type D train on the West Berlin subway. The most noticeable change was the incline of the end walls by about six degrees. The target boxes should still be arranged straight for better visibility. Instead of the two side windows between the doors of the EI, only one-piece windows were provided for the EII. Instead of automatic ventilation, ventilation flaps should be installed on the upper edge of the window and cuckoo fans on the vehicle roof. The division of the passenger compartment, however, remained almost identical and was only changed in favor of an enlarged driver's cab. Other changes to the EI concerned the air-sprung bogies, the reduction of the vehicle mass and the increase in the maximum speed to 80 km / h.

The vehicle dimensions were based on the large profile and provided for a width of 2620 millimeters and a height of 3427 millimeters. A corresponding sketch compares this with the Moscow vehicle dimensions, which differ only slightly from the Berlin ones. The comparison was made not least with regard to a possible export of the car to the Soviet Union.

When the Wall was built on August 13, 1961, the traffic situation in Berlin changed completely. Many East Berliners, who previously went shopping in the west, now switched to Schönhauser Allee as a shopping mile. In addition, the travel times for commuters from the direction of Oranienburg or Hennigsdorf were longer, as they could no longer go directly to the city center. To compensate for the loss of time, a majority of them rose to the S- and U-Bahnhof Schönhauser Allee to the line A. However, additional cars were missing on this - those that ran as a replacement on line E. Therefore, the Ministry of Transport ordered the conversion of decommissioned S-Bahn cars to U-Bahn cars, as these were now available due to the drop in traffic in West Berlin as a result of the S-Bahn boycott . Due to the experiences already made with the S-Bahn vehicles, a conversion seemed to be implemented more quickly than the development of a completely new vehicle type. Accordingly, the plans for the EII were discarded and never implemented.

Converted S-Bahn - The series vehicles of the type EIII

In the spring of 1962, the GDR's Ministry of Transport decided to convert S-Bahn cars of the ET 168 series into U-Bahn cars. This started a rebuilding program that continued over the next 28 years until the end of the GDR. The total of 86 units, consisting of multiple units and trailer cars, were delivered in a total of five delivery series, which differed slightly from each other. Four different series of the Berlin S-Bahn were used as so-called "donor cars". Although parts of old S-Bahn trains were used for the construction, one can actually speak of a new building.

Structure of the car

The basic concept of train formation was based on that of the S-Bahn. It provided for the formation of four- or six-car trains, with a motor car and a trailer car forming a fixed, closely coupled unit . At the ends of the units there were Scharfenberg couplings, which made it possible to form trains quickly. The compressed air and electrical control lines were also connected automatically, whereas the power lines had to be coupled by hand. The coupling height was the same as for the S-Bahn.

Parts of the undercarriage, the electrical equipment and the bogies were used. In the case of the latter, the pantograph system was adapted to the large profile of the subway and changes were made to the axle bearings. In the case of the donor trolleys, the superstructures were first torn down and the head and main beams of the underframe removed. The remaining section of the undercarriage was then shortened in width. This was followed by the addition of the new head and main cross members and the construction of the car body. In the conversions from 1965, however, the car body was completely rebuilt, as this type of conversion was no longer worthwhile. This consisted of side and front walls as well as the roof; all three sections were prefabricated separately and welded together during installation. The wall thickness was two millimeters. Cable ducts were arranged in the underframe between the side members. Apparatus for electrical and pneumatic equipment were arranged in auxiliary equipment boxes below the underframe.

Each car had four double sliding doors on each side of the car with a clear width of 950 millimeters. The railcars continued to have a manually operated door on the side for the train attendant. As with the EI, there was a door from the driver's cab into the passenger compartment, which should enable the train drivers to escape in the event of an accident. At the short coupling ends there was a passage to the neighboring car via a wicket door. Between the double doors there was a large window with a ventilation flap in the upper area. The size of the windows corresponded to those of the four-axle tram cars of the type TED 61 from Waggonbau Gotha, as they were also used in Berlin.

The car body measured 17.44 × 2.57 meters. The front of the vehicles was vertical and, unlike in the EII plans, was not inclined. It had two almost square windscreens that allowed a spacious view over the route. This form was later also used in the modernized S-Bahn series 276 1 and 277 as well as the series 279 2 of the Oberweißbacher Bergbahn . Above it, the target sign box was attached in the middle. The railcars continued to have two front lights, two brake lights above them and a central green light that was used for operational and special trips.

Delivery series

1. Delivery series

EIII car of the 1st delivery in January 1990 shortly before Hönow
101 034 in Biesdorf-Süd , 1990
Vehicle overview EIII, 1st delivery series
Number
(until 1970)
Number
(from 1970)
Number
(from 1992)
Donor trolley
1410/1411 101 002/151 003 1802/1803 ET 168 009 / EB 168 009
1412/1413 101 004/151 005 1804/1805 ET 168 022 / EB 168 022
1414/1415 101 006/151 007 1806/1807 ET 168 037 / EB 168 037
1416/1417 101 008/151 009 1808/1809 ET 168 036 / EB 168 036
1418/1419 101 010/151 011 1810/1811 ET 168 031 / EB 168 031
1420/1421 101 012/151 013 1812/1813 ET 168 042 / EB 168 029
1422/1423 101 014/151 015 1814/1815 ET 168 046 / EB 168 042
1424/1425 101 016/151 017 1816/1817 ET 168 028 / EB 168 028
1426/1427 101 018/151 019 1818/1819 ET 168 018 / EB 168 018
1428/1429 101 020/151 021 1820/1821 ET 168 019 / EB 168 019
1430/1431 101 022/151 023 1822/1823 ET 168 040 / EB 168 040
1432/1433 101 024/151 025 1824/1825 ET 168 047 / EB 168 047
1434/1435 101 026/151 027 1826/1827 ET 168 044 / EB 168 044
1436/1437 101 028/151 029 1828/1829 ET 168 024 / EB 168 024
1438/1439 101 030/151 031 1830/1831 ET 168 020 / EB 168 020
1440/1441 101 032/151 033 1832/1833 ET 168 007 / EB 168 012
1442/1443 101 034/151 035 1834/1835 ET 168 001 / EB 168 001
1444/1445 101 036/151 037 1836/1837 ET 168 017 / EB 168 017
1446/1447 101 038/151 039 1838/1839 ET 168 021 / EB 168 021
1448/1449 101 040/151 041 1840/1841 ET 165 419 / EB 165 419
1450/1451 101 042/151 043 1842/1843 ET 165 038 / EB 165 038
1452/1453 101 044/151 045 1844/1845 ET 165 037 / EB 165 037
Wagen 1420 was immortalized in the old paintwork on the occasion of the 750th anniversary of Berlin in the Klosterstrasse underground station

Due to the declining traffic performance of the S-Bahn in West Berlin, the Deutsche Reichsbahn was able to take older trains out of operation. This primarily affected the ET 168 and ET 169 series . On the one hand, the BVG was pleased that there was a quick replacement for the AIK wagons, but with the decision it also became apparent that the operation would have to be carried out with old vehicles in the long term. She also criticized the poor suitability of the donor trolleys for subway operation, since the vehicles were too heavy and the drive controls were not suitable for operation with short stopping distances. In addition, there was the old age of the components, which at that time was a good 35 years.

The ET / EB 168 009 quarter train was the first S-Bahn car to be converted into an EIII. After a development phase of a good six months, the first three trains consisting of the units 1410/1411, 1412/1413 and 1414/1415 were completed in December. After approval by the BVG on January 4, 1963, unit 1410/1411 was transferred to the Friedrichsfelde workshop three days later.

First, the cars were tested in night drives. After the tread freedom was determined on the entire route, the operators concentrated on the driving and braking behavior. Above all, the conical wheel tires of the S-Bahn caused problems, since cylindrical wheel tires were used on the underground. They were later exchanged accordingly. The brakes caused further problems. As the BVG wanted to avoid metallic abrasion of the blocks, soaked wooden block brakes were used. This caused a continuous film of lubricant on the rail heads, which reduced the braking effect. A replacement for plastic brake blocks, as they were sometimes used in the S-Bahn, was initially out of the question, as these would have had to be made separately due to the different width and inclination of the underground wheel tires and a test on the S-Bahn was still going on was not completed. After several attempts with different synthetic surfaces, a synthetic brake lining specially made for the subway was later made and used.

Other problems with the electrical equipment were reported to the Raw Schoeneweide rejected by this, however, on the grounds that the employees of Raw as a result of the agreed pricing "certain parts to come to terms without these additions in converted vehicles or give in" .

On April 1, 1963, the four-car train 1410/1411 + 1412/1413 was officially presented at the Alexanderplatz underground station. A use in passenger traffic probably took place from May 1963. By January 8, 1965, a total of 19 units had been handed over to the U-Bahn as conversion cars from the ET 168 series. By December 29, another three units were handed over, which were made from quarter trains of the ET 165 series . The donor car was an accident car as well as the two prototype trains from 1927. These three quarter trains were converted for the first time according to the scheme implemented until 1990. Although they were technically different from 19 previous units, they were also listed as Type EIII 1st delivery . The total of 22 units were numbered from 1410/1411 to 1452/1453. From 1970 they were given the road numbers 101 002/151 003 to 101 046/151 047.

2nd delivery series

102 052 (left), 1991
Vehicle overview EIII, 2nd delivery series
Number
(until 1970)
Number
(from 1970)
Number
(from 1992)
Donor trolley
1454/1455 102 050/152 051 1850/1851 ET 169 013a
1456/1457 102 052/152 053 1852/1853 ET 169 013b
1458/1459 102 054/152 055 1854/1855 ET 169 010a
1460/1461 102 056/152 057 1856/1857 ET 169 010b
1462/1463 102 058/152 059 1858/1859 ET 169 008a "
1464/1465 102 060/152 061 1860/1861 ET 169 008b
1466/1467 102 062/152 063 1862/1863 ET 169 002a
1468/1469 102 064/152 065 1864/1865 ET 169 002b
1470/1471 102 066/152 067 1866/1867 ET 169 006a
1472/1473 102 068/152 069 1868/1869 ET 169 006b
1474/1475 102 070/152 071 1870/1871 ET 169 016a
1476/1477 102 072/152 073 1872/1873 ET 169 016b
1478/1479 102 074/152 075 1874/1875 ET 169 015a
1480/1481 102 076/152 077 1876/1877 ET 169 015b

While the first delivery series was still being delivered, the Deutsche Reichsbahn offered the BVG the purchase of vehicles from the ET 169 series . Thanks to the S-Bahn boycott, the Reichsbahn was able to decommission these oldest vehicles. In contrast to the later built series, the ET 169 consisted of two longer four-axle railcars and three closely coupled two-axle trailer cars in between, which together had the length of a half-train.

Initially it was planned to take over the vehicles in this configuration, but the heavy bogies of the series were not suitable for operation on the subway; especially in the curve between the subway stations Schillingstraße and Alexanderplatz there was excessive wear. After a conversion of the bogies at Waggonbau Bautzen and a completely new construction had been proposed, the Reichsbahn offered the sale of 14 multiple units consisting of seven half-trains as well as the necessary number of bogies of the ET 165 series. In the period from October 6, 1966 to December 20, 1968, the corresponding units were delivered to the BVG after their conversion. The railcars received the corresponding traction motors and parts of the electrical equipment of the ET 169 and the bogies of the ET 165, the sidecars also received bogies of the ET 165, but were designated as new construction vehicles. In addition, the braking system of the sidecar has been improved. The cars were given the numbers 1454/1455 to 1480/1481, from 1970 onwards they were listed as 102 050/152 051 to 102 076/152 077.

With the delivery of these 14 units, the remaining AIK cars could be withdrawn from Line E by 1968 and used again on Line A after dismantling. The last reserve cars were still available in 1970.

The ET 196 008a was scrapped on 03/12/68. For this reason, the ET 169 003b was renamed the ET 169 008a "(second occupancy) and used for the conversion to an underground car.

3rd delivery series

103 084 (right) next to class D train in Wuhletal , 1990
Vehicle overview EIII, 3rd delivery series
Number
(from 1970)
Number
(from 1992)
Donor trolley
103 080/153 081 1880/1881 275 837/275 838
103 082/153 083 1882/1883 275 839/275 840
103 084/153 085 1884/1885 275 849/275 850
103 086/153 087 1886/1887 275 835/275 836

From 1969, the extension of line E to the zoo began . In order to be able to use enough vehicles for the opening of the section, VEB Kombinat Berliner Verkehrsbetriebe (BVB) - as BVG-Ost was called since 1970 - and Deutsche Reichsbahn signed a contract to convert four quarter trains. Since the older ET 168 and ET 169 had already been completely rebuilt or taken out of service and the S-Bahn could hardly do without vehicles due to increasing traffic volumes, accident vehicles of the 275 series (formerly ET 165) were preferably included in the program. Technically, the cars of the 3rd delivery did not differ from the first two delivery series delivered until 1968. Between September 9, 1972 and January 25, 1973, the four units with the numbers 103 080/153 081 to 103 086/153 087 were handed over to BVB.

4. Delivery series

4th delivery series train, 1991
Vehicle overview EIII / 4
Number
(until 1992)
Number
(from 1992)
Donor trolley
104 090/154 091 1890/1891 275 671/275 672
104 092/154 093 1892/1893 275 759/275 760
104 094/154 095 1894/1895 275 217/275 218
104 096/154 097 1896/1897 275 795/275 796
104 097/154 099 1898/1899 275 823/275 824

The extension to the Tierpark underground station resulted in a sharp increase in traffic on Line E, among other things because the direct change to the tram provided another fast connection from Oberschöneweide to the city center. In order to meet the demand, BVB introduced the 4-minute cycle on October 1, 1973 during rush hour on the line. Since this meant that all existing vehicles had to be used, another agreement was reached between the Reichsbahn and BVB to convert five class 275 quarter trains.

At the same time as the procurement of the subway cars, the rebuilding program for the 277 series began. As a result, the electrical equipment of the modernized S-Bahn cars could be taken over. The main changes consisted of increasing the on-board voltage from 48 to 110 volts, which meant a reduction in the series resistors, the installation of a safety driving circuit (Sifa) for one-man operation and a fully automatic Scharfenberg coupling. The latter meant that the wagons of the first three delivery series could not be coupled with the EIII / 4 at first.

In the passenger compartment, the direct current lamps were replaced by alternating current lamps; eleven each railcar, 13 each sidecar with two lamps each with 40 watts of power. In addition, emergency lighting was installed, which was activated if the main lighting failed or if the converter was damaged. Furthermore, the Raw installed a loudspeaker system and an optical-acoustic warning system. The warning signal is the same one that is still used today on the S-Bahn.

In order to highlight the technical difference between the first three delivery series and the fourth series, the latter was listed as EIII / 4. The numbering ran from 104 090/154 091 to 104 098/154 099. From 1975, the first three delivery series were adapted to the EIII / 4, including the exchange of the ET 168 bogies. The conversion program was completed by 1982.

5th delivery series

Interior of an EIII / 5U sidecar
105 114 (was later modernized to EIII / 5U 1914) in Hönow , 1991
Vehicle overview EIII / 5
Number
(until 1992)
Number
(from 1992)
Donor trolley
105 100/155 101 1900/1901 275 613/275 614
105 102/155 103 1902/1903 275 035/275 036
105 104/155 105 1904/1905 275 077/275 406
105 106/155 107 1906/1907 275 445/275 446
105 108/155 109 1908/1909 275 229/275 230
105 110/155 111 1910/1911 275 549/275 550
105 112/155 113 1912/1913 275 957/275 670
105 114/155 115 1914/1915 275 197/275 198
105 116/155 117 1916/1917 275 827/275 372
105 118/155 119 1918/1919 275 497/275 498
105 120/155 121 1920/1921 275 329/275 330
105 122/155 123 1922/1923 275 821/275 960
105 124/155 125 1924/1925 275 321/275 322
105 126/155 127 1926/1927 275 139/275 140
105 128/155 129 1928/1929 275 359/275 360
105 130/155 131 1930/1931 275 607/275 820
105 132/155 133 1932/1933 275 065/275 066
105 134/155 135 1934/1935 275 657/275 448
105 136/155 137 1936/1937 275 731/275 554
105 138/155 139 1938/1939 275 829/275 830
105 140/155 141 1940/1941 275 079/275 080
105 142/155 143 1942/1943 275 145/275 146
105 144/155 145 1944/1945 275 159/275 160
105 146/155 147 1946/1947 275 463/275 464
105 148/155 149 1948/1949 275 089/275 090
105 150/155 151 1950/1951 275 101/275 102
105 152/155 153 1952/1953 275 123/275 124
105 154/155 155 1954/1955 275 207/275 208
105 156/155 157 1956/1957 275 055/275 056
105 158/155 159 1958/1959 275 523/275 524
105 160/155 161 1960/1961 275 211/275 212
105 162/155 163 1962/1963 275 825/275 826
105 164/155 165 1964/1965 275 029/275 030
105 166/155 167 1966/1967 275 789/275 790
105 168/155 169 1968/1969 275 259/275 260
105 170/155 171 1970/1971 275 447/275 553
105 172/155 173 1972/1973 275 017/275 018
105 174/155 175 1974/1975 275 367/275 368
105 176/155 177 1976/1977 275 409/275 410
105 178/155 179 1978/1979 275 349/275 350
105 180/155 181 1980/1981 277 293/275 644

In 1984 the decision was made to extend Line E from Tierpark to the new Hellersdorf area . For the approximately ten kilometer long new line, a 2.25-minute cycle to Biesdorf-Süd , one station behind the zoo, and also a 4.5-minute cycle to the terminus in Hönow was planned. Since it was not possible to import vehicles from socialist countries abroad, BVB again resorted to the Reichsbahn. In an agreement signed in mid-1986, the latter agreed to provide 85 quarter trains free of charge. This was to all non-modernized vehicles of the series 275. This was done with a view to replacing the car through the 270 series . Until the cars were delivered, however, accident cars were initially preferred.

The first three sample units did not differ optically from the EIII / 4, but received modified electrical components. The new cars had a 110-volt drive control, a static power supply, flange lubrication , an electronic travel lock with Sifa, a radio system and a modified loudspeaker system in the passenger compartment. The changed systems resulted in a new division of space in the underframe and in the passenger compartment. The control panel was also enlarged accordingly.

After the first three prototypes were transferred to the subway by May 1986, Raw Schöneweide began delivering the series vehicles in September 1986. Gained driver knowledge and changed supplier conditions had the consequence that the fronts had a different structure. The front windows have been enlarged slightly and the train destination indicator has been relocated to the side windows. The train destination conveyor, which was previously operated manually, could now be operated electronically. In addition, the one-piece side windows have been replaced by two-piece ones. This condition was later reversed. For safety reasons, the ceilings were made of Ekotal sheet metal after a fire broke out in the Klosterstrasse underground station in the same year .

By June 1988, 29 units had been delivered before the Reichsbahn initially prohibited further modifications due to a lack of vehicles. After BVB initially bought 25 type D double multiple units from the West Berlin U-Bahn, a renewed agreement was reached with the Reichsbahn in August 1989 for the construction of six type EIII / 5 units. The last of the vehicles delivered up to September 1990 have already been paid for in German marks . Due to the decline in transport services after the fall of the Wall , the need for conversion cars fell, so that the Raw Schöneweide dismantled the necessary facilities in autumn 1990.

The fifth and final delivery series comprised a total of 41 units. 40 railcars as well as 41 sidecars or control cars of the 275 series as well as one motorcar of the 277 series that had been decommissioned after an accident were used as donor cars . The car numbers ran from 105 100/155 101 to 105 180/155 181.

Development after the fall of the Wall

EIII / 5 (105 164) and D (110 324) in December 1991 in Hönow

On January 1, 1992, the transport companies in both halves of the city merged to form the Berlin transport company . For these, an economical operation with the EIII cars was not feasible. A first attempted examination of the wagons failed on the transfer journey in the orphan tunnel when one of the auxiliary equipment boxes in the substructure hit the conductor rail. Maintenance of the vehicles in the Wannsee S-Bahn workshop was now possible, but had to be stopped on January 1, 1994 after the operating rights of the West Berlin S-Bahn were handed over to Deutsche Bahn . In addition, Raw Schöneweide has now demanded payment for the suspicious examinations. The BVG board of directors therefore decided in March 1992 to gradually replace the EIII cars by the turn of the millennium, while at the same time replacing them with F series vehicles .

This meant that the EIII / 4 could be phased out from 1994 onwards. This would also have prevented the vehicles from being modernized according to BOStrab specifications . Accordingly, the vehicles have not received any main inspections since then, the last unit 1818/1819 (ex 101 018/151 019) left the Raw on January 11, 1993 in this condition. A short time later it was planned to sell these cars to the Warsaw Metro , but this did not materialize.

The EIII / 5, on the other hand, should continue to run for a few years and receive the necessary conversion work. The two units 1958/1959 and 1960/1961 were then modernized in the Raw Schöneweide. From then on, the doors were automatically locked from a speed of 10 km / h and kept closed with compressed air. The emergency brake triggered an emergency brake in the first ten seconds after the start of the journey, otherwise the acoustic warning signal from the doors sounded; In this case, the driver had to drive the vehicle to the next train station in order to avoid a dangerous exit in the tunnel. Furthermore, the speed of the vehicles was reduced from 63 km / h to 58 km / h. The installation of a magnetic travel lock was also prepared. The converted vehicles were then given the internal designation EIII / 5U. Since these cars could no longer be coupled with the other EIII / 5, they received a sticker in the windshield as an indication of the technical differences.

First, the BVG had three units in the Raw Schöneweide modernized. After this increased its costs as a result of rising wage and material costs, ultimately only a total of nine units were modernized to EIII / 5U. These were the units 1908/1909, 1914/1915, 1916/1917, 1920/1921 and 1958/1959 to 1966/1967. The high operating costs of the EIII as well as the increased costs for a modernization according to the BOStrab aspects prompted the BVG to reduce the use of vehicles on the trains to a minimum. Initially, the EIII / 4 was to be retired by 1995, the EIII / 5 and EIII / 5U should follow by the year 2000. Since the necessary replacement vehicles of type F were not yet ready, the BVG switched to reducing the number of stationary trains per line and increasing the speed of the lines U5 (former line E) and U8 . The latter measure made it possible to move enough DL trains from the U8 to the U5, which in turn saved EIII. These measures initially saved 33 units. With the delivery of new F-trains to the other lines, further DL-wagons could be relocated to the U5, which resulted in a further reduction of the EIII stock. The rapid implementation resulted in the BVG now aiming to retire all cars by the end of 1994, which amounted to a cost saving of around 40.7 million D-Marks compared to retirement in 1999.

After a sufficient number of D and DL trains were ready on the U5, the remaining EIII were withdrawn from service. On July 9, 1994, the last EIII ran in regular traffic. An official farewell took place seven days later on July 16. On this day, two more trains, consisting of the cars 1830/1831 + 1810/1811 + 1842/1843 and 1916/1917 + 1914/1915 + 1908/1909, commuted on the line between Alexanderplatz and Hönow.

With the exception of the historical vehicles that have been preserved, the vehicles were mostly transported by rail via the Wuhletal transfer point to Ferchland until December 1994 , where they were dismantled until 1995.

Received vehicles

EIII train in Biesdorf-Süd station during the IGA deployment (2017)

After the EIII retired from passenger service, five units were initially retained.

1880/1881 was initially intended for the technology museum in Berlin, and in the meantime served as a storage trolley. Due to its poor condition, however, the unit was brought to Eberswalde in March 2007 and scrapped there.

1804/1805 was to be preserved as one of the first three units delivered from 1962 as a historical vehicle in the state of 1979. Together with 1816/1817, which were to be preserved in the last operating state, the formation of a four-car train was planned. After the departure of 1880/1881, 1804/1805 was initially reserved for the technology museum, but not handed over. The cars 1816/1817 were scrapped in February 2014, 1804/1805 followed in December 2014.

As the currently only operational unit, the four-car train consisting of the units 1914/1915 + 1916/1917 was prepared in its last operational state. Since then, the four cars have been used on various special trips on the U5, and some of them also run in regular passenger traffic. I.a. they were used on several Saturdays in the summer of 2017 from Biesdorf-Süd as a feeder to the International Garden Exhibition .

Accidents

Over the years, the EIII have repeatedly suffered minor accidents and damage. There were also four major accidents in the period from 1972 to 1992, but generally only property damage occurred.

In March 1972 there was a rear-end collision in the Lichtenberg underground station , in which the 101 040 railcar was damaged. It was restored in the Raw Schöneweide by 1974.

On January 13, 1980, railcar 101 034 derailed in the sweeping system at Alexanderplatz underground station. The car was repaired in the Raw Schöneweide by March 1980 and derailed again in January 1981 in the same place. The reconstruction took place until December 1982 as part of an early general inspection.

On October 21, 1992, between the Kaulsdorf-Nord and Wuhletal underground stations, there was a rear-end collision between the DI wagons 110 317/318 and the EIII wagons 101 015/151 015. As the EIII / 4 was decommissioned at this time had already been decided, the vehicle was no longer built.

Painting

The vehicles were initially painted in the usual BVG scheme. This provided for a yellow base tone. Roofs were painted in gray, bogies, substructure and the decorative stripes below the windows in black. Initially, the BVG still used nitro lacquer , which, however, quickly darkened, giving the whole vehicle a rather dirty look. The use of PUR lacquers from the beginning of the 1970s made it possible to freshen up the look a little, as the lacquers were more resistant to soiling.

On June 1, 1983, the SED passed a resolution to differentiate the appearance of the public transport vehicles in East Berlin from those in the western part of the city. To date, both companies have used a uniform color scheme, which resulted from the time before the division. The draft submitted by VEB Designprojekt Studio Dresden served as the basis for repainting the vehicles. An ivory-colored base tone was provided for all of the cars on the side walls and on the roofs. The bogies and substructure were kept black, as were the door frames and the side member cladding. The color of the front and the doors were intended to be chrome yellow. After initially two units of the GI series were painted as a sample, the EIII cars were repainted from 1984. At the beginning of September 1984 the unit 101 002/151 003 was introduced as the first in the new color scheme. Originally, repainting was only planned for intermediate or main inspections. However, since the 750th anniversary of Berlin was imminent in 1987, BVB switched to repainting the vehicles even if they were overhauled. The entire BVB fleet, including the small-profile vehicles of the AI and AII and GI series, was given a uniform appearance.

After the reunification of the two transport companies, the BVG initially planned the optical adaptation of the EIII carriages to the orange-yellow otherwise used on the West Berlin subways. The units 1804/1805, 1810/1811, 1814/1815, 1818/1819, 1830/1831, 1842/1843, 1844/1845, 1876/1877 and 1894/1895 as well as the units 1900/1901 to 1916/1917 received between the January 31, 1992 and July 2, a repainting in post yellow as part of their main and intermediate inspection. In addition to these 18 units, the other cars kept their ivory-yellow paintwork.

numbering

The cars were initially sorted into the BVG numbering scheme from the 1950s, which was used equally by both halves of the city until 1970. For the large-profile series of the subway, this provided four-digit digits, with even numbers for railcars and odd numbers for sidecars. The numbers from 1400 were intended for the e-cars. The numbers 1400 and 1402 went to the two prototypes from 1957. For the EIII cars, the numbering started from 1410/1411.

From 1970, BVB, as BVG-Ost was known from 1969, changed its numbering scheme to an IT- compatible system, which was based on the DR series scheme . The scheme was structured as follows:

  • 1st digit: equipment, 1 = subway
  • 2nd digit: 0 = railcar, 5 = sidecar
  • 3rd digit: 1 = carriage 1st delivery etc.
  • 4th-6th Digit: Counting number, railcars are given even numbers, sidecars are given odd numbers
  • 7th digit: check digit

The counting started from the car number 002, the first unit 1410/1411 was renumbered accordingly 101 002-1 / 151 003-1. The two prototypes were not affected by this changeover, as they were still available at the time, but had already been taken out of service. There were gaps in the wagon numbering of varying sizes between the individual delivery series. Nevertheless, the wagons were uniformly numbered, so the wagons of the 4th delivery did not start with 104 002, but continued with 104 090. After the reunification of the two administrations of the Berlin transport company, all but two units received a new numbering in the range of 1800 and 1900 in the period from July 1992 to spring 1993. The last two digits of the serial number were adopted for the sake of simplicity. Car 101 002 was accordingly given the number 1802.

literature

  • Andreas Biedl, Norbert Walter: The vehicles of the Berlin subway. Type E . VBN Verlag Bernd Neddermeyer, Berlin 2001, ISBN 3-933254-17-5 .
  • Hans-Joachim Hütter: U-Bahn trains from the S-Bahn workshop . Updated text from Verkehrsgeschichtliche Blätter , 1983. In: Verkehrsgeschichtliche Blätter (Ed.): U5. Story (s) from the underground. Between "Alex" and Hönow . Verlag GVE, Berlin 2003, ISBN 3-89218-079-2 .

Web links

Commons : BVG series E  - collection of images, videos and audio files

Individual evidence

  1. a b Andreas Biedl, Norbert Walter: The vehicles of the Berlin subway. Type E . VBN Verlag Bernd Neddermeyer, Berlin 2001, ISBN 3-933254-17-5 , p. 5-6 .
  2. ^ A b c Andreas Biedl, Norbert Walter: The vehicles of the Berlin subway. Type E . VBN Verlag Bernd Neddermeyer, Berlin 2001, ISBN 3-933254-17-5 , p. 6-12 .
  3. a b c d Andreas Biedl, Norbert Walter: The vehicles of the Berlin subway. Type E . VBN Verlag Bernd Neddermeyer, Berlin 2001, ISBN 3-933254-17-5 , p. 13-16 .
  4. Manfred Elster, Johannes Wolf: The vehicles . In: Verkehrsgeschichtliche Blätter . The metro line E . Issue 7, 1980, pp. 184-186 .
  5. ^ Andreas Biedl, Norbert Walter: The vehicles of the Berlin subway. Type E . VBN Verlag Bernd Neddermeyer, Berlin 2001, ISBN 3-933254-17-5 , p. 18 .
  6. a b Verkehrsgeschichtliche Blätter (Ed.): U5. Story (s) from the underground. Between Alex and Hönow . GVE, Berlin 2003, ISBN 3-89218-079-2 , pp. 52 .
  7. a b Andreas Biedl, Norbert Walter: The vehicles of the Berlin subway. Type E . VBN Verlag Bernd Neddermeyer, Berlin 2001, ISBN 3-933254-17-5 , p. 19-21 .
  8. a b c d Andreas Biedl, Norbert Walter: The vehicles of the Berlin subway. Type E . VBN Verlag Bernd Neddermeyer, Berlin 2001, ISBN 3-933254-17-5 , p. 23-25 .
  9. ^ A b c d e Andreas Biedl, Norbert Walter: The vehicles of the Berlin subway. Type E . VBN Verlag Bernd Neddermeyer, Berlin 2001, ISBN 3-933254-17-5 , p. 26-27 .
  10. a b c d e f Hans-Joachim Hütter: U-Bahn trains from the S-Bahn workshop . Updated text from Verkehrsgeschichtliche Blätter , 1983. In: Verkehrsgeschichtliche Blätter (Ed.): U5. Story (s) from the underground. Between "Alex" and Hönow . GVE, Berlin 2003, ISBN 3-89218-079-2 , pp. 53-58 .
  11. a b Günter Starke u. a .: from Alex to Hellersdorf . transpress VEB Verlag for Transport, Berlin 1989, ISBN 3-344-00434-4 , p. 96 .
  12. a b c d Andreas Biedl, Norbert Walter: The vehicles of the Berlin subway. Type E . VBN Verlag Bernd Neddermeyer, Berlin 2001, ISBN 3-933254-17-5 , p. 27-29 .
  13. a b Andreas Biedl, Norbert Walter: The vehicles of the Berlin subway. Type E . VBN Verlag Bernd Neddermeyer, Berlin 2001, ISBN 3-933254-17-5 , p. 31-32 .
  14. ^ A b Hans-Joachim Hütter: More and more modern electric cars . Updated text from Verkehrsgeschichtliche Blätter , 1983. In: Verkehrsgeschichtliche Blätter (Ed.): U5. Story (s) from the underground. Between Alex and Hönow . Verlag GVE, Berlin 2003, ISBN 3-89218-079-2 , p. 59-61 .
  15. ^ Andreas Biedl, Norbert Walter: The vehicles of the Berlin subway. Type E . VBN Verlag Bernd Neddermeyer, Berlin 2001, ISBN 3-933254-17-5 , p. 32 .
  16. a b c d Andreas Biedl, Norbert Walter: The vehicles of the Berlin subway. Type E . VBN Verlag Bernd Neddermeyer, Berlin 2001, ISBN 3-933254-17-5 , p. 29-31 .
  17. ^ Andreas Biedl, Norbert Walter: The vehicles of the Berlin subway. Type E . VBN Verlag Bernd Neddermeyer, Berlin 2001, ISBN 3-933254-17-5 , p. 41 .
  18. ^ A b c Andreas Biedl, Norbert Walter: The vehicles of the Berlin subway. Type E . VBN Verlag Bernd Neddermeyer, Berlin 2001, ISBN 3-933254-17-5 , p. 39-41 .
  19. a b Andreas Biedl, Norbert Walter: The vehicles of the Berlin subway. Type E . VBN Verlag Bernd Neddermeyer, Berlin 2001, ISBN 3-933254-17-5 , p. 45 .
  20. ^ Andreas Biedl, Norbert Walter: The vehicles of the Berlin subway. Type E . VBN Verlag Bernd Neddermeyer, Berlin 2001, ISBN 3-933254-17-5 , p. 48 .
  21. a b c d Andreas Biedl, Norbert Walter: The vehicles of the Berlin subway. Type E . VBN Verlag Bernd Neddermeyer, Berlin 2001, ISBN 3-933254-17-5 , p. 47-48 .
  22. ^ Andreas Biedl, Norbert Walter: The vehicles of the Berlin subway. Type E . VBN Verlag Bernd Neddermeyer, Berlin 2001, ISBN 3-933254-17-5 , p. 49-50 .
  23. a b Andreas Biedl, Norbert Walter: The vehicles of the Berlin subway. Type E . VBN Verlag Bernd Neddermeyer, Berlin 2001, ISBN 3-933254-17-5 , p. 64-65 .
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  28. a b Chronicle of the vehicles type E. In: Berliner Verkehrsseiten. Retrieved May 18, 2014 .
  29. News in brief - U-Bahn . In: Berliner Verkehrsblätter . Issue 2, 2015, p. 29 .
  30. I'll be back. (PDF) Berliner Verkehrsbetriebe , September 13, 2017, accessed on October 15, 2017 .
  31. a b c d Andreas Biedl, Norbert Walter: The vehicles of the Berlin subway. Type E . VBN Verlag Bernd Neddermeyer, Berlin 2001, ISBN 3-933254-17-5 , p. 51 .
  32. a b Andreas Biedl, Norbert Walter: The vehicles of the Berlin subway. Type E . VBN Verlag Bernd Neddermeyer, Berlin 2001, ISBN 3-933254-17-5 , p. 53 .
  33. ^ Andreas Biedl, Norbert Walter: The vehicles of the Berlin subway. Type E . VBN Verlag Bernd Neddermeyer, Berlin 2001, ISBN 3-933254-17-5 , p. 85-86 .
  34. ^ Andreas Biedl, Norbert Walter: The vehicles of the Berlin subway. Type E . VBN Verlag Bernd Neddermeyer, Berlin 2001, ISBN 3-933254-17-5 , p. 44 .
This version was added to the list of articles worth reading on September 30, 2009 .