DB class ETA 176
| DB series ETA / ESA 176 DB series 517/817 |
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|---|---|
 517 008 in Wiesbaden Hbf, 1983
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| Numbering: | ETA 176 001–008 ESA 176 001–008 517 001–008 817 601–608 |
| Number: | 8th |
| Manufacturer: | Wegmann , WMD SSW , AEG , Schaltbau , AFA , ME |
| Year of construction (s): | 1952–1954 (ETA) 1954–1958 (ESA) |
| Retirement: | 1982-1984 |
| Axis formula : | Bo'2 '(ETA) + 2'2' (ESA) |
| Length: | 27,000 mm (ETA) 27,000 mm (ESA) |
| Service mass: | 83.6 t |
| Wheel set mass : | 16.0 t |
| Top speed: | 90 km / h (001–002) 100 km / h (003ff.) |
| Hourly output : | 2 × 100 kW = 200 kW 2 × 102 kW = 204 kW (002 at times) |
| Acceleration: | 0.4 m / s² |
| Performance indicator: | 3.6 kW / t |
| Range: | approx. 400 km |
| Capacity: | 940 Ah |
| Motor type: | four-pole series motor type SSW- GB 190-20 |
| Number of traction motors: | 2 |
| Drive: | Pawbearing drive |
| Brake: | Knorr , (compressed air block brake ) |
| Train control : | Sifa / Indusi |
| Control: | RP, Sister |
| Coupling type: | Scharfenberg |
| Seats: | 12 + 60 (ETA) + 96 (ESA) |
| Floor height: | 1,260 mm |
The accumulator railcars of the ETA 176 series were the forerunners of the ETA 150 series at the Deutsche Bundesbahn . They drove main and secondary routes .
Because of their most important stationing in Limburg (Lahn) and their new look, they were nicknamed " Limburg cigars " from around 1960 .
history
Shortly after it was founded in 1949, the Deutsche Bundesbahn considered purchasing vehicles with lower energy consumption . Electric traction appeared to be very suitable for this, but its limits were reached at the latest on non-electrified (i.e. not provided with an overhead contact line ) secondary lines or on main lines that were not yet electrically operated on a large scale at the time. For such routes, attempts were also made to limit the extensive staff of trains hauled by steam locomotives to one or two people if possible. DB found a solution for both requirements in the form of its first self-commissioned accumulator railcar, the ETA 176 . The consistently positive experiences of the Prussian State Railways and the Deutsche Reichsbahn with such vehicles (including the ETA 178 ) also played a major role.
Thus between 1952 and 1954 a total of eight railcars of this type were put into service. H. could not necessarily be served as train drivers trained personnel. Another cost advantage to be mentioned is that the accumulator railcars did not require a locomotive shed or the like for parking or waiting and could simply be parked outdoors. They could also be used during the cold season without long waiting times. Not only the energy, but also the maintenance costs were below those of combustion railcars .
In operation, the ETA 176 impressed with its high starting acceleration, which could be achieved by overloading the motors. Due to its principle, it produced no smoke and hardly any noise and was, from a safety point of view, less dangerous than steam trains.
The main disadvantage of this type of vehicle lies in the higher purchase price compared to combustion railcars and the need to keep a sufficient number of associated charging devices ready, otherwise a. On hilly stretches due to the higher energy demand, there was a risk of extended waiting times until the next possible use. In addition, the superstructure of subordinate routes was more heavily burdened than before by the heavy built-in lead-acid batteries . In the end, however, the disadvantages had to take a back seat, and the DB geared the use of this accumulator railcar specifically to the existing charging facilities and other (route) conditions.
The designers had to meet numerous requirements for this quasi-new development. The railcars, if they already require the appropriate infrastructure, should be able to be used on different main and secondary lines with maximum speeds between approx. 50 and 90/100 km / h. In branch line operation was v. a. A high acceleration to reduce the travel times between the numerous existing train stations / stops , a high maximum speed in use on the main routes and to achieve a sufficient number and type of boarding / alighting facilities (doors). In order to increase travel comfort, upholstered and synthetic leather -covered seats were also installed in the third class, and there were additional standing places for 50 people.
In order to meet the changing capacity requirements over the course of the day or the route, a multiple control was installed with which a second car could be coupled and its control compartment used for the entire train formation. Depending on the application (type of train, route), the battery could be used for up to 400 daily kilometers of running and was installed together with most of the electrical equipment in a part of the support frame that was easily accessible from the outside through side flaps . The connection to one of the stationary charging systems was made via several sockets distributed along the railcar, in whose openings the plugs of the charging cables were attached.
construction
Unlike earlier accumulator railcars, the ETA 176 were designed as one-piece vehicles, the car bodies of which were made torsion-resistant using tubular steel and a combination of frame and shell construction and provided with a closed floor pan .
The welded Wegmann type motor bogies were designed as sheet metal girder construction and then two tatzlager - DC motors were added ; the running bogies were designed in the new Munich-Kassel design.
Division of the interior
A luggage compartment was attached to the front of the two driver's cabs , followed by the third-class compartment with 16 seats and, behind it, the entry area. The other half of the vehicle housed the third-class compartment with 44 seats as well as the toilet, the second entry and finally the second-class compartment with twelve additional plush seats and the rear driver's cab. The individual areas were separated by wooden walls with sliding doors . The entrance doors were designed as three-part folding doors , those in the rear area in double width.
Instead of the second driver's cab at the rear, the control cars had an additional seat compartment, the layout of which, like its counterparts, was 2 + 2 .
In 1956, as a result of the Bundesbahn wagon class reform, the third was converted into the second and the second into the first class.
procurement
In the early summer of 1952, the two test vehicles ETA 176 001 and 002 supplied by Wegmann were put into service. They were electrically equipped by SSW (ETA 176 001) and AEG (ETA 176 002) and equipped with motors from the Berlin S-Bahn (ETA 176 001) or new, light and high-speed motors (ETA 176 002). The purple paint was provided with cream-colored decorative lines.
In 1953 and 1954 the ETA 176 003 to 005 (mechanics from Wegmann ) and 006 to 008 (mechanics from WMD ( Donauwörth )) followed, as well as eight control cars , which were the last vehicles of this series to be delivered. Schaltbau supplied the electrical part and SSW the traction motors. These railcars had an externally slightly modified front section. The roof of all the railcars delivered was painted gray, true to the color scheme at the time , while the chassis and frame were painted black.
In the same year, the first accumulator railcars of the subsequent ETA 150 series, which were further developed on the basis of the ETA 176, were delivered . In the years up to 1958, seven matching ESA 176 control cars were procured in order not to let the use of the ETA 176 in the company base become too small. However, the ETA 150 was procured in far larger quantities, especially since its acquisition was more cost-effective and the structural part of the ETA 176 had increased maintenance costs over time.
modification
ETA 176,002 had initially a fine Stage Controller 339 intermediate and five permanent speed steps . In 1965 he was awarded as part of a tentative reconstruction a AEG - pulse converter control with thyristors , for which four seats had to be eliminated. Energy could be fed back into the accumulators via the regenerative brake , which was also added shortly thereafter , which enabled the driving range to be increased by around 30 percent. The thermal load (and sometimes overload) of the motors associated with the additional regenerative braking operation led to the electronic power control being expanded again in 1970.
Use and homes
After test drives with the two railcars ETA 176 001 and 002 delivered first on the route network of the BD Munich, including the Munich - Schliersee route , these two vehicles and then the ETA 176 003 were stationed in the Limburg (Lahn) depot.
Until they were parked ( z ) between 1982 and 1983, the eight railcars were mostly used between Limburg and Wiesbaden and from / to Lorch , Montabaur , Weilburg , Rüdesheim am Rhein and Frankfurt (Main) .
The only exceptions were ETA 176 004, 005 and 008, which were assigned to the Bww Kassel Hbf in 1954 and went to / from Bebra , Bad Hersfeld , Rotenburg , Bad Lauterberg , Karlshafen , Göttingen , Warburg (Westf) and Hann. Münden were used, as well as ETA 176 006 and 007, which have been running from / to the Hameln depot to Bad Pyrmont , Bielefeld and Hanover since May of the same year .
From 1959/60, all railcars of this series were again stationed in Limburg (Lahn), from where they also served the routes in the direction of Koblenz , Oberlahnstein , Westerburg , Gießen and Mainz . The vehicles spent their last years of service on the Aartalbahn Limburg – Bad Schwalbach – Wiesbaden, which is no longer used today.
The 517 007, the former ETA 176 007, was the first DB accumulator railcar to be retired after an accident in 1981 ; the other examples followed this fate between 1982 and 1984, although at that time they were still considered to be comparatively easy to maintain. The last to be parked was 517 008 (formerly ETA 176 008) and control car 817 603 (formerly ESA 176 003) in 1984. The services were largely transferred to the 515 series .
The ETA 176 was one of the least relocated series of the DB, which is also due to the fact that the necessary special infrastructure was only available on a few routes.
517 001 was the first to be delivered in the series and was returned to its original condition in 1983 and was kept rollable. For this purpose it bears its original designation ETA 176 001.
literature
- Horst Obermayer: Paperback German railcars . Franckh-Verlag, Stuttgart 1973, ISBN 3-440-04054-2
- The battery-powered railcars ETA 150 (515) and ETA 176 (517) . Eisenbahnkurier Special No. 12. EK-Verlag, Freiburg im Breisgau.
Web links
Individual evidence
- ↑ Rolf Löttgers: The battery railcars German Federal Railroad - ETA 150 and 176 . Franck Verlag, Stuttgart 1985, ISBN 3-440-05547-7 .