DR series 280
| DR series 280 | |
|---|---|
 280 001 parked in Beucha station. The conversion to the catenary assembly vehicle has not been completed. May 1993
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| Numbering: | 280 001-008 |
| Number: | 2 four-part multiple units |
| Manufacturer: | LEW |
| Year of construction (s): | 1973-1974 |
| Axis formula : | Bo'Bo '+ Bo'Bo' + Bo'Bo '+ Bo'Bo' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over coupling: | 97,300 mm |
| Height: | 4,325 mm |
| Width: | 2,910 mm |
| Trunnion Distance: | 17,000 mm |
| Bogie axle base: | 2,500 mm |
| Empty mass: | 192 t |
| Top speed: | 120 km / h |
| Hourly output : | 3,360 kW (at 74.5 km / h) |
| Continuous output : | 3,040 kW (at 77.5 km / h) |
| Starting tractive effort: | 369 kN |
| Acceleration: | Max. 1.3 m / s² |
| Wheel diameter: | 850 mm |
| Power system : | ~ 15 kV, 16 2 / 3 Hz |
| Power transmission: | Overhead line |
| Number of traction motors: | 16 |
| Drive: | Pawbearing drive |
| Seats: | 332 |
| Standing room: | 474 |
| Floor height: | about 1,045 mm |
| Classes : | 2nd Class |
The class 280 of the Deutsche Reichsbahn was intended as an electric multiple unit for the S-Bahn networks in Leipzig, Halle, Dresden and Magdeburg. Only two prototypes were produced by him , there was no series delivery or any further development.
history
In the 1960s, the Deutsche Reichsbahn began to build S-Bahn networks in some large cities. The first two opened in 1969 in Leipzig and Halle . In 1973 and 1974 the S-Bahn operations in Dresden and Magdeburg were added. In Leipzig and Halle, push-pull trains were initially used, which consisted of older cars that had been converted for use on the S-Bahn. In Halle, however, these were replaced by double-deck push-pull trains as early as 1970 .
However, these were considered a temporary measure and were to be replaced by modern S-Bahn railcars in the 1970s. Therefore, from 1965 onwards, extensive studies were carried out for the design of a uniform local railcar. This resulted in an order from the Deutsche Reichsbahn to the VEB LEW Hennigsdorf combine to develop a suitable electric multiple unit. The result was 2 four-part prototypes that were delivered from 1973 to 1974. The first half train (280 001 to 002) of the first multiple unit was handed over to the DR on October 5, 1973, the second multiple unit was delivered in 1974 and initially exhibited at the Leipzig spring fair.
Subsequently, both multiple units were tested without passengers on the Leipzig and Magdeburg S-Bahn, from 1975 the multiple units were used in passenger service in Magdeburg and the Leipzig S-Bahn line B Leipzig– Wurzen . In 1976, the testing of the multiple units was completed, but the series production of the originally planned 113 units, which was possible from 1977, was not carried out. On the one hand, the LEW plant in Hennigsdorf was busy with the production of the 250 series and later also the 243 series ; on the other hand, the high power consumption of the railcars was problematic. In addition, the multiple units of the same length had less space than the double-decker coaches and the provisionally prepared maintenance hall in Leipzig only held half a train, which required time-consuming turning trips. There were also problems with the braking system that could never be resolved.
After several years of stoppage, the multiple units were used again with interruptions from 1979 on the S-Bahn line B from Leipzig to Wurzen, until they were parked in 1980 due to worn tires or fire damage and were formally postponed by maintenance in 1982.
They were then used by traction power plants as railway company cars with various uses. The four-car train 280 001/002 + 003/006 was equipped at the end of the 1980s as a youth facility for route electrification with roof walkways and assembly aids in order to accelerate the assembly of overhead lines , especially in large stations with transverse support structures . This deployment probably did not last long, so that the wagons of the two multiple units were parked in various stations, mainly in the Leipzig area, to serve as point heating transformers or break rooms, and were probably scrapped by the mid-1990s.
technology
A multiple unit, the smallest operational unit, consisted of four multiple units. The outer railcars each had a driver's cab that was noticeable through its two large front windows. Two cars formed the smallest individually drivable unit. The inner railcars did not have a driver's cab, but carried the pantograph. The end cars had Scharfenberg type center buffer couplings on the cab ends, which also coupled the air and control lines. Within a four-car unit, the cars were connected with sleeve couplings that could not be separated during operation, and the two intermediate cars were also connected to a high-voltage roof line so that only one pantograph had to be attached to each four-car unit.
The multiple units were to fulfill two driving programs: one provided for a cruising speed of 50 km / h at a stop distance of 2 km and a top speed of 80 km / h, the second for a speed of 80 km at a stop distance of 5 km and a top speed of 120 km / h /H. This made the high maximum starting acceleration of 1.3 m / s² necessary.
In order to fulfill these driving programs, each of the 16 axles of the multiple unit was driven by a Tatzlager shaft current series motor; all motors were connected in parallel. Overall, the multiple unit had a continuous output of 3,040 kilowatts.
The power control of the multiple units was carried out by four-stage low-voltage switchgear and a rectifier circuit with silicon diodes and thyristors . A combined amplitude control enabled the traction motor voltage to be set continuously. Up to three multiple units could be controlled from one driver's cab using the multiple control. The multiple units were equipped with a KE air brake and an electrical resistance brake.
Each of the four railcars had two outer double-leaf sliding doors on each side of the car with a fixed inside and an outside folding step, which were followed by entry areas in the interior of the car. The doors could be closed centrally with compressed air. The catchment areas behind the entrances were separated with half-height partition walls, otherwise the interiors were set up as a 2nd class open plan with 2 + 2 seating. Load compartments were located behind the driver's cabs. There were crossings that could be used by travelers between the wagons of a multiple unit. The railcars did not have a toilet .
The vehicles were delivered burgundy with a dark green solebar and kept this paint until they were dismantled.
swell
- ^ Gottfried Köhler: Innovations of the rail vehicle industry at the Leipzig spring fair 1974. In: The model railroader. No. 6, Berlin 1974, ISSN 0026-7422 , p. 157.
- ↑ Thomas Borbe, Peter Glanert: Electric railcars in Central Germany. VGB Verlagsgruppe Bahn, Fürstenfeldbruck 2015, ISBN 978-3-8375-1159-8 , p. 117.
literature
- Thomas Frister: Completed in 1973 - class 280 S-Bahn railcars. In: The Reichsbahn 25 years ago - 1973. EK topics. No. 30, EK-Verlag, Freiburg 1998, pp. 84-85.
- Rainer Zschech: German Locomotive Archive - battery and electric multiple units. 5th edition. Transpress-Verlag, Berlin 1992, ISBN 3-344-70753-1 , pp. 185-187, 323.
- Collective of authors: New LEW class 280 electric multiple unit for GDR district cities. In: The model railroader. No. 2, Berlin 1974, ISSN 0026-7422 , p. 36.
- Thomas Borbe, Peter Glanert: Electric railcars in Central Germany. VGB Verlagsgruppe Bahn, Fürstenfeldbruck 2015, ISBN 978-3-8375-1159-8 .