DR series ET 11
| DR series ET 11 | |
|---|---|
 Express railcar ET 11 01 of the DB in 1957
|
|
| Numbering: | elT 1900 – elT 1902 ET 11 01–03 |
| Number: | 3 |
| Manufacturer: | ET 11 01: ME , BBC ET 11 02: MAN , SSW ET 11 03: MAN, AEG |
| Year of construction (s): | 1935-1937 |
| Retirement: | 1971 |
| Axis formula : | Bo'2 '+ 2'Bo' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 43,585 mm |
| Trunnion Distance: | 13,900 mm |
| Empty mass: | 103.2 t; 106.9 t; 112.7 t |
| Service mass: | 104.0 t, 107.7 t; 113.5 t |
| Top speed: | 160 km / h |
| Hourly output : | 1413 kW |
| Continuous output : | 1250 kW |
| Driving wheel diameter: | 1100 mm |
| Impeller diameter: | 950 mm |
| Power system : | 15 kV 16.7 Hz ~ |
| Power transmission: | Overhead line |
| Number of traction motors: | 4th |
| Drive: | ET 11 01: Buchli drive ET 11 02: pawl bearing drive ET 11 03: spring cup drive |
| Seats: | 77 |
| Classes : | 2 .; (from 1956 1.) |
The railcars of the DR class ET 11 were the first electric express railcars of the Deutsche Reichsbahn (DR).
history
After the success with diesel-powered express railcars at the DR in the 1930s, the suitability of electric railcars for high-speed long-distance traffic was also to be tested. The test drives with six-axle railcars on the Marienfelde – Zossen military railway in 1903, when speeds of more than 200 km / h had been reached , had already shown that electric railcars are basically suitable for high-speed traffic .
In 1933, the DR commissioned three prototypes of a two-part express railcar designed for 160 km / h, which were initially intended for the Munich – Berlin route, which was being converted to electrical operation. The vehicles elT 1900 to elT 1902 with the later type designation ET 11 (from 1941) were delivered and tested in the years 1935 to 1937. In order to be able to compare different types of drive, the three manufacturers BBC, SSW and AEG were given a largely free hand in the design of the electrical systems and drive concepts. The elT 1900 received a Buchli drive, the elT 1901 a pawl bearing drive and the elT 1902 a Kleinow spring cup drive.
From the time they were delivered, the three railcars were located in the Munich Hbf depot and were initially used between Munich and Berchtesgaden . They were maintained in the mechanical part in the Reichsbahn repair shop in Neuaubing and in the electrical equipment in the operations department at Munich Hbf of RAW Munich-Freimann . From 1936 there were scheduled missions on the Munich – Stuttgart route. There it soon became apparent that there were technical problems; the motor bogies were replaced by new, lighter motor bogies with better damping elements. To improve the cooling of the traction motors, ventilation slots were built under the buffers in 1937 .
The railcars survived the war unscathed and were rebuilt several times after the war. In 1952 they received new bogies and regular pulling and pushing devices as well as multiple controls. This allowed driving in a train set. In 1957 there were new transmissions for 160 km / h, but they were never extended according to the schedule. In 1952 they were used between Munich and Salzburg and between 1957 and 1959 as the FT train “ Münchner Kindl ” between Frankfurt (Main) and Munich. Due to the still small electrified network and the limited space available, there were repeated problems for a meaningful use, and so they were decommissioned in 1961.
The ET 11 01 was converted to the railway service vehicle Mü 5015ab in 1964, later Mü 1001/1002 and from 1968 had the number 723 001. In 1971 the railcar came to the Deutsche Gesellschaft für Eisenbahngeschichte (DGEG) and is now in the Neustadt / Weinstrasse Railway Museum. The other two vehicles were scrapped. The ET 11 express railcars had a distributed drive similar to the 403 series and later the ICE 3 multiple units .
technical features
The car bodies were welded from sheet steel as self-supporting cells to a sub-frame, so heavy riveted connections were dispensed with. In order to achieve the lowest possible air resistance, fluidic tests were carried out at Maybach-Motorenbau in Friedrichshafen. The results were noticeable in the curved shape of the driver's cab, windows and doors were flush with the outer skin. The bogies were also covered as far as possible, the vehicles had a largely closed floor pan. There are no protruding parts such as handles and sign holders. Since it was only intended to be used individually, the multiple units only received an emergency coupling device between the clad rod buffers.
The trains had pantographs of the type HISE, from which the current was conducted at the close coupling end to the electrical systems arranged below the floor.
In order to be able to brake from high speeds, the railcars not only received a drum brake or block brake (elT 1902), but also magnetic rail brakes .
Web links
literature
- Horst Troche: The electric express railcars elT 1900 to 1902 of the Deutsche Reichsbahn (class ET 11) , in railways and museums . Monographs of the DGEG, Werl 1999, ISBN 3-921700-77-9 .
- Dieter Bäzold, Brian Rampp, Christian Tietze: Electric railcars of German railways . Alba, Düsseldorf 1997, ISBN 3-87094-169-3 .
Individual evidence
- ↑ Klaus-Dieter Korhammer, Armin Franzke, Ernst Rudolph: Turntable of the South. Munich railway junction . Hestra-Verlag, Darmstadt 1991, ISBN 3-7771-0236-9 , p. 115 .
- ↑ Federal Railroad Repair Works Munich-Neuaubing (Ed.): 75 Years of the Federal Railroad Repair Works Munich-Neuaubing 1906–1981 . Eisenbahn-Kurier Verlag, Freiburg 1981, ISBN 3-88255-800-8 , p. 22 .