DR series ET 165
| DR series ET / ES / EB 165 DR series 275 DB series 475/875 |
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 DR series ET 165
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| Number: | 638 railcars 465 control cars 173 sidecars |
| Manufacturer: | AEG , DWF , O&K , SSW , WUMAG |
| Year of construction (s): | 1928-1931 |
| Retirement: | 1997 |
| Axis formula : | Bo'Bo '+ 2'2' |
| Gauge : | 1435 mm ( standard gauge ) |
| Width: | 3000 mm |
| Trunnion Distance: | 11,800 mm |
| Bogie axle base: | 2,500 mm |
| Empty mass: | 65.5 t |
| Friction mass: | 37.9 t |
| Top speed: | 80 km / h |
| Hourly output : | 360 kW |
| Acceleration: | 0.3 and 0.5 m / s² depending on the travel switch position |
| Wheel diameter: | 900 mm |
| Power system : | 750 V = |
| Power transmission: | Lateral power rail coated from below |
| Number of traction motors: | 4th |
| Brake: | Single-release Knorr passenger train brake with additional electro-pneumatic actuation, thus multi-release handbrake |
| Train heating: | electric |
| Speedometer: | DEUTA |
| Control: | Electropneumatically controlled ratchet mechanism acts on 13-stage cam switch mechanism with 16 switches |
| Coupling type: | Scharfenberg coupling |
| Seats: | 115 |
| Floor height: | 1100 mm |
The ET 165 , later series 275 ( DR ) or 475 ( DB AG ), is an electric multiple unit that was built for traffic in the direct current network of the Berlin S-Bahn from 1928 to 1932. The trains were still on the Berlin S-Bahn network until 1997, but were scrapped by May 2004, with the exception of some museum pieces.
history
Before 1945
The ET 165 series was built from 1928 to 1932. These are almost 36 meters long so-called quarter trains, each consisting of an electric multiple unit and a non-powered control car . The control cars were replaced by sidecars on the last deliveries. Up to four of these quarter-trains could be coupled to a 145-meter-long train, which in practice had a usable space of around 1000 seats and standing places and an excellent acceleration and braking ability for the time. With this vehicle concept, the requirements of the Berlin S-Bahn traffic at the time could be fully met.
The design is based on the DR series ET 168 (type Oranienburg) from 1925. The primary goal here was to reduce the curb weight, as the Oranienburgers often use around 45 tonnes for the motor vehicle and 36 tonnes for the control car for light rail operations Stopping and restarting was far too difficult. The new vehicles were made lighter by using much thinner, but made of high-strength silicon steel profiles (around 38 tons [ET] and 27 tons [ES]), and for the first time the doors could be closed from the driver's cab. The large-scale expansion of the electrified light rail network in Berlin began with these cars . The vehicles were built according to uniform plans by many well-known wagon construction companies and electrically equipped in the Schöneweide Reichsbahn repair shop, which was then newly built especially for the new S-Bahn railcars . On June 11, 1928, this series drove for the first time on the newly electrified line from Potsdam via the Stadtbahn to Erkner. Accordingly, also referred to as the Stadtbahn type, the series became a legend. By the end of 1933, a total of 1276 single wagons were built, the most built series of railcars in German railway history.
In 1932, on the occasion of the electrification of the Wannsee Railway, the last construction lot with 51 quarter trains was delivered. This class ET 165.8 was named the Wannseebahn type of construction . Except for a modified switchgear (now purely electrically driven) and a car body without visible rows of rivets (countersunk riveting in conjunction with spot welding of thinner cladding panels), it corresponded to the ET 165 series.
Characteristic of the original condition of this series was the front view with a white headlights (headlights) in the middle and the illuminated sign box as well as the two red superstructure lanterns as the final signal. To display the wrong-way signal Zg 102 for journeys on the wrong track (today's designation Gegengleis), the trains also had a small red signal light under the white front signal, which was removed in the post-war years. The classic front view of this series was retained on most trains until the end of the 1960s. The successor series from 1934 (ET 125, ET 166 and ET 167) already had two large headlights that could either show a two-light peak signal or a two-light tail signal.
In the years of the Second World War , the remaining control cars were also converted into sidecars by expanding the cab equipment for material extraction. The characteristic three-part front walls - the pure sidecars had a straight front wall - were retained. Inside, these sidecars had only a bench at the service dome end and no special compartment behind the entry area. 1981/1982 three former vehicles (275,320, 354 and 514) were re-equipped with cabs and Bw Wannsee assigned to reinsert individual quarters trains from about 21 o'clock on the late connection Friedrichstrasse-Charlottenburg after used for these purposes so far quarter features of the design Peenemunde (276.0) program Reko were included in the 277er and then remained in East Berlin (most recently 477 / 877.6).
After 1945
Ten percent of the fleet was destroyed after the Second World War. At the end of the war, other vehicles remained in RAW Schweidnitz (staying there for repairs); The PKP later brought the vehicles to the former RAW Lauban for refurbishment for the newly built S-Bahn in Gdansk , where a total of 54 quarter trains ran from 1950 to December 18, 1976, or as reparations to the Soviet Union , where they were on Russian broad gauge from 1524 mm ( SŽD series ŽМ-165). In both cases the busbars were replaced by roof collectors . 60 quarter trains drove in Moscow with a catenary voltage of 1500 volts and therefore engines constantly connected in series. Presumably because of these conditions, which made economic operations more difficult, they were returned to Berlin in 1952/53. In Kiev (Ukrainian SSR) 13 quarter trains ran until 1955, in the Estonian Tallinn eight quarter trains and some of the Kiev trains also ran until 1958. The ET 165 636 remained with the German Federal Railroad after the war .
only two experimental quarter trains of type 1932a were carried out with a modified front (three rectangular front windows each)
From 1965 to 1969 (and in a second series in 1979) a large part of the light rail vehicles was converted to one-man operation (EMB). The driver's cabs received radio stations via which the order to leave the supervisors could be transmitted from the platforms. The previously necessary conductor, who stood at the door during departure and had to watch the train and the platform supervisor, could be omitted. During the conversion, the previously very cramped driver's cabs were enlarged. In this case, four seats in the passenger compartment on the rear wall of the driver's cab had to be omitted in order to be able to move them to the rear. Externally, the one-man trains (EMB-Viertel) on the two top and two tail lamps with aluminum frames of the standard design in the end walls, which were also used in the electric locomotives of the E 11 and E 42 series, and the antenna for radio dispatching were closed detect.
Around a quarter of the existing building was only slightly adapted to one-man operation (continuous control lines) with no externally visible changes. This means that these pass districts could only run in one-man operation in the middle of the train. It was not until the reconstruction or general overhaul (this concerned the cars handed over to the BVG in 1984 ) that they received the full one-man equipment.
From 1979, was carried out on the model series 277 in Raw Schoeneweide a reconstruction of about half of the car fleet (212/4 trains) of 1970 renamed series 275. A short time later they were as Nietenrekos known car as a series 276.1 queued in the car park. The most striking feature was a new front without the previous, vertical kinks with two panes, which gave the railcars a much more contemporary look from the front, and the modernized interior. The front of the former control car was initially not changed. It was not until the quarter-trains reconstructed in the 1980s that these fronts were adapted to the regular sidecar and four additional seats were gained (except for the later 876 317).
When the operating rights of the S-Bahn in West Berlin were handed over to the Senate in 1984, the new operator, the BVG , was able to take over 119 quarter trains. In 1961, however, 379 quarter trains were still stationed in West Berlin. Most of the cars were also modernized by 1987, but not to the same extent as in the eastern part of the city. Twelve pass districts, whose sidecars were former control cars, were upgraded to control quarters again; they received the full EMB equipment in both driver's cabs. The new interior design of these trains was striking for laypeople. The wooden benches were still there on most of the cars and were refurbished and used again. Originally, the continued use of the wooden seats was intended as a compromise. Surprisingly, they were very popular with many passengers and soon achieved cult status. As part of the merger of the German Federal Railroad and the German State Railroad to form Deutsche Bahn on January 1, 1994, BVG gave up its operating rights and its trains to Deutsche Bahn. A year later the S-Bahn Berlin GmbH was founded.
In December 1995, because the passenger doors were not permanently locked, use on the routes of the north-south tunnel ended. From then on, the circuits were taken over by class 476.3 multiple units. Their use there ended in December 1996 due to a lack of fire extinguishers in the passenger compartment. On December 21, 1997, the class 475/875 was ceremoniously taken out of service with a rally to Ostkreuz. The reconstructed sister series 476.0 remained in operation until a derailment at the Zoologischer Garten station in summer 2000.
With this series, the role model function of the Berlin S-Bahn was established on many urban rapid transit projects around the world. The conception and construction of this series, especially with regard to the simplicity of operation, ease of maintenance and maintenance, stability and economy , proved so good that the series was in daily use for around 70 years with various modifications. Such a longevity is probably unique for a local transport vehicle.
However, the legendary durability of the class 165 railcars was only the result of painful discoveries and costly adjustments, mainly in the 1930s, because the "Stadtbahner" gave those in charge of the DR some surprises and some headaches. The most prominent defects in the first few years concerned the following components:
- The exterior paint for advertising weathered very quickly and the trains quickly became unsightly. Since the paint manufacturers were not able to make improvements quickly enough, the DR itself carried out extensive developments and tests until a durable paint was found. Subsequently, Raw Schöneweide painted all newly delivered cars, which had only been primed by the manufacturers, on their own.
- The wooden sliding doors warped under the weather, jammed and had to be replaced by metal sliding doors after just a few years. This program dragged on for the majority of trains into the 1960s. The last original wooden doors were only replaced by the BVG in the western part of the city in the mid-1980s.
- All quarter trains were retrofitted between 1934 and 1936 with an electropneumatic control of the compressed air brake. It had been shown that the usual single Knorr-Bremse in the S-Bahn operation made target braking too difficult. This is mainly due to the fact that this type of brake is exhaustible. This means that when the brake is released, the used air supply is not completely replaced immediately, so that only a smaller volume is available for braking that is initiated immediately afterwards. When braking several times in quick succession, a state can thus arise in which the required braking effect is no longer achieved. That is why an electro-pneumatic control of the compressed air brake was retrofitted. This means that these vehicles have a second brake that is multi-release and cannot be exhausted - but it also does not work automatically. The electro-pneumatic brake control made the work of the train drivers much easier. In this context, the driver's brake valve Knorr No. 5, which had been in place until then, was replaced with the St 113 in the driver's cab. It has an additional latch lever. This enabled the driver to operate either the pneumatically controlled, single-release, automatic air brake or the electrically controlled, multi-release, inexhaustible air brake.
- As early as the mid-1930s, major overhauls with reinforcements had to be carried out on all bogies, forced by dangerously loosened rivet connections and cracks.
- Retrofitting all wagons with damping buffers between the wagons of a quarter train: The violently lurching running of the new trains on the straight track was unsatisfactory and led to massive complaints from the public, who did not expect such driving behavior from brand new vehicles.
It was only these extensive upgrades and constant repairs and adjustments in the following decades of use that made the "Stadtbahner" what they are remembered by rail enthusiasts and experts today: indestructible and reliable locomotives.
Later, essential components of decommissioned wagons were used on today's Berlin underground line U5 , where they ran with newly built car bodies but the old electrical and mechanical components under the series designation EIII until 1994.
Whereabouts
After the elimination, many vehicles were sold to museums and private individuals.
Some quarter trains were kept operational by the Association of Historic S-Bahn eV in cooperation with S-Bahn Berlin GmbH. These include a museum quarter train in the delivery condition with two carriage classes, as well as several traditional trains that were restored in different states from the 1950s / 1960s and the 1980s / 1990s.
The traditional quarter trains were used once a month for public special trips in the 1990s. Another important area of application was the Christmas train in the December days , but also operations at anniversaries and line openings. After a derailment in 2008, all trains were shut down and because of the ensuing S-Bahn crisis, they were not put back into service. Today, the trains can only be viewed at the regularly organized open days in the Erkner S-Bahn depot, but a restart is planned, provided that the capacity and financial resources of the association and the S-Bahn Berlin allow it.
technology
The basic unit of the multiple unit is the quarter train, consisting of the multiple unit and a non-powered control car (later converted to a sidecar) or sidecar (referred to as the 875 series at DB AG). The locomotive and control car had the same design, while the sidecars purchased from 1930 had straight front walls at both ends.
The motor car and the control car / trailer are rigidly tightly coupled to one another and form an operational unit.
Since the conversion to one-man operation (EMB), these have also been an electrical unit, as the vehicle batteries were now only attached under the sidecar or control car. Previously, the vehicle batteries were also located under the railcars, so that they were technically self-sufficient and theoretically trains could only have been formed from railcars.
Scharfenberg couplings are installed at the ends of the quarter train to enable the units to be coupled and uncoupled quickly. However, these were only semi-automatic. They only coupled the mechanical part automatically, the pneumatic part semi-automatically (air lines had to be opened after coupling by operating the front wall tap), while the control lines were not routed via the Scharfenberg coupling and had to be manually coupled with a plug-and-socket combination.
No transition is possible between the individual cars.
The self-supporting, riveted steel car body has a barrel roof and rests on profile longitudinal members, which are also riveted to the transverse stiffeners. Each car has four double doors ( pocket sliding doors ) per side, which were made of wood at the factory. Since this material proved to be susceptible to weathering (the doors warped and jammed), the wooden doors were replaced by doors made of steel, sometimes aluminum, from around the mid-1930s. The last wooden doors were in the 275 313, they were replaced in the mid-1980s on behalf of the BVG.
The cars rest on two two-axle bogies, the wheel sets of which are leaf-sprung. The car body is supported on the one hand by means of a hemisphere and ball socket in the center of the bogie cross member and on the other hand in two lateral, spring-loaded supports. Both the ball / ball socket pivot point and the lateral sliding pieces receive a continuous oil film via wick lubrication.
The four axles of the railcar are driven by central bearing motors, with the two motors of a bogie always connected in series . This means that the motors were operated on average at half the busbar voltage, i.e. 375 volts at 267 amps.
The control of the start-up process is designed in such a way that a cam switch gear switches 13 stages and one over-shift stage. The following principles of starting DC motors in series are used in every railcar:
- Switching stage 1 to 6: The four drive motors are connected in series.
- Starting resistors that are additionally switched into this circuit are gradually bridged.
- Switching stage 7 and 8: The four drive motors are connected in series.
- The magnetic fields of the stator windings in each traction motor are weakened by bridging half of the windings, first via a shunt resistor (level 7) and then without resistance (level 8). With a medium busbar voltage and a preselected high starting acceleration, the vehicle has now reached a speed of 25 to 28 km / h on the flat.
- Over-switching stage X: In order to relieve the traction power substations from the current peak that occurs when the traction motors are switched from series to series-parallel connection, both the current path of switching stage 8 and that of switching stage 9 are switched for a very brief moment at this over-switching stage.
- Switching stage 9 to 11: The four traction motors are connected in parallel in two groups so that the two traction motors are connected in series within a bogie.
- Analogous to levels 4 to 6, the starting resistors that are additionally switched on in the two current paths are gradually bridged.
- Switching stages 12 and 13: The four traction motors are connected in parallel in two groups so that the two traction motors are connected in series within a bogie.
- Similar to levels 7 and 8, half of the stator fields in the two traction motors are weakened in each current path. At level 13 all starting resistances are bridged and only half of the windings in the drive motor stator are magnetically excited. This continuous drive level is reached with a preselected high starting acceleration when the vehicle is traveling at around 48 km / h. The vehicle continues to accelerate without any further gear changes as long as the travel switch button is pressed. Physically, series motors are infinite in acceleration and constantly decreasing. In practice, the vehicles on the level with medium voltage can achieve considerably more than the permitted 80 km / h within 3000 m.
The cam switch mechanism is controlled via an electro-pneumatically controlled latch mechanism. The service brake is a KP type block brake (one-off Knorr passenger train brake ) with an electropneumatic compressed air control that was added from 1934 . From the mid-1980s onwards, some of the wagons (already as the 276.1 series) received the multi-release KE brake design and a drive control that was changed to 110 V voltage. This modern equipment in terms of driving control and brakes was then also built into the two auxiliary equipment trains, which were built in 1992 and 1993 for the Berlin S-Bahn from old light rail vehicles and still exist today (2012). These vehicles, which were converted in this way, were technically hardly comparable with the original light rail design.
literature
- Berliner S-Bahn-Museum (Ed.): Technical drawing S-Bahn series 165/475 . Verlag GVE, Berlin 2011, ISBN 978-3-89218-475-1 .
- Wolfgang Kiebert: The light rail operator . transpress, 2006, ISBN 3-613-71278-4 .
- Martin Pabst: U- and S-Bahn vehicles in Germany . 1st edition. GeraMond, Munich 2000, ISBN 3-932785-18-5 .
Web links
- Description of the 165 series on stadtschnellbahn-berlin.de
- List of the surviving S-Bahn vehicles of the historical S-Bahn Berlin association
- S-Bahn-Galerie.de - ET 165 series - Wannsee type
- S-Bahn-Galerie.de - ET 165 series - Stadtbahn type
Individual evidence
- ↑ The city workers farewell side - City workers in Poland, October 18, 2008 - Website stadtbahner.de no longer exists ( Memento of 3 July 2010 at the Internet Archive )
- ↑ Page no longer available , search in web archives: Electric multiple units of the Estonian Railways , accessed on January 24, 2010 (Russian)
- ↑ Rüdiger Bäzold, Brian Rampp, Christian Tietze: Electric Railcar German railways . tape 1 . alba-Verlag, Düsseldorf 1997.
- ↑ Rakow: Russian and Soviet locomotives . Moscow 1955.
- ↑ Mike Straschewski: The vehicle descriptions of the Berlin S-Bahn. Retrieved February 12, 2015 .