DR series ET 167
| DR esT-37/39 3834–4044 + es – 37/39 6345–6555 DR series ET / EB 167 from 1970: DR series 277 DB series 477/877 |
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 DR series ET / EB 167
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| Number: | 283 railcars, 261 sidecars |
| Manufacturer: | O&K , Dessauer Waggonfabrik , Wegmann - car bodies; AEG , SSW - electrical part |
| Year of construction (s): | 1938-1944 |
| Axis formula : | Bo'Bo '+ 2'2' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over coupling: | 35,460 mm |
| Width: | 3000 mm |
| Trunnion Distance: | 11,800 mm |
| Bogie axle base: | 2500 mm |
| Empty mass: | ET: 38.2 t EB 29.0 t |
| Top speed: | 80 km / h |
| Hourly output : | 360 kW |
| Acceleration: | 0.3 or 0.5 m / s² depending on the travel switch position |
| Driving wheel diameter: | 900 mm |
| Impeller diameter: | 900 mm |
| Power system : | 750 V = |
| Power transmission: | Lateral power rail coated from below |
| Number of traction motors: | 4 (GBM 700) |
| Coupling type: | Scharfenberg coupling |
| Seats: | 110 |
| Floor height: | 1100 mm |
The ET / EB 167 series , so called from 1941, later series 277 (DR) or 477/877 (DB) is an electric multiple unit that was built in three lots for S-Bahn traffic in the direct current network of Berlin from 1938 to 1944 . Until 2003 it was still in use on the Berlin S-Bahn network.
history
For route extensions, including the north-south S-Bahn tunnel , this series was ordered from 1937 in three lots with a total of 291 quarter trains (type 1937 II : 80 quarter trains, type 1939: 131 quarter trains, type 1941: 80 quarter trains). This order was changed in 1938 at the expense of the 1941 design to 72 quarter trains in order to be able to manufacture a test train in lightweight steel construction (later planned as the ET / EB 151 series ). This results in a planned number of 283 quarter trains of the ET / EB 167 series.
The construction lot
By spring 1944, the industry had supplied all 283 powered vehicles and 261 sidecars. The Wegmann company in Kassel was unable to deliver the 22 missing sidecars due to a bombing raid in October 1943 and the extensive loss of production; of four attached and car bodies made Wegmann after the war, the control quarter trains ET / ES 11/12 182 for Isartalbahn supplied 1949-50. Due to the lack of sidecars, the 22 railcars were put together to form 11 quarter trains, with the traction motors being removed from one railcar each.
With the ET / EB 167 series, the number of Berlin S-Bahn trains rose to more than 1000 quarter trains; the 1000th quarter train started operating on November 12, 1940.
The Second World War caused severe damage and total casualties from bombs and fighting in Berlin, which affected every tenth quarter train. Another tenth of the stock, the wagons were in the Raw Lauban in Silesia for repairs, remained in Poland. The Soviet Union took over part of these trains as loot, and the PKP used the majority from the 1950s for the Danzig S-Bahn (now SKM) and designated them as EW91. As reparations through the Soviet Union and Poland , a total of 20 percent of the stock went to Moscow , Kiev , Tallinn and Danzig .
In 1952/53 eight quarter trains of the ET / EB 167 series returned from the USSR . In 1958/59 eleven new EB 167 sidecars were built; In addition, the ET / EB 166 053 quarter train was created from the existing underframes of the ET / EB 167 series.
The ET / EB 167 series was designated as the 277 series from 1970 and as the 477/877 series from 1991/92.
In 1952, seven units of the former Zinnowitz – Peenemünde factory railway were returned from the Soviet Union, which had transported the vehicles from the Soviet occupation zone in 1946, and after the necessary adjustment work, such as the conversion to busbar operation and the nominal voltage of 750 volts, initially into the ET / EB 167 series queued. They became known as the Peenemünde quarter trains . Although they most closely corresponded to this series in terms of vehicle construction, they could not be coupled to it because of the different contact attachments. During the changeover, the railcars received the electropneumatic control of the ET 165 series and, because contact attachments were not available, their control current couplings. This meant that they could not be coupled with the other quarter trains of the ET / EB 167 series, but with those of the ET 165 and 166 series and, after a few years, were accordingly classified in the ET 166 series, from 1970 276.0. Due to a lack of material, the driver's cabs of the former control and traction motorless railcars remained empty and unused for the time being, but they were not removed as with the former ES 165. It was not until the 1960s that the units were restored to tax quarter trains.
| design type | Surname | DRG number | DR number | Manufacturer; Construction year |
|---|---|---|---|---|
| 1937 I. | Bank train | Berlin C4 esT-37 4515-4518 | ET 125 015-018 | Dessau; 1938; from 1941 ET 125 series |
| 1937 I. | Bank train | Berlin BC4 es-37 8515-8518 | EB 125 015-018 | Kassel; 1938; from 1941 series EB 125 |
| 1937 II | Berlin C4 esT-37 3834-3913 | ET 167 001-080 | O&K, Dessau; 1938-1939 | |
| Berlin BC 4 es-37 6345… 6424 | EB 167 001-080 | Wegmann, Bautzen; 1938-1939 | ||
| 1939 | Berlin C4 esT-39 3914-4044 | ET 167 081-211 | O&K, Dessau; 1939-1941 | |
| Berlin BC4 es-39 6425… 6555 | EB 167 081-211 | Wegmann, O&K; 1939-1941 | ||
| 1941 | ET 167 212-283 | Dessau; 1943-1944 | ||
| EB 167 212–283 * | Wegmann; 1943 |
Legend: - = numbered in the order, … = not numbered in the order, * = incomplete
In the 1950s, the Deutsche Reichsbahn subjected this series to a general overhaul. In 1962, the Reichsbahn repair shop in Berlin-Schöneweide began a “ reconstruction ” of the entire interior, using mainly plastic-covered chipboard ( Sprelacart ) as wall cladding and blue / gray artificial leather seats. From 1973, the DR subjected most of the trains (now the 277 series) to extensive modernization ("Mod program"). They received the new H-shaped bogies, which largely corresponded to those of the later 485/885 series , new front windows, fixed windows with flaps (ventilation flaps) and new electrics with a uniform on-board voltage of 110 volts and, if not already available, a new one Interior decoration.
The DR also included the 276.0 series in the modernization program and thus integrated it into the 277 series. Seven tax quarter trains, some of which were built from Peenemünder wagons, were also included in the modernization, fully adapted to the 277 mod series and coupled with it . Within the class 277 they formed the number group 403/404 to 419/420. At the end of the 1980s, LEW Hennigsdorf stopped delivering bogies for modernization due to the serial production of the 270 series , so that some quarter trains remained unmodernized. Among them were two tax quarter trains, which remained in the 276.0 series and were later retired as such.
On November 2, 2003 trains of the 477 series (ex 277 mod) were used in regular service for the last time.
Whereabouts
The quarter trains 277 003/004 (refurbished as 3839/6401 in delivery condition), 277 087/088 (set back as ET / EB 167 072 in the condition of the 1960s) and 477/877 602 (ex esT 4008, ex ET 167 175; ex Trw 05 [Peenemünde], ex EB 167 243, in the final state of DR stored in a rollable manner) are preserved at the Historical S-Bahn Association . The first two quarter trains were repaired operationally in 2002 and used for special trips until 2010. Both are currently under restoration by the association to enable them to be used again.
Use in the Soviet Union
In the post-war period, electric suburban traffic was expanded in the former USSR . For the lines Tallinn - Pääsküla in today's Estonia and Kiev - Bojarka in today's Ukraine , the electrical equipment and the trains captured in Germany were used as reparations .
The trains were refurbished in the Moscow repair shop for use in the Soviet Union and given the new designation ЭМ167 ( EM167 ). Wheelsets and bogies were adjusted to the 1524mm gauge , and some other design changes were made as well. The external appearance of the vehicles was also changed; the Berlin color scheme in red and yellow gave way to the Soviet standard color scheme of electric trains from the time of the Second World War in dark green with a narrow yellow stripe below the window sill; the roof was painted light gray.
The trains used in Tallinn and Kiev were, as with the S-Bahn Berlin, used for the voltage system of 750 V direct current . They received pantographs for the existing in Tallinn (German: Reval) and Moscow and for the newly established suburban railway system in Kiev
For use in the Moscow area, the vehicles designed for 750 V DC were converted to 1500 V DC. For this purpose, under the direction of the engineers Д. Д. Захарченко ( DD Sakharchenko ) and И. М. Заикиным ( IM Saikinuim ) developed a project to convert the railcars to the 1500 V voltage system. The two drive motor groups of a car were constantly connected in series . The size of the starting resistors has also been changed; Changes also affected the auxiliary power systems of the vehicles. Two pantographs were (partly) installed on the roof of the railcars. The vehicles converted in this way were operated on the Moscow- Domodedovo section , which was electrified in 1946 with 1.5 kV direct current.
In 1952 the line from Kiev to Boyarka was extended to Vasilkovo . The additional vehicles required for this came from the Moscow – Domodedovo route. In 1955, the lines in the Kiev area were changed from 750 V DC to 1500 V. S-Bahn vehicles parked there came to Estonia on the Tallinn – Pääsküla line; only eight quarter trains were returned to the Berlin S-Bahn as part of a compensation deal for new long-distance passenger coaches from the GDR. A further return failed - after an extensive inspection in March 1960 - because of the lack of traffic in Berlin after the Wall was built in 1961 and because of excessive demands by the Soviet Union.
Overall, the trains of the series ЭМ167 ( EM167 ) were used in the Kiev area until around 1955 and Tallinn until 1958.
technology
In terms of vehicle construction, the ET / EB 167 series builds on the previous delivery of the Olympic and series banking trains (types 1935 and 1935a, from 1941 series ET / EB 166 and ET / EB 125 ). This applies to both the basic structure of the car body (heavy frame with built-on car body) and the interior design: the railcar with a service compartment and the 3rd class non-smoker compartment, the sidecar divided in the middle by a partition into the 3rd class smoker and 2nd class compartments Class smoker or non-smoker (depending on the car, the exact breakdown by car number is still unknown). Like their predecessors, the trains had a suction ventilation system, and the ceiling was now less coffered.
The scheme of the coloring (here old name) was largely adopted:
- 2nd class window area = blue-green or blue-green light rail ( RAL 6004),
- 3rd class window area = green-brown or light rail yellow ( RAL 8000),
- below the central belt strap and above the window up to the roof edge = purple red ( RAL 3004); Change compared to older designs,
- the central webbing up to and including the upper edge of the window sills = black ( RAL 9005); A decorative strip in light rail yellow was attached to this area to mark 80 km / h,
- the upper belt straps to limit the red stripe = black ( RAL 9005),
- Substructure of the car body, bogies and side shelves = black
In addition, the driver's cab door on the outside left was omitted.
From a technical point of view, many further developments were incorporated into the design. Particularly noteworthy here are:
- The fully automatic Scharfenberg coupling was now able to couple the electrical control lines by means of a contact strip above the coupling ("piano"). The staff could uncouple from the driver's cab.
- The electrical control of the pneumatic brake ( electropneumatic brake ) was no longer dependent on the 750 V busbar voltage, as in the previous series. If the drive voltage failed (e.g. in gaps in the busbar), the electropneumatic brake could no longer be actuated, i.e. it could neither be braked nor released. In the ET / EB 167 series, the electrically operated pneumatic brake was now supplied with 48 volts by the on-board network via a buffer battery and was therefore no longer subject to any restrictions.
- Installation of a purely electromotive switching mechanism, which ran quietly, no longer required a compressed air supply and caused lower maintenance costs.
The ET / EB 167 series represents the end of the conventional type of Berlin S-Bahn trains, which should only be completely revised with the planned light steel train of the ET / EB 151 series (based on the Hamburg S-Bahn series ET / EM 171 ), which was omitted due to the Second World War.
See also
literature
- Martin Pabst: U- and S-Bahn vehicles in Germany . 1st edition. GeraMond, Munich 2000, ISBN 3-932785-18-5 .
- Daniel Riechers: S-Bahn multiple units - New vehicles for Germany's urban express traffic . 1st edition. transpress, Stuttgart 2000, ISBN 3-613-71128-1 .
- Carl W. Schmiedeke, Maik Müller, Mathias Hiller: The elegant round heads - trains of the Berlin S-Bahn . GVE, Berlin 2003, ISBN 3-89218-477-1 .
- Mario Walinowski: The “Blue Wonder” - trains of the Berlin S-Bahn . GVE, Berlin 2005, ISBN 3-89218-170-5 .
Web links
- Description of the 167 series on stadtschnellbahn-berlin.de
- S-Bahn-Galerie.de - Banker and Olympia types
- S-Bahn-Galerie.de - ET 167 series
- S-Bahn-Galerie.de - Class 477 mod
- List of the surviving S-Bahn vehicles of the historical S-Bahn Berlin association
Individual evidence
- ↑ eisenbahn-magazin 10/2013, p. 19