DR series ET 168
| DR series ET / EB 168 | |
|---|---|
 DR series ET / EB 168
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| Number: | 50 railcars 50 sidecars |
| Manufacturer: | WUMAG , Gothaer Waggonfabrik, Linke-Hofmann , Fuchs, Uerdingen, Killing, Wegmann , O&K , Niesky, Grünberg, van der Zypen (only ET), Gastell (only ES), Steinfurt, Talbot (only EB); electrical equipment AEG, BBC, SSW, BEW, MSW |
| Year of construction (s): | 1926 |
| Retirement: | around 1962. Parts used to build EIII cars. |
| Axis formula : | Bo'Bo '+ 2'2' |
| Genre : | C4 esT / BC4 esS later C4 esT / BC4 es |
| Gauge : | 1435 mm ( standard gauge ) |
| Empty mass: | 44.5 t (railcar) 33.5 t (control car) |
| Top speed: | 80 km / h |
| Hourly output : | 460 kW |
| Power system : | 750 V = |
| Power transmission: | Lateral power rail coated from below |
| Number of traction motors: | 4th |
| Brake: | Single-release, fast-acting Knorr type passenger train brake |
| Control: | electro-pneumatic |
| Coupling type: | Scharfenberg coupling |
The ET 168 is an electric multiple unit of the Berlin S-Bahn . The series, which was delivered from 1926 and referred to as the 1925 type and also known as the Oranienburg type in the colloquial language of the railway workers , played a significant role in the development of the Berlin S-Bahn network.
history
After electrical operation began on August 8, 1924 with the test trains and the Bernau- type trains delivered in 1925 , it quickly became clear that the vehicles used up to now did not meet the requirements. The train configuration of the test trains and the wagons later known as the ET 169 series - a long, four-axle railcar with only one powered bogie and three interconnected two-axle wagons - was already considered obsolete when it was delivered. In particular, the starting behavior in damp weather required great sensitivity from the railcar drivers.
The Deutsche Reichsbahn therefore decided to change the train configuration, based on the example of the Berlin U-Bahn, which used cars of the same length. The new train formation concept now provided for a railcar with and a control car without a drive. This smallest operational unit was henceforth called a quarter train; two quarter moves made up a half move, three a three-quarter move, four a complete move. This classification is still used today in the Berlin S-Bahn. The railway commissioned a total of 14 wagon factories to build 50 quarter trains. These were: WUMAG , Gothaer Waggonfabrik , Linke-Hofmann , Fuchs , Uerdingen , Killing & Sohn ( Hamm ), Wegmann , Orenstein & Koppel , Waggonfabrik Niesky , Beuchelt & Co. ( Grünberg / Schles. ), Van der Zypen (only ET) , Gastell (only ES), Steinfurt , Talbot (only EB). With regard to the planned large-scale series, this served to find suitable manufacturers. The electrical equipment such as motors was supplied by AEG , BBC and SSW , the rest of the BEW ( Bergmann Elektrizitätswerke) and MSW ( Maffei - Schwartzkopff -Werke).
The second innovation did not come until 1928, but is still valid today: The ET 168 043 , designated from 1942 onwards, was the first to be repainted in the colors Bordeaux red / ocher.
From 1936, the control cars were converted into sidecars, as the smallest unit used in operation was a half-train (today quarter-trains only operate at night on external routes). In addition, the Wendler fans on the roof were moved to the outside so that the trains could go through the north-south S-Bahn tunnel. The later ET / EB 168 001-019 received a new interior between 1936 and 1941; the ET / EB 168 020-050 were converted into pure 3rd class cars.
Until the end of the 1930s - before the north-south S-Bahn was continuously opened - the ET 168 series trains were based at the Stettiner Bahnhof depot and used on the northern routes. After relocating to the Westend depot , they were used together with the ET 169 almost exclusively in rush hour traffic on the Ringbahn and on the Siemensbahn to Gartenfeld, for which purely third-class trains were formed with the appropriate wagons. Some of the vehicles were destroyed in bombing raids on the Westend depot, which was also completely destroyed.
After the war, the remaining quarter trains in rush hour traffic on the Ringbahn often drove coupled with class ET 165 cars, whereby they were mainly coupled in the middle of the train because of their different cab equipment. The trains were of particular importance for the Siemens works' rush hour.
The end came with the construction of the Wall in 1961. Due to the West Berlin S-Bahn boycott as a reaction to the construction of the Wall, traffic in the western part of the city decreased so much that the older vehicles of the 168 series were parked very quickly. Some were converted into shunting vehicles before being scrapped in the 1970s. However, parts of most of the people from Oranienburg were allowed to “live” in type E-III / 1 on line E of the Berlin subway . For this purpose, essential electrical and mechanical components (controls, bogies, traction motors, etc.) of the old trains were installed in newly built, narrower car bodies , while the car bodies of the 168s were scrapped. Parts of these Berlin S-Bahn vehicles “survived” “on the U-Bahn” until the 1990s.
The ET 168 029 / EB 168 030 quarter train is preserved in the collection of the Historical S-Bahn Berlin Association , the EB is a former ES from 1926. The quarter train can be rolled, but has not been restored and has no interior.
There is also the tug railcar 478 701-6 from the Schöneweide plant , which operated until 2003 . In 1963, this vehicle had a second driver's cab, Scharfenberg couplings at both ends of the car and buffers for the regular pulling and pushing equipment for internal maneuvering tasks at the Schöneweide farm. The vehicle, nicknamed "Jumbo" (see picture), could be electrically coupled by switching over to all pre-war model series, for which it received both the older plug-and-socket couplings and the "piano" introduced in 1938, a contact strip on the Scharfenberg coupling. A test system followed later in order to generate short circuits and thus measure the shutdown times in the substations. This special vehicle is now part of the collection of the Historical S-Bahn Association and has been preserved in the last red / anthracite color (similar to the 485 series). However, this railcar has been technically converted more and more into a "Stadtbahner" over the years. The gears, motors, brakes etc. come from the BR 165 (475 and 476.0) and have nothing to do with the original BR 168.
technology
The smallest operational unit is a so-called tax quarter , consisting of a motor coach and a control car .
When testing the vehicles, the disadvantage of frequent stopping and restarting turned out to be the excessively high curb weight. In addition, the simple insulation of the electrical equipment caused problems in the event of flashovers. These inadequacies could be remedied with the successor series "Stadtbahn" ( ET 165 ), which among other things weighed about seven tons less per car and received better electrical equipment.
In contrast to the later series, the "Oranienburg" type trains received a multi-release air brake , which is why these trains could not be coupled with those of the later series. From the mid-1930s, this brake was exchanged for the single-release Kp brake (Knorr passenger train brake) common on the Berlin S-Bahn, which now made the ET 168 series connectable with other series (except for the 167 due to the different control of the electropneumatic brake ) .
The vehicles of the ET / EB 168 series were trend-setting for the car division, which was later adopted for all series: four pocket sliding doors per car and side (initially only to be closed by hand, later converted to central locking), in the railcar one large area with 3. Class, the shared sidecar with 3rd class smoker and 2nd class smoker or non-smoker.
The vehicles were powered by two 115 kW bearing motors per drive frame (Bo'Bo '+ 2'2' arrangement) with a total of 460 kilowatts per quarter train.
See also
literature
- Carl W. Schmiedeke: The car park of the Berlin S-Bahn . Lokrundschau, Hamburg 1997, ISBN 3-931647-05-6 .
