DR series ET 169
| DR series ET / EB 169 | |
|---|---|
| Numbering: | ET 169 001a / b – 017a / b EB 169 001a / b / c – 017a / b / c |
| Number: | 17 half trains each with two railcars and three intermediate cars |
| Manufacturer: | Vehicle construction: Wegmann (Kassel), Linke-Hofmann (Breslau), WUMAG , electrical: AEG, SSW, BEW, MSW |
| Year of construction (s): | 1925 |
| Retirement: | from 1942, finally 1962 |
| Axis formula : | Bo'2 '+ 2 + 2 + 2 + 2'Bo' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 67 400 mm |
| Bogie axle base: | 2500 mm |
| Top speed: | 70 km / h |
| Hourly output : | 560 kW |
| Power system : | 750 V = |
| Power transmission: | Lateral power rail coated from below |
| Number of traction motors: | 4 per half train (AEG / SSW: type GBM 1620, BEW / MSW: type GBR 132/725) |
| Type of speed switch: | Crank travel switch, switching mechanism runs current-monitored up to the set level |
| Brake: | multi-release Kunze-Knorr compressed air brake Kkpbr, later one-release Knorr passenger train brake with electropneumatic control |
| Control: | Electropneumatic switchgear, current monitoring by means of a switching relay |
| Coupling type: | Willison coupling , later Scharfenberg coupling , sidecars closely coupled to each other |
The "Bauart Bernau" multiple units of the Reichsbahndirektion Berlin , designated from 1941 as the ET / EB 169 series, were specially built for on-site operation in this direction. The total of 17 multiple units, which were delivered in 1925, represented the first standardized vehicles for electric Berlin suburban traffic, from which the S-Bahn Berlin emerged in 1930 with further electrified light rail lines .
prehistory
Shortly after the turn of the century, the first tests were carried out in Germany on mainline tracks with electrically operated trains in local traffic , for example between 1900 and 1902 between the Potsdamer Wannseebahnhof and Zehlendorf, from 1903 between the Potsdam Ringbahnhof and Lichterfelde Ost and also from 1903 between Niederschöneweide and Spindlersfeld Overhead line and alternating current (6 kV, 25 Hz) by the AEG ( electrical test company Niederschöneweide-Johannisthal-Spindlersfeld ). From the latter, regular and scheduled operation on the Hamburg-Altona urban and suburban railway followed as early as 1908 with the same electricity system , which showed that electric operation in suburban traffic had achieved everyday suitability.
This resulted in efforts to electrify the entire suburban traffic network in Berlin after the First World War . The decision in favor of electric multiple units was also favored by the upcoming purchases for the now worn out wagons of the steam-powered suburban railways.
Originally still under the direction of the Prussian State Railways , six test trains with the provisional designations "A" to "F" were ordered from the wagon and electrical industry in 1920 . The individual trains differ both in their external dimensions and in the layout of the passenger compartment. Trains A to E consisted of two long, four-axle railcars with three short, two-axle intermediate cars coupled in between. The test train F , however, had Jakobs bogies between the cars with the same car concept . The test trains, deliberately designed as test vehicles, were initially pulled by steam locomotives on selected routes in Silesia and on Berlin's city, ring and suburban railways , then powered electrically from 1924 and finally decommissioned in 1933.
The northern railway lines from the Szczecin suburban train station to Bernau , Oranienburg and Velten offered themselves for test operation because of their independence from the rest of the network, so that on August 8, 1924 the first line to Bernau could go into operation. The other two northern routes were also electrified by 1927.
The experience gained with the test trains formed the basis for ordering 34 multiple units and 51 sidecars of the vehicles now referred to as the Bernau type from various manufacturers: Wegmann & Co. in Kassel, the Linke-Hofmann-Werke in Breslau, supplied the WUMAG in Görlitz ; the electrical equipment was supplied by AEG and SSW (later merged as the WASSEG supplier association ) as well as BEW and MSW (later also temporarily merged as the BMS supplier association or supplier cartel).
Vehicle construction
Train configuration
As was the case with the forerunners of the series “A” to “E”, the DR motor car type “Bernau” combined two long, four-axle motor vehicles and three two-axle trailer cars to form a unit with the overall axle arrangement Bo'2 ' + 2 + 2 + 2 + 2 'Bo'.
At just under 68 meters, the length of a train was slightly less than the length of a half-train of just under 72 meters from the series of the Berlin S-Bahn that was acquired later.
Railcar and drive
In the years before the First World War , operations with overhead lines and 15 kV AC voltage were initially planned for operation on the Berlin city, ring and suburban railways and the first overhead line masts were already in place on the Szczecin Railway , after further economic calculations around 1920 decided to electrify the suburban lines with a direct current of 750 V and a side busbar instead .
Each of the railcars had a motor bogie with two engines with 208 kilowatts each, just below the end of the driver's cab. These engines, which were large in accordance with their required power, required the greater height of the floor above the motor bogies and thus elaborately cranked soles. In particular, the combination of the entire traction force at the (half) end of the train and thus a very unfavorable distribution in the train caused difficult starting behavior. As a side effect, the driver's cab ends had to be rejuvenated because of the necessary running boards. This was unfavorable for the railcar conductors, because the first door from which they had to watch the platform as they exit was in this taper, so that they had to lean far out each time, which was another reason that this one Trains were unpopular with the staff.
Middle car and passenger compartment
The intermediate cars were simple two-axle passenger cars closely coupled to one another . There are five one-piece sliding pocket doors on each side of the railcar and three one-piece sliding pocket doors on the intermediate cars. The seating arrangement in the passenger compartment is 2 + 2, across the direction of travel.
business
At the time of their delivery in 1925, the vehicles were technically outdated in terms of their technical design. The engine turned out to be too weak and the configuration with the two-axle sidecar in the middle was very unfavorable for maintenance. The sidecars also stood out for their hard and uneven running characteristics.
The main benefit of this series of multiple units was ultimately to start the overdue electrical operation on the Berlin northern routes ( Stettiner Bahn , Berliner Nordbahn , Kremmener Bahn ). As early as 1925, the Oranienburg type was built as a small series (50 quarter trains) to identify suitable suppliers (delivered in 1926) and in the following year, the Stadtbahn type was built in significantly larger numbers (prototype delivered at the end of 1927, series from 1928–31). These quarter trains could be put together much more flexibly into half, three-quarter and full trains and consisted only of bogie wagons (with correspondingly better running properties). In particular, however, the move away from a few large engines to more smaller ones meant that trains could now be built with a uniform car floor height, as was the case with others. a. the Berlin subway since 1902 proved. This also had a positive effect on the force distribution in the train.
The trains of the Bernau type were used on the northern routes until the opening of the first section of the north-south S-Bahn in 1936. Due to the length of the railcars and, in particular, their greater height, they could not be used in the north-south S-Bahn tunnel, which had a restricted special clearance profile. Therefore, they were relocated to the operating works of the Ringbahn . Because of their technically outdated concept, they should be retired in the 1940s. This was not done due to the shortage of wagons caused by the war.
After the Second World War , the surviving wagons were used on subordinate lines such as Berlin-Wannsee-Stahnsdorf and Berlin-Zehlendorf-Düppel, as well as on amplifier train groups on the northern ring and on the Siemensbahn rush hour .
modification
In the course of a thorough overhaul and modernization in the years 1956 to 1958, the railcars were adapted to the light rail type , whereby they each received two motor bogies and the electro-pneumatic control of this type (axle arrangement of the entire half-train: Bo'Bo '+ 2 + 2 + 2 + Bo'Bo '). The car body dimensions (length, width, height and pivot spacing) were largely retained; The front face and equipment (brakes, lighting, also door handles) have been changed and adapted. In particular, the cranked solebars at the ends of the driver’s cab were eliminated (they were replaced by straight-on shoes) and thus the raised floor above the previous motorized bogies.
Whereabouts
Because of the lower vehicle requirement after the Wall was built in 1961, these cars could be dispensed with. From 1962 onwards they were taken out of service or converted into equipment vehicles.
The bogies and electrical equipment of the decommissioned rail cars (since 1956-58 which the series ET corresponded to 165) were newly built, narrower car bodies for subway cars of the series EIII installed scrapped the bodies themselves, so they did not find for train service tasks using . Although it was clear in view of the differences in the configuration that it could not be a matter of conversions, each railcar was assigned an EIII car, to which it was "converted". This was intended to prove that there was no new building (which, according to the Comecon Agreement - specialization and concentration of production divided by Comecon countries - was not desired), but that it was merely rebuilt. These subway cars were in use until 1994.
The auxiliary equipment train, which was made up of two multiple units and two sidecars and was stationed at the Friedrichsfelde depot , was used until the mid-1990s and is now owned by the Association of Historic S-Bahn Berlin (278 005–008). This club also owns the head piece of a railcar (ET 169 005b) that has been preserved in its original version, as well as three individual sidecars (EB 169 002c, 006b and 015a).
The ET 169 005b railcar was retired on October 20, 1943 and then served as a storage shed in RAW Schöneweide. In 1992 it was sawn in the middle, the head section was transported to the Hundekehle storage facility and placed there on the side gable wall. In the summer of 2019, the railcar head was brought to the railcar hall of the German Museum of Technology on the Monumentenbrücke. It will be saved in its condition and will later be exhibited in the technology museum - together with an accompanying sidecar.
See also
- S-Bahn Berlin: From the beginnings of the Berlin railways to the end of the Second World War
- History of the Berlin S-Bahn: The "Great Electrification" (1924–1933)
literature
- Verkehrsgeschichtliche Blätter eV (Ed.): Electricity instead of steam! 75 years of the Berlin S-Bahn. The great time of electrification . GVE, Berlin 1999, p. 26th ff .
- Bernd Neddermeyer: The electrical operation on the Berlin S-Bahn . tape 1 . Steam or electricity ?. B. Neddermeyer, 1999, ISBN 3-933254-05-1 .
- Carl W. Schmiedeke: The car park of the Berlin S-Bahn . Lokrundschau, Hamburg 1997, ISBN 3-931647-05-6 .
Web links
- Michael Dittrich: The 169 series - type 1924 (Bernau). Stadtschnellbahn-Berlin.de, January 24, 2009, accessed on February 12, 2017 .
- Vehicle list. Historic S-Bahn eV, May 30, 2009, accessed on June 22, 2010 .
- S-Bahn-Galerie.de - ET 169 series
Individual evidence
- ↑ News in brief - museums / vehicles / associations . In: Berliner Verkehrsblätter . No. 1 , 2020, p. 15 .
- ↑ Berlin Museum saves 95-year-old S-Bahn wagons from decay. In: Der Tagesspiegel . September 30, 2019, accessed September 30, 2019 .