DR series ET 170
| DR series ET 170 | |
|---|---|
 DR series ET 170
|
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| Numbering: | ET 170 001a / b – 004a / b 278 201–207 (odd, from 1970) |
| Number: | 4 half moves |
| Manufacturer: | LEW |
| Year of construction (s): | 1959 |
| Retirement: | 1969, 1972 |
| Axis formula : | Bo'2'Bo ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over coupling: | 37,340 mm |
| Empty mass: | 70.4 t |
| Top speed: | 90 km / h |
| Hourly output : | 4 × 140 kW = 560 kW |
| Acceleration: | 0.7 m / s² |
| Motor type: | DC series motor |
| Power system : | 750 V = |
| Power transmission: | Lateral power rail coated from below |
| Coupling type: | Scharfenberg coupling |
| Seats: | 112 |
The test train of the class ET 170 0 (from 1970: class 278 2 ) is the first railcar developed by the Deutsche Reichsbahn after the war for the Berlin S-Bahn . It went down in Berlin's traffic history as the “Blue Wonder”, which caused a sensation in 1959 - on the occasion of the 10th anniversary of the GDR . Constructed according to completely new aspects, S-Bahn trains of this type were supposed to close the gaps in the rolling stock that had opened up as a result of the Second World War , the subsequent reparations and a number of lines that have now been newly electrified. The concept of these vehicles was very progressive and should bring a modernization boost to the S-Bahn.
development
VEB Lokomotivbau Elektrotechnische Werke “Hans Beimler” Hennigsdorf (LEW) was commissioned with the planning of this train in the mid-1950s. The specification of the Ministry of Transport was a three-part train with Jakobs bogies and equipment for 750 and 1500 volts direct current . Since the operating voltage was to be increased over several years during operation, dual-voltage vehicles were provided for this. The S-Bahn administration expressed concerns about the concept, as it would have resulted in an unbalanced mass-length distribution with third trains. Problems would also have arisen in the event of derailments in the north-south S-Bahn tunnel . In the Reichsbahn repair shop in Berlin-Schöneweide , a new construction of the refurbishment stands would have been necessary.
Due to the aforementioned points of criticism, the quarter train concept was retained, but two quarter trains were coupled to form an accessible half train; an idea that was only taken up on a trial basis almost 40 years later with the S-Bahn series 481/482 . The S-Bahn administration also criticized the fact that the train still had Jakobs bogies between the first and second wagons of a quarter train. The innovative blue and white paintwork with a gold colored separating edge was also striking. It and the ongoing disruptions to the trains earned the series the nickname “Blue Wonder”.
Even the trial phase with the ET 170 was very unfortunate. Because the LEW had to serve export orders preferentially, they could not deliver parts of the train control on time, so that the train control of the ET 165 0-8 series had to be used. The braking system was not convincing for the new vehicle type in the test, because the ET 170 had a bogie compared to the pre-war trains and thus two less braked axles per quarter train, so that the braking performance was inadequate.
The fixed windows without ventilation also caused problems. The performance of the built-in pressure ventilation system was not sufficient, especially in summer, a parallel to the development of the S-Bahn wagons of the 481/482 series, which took place almost 40 years later and which were based on the same concept. A short time after commissioning, hinged windows had to be retrofitted.
Due to the vehicle design, the S-Bahn administration expressed concerns. The cars had to be laboriously separated for work in the Reichsbahn repair shop in Berlin-Schöneweide . As a result of the construction of the Wall and the subsequent boycott of the S-Bahn in West Berlin , the need for vehicles fell sharply. The Reichsbahn also pushed the modernization (reconstruction) of the existing rolling stock. It was also considered to buy back old construction vehicles that had gone to the Soviet Union as reparations from 1945 , but this was not done either.
The first half-train ET 170 001a-002b was parked in May 1963 with a mileage of only 5242 kilometers in the Schöneweide raw material and served from then on as a spare part donor for the second half-train. At LEW in 1962, this received a new control system and the typical red-ocher-colored S-Bahn paintwork. In the course of the introduction of one-man operation, the train was equipped with a VHF radio system and Sifa in 1966 . Because of its "teething troubles", the train was mostly parked at the Erkner depot. A deployment took place mainly in special schedules between Ostbahnhof and Friedrichshagen or Erkner . In June 1969 the second half-train with a mileage of 87,112 kilometers was also parked.
The Reichsbahn decommissioned the first half train on November 3, 1969. The second half-train was given the designation 278 2 when the series designation was changed to an IT- compatible scheme . It was retired on June 1, 1972. The trains were scrapped in spring 1973 and winter 1973/74.
Others
In the 1950s and 1960s, both German state railways ( DB and DR ) tried to avoid identical numbers for rail vehicles when procuring vehicles. So were z. For example, the steam locomotives of the DR series 65 10 or the diesel locomotives of the DR series V 100 10 with a serial number higher by 1000 were placed in the Reichsbahn's equipment park because the DB had the same series number. The vehicles developed for the Hamburg S-Bahn at the same time as the acquisition of the Blue Wonder were therefore given a serial number 100 higher and were put into service as the ET 170 1 series .
literature
- Mario Walinowski: Trains of the Berlin S-Bahn. The “Blue Wonder” . Ed .: Historische S-Bahn eV Verlag GVE, Berlin 2005, ISBN 3-89218-170-5 .
- Ekkehard Kolodziej: Electric locomotives of the Berlin S-Bahn . EK-Verlag, Berlin 2007, ISBN 978-3-88255-225-6 .
Web links
- Mario Walinowski: The 170 series. In: www.stadtschnellbahn-berlin.de. October 26, 2008, accessed September 3, 2015 .
- S-Bahn Berlin. ET / EB 170 series. In: s-bahn-galerie.de. Retrieved September 3, 2015 .
Individual evidence
- ↑ Peter Bock: With the S-Bahn to the Pirschheide? The planned 1500 V trial operation in the Potsdam area . In: Verkehrsgeschichtliche Blätter . No. 2 , 2010, p. 30-36 .
- ↑ a b c d e f Mario Walinowski: The class 170. In: www.stadtschnellbahn-berlin.de. October 26, 2008. Retrieved February 12, 2017 .
- ↑ a b Markus Jurzcizek, Mike Straschewski: The 481 Series In: www.stadtschnellbahn-berlin.de. October 26, 2008, accessed February 11, 2017 .
- ↑ S-Bahn Berlin. ET / EB 170 series. (No longer available online.) In: s-bahn-galerie.de. Archived from the original on November 20, 2015 ; accessed on February 13, 2017 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ Vehicle overview series 278.2. In: www.stadtschnellbahn-berlin.de. Retrieved February 13, 2017 .
