DR series ET 171

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DR series ET / EM 171
DB series 471/871
DR series ET / EM 171
DR series ET / EM 171
Numbering: ET 171 001-047, 061-086
471 101-144, 151-152, 161-186;
471 401-144, 451-452, 461-486;
871 001-044, 051-052, 061-086
Number: 144 railcars,
72 intermediate cars
Manufacturer: LHB , MAN , Wegmann , BBC
Year of construction (s): 1939-1943
1954-1958
Retirement: until 2001
Axis formula : Bo'Bo '+ 2'2' + Bo'Bo '
Genre : C4tresT / B4es / C4tresT
B4tr / A4 / B4tr
Gauge : 1435 mm ( standard gauge )
Length over coupling: 62,520 mm
Width: 2,900 mm
Trunnion Distance: 14,480 mm (ET)
13,060 mm (EM)
Bogie axle base: 2,600 mm
Empty mass: 130.0 t
Service mass: 131.2 t
Wheel set mass : 15.5 t
Top speed: 80 km / h
Hourly output : 1,160 kW
Continuous output : 896 kW
Starting tractive effort: 170 kN, 140 kN
Acceleration: 0.95 m / s²
Driving wheel diameter: 930 mm
Impeller diameter: 930 mm
Power system : 1200 V DC
Power transmission: Lateral busbar coated from the side
Number of traction motors: 8th
Coupling type: Scharfenberg coupling
Seats: 66 + 132
Classes : 1./2. (on delivery 2nd / 3rd)

The ET 171 series (from 1968 DB series 471 ) was a three-part, direct current powered multiple unit for the Hamburg S-Bahn , which was used between 1939 and 2001.

history

In the 1930s, the local transport system of the Deutsche Reichsbahn in Hamburg was to be modernized and redesigned based on the Berlin model. Part of this project was to convert the Hamburg S-Bahn from alternating current with 25 Hz and 6.3 KV over catenary to direct current with 1.2 kV and a lateral conductor rail : one of the advantages of a conductor rail was the use of a smaller clearance profile for new tunnel sections (tunnels were only realized 40 years later!). For safety reasons, the voltage of a conductor rail had to be less than 1.5 kV, which was only possible with direct current at the time. Since the previous alternating current locomotives, which were derived from Prussian compartment cars , could not be used for this purpose, it was necessary to purchase new railcars .

The vehicles commissioned from Linke-Hofmann-Werke in Breslau were based on experiences from the Berlin S-Bahn and knowledge of international developments.

Interior of the intermediate car (1st class)

The first multiple unit was delivered to Hamburg in December 1939, and 46 more units followed by 1943. The delivery of the remaining of 67 originally ordered ET 171s was prevented by the heavy air raids on Hamburg ( Operation Gomorrah ) and the general course of the war. The complex mixed operation with AC and DC vehicles had to be carried out until 1955. As a result of the effects of the war, eleven individual cars in different multiple units were damaged in 1943, only unit 008 had to be written off as a total loss. The damaged wagons were brought to the De Dietrich wagon factory in Alsace and were only returned by France in 1949. The still usable wagons were repaired by Wegmann in Kassel by 1952 and put together to form the body units 008, 027 and 036; the original 036 was given the number 051 because of its experimentally installed disc brakes , the train 047 was given the number 052 for the same reason. The numbers 045 to 047 were no longer used.

Modernized multiple unit 471 030

The expansion of the direct current network to Wedel in 1954 and to Bergedorf in 1958 made it necessary for the Deutsche Bundesbahn to purchase additional vehicles . In 1945/55, the multiple units 061 to 081 (the 20 originally planned additional units, as well as one to replace war losses) and in 1958 the trains 082 to 086 (due to delays in the development of the successor series ET 170 ) were put into service. Individual improvements were made to these multiple units based on the experience of the previous operation. This means that the ET 171 has a total of 72 vehicles. The home railway depot was Hamburg-Ohlsdorf . In 1968 the railcars were given the new series number 471 and the non-powered intermediate wagons were given the 871. From 1976, many units were given the then new Bundesbahn color scheme ocean blue / beige, albeit with a different beige color field in the lower car body area.

In the period from April 1985 to November 1987, 22 of the 42 pre-war multiple units that were still in existence were modernized in the Stuttgart-Bad Cannstatt repair shop . The vehicles were mainly given rubber-framed windows and the double headlights of the successor type 470 . With the exception of unit 017, new seats were only installed in the intermediate car

The modernized trains were no longer in service than the non-modernized ones. The use of the 471 series on the Hamburg S-Bahn ended on October 27, 2001 after almost exactly 62 years.

technical features

Vehicle part

The constructive development and the design of the train comes from Otto Taschinger, design department head wagon construction of the Reichsbahnzentralamt Munich. The car body and the undercarriage were welded from folded profiles and sheet metal. The underframe was reinforced by a corrugated iron floor. The floor pan for the electrical equipment was included in the frame construction of the car body. The front sides were rounded, at the short dome end they were flat. There were no transition options between the individual cars.

The Görlitz type bogies consisted of a riveted sheet metal girder construction. The wheelsets were stored in roller bearings. Each wheel set was suspended by means of helical and leaf springs. The cradle suspension was also provided by helical and leaf springs.

The vehicles had an automatic central buffer coupling of the Scharfenberg type . The electrical and pneumatic lines were also coupled. The close coupling was carried out by means of short sleeve couplings with lateral damping buffers.

Electrical part

All electrical equipment was installed in a pressurized floor pan below the car body.

The motor coaches were driven by a pawl bearing drive . The gearbox was helical-toothed on one side, the large wheel was spring-loaded. In 1959 it was converted to an unsprung large wheel.

On the first and fourth bogies there were two pantographs each for the side busbars. The customers could be created by compressed air or by hand. The driving brake switch served as the main switch. Later the direct current fuse or the quick switch was used for this. The control was carried out by a cam switch mechanism with 16 starting and two continuous speed levels. The control voltage was 110 and 24 volts direct current. The trains had multiple controls. The latter enables the combination of the 470 , 471 and 472 series during operation .

The four-pole direct current series motors had a reversing pole and compensation winding and were self-ventilated. An initial external ventilation was built in 1942/1943. In the motors used from 1955, the commutator tracks had axial air ducts.

The electric brake consisted of a combined useful and separately excited direct current resistance brake . If the speed is too low or if there is no power consumption via the conductor rail, the brake automatically switches to resistance brake.

The railcars had a main generator for the auxiliary converter as well as control and lighting. The auxiliary generator took care of the battery charging.

The interior lighting was 110 volts.

Passenger compartment

Driver's cab

While the two powered end cars were in 2nd class (up to 1955: 3rd class), 1st class (up to 1955: 2nd class) was housed in the non-powered intermediate car. The end cars each had a load compartment and originally each had an open-plan 3rd class with three compartments (seating groups) for smokers and one with four compartments for non-smokers. The middle car originally had two large rooms each with four compartments. The wagons did not have toilets. The partition walls between the large rooms were later removed. The pre-war trains had individual wood inlays with North German motifs on the inner end walls of the center car. This ceased to exist in the 1960s, when all veneer surfaces were replaced by formica with wood imitation as part of general inspections.

The 1st class compartments had a 2 + 2 seating arrangement. The fabric upholstered benches were 1082 mm wide, the aisle 536 mm wide. In 2nd class, the wooden benches were 1028 mm wide and the aisle 644 mm wide. The post-war trains had upholstered artificial leather benches in the 2nd class, which the pre-war trains also received over time.

In the load compartment there were wooden folding benches on three sides until the end of the mission. Later the right side of the bench was shortened by one space to accommodate electrical equipment ( Indusi ). The sliding door to the driver's cab was located on the left at the front of the load compartment.

The railcars had four double sliding doors on each side of the wagon. The door width was 965 mm. In the load compartment, with units 001 to 027 only on the left-hand side, there was an additional single sliding door for the companion (train attendant) who were common up until the 1960s. The doors were closed electro-pneumatically without force limitation from the driver's cab. The access was without steps.

The warm air heating was regulated by a thermostat . The lighting was done by incandescent lamps. Their originally existing glass domes ceased to exist in 1958 in order to reduce the difference in brightness compared to the trains of the 470 series, which were illuminated with neon tubes.

Whereabouts

Unit 082 was thoroughly refurbished as a museum train between 2000 and 2007. Instead, the original intermediate car was replaced by the better preserved one of the 074 unit (which in turn was originally built for the 076 unit and ran in it until 1997). The train, now again referred to as ET / EM 171 082, was largely rebuilt to its condition in the 1950s, with the b-car (later 471 482) with wooden slatted seats and the middle car with copies of the inlay pictures also showing elements of the pre-war trains. The unit was operational until spring 2015 and is now waiting for a mandatory main inspection, which can, however, take several years.

Railcar 471 462 in the German Museum of Technology in Berlin

Unit 062 was the last one in operation. It was used for special trips until the deadline on December 8, 2004 and then parked in Hamburg until December 2018. In January 2019 it became known that the German Museum of Technology in Berlin will transfer the end car 471 462 of the set to Berlin and add it to its museum inventory. For this purpose, the car was extensively repaired in the condition of the 1990s according to the specifications of the museum in the Ohlsdorf plant. Since May 22, 2019, 471,462 has been on view in the permanent exhibition Rail Transport at the German Museum of Technology. The other two cars of unit 062 were dismantled in February 2019.

The end car 471 144 is in the non-public Alstom factory museum (formerly Linke-Hofmann-Busch) in Salzgitter.

The end car 471 401 (the first train built in 1939) is in the Aumühle Railway Museum of the Hamburg Association of Traffic Amateurs and Museum Railways .

The multiple unit 039 [471 139 formerly ET 171 039a II ex ET171 046a in 1952] belonged to the Nuremberg Transport Museum until 2009 and had been on loan from the Hamburg Association of Traffic Amateurs and Museum Railways in Schönberger Strand since 1990 , was then sold to a private person and brought to Delitzsch. Due to the extremely poor condition, a trial work-up was canceled. While 871 039 was resold with the aim of maintaining it, the remaining multiple unit was scrapped in Espenhain in November 2016 after spare parts had been removed.

After all, the units 014, 075, 080, 081 were with a private railway enthusiast in Althüttendorf (Barnim district) for a few years, but were exposed to the weather and vandalism. All cars were scrapped in 2008.

literature

  • Martin Heimann, Harald Hansen: The direct current S-Bahn in Hamburg , Association of traffic amateurs and museum railways, Hamburg 1989, ISBN 3-923999-12-7
  • J. Borchers, M. Heimann, W. Pischek: The Hamburg S-Bahn. GeraMond Verlag, Munich 2002.
  • Horst J. Obermayer: Paperback German railcars . Franckhsche Verlagshandlung, Stuttgart 1973, ISBN 3-440-04054-2 .
  • Rainer Zschech: German Locomotive Archive: Accu and electric multiple units . transpress, Berlin 1993, ISBN 3-344-70753-1 .
  • Lars Quadejacob: A matter of weighing up. Processing of the 471 462 , in: Eisenbahn.Geschichte No. 95, Hövelhof July 2019, pp. 34–39.

Web links

Commons : DRG series ET 171  - collection of images, videos and audio files

Individual evidence

  1. ↑ Jan Gnoth: The Bahninfo 471 portrait to say goodbye to this series. In: Bahninfo. 2001, accessed June 2, 2019 .
  2. ^ Pischek, Borchers, Heimann: The Hamburg S-Bahn. With direct current through the Hanseatic city . 1st edition. GeraMond, Munich 2002, ISBN 3-7654-7191-7 , p. 75 .
  3. ↑ Heimann, Hansen: The Geichstrom S-Bahn in Hamburg . 1st edition. Association of Traffic Amateurs and Museum Railways, Hamburg 1989, p. 23 .
  4. ^ A b c Heimann, Hansen: The Geichstrom S-Bahn in Hamburg . Association of Traffic Amateurs and Museum Railways, Hamburg 1989, p. 23 .
  5. ↑ a b c Pischek, Borchers, Heimann: The Hamburg S-Bahn. With direct current through the Hanseatic city . 1st edition. GeraMond, Munich 2002, ISBN 3-7654-7191-7 , p. 76 .
  6. ↑ Lars Quadejacob: Quiet forms in moving times , in: Eisenbahn Kurier 3/2013, pp. 64–69
  7. ↑ http://home.bahninfo.de/jangnoth/br471/br471.htm
  8. ^ Historical S-Bahn Hamburg eV: Our museum train ET / EM 171 082. Retrieved on June 2, 2019 .
  9. ↑ Axel Tiedemann: Buxtehuder brings old S-Bahn into the museum. January 2, 2019, accessed January 14, 2019 .
  10. ↑ Lars Quadejacob: A matter of weighing up. With the refurbishment of the 471 462, the handling of historic vehicles at the DTMB was readjusted . In: German Society for Railway History (Hrsg.): Railway history . No. 95 . Hövelhof July 2019, p. 34-39 .
  11. ↑ Ann-Kathrin Rebhan: Handover - Our ET 471 comes to the German Museum of Technology. S-Bahn Hamburg GmbH, May 15, 2019, accessed on May 15, 2019 .
  12. ↑ January Borchers: A ET171 for the German Technology Museum in Berlin. May 15, 2019, accessed June 2, 2019 .
  13. ^ German Museum of Technology: Hamburg S-Bahn car for the German Museum of Technology. May 22, 2019, accessed May 22, 2019 .
  14. ↑ Jan Borchers: 471 462 moves into the German Museum of Technology. May 22, 2019, accessed June 2, 2019 .
  15. ↑ Bahninfo.de farewell from the series 471
  16. ↑ http://www.trainslide.com/hamburger-bahnen/135-471-044.html Photo from the Salzgitter plant
  17. ↑ http://www.vvm-museumsbahn.de/ix/ix-start/ix-start.php?id=vv-C192 Photo of the VVM in Aumühle
  18. ↑ http://www.drehscheibe-online.de/foren/read.php?108,4879388
  19. ↑ Good as it is! in the topic tree "471 139 in Espenhain"
  20. ↑ Scrapping in Althüttendorf in the Bahninfo forum