DR series ET 25
| DR series ET 25 DB series 425 DR series 285 |
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|---|---|
.jpg) ET 25 015 at the anniversary parade “150 Years of the German Railway” in Nuremberg
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| Number: | 39 |
| Year of construction (s): | 1935 |
| Retirement: | 1972 (DR) 1985 (DB) |
| Axis formula : | Bo'2 '+ 2'2' + 2'Bo ' |
| Gauge : | 1,435 mm ( standard gauge ) |
| Length over buffers: | 66.27 m |
| Empty mass: | 125.0 t |
| Top speed: | 120 km / h |
| Power system : | 15 kV 16 Hz AC |
| Power transmission: | Overhead line |
The EMUs the ET25 series (from 1968: 425 series of the German Federal Railways , from 1970 class 285 of the Deutsche Reichsbahn ) than high-speed railcars in transit conceived.
history
From 1930 the Deutsche Reichsbahn began to develop electric multiple units for city express traffic. The ET 25 was built for the southern German local traffic, the ET 31 for the express and express train service . In World War II, many of these railcars were damaged. The young Federal Railroad restored it to roadworthiness by 1950. From 1963 onwards, all of the pre-war series ET 25, ET 31/32 , ET 55 and ET 65 that were still in existence were completely overhauled and given a new, uniform head shape, the so-called Cannstatter head, in the Stuttgart-Bad Cannstatt repair shop and were used in suburban traffic in Stuttgart . Some of the control cars (ES) were also converted into intermediate cars (EM) and a family of outwardly similar three-part railcars was founded. These multiple units ran in the combination of railcars (ET) + non-powered intermediate cars (EM) + railcars (ET). From 1968 the ET 25 had the designation 425, the EM 25 intermediate cars became the 825 series.
The last vehicles were stationed at the Tübingen depot and were in use until the timetable change in September 1985.
From the network in the Soviet occupation zone, some ET 25s had to be given to the USSR as reparations. The ET 25 012 for the Deutsche Reichsbahn was built from the war-damaged ET 25 012a and ET 25 012b as well as the ES 25 008 . In 1970 the series number was changed to the computer number 285 001/285 002/285 003. As a loner, however, he was already turned off in 1972. The unit was parked in Wurzen station for many years and was used as a storage room for the heavy current mastery. In the early 1990s, the cars were dismantled and scrapped. The railcar stationed in Dessau was nicknamed Red Dessauer .
After the Second World War, there was another ET-25 unit in France. The unit was assigned the SNCF numbers Z 9053, ZB 9054 and T 9055 and used until 1956. Then, apart from one railcar, the other parts were taken out of service and scrapped. The remaining car was equipped with a second control compartment and used as the Z 6002 until 1972. This car was then also retired and scrapped a little later.
Whereabouts
The ET 25 120 and another set were sold to the Oensingen-Balsthal-Bahn (OeBB). They did not prove themselves there and were therefore turned off. Both units were bought by Stuttgart railroad enthusiasts. The ET 25 120 was refurbished and was used by the rail transport company (SVG), Stuttgart, in tourism. Since 2004 it has been running on certain Sundays as the Enztäler Freizeitexpress from Stuttgart to Bad Wildbad . Together with the ET 65, all three vehicles run under the product brand “Rote Heuler”. The ET 25 120 in the Horb Railway Adventure World has not been operational since April 2014.
The ET 25 015 unit belongs to the holdings of the Nuremberg Transport Museum , which was given the round shape of the forehead again and is looked after by the Haltingen BSW Group . Since a maneuvering accident on May 1, 1999, in which the drive was badly damaged, the b-part of the unit has been waiting to be repaired , but this has not been carried out so far (2011) for financial reasons. In order to make this possible, the “ IG elT 1801 a / b e. V. “founded. The other unit from the OeBB inventory serves as a spare parts dispenser for the BSW Group.
ET 255 / ET 45 series
For the 50-Hertz test operation on the Höllentalbahn , the SWDE had the ET 25 026 , which had burned out in an air attack, rebuilt in order to carry out test drives on the 20kV / 50 Hz network of the SNCF.
The Deutsche Bundesbahn later used the railcar as the ET 255 01 in passenger train traffic. The railcar received an electric brake and a magnetic rail brake. The maximum speed was 90 km / h. The power was 1540 kW. The railcar could pull a car with a weight of 20 tons on the steep stretch.
In 1962 the railcar was converted to the voltage of 15 kV at 16 2/3 Hz in the Stuttgart-Bad Cannstatt repair shop . New transformers and a new interior were installed in 1960, in 1966 a stepless thyristor control and an electric regenerative brake. The train was then given the road number ET 45 01, which was changed to the computer number 445 001/445 401 in 1968.
The ET 45 was used on the Dreiseenbahn . Because of the increased traffic in the Black Forest and its insufficient capacity, it often used the Baden-Oos – Baden-Baden railway .
Web links
- Start of operations of the DB 425
- DR ET 25 express railcar on zackenbahn.de
- The museum railcar elT 1801 a / b
Individual evidence
- ↑ http://www.eisenbahn-erlebniswelt.de/et25.html Retrieved on June 13, 2014
- ^ Photo of the ET 45 01 1968 on the Joachim Schmidt Railway Foundation
literature
- Alfred B. Gottwaldt: 100 years of German electric locomotives . Franckh'sche Verlagshandlung, Stuttgart 1979, ISBN 3-440-04696-6 .