DR series ET 31
| DR series ET 31 DB series ET 31 / ET32 DB series 432 |
|
|---|---|
 DB 432 122 in AW Oldenburg 1984
|
|
| Numbering: | DR: elT 13 01a-c - 13a-c DB: 432 + 432 + 832 or 432 + 832 + 432 |
| Number: | 13 ET 31 after modification 6 ET 32 |
| Manufacturer: | Linke-Hofmann-Busch , Brown, Boveri & Cie. |
| Year of construction (s): | 1936/37 |
| Retirement: | 1984 |
| Axis formula : | DR: Bo'2 '+ Bo'2' + 2'Bo ' DB: different, see tables |
| Gauge : | 1435 mm ( standard gauge ) |
| Top speed: | 120 km / h |
| Continuous output : | 275 kW per engine |
| Power system : | 15 kV 16 2/3 Hz AC |
| Power transmission: | Overhead line |
| Number of traction motors: | DR: 6, DB: 4 |
The electric multiple units of the ET 31 series , after the conversion of the ET 32 series (from 1968: the 432 series of the Deutsche Bundesbahn ), were designed as urban express railcars.
history
In contrast to the other electric multiple units developed according to uniform design principles, which were put into service by the Deutsche Reichsbahn from 1933, the electric multiple units were elT 1301a-c to elT1313a-c, the later ET 31 001a-c to ET 31 013a-c, designed as a three-part multiple unit trains, each of which had its own drive unit. The associated larger number of seats compared to the two-part multiple units of the other electric multiple unit series made it possible to dispense with the use of additional control cars.
From October 1936 the class elT 13 multiple units were put into service with the Deutsche Reichsbahn and distributed to the Bahnbetriebswerke Nürnberg Hbf (elT 1301–1303), Breslau Freiburger Bf. (ElT 1304–1309) and Munich Hbf (elT 1310–1313) . In 1940 it was renamed "Series ET 31".
During the Second World War four of the multiple units were destroyed (ET 31 001, 003, 011 and 013). Shortly before the end of the war there were six multiple units (ET 31 004-009) in Silesia, three were transported from Breslau in front of the advancing front in the direction of Bavaria , but only the multiple unit ET 31 005 actually reached its destination. The other two, formerly Silesian railcar trains only made it into the later Soviet occupation zone, where they were briefly used again, but had to be given to the USSR as reparations in 1946 . ET 31 007 and 009 were at the Hirschberg depot at the end of the war and had to be handed over to the USSR. The war-damaged ET 31 008 was in RAW Lauban, where it was still in 1954 (now ZNTK Luban of the PKP). Only four multiple units remained in the West German occupation zones (ET 31 002, 005, 010, and 012).
Use of the ET 31 at the DB
After the Second World War , with the advancement of route electrification and due to increasing numbers of passengers, the German Federal Railroad was forced to use more electric multiple units from around 1950. However, since not enough multiple units were available for this increase in traffic and a three-part multiple unit with only two powered bogies was considered sufficient for the intended area of application of the ET 31, the remaining multiple units were replaced with the help of surplus control cars that were originally for the ET series electric multiple units 25 were planned, converted into six three-part multiple units of the ET 32 series. One end car was replaced by an ES 25 control car with a pantograph on each of the four multiple units. From the four individual railcars obtained in this way, two two-part multiple units were put together, each of which was reinforced to form three-part units with an ES 25 control car.
The conversion took place from the following vehicles:
| Donor vehicles | Conversion vehicles | Wheel alignment (new) |
|---|---|---|
| ET 31 005a / c + ES 25 132 | ET 32 001a / c + ES 32 001b | Bo'2 '+ Bo'2' + 2'2 ' |
| ET 31 002a / c + ES 25 135 | ET 32 002a / c + ES 32 002b | Bo'2 '+ Bo'2' + 2'2 ' |
| ET 31 010b / c + ES 25 108 or 109 | ET 32 021b / c + ES 32 021a | Bo'2 '+ 2'Bo' + 2'2 ' |
| ET 31 012b / c + ES 25 109 or 108 | ET 32 022b / c + ES 32 022a | Bo'2 '+ 2'Bo' + 2'2 ' |
| ET 31 010a + ET 31 005b + ES 25 003 | ET 32 201a / b + ES 32 201 | Bo'2 '+ 2'Bo' + 2'2 ' |
| ET 31 012a + ET 31 002b + ES 25 010 | ET 32 202a / b + ES 32 202 | Bo'2 '+ 2'Bo' + 2'2 ' |
(Parts a and b are each the headboard of the multiple units, while part c is the middle railcar.)
It should be noted that the control cars to the four multiple units, each of which was converted from an a- or b-part and an associated c-part of the original multiple units (ET 32 001, 002, 021 and 022), at the control compartment opposite end were rebuilt so that they could be closely coupled with the rest of the multiple unit and were given a transition option in this. The remaining control cars, which were added to the two multiple units (ET 32 201 and 202) made up of mixed multiple units, retained their original shape, so that a direct transition to the multiple units was not possible.
The ET 32 series at the DB
Starting in 1963, the now almost thirty-year-old multiple units underwent a fundamental modernization. Not only the interior but also the external appearance was changed significantly. This particularly affected the end cars of the multiple units, which received completely modified head sections to accommodate the driver's cabs (this uniform head shape had been developed by the Stuttgart-Bad Cannstatt repair shop for all pre-war electric multiple units to be modernized).
The control cars of the two multiple units ET 32 201 and 202 were converted in such a way that they could run close-coupled between the two multiple units as an intermediate car and a passage through the entire train was guaranteed. They were therefore redrawn as EM 32 201 and 202 (from ES 32 201 and 202) and received roof cables for the electrical connection of the pantographs of the two railcars with each other.
For these two multiple units, the sequence changed as follows:
| Donor vehicles | Conversion vehicles | Wheel alignment (new) |
|---|---|---|
| ET 32 201a / b + ES 32 201 | ET 32 201a + EM 32 201 + ET 32 201b | Bo'2 '+ 2'2' + 2'Bo ' |
| ET 32 202a / b + ES 32 202 | ET 32 202a + EM 32 202 + ET 32 202b | Bo'2 '+ 2'2' + 2'Bo ' |
With the introduction of the computer-compatible locomotive numbers in 1968, the multiple units were redrawn as follows:
| Original number | Computer number |
|---|---|
| ET 32 001a / c + ES 32 001b | 432 101-4 + 432 401-8 + 832 601-9 |
| ET 32 002a / c + ES 32 002b | 432 102-2 + 432 402-6 + 832 602-7 |
| ET 32 021b / c + ES 32 021a | 432 121-2 + 432 421-6 + 832 621-7 |
| ET 32 022b / c + ES 32 022a | 432 122-0 + 432 422-4 + 832 622-5 |
| ET 32 201a + EM 32 201 + ET 32 201b | 432 201-2 + 832 201-8 + 432 501-5 |
| ET 32 202a + EM 32 202 + ET 32 202b | 432 202-0 + 832 202-6 + 432 502-3 |
In this constellation, these multiple units were in service from Nuremberg until the end of the 1983/84 winter timetable.
Whereabouts
After the end of operation in 1984, most of the railcars were scrapped. Only the train 432 201 was still with the rail transport company in Stuttgart until 2010 ; two of its three vehicle parts were scrapped in the port of Stuttgart in 2010. The remaining power car 432 501 was to be refurbished as a museum and exhibited in the SVG Eisenbahn-Erlebniswelt Horb. However, this last powered end car was also scrapped in 2018 because it was so badly damaged by vandalism that it was no longer feasible to recondition it.
literature
- Alfred B. Gottwaldt: 100 years of German electric locomotives. Franckh'sche Verlagshandlung, 1979, ISBN 3-440-04696-6
- Iffländer / Paule / Braun / Rieger: The electrical standard railcars of the Deutsche Reichsbahn; Volume II: The series ET 25, 45, 55 and 255. Andreas Braun Verlag, 1988, ISBN 3-925120-07-6
- Iffländer / Paule / Braun / Rieger: The electrical standard railcars of the Deutsche Reichsbahn; Volume III: The railcars for urban express traffic ET 11 and 31/32. Andreas Braun Verlag, 1989, ISBN 3-925120-08-4
Individual evidence
- ↑ ET 32 on the scrap? Turntable Online, April 25, 2010, accessed April 4, 2011 .
