DR series ET 41
| DR series ET 41 | |
|---|---|
 Factory photo ET 41
|
|
| Numbering: | ET 501–506 ET 601–606 elT 1061–1061 ET 41 01–05 |
| Number: | 6th |
| Manufacturer: |
Wegmann , Kassel SSW , Berlin (electrical part) |
| Year of construction (s): | 1927/28 |
| Retirement: | 1934/1945/1946 |
| Axis formula : | (1A) (A1) |
| Genre : | BCPw4i |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 22,900 mm |
| Height: | 3850 mm |
| Width: | 2885 mm |
| Trunnion Distance: | 16,000 mm |
| Bogie axle base: | 3200 mm |
| Service mass: | 66 t |
| Top speed: | 100 km / h |
| Hourly output : | 570 kW |
| Driving wheel diameter: | 1000 mm |
| Power system : | 15 kV, 16 2/3 Hz |
| Power transmission: | Overhead line |
| Number of traction motors: | 2 |
| Brake: | Kunze-Knorr passenger train brake |
| Seats: | 66 |
| Classes : | 2nd / 3rd |
The vehicles of the DR series ET 41 were electric multiple units of the Deutsche Reichsbahn (DR) for the local traffic between Leipzig and Halle (Saale) .
history
After the electrification of the Halle – Leipzig line was completed in 1922 , the Deutsche Reichsbahn initially used locomotive-hauled trains in local traffic between the two neighboring cities. In Leipzig's main train station in particular , changing locomotives at the endpoints proved to be time-consuming and expensive. The Reichsbahn therefore commissioned the Wegmann wagon construction company for six railcars (initially designated as ET 501 to 506, from 1929 designated as ET 601 to 606) and three control cars of largely identical construction (5001 to 5003), which were intended to speed up inter-urban traffic. With the multiple control , up to four railcars should be able to be controlled together from one driver's cab . For use in passenger trains on the other routes of the central German electrical network, the company Killing & Sohn from Hagen supplied six color-matched two-axle passenger cars of the type Cid-26 (numbers 5261 to 5266) with additional air and control lines.
At the end of 1927, the Deutsche Reichsbahn received the first railcar, by the end of February 1928 all six railcars as well as the control and trailer cars had been delivered. The vehicles immediately went into scheduled operation between Halle and Leipzig. They were used both in normal passenger trains with on-the-go service at each station and in express train service , where only Schkeuditz was served as an intermediate station. They also ran on passenger trains between Leipzig, Dessau and Magdeburg , on this route mostly with the two-axle sidecar. However, shortly after commissioning, it became apparent that the railcars were too weak for part of the intended operational program. The railcars were not able to keep the scheduled travel times together with one of the control cars without the traction motors becoming excessively warm. Despite various modifications and retrofits, this problem could not be solved permanently. The railcars were therefore mostly used as two-way trains with control cars or sidecars running in between. The smoothness and the engine noise at speeds of around 70 km / h were also criticized.
Despite these problems, the vehicles were popular with passengers. With the new railcars, the travel times between Halle and Leipzig could be significantly reduced compared to the previous locomotive-hauled trains. In addition, the new vehicles were a noticeable improvement in comfort compared to the old Prussian compartment cars used so far , both in terms of entry conditions and the seating options and windows. Thanks to the built-in reversible seats with folding backrests, all passengers could always sit facing the direction of travel.
From 1932 the railcars had the numbers elT 1061 to 1066, the control cars were run as elS 2061 to 2063. The two-axle sidecars were renamed el 2981 to 2986, but were transferred to the normal passenger car park in the following year and were no longer used together with the railcars. On August 12, 1934, the elT 1066 and the elS 2063 collided in Halle (Saale) Hauptbahnhof with a special train hauled by the E 04 06 . The accident left two dead and 106 injured. The railcars and control cars were so badly damaged that repairs no longer made sense. Both vehicles were retired in November 1934. As a replacement for the decommissioned control car, the Reichsbahn equipped a type C4i-30 express train car with the necessary control lines in 1938 . From 1941 onwards she expanded the driver's cabs from the two remaining control cars, after having been used almost exclusively between two railcars in previous years. With the commissioning of newer railcars of the DR series ET 25 , the Reichsbahn also reduced the area of operation to the routes between Halle or Dessau and Leipzig. In 1938 tests at the Grunewald Locomotive Research Office showed insufficient braking performance. The previous modifications to improve smoothness had increased the vehicle weight to such an extent that the necessary minimum braking percentages were no longer achieved. The maximum permissible speed had to be temporarily reduced until the Dessau repair shop had rebuilt the brakes.
In the summer timetable 1939, the railcar services an average of 430 km per Laufplantag , total running with the ET 41 per day nine pairs of trains between Halle and Leipzig as well as one pair of trains between Leipzig and Dessau and Leipzig and Bitterfeld . Depending on the year, a railcar ran between 90,000 and 108,000 km on average. In 1940 the Reichsbahn again introduced a new designation scheme for their electric multiple units, since then the remaining five multiple units have been designated as ET 41 01 to 05, the two control cars were given the designation ES 41 01 and 02 (after the driver's cabs EB 41 02 and 03 were removed) , the adapted express train car was given the car number EB 41 01.
During the Second World War , the ET 41 remained in service on their main lines. The ET 41 05 was badly damaged in an accident on January 11, 1945 and retired. The ET 41 02 to 04 railcars and the EB 41 01 and 03 trailer cars burned out completely in an air raid on Leipzig on January 27, 1945 . Only the ET 41 01 and the EB 41 02 sidecar saw the end of the war operational. After repairs in the Dessau repair shop, both vehicles were used again from Leipzig. The dismantling of the entire electrical operation of the Reichsbahn in Central Germany, ordered by the Soviet military administration in Germany , ended its use at the beginning of April 1946. Both vehicles were sent to the Soviet Union as reparations with the other electric locomotives and railcars . They were not among the vehicles that were returned to the GDR from 1953 .
technical features
The railcars had two bogies on which an all-steel car body sat. All technical equipment was placed under the floor of the car in order to achieve the greatest possible transport capacity. The wide double doors behind the driver's cabs at both ends of the car were also designed to meet high demand. The train crew was able to move to the next car via the bulkhead doors. A toilet was arranged in the middle of the car. The passenger compartment was divided into three open-plan compartments, one with 16 seats for 2nd class and two with 18 and 32 seats for 3rd class. The smaller of the two third class compartments was intended for non-smokers .
Initially, conventional Wegmann bogies were used as bogies. In the course of the renovation measures to improve the smoothness of the run, all railcars received new Görlitz III bogies from 1934 . The drive power was transmitted from the drive motor type ELM 8 from Siemens-Schuckert to the respective inner wheel set in the bogie by means of gear drives . The double-sided straight-toothed gears originally used, however, caused an uncomfortable howl at higher speeds, so from 1938 onwards, most railcars were equipped with new helical-toothed drives. Due to the location in the bogies and the unfavorable routing of the ducts for the cooling air, the motors became very dirty.
The power supply from the two pantographs of the Reichsbahn standard type SBS 9 was carried out via a high-voltage shaft in the middle of the car to the oil switch located under the car floor . The transformer designed as an oil transformer was also located under the floor of the car . The motors and transformers were cooled by the wind that was passed through air shafts. The control takes place via electromagnetic contactors , the control system had a total of 11 speed levels. The railcars could be controlled directly from the control car or a second railcar via a control cable. The originally installed piston air pumps from Knorr were replaced in 1935 by circulating air pumps of the Wittig type. The pneumatic pantograph control from SSW was unsatisfactory because both collectors were not raised and lowered equally. It was replaced from 1932 by an electro-pneumatic control from AEG .
The railcars as well as the control cars and trailer cars were delivered in a steel blue-gray color analogous to the electric locomotives of the Reichsbahn. The window band got a slightly lighter gray color. The color scheme should be as insensitive as possible to dirt and weather conditions. It can be assumed that these expectations were not met, as the vehicles were gradually repainted in the following years to the usual dark green color of the Reichsbahn passenger cars. From 1933 the Reichsbahn introduced a new, cream-red paint scheme for its railcars. The ET 41 were also gradually given this color scheme from around 1935.
literature
- Peter Glanert, Thomas Scherrans, Thomas Borbe, Ralph Lüderitz: AC train operation in Germany, Volume 1: Through the Central German lignite region - 1900 to 1947 , Oldenbourg Industrieverlag, Munich 2010, ISBN 978-3-8356-3217-2 .
- Karl-Ernst Maedel: The Reichsbahn express railcars ET 41 . In: Lok-Magazin 107, March / April 1981, pp. 101–110
- Horst Troche : The AC multiple units Halle – Leipzig: operational use and probation . In: Lok-Magazin 107, March / April 1981, pp. 111-137
Web links
- Electrified lines of the Prussian State Railroad and the Reichsbahn in Central Germany
- Photo of the ET 41 01 around 1927, archives of the Joachim Schmidt Railway Foundation
Individual evidence
- ^ Karl-Ernst Maedel : The Reichsbahn express railcars ET 41 . In: Lok-Magazin 107, March / April 1981, pp. 101–110
- ^ Horst Troche: The alternating current railcars Halle-Leipzig: operational use and probation . In: Lok-Magazin 107, March / April 1981, pp. 111-137