DR series ET 65
| DR series ET / ES / EB 65 DB series 465/865 |
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|---|---|
 Museum unit ET65 006 with control car in front on a special trip in Eutingen im Gäu
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| Number: | 25th |
| Manufacturer: | ME BBC |
| Year of construction (s): | 1933, 1938 |
| Retirement: | 1978 |
| Axis formula : | Bo'Bo ' |
| Gauge : | 1,435 mm ( standard gauge ) |
| Length over buffers: | 20,500 mm |
| Empty mass: | 62.0 t |
| Friction mass: | 68.0 t |
| Top speed: | 85 km / h |
| Hourly output : | 804 kW |
| Power system : | 15 kV 16 Hz AC |
| Power transmission: | Overhead line |
| Number of traction motors: | 4th |
| Seats: | 111 |
The electric railcars of the ET 65 series , from 1968 the 465 series of the Deutsche Bundesbahn , were the backbone of suburban traffic in Stuttgart for decades . They each consisted of a four-axle railcar , a four-axle control car and, until 1960, two closely coupled two - axle passenger cars of the Württemberg design. Starting in 1960, the two intermediate cars were up to the phase-out by a four-axle Umbauwagen replaced. All vehicles were equipped with multiple controls, so up to three railcars could be operated from one driver's cab during rush hour traffic.
Because of the loud "howling" noise and the wine-red paintwork, the vehicles were also called red howlers .
history
On the occasion of the electrification of the Stuttgart – Munich and Stuttgart – Ludwigsburg lines in 1933, the Deutsche Reichsbahn initially put 17 railcars and 16 control cars into service for continuous suburban traffic between Esslingen (Neckar) - Stuttgart Hbf - Ludwigsburg . The traffic on this main line was in twenty-minute clock wound, furthermore drove individual trains outside the synchronized timetable from the beginning until and from Plochingen or Geislingen (Steige) , as well as a direct route through the Stuttgart-Untertürkheim-Kornwestheim railway . In later years they also came to Tübingen , Weil der Stadt and Bruchsal .
The vehicles, which were initially designated as ELT 1201–1217 and ELS 2201–2216, were built by Maschinenfabrik Esslingen ; their electrical equipment came from BBC . Right from the start, all trains were given the color scheme in burgundy and beige that had been in effect for railcars of the Deutsche Reichsbahn since 1932. They were based in Esslingen (Neckar), where a railcar shed was built especially for them - as a branch of the Stuttgart depot - and they met the expectations placed on them from the start.
To increase capacity, 44 former Württemberg double cars were prepared in 1933/34, which were coupled in pairs between the railcar and control car. For this purpose, two-axle steel wagons of the type Bi Wü 29 and Ci Wü 29 were equipped with electrical heating and control cables and designated as Biel Wü 29 and Ciel Wü 29, respectively. They had end entries and a center entry on both sides.
Four more railcars with the numbers ELT 1218–1221 followed in 1937, before another four railcars (ELT 1222–1225) and eight control cars (ELS 2217–2224) were procured in 1938 and 1939. This made a total of 25 railcars and 24 control cars available.
In 1940 the design was renamed ET 65 (railcar) or ES 65 (control car) and EB 65 (intermediate car). In 1942 all ET 65s received the new color scheme in red with beige decorative lines, which was also adopted by the Deutsche Bundesbahn after the Second World War .
During the Second World War, two railcars and several control cars were destroyed in bombing. As a replacement, a remaining ET 51 (see below) and several ES 25 control cars were prepared, for which there were no longer any railcars. The Stuttgart Federal Railway Directorate had 24 railcars available.
From 1961 to 1963, the railcars were subjected to further modernization in the repair shop in Stuttgart-Bad Cannstatt . The main feature was the new united front of the German Federal Railroad, as it received many old-style motor coaches, the front windows were enlarged and double lamps and an upper headlight were installed. In the second class, the wooden benches were replaced by upholstered seats. The number of seats in each railcar was reduced from 73 to 58. Equipped with four new traction motors, the railcars reached a top speed of 85 km / h. The old Württemberg wagons were replaced by type B4yg conversion wagons, which were discontinued as intermediate wagons of the EM 65 series.
From 1968 the railcars were designated as 465, the intermediate and control cars as 865. From 1970 onwards, almost all units wore their typical outdoor advertising on the sides.
On September 30, 1978, the scheduled use of railcars ended, the Stuttgart suburban traffic took over the next day train railcars of class 420 . In 1979 most of the railcars were retired and scrapped, only a few EM 65s were converted for use in locomotive hauled trains.
construction
The vehicle bodies and frames and bogies were made using heavy riveting, the third series was welded. The railcars and control cars of the first two series had a front door that enabled the train crew to cross the car . In the third series there was only one side driver's cab door, the front doors were dispensed with, and they had Görlitz type bogies . The entrances to all series had been moved a little into the car body . The railcars also had a luggage compartment at the end of the driver's cab , which had a sliding door on the side. The two ES 25s, which were converted to replace control cars that were lost in the war, were a specialty, although they were given the face shape of the rest of the ET 65 during the conversion, but they retained the frame and the doors that were flush with the side.
Two traction motors (type EDTM 494) connected in series were housed in each bogie. The oil transformer with the main switch and the control machine for switching the speed steps were housed in a chamber in the passenger compartment.
Two type SBS 9 pantographs, later also SBS 10 and DBS 54, were mounted on the railcar, from which the current was fed to the main switch via a roof line. With the SBS 9 and 10, both brackets were used, with the DBS 54 only one bracket was used.
Since the railcar and control car formed a solid network, there was only one driver's cab at one end.
ET 65 031
In the course of the first modernization of the ET 65 series in the 1950s, a DR series ET 51 (ET 51 01) railcar from the Silesian network with a former ES 25 as a control car was used as a replacement for the two ET 65s destroyed in the Second World War DB repair shop Cannstatt rebuilt and designated as ET 65 031. In contrast to the other railcars, it had two driver's cabs until the conversion. It was designed to be more modern than the ET 65 series and, for example, had no auxiliary machine chamber in the passenger compartment. It was equipped with more powerful motors from Siemens-Schuckert and had maintained its top speed of 90 km / h until it was retired. The railroad workers called the vehicle the "Iwan".
Whereabouts
The ET / EM / ES 65 006 unit has been preserved, it belongs to the Nuremberg Transport Museum and was given to the rail transport company in Stuttgart as a permanent loan . It has been restored, worked up operationally, and subjected to a general inspection at the MOVO repair shop in Pilsen, and is used in nostalgic traffic from Stuttgart.
The second remaining unit, ET 65 005 and ES 65 011, which was intended for the Technoseum , then the State Museum for Technology and Work in Mannheim , is privately owned. On June 3, 2007, the vehicle was picked up together with ET 65 006 in Nuremberg and put back into operation after more than 26 years of storage. On the weekends of the 2007 summer vacation, these historic railcars were once again in regular use on the Eutingen im Gäu – Freudenstadt route .
A bogie became part of a sculpture that stands in front of the Stuttgart-Bad Cannstatt train station and commemorates the start of railway operations there in 1845.
On March 15, 2008, the two ET 65s celebrated their 75th anniversary, on this day 75 years ago both were delivered from the Esslingen machine factory to the Deutsche Reichsbahn. There was a big anniversary trip with both vehicles around Stuttgart with around 250 travelers. Both vehicles drove up the Geislinger Steige in parallel .
The vehicle ES 65 006 was ceremoniously christened "STADT ESSLINGEN AM NECKAR" in the former parking and treatment facility in Esslingen (Neckar) by representatives of the city of Esslingen.
On May 31, 2015 the farewell trip of the ET 65 005 took place around Stuttgart. Due to a technical defect, a short circuit on the pantograph insulator, the trip could only take place in the lead of the club's own locomotive 363 689. Since then, the ET 65 006 and EB 65 606 have been in the care of the SVG Eisenbahn-Erlebniswelt Horb .
literature
- Horst J. Obermayer: Paperback German railcars. 6th edition, Franckh, Stuttgart 1986, ISBN 3-440-04054-2 .
- Thomas Estler: Vehicle portrait: The ET 65 series.transpress, Stuttgart 1999, ISBN 3-613-71111-7 .
- Iffländer / Paule / Braun / Rieger: The electrical standard railcars of the Deutsche Reichsbahn - Volume I: The trailblazers ET 51 and 65. Andreas Braun Verlag, Munich 1987, ISBN 3-925120-02-5 .
- Rudolf P. Pavel: Stuttgart suburban railcar ET 465. Verlag der Eislinger Zeitung, Eislingen / Fils 1981, ISBN 3-9800532-1-0 .
- Raimo Gareis: yesterday's electric multiple units. Krone, Leichlingen 2000, ISBN 3-933241-19-7 .
- Meier: The historic locomotives and wagons of the rail transport company. Rail transport company, Stuttgart 2007, (50 pages, DIN A4)
- Michael Dostal: 75 years of the Red Howler. With the ET 65 through the Swabian region . In: “LOK MAGAZIN” issue 4 (April 2008) No. 319, pages 48–59, GeraMond-Verlag, Munich, 2008, ISSN 0458-1822 , 10813
- Manfred Scheihing: 75 years of the ET 65 series. The Neckar lightning bolts . In: "Eisenbahn magazin" issue 4 (April 2008), pages 22-25, Alba publication, Düsseldorf, 2008
