DR series ET 85
| DR series ET 85 DB series 485/885 and 490 |
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|---|---|
.jpg) ET 85 07 and ES 85 15
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| Numbering: | ET 85 01–36 ES 85 01–34 EB 85 01–70 |
| Number: | 36 |
| Manufacturer: | Fuchs , MAN (mechanical); BBC (electric) |
| Year of construction (s): | 1927-1932 |
| Retirement: | 1977 |
| Axis formula : | Bo'2 '(ET) 2'2' (ES) 3 (EB) |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 20,340 mm; 19,920 mm * |
| Height: | 3990 mm * |
| Width: | 3080 mm * |
| Trunnion Distance: | 12,910 mm * |
| Bogie axle base: | 2500 mm * |
| Service mass: | 61.4 t |
| Wheel set mass : | 17.7 t |
| Top speed: | 75 km / h |
| Hourly output : | 550 kW |
| Continuous output : | 500 kW |
| Driving wheel diameter: | 1000 mm |
| Impeller diameter: | 1000 mm |
| Power system : | 15 kV 16 2/3 Hz AC |
| Power transmission: | Overhead line |
| Number of traction motors: | 2 |
| Drive: | Paw camp |
| Seats: | 75 |
| * ET 85 01-04 | |
The ET 85 series was a series of electric multiple units of the Deutsche Reichsbahn (DR).
history
German Reichsbahn
In 1924, four steam railcars of the Bavarian type MCCi were converted by the wagon factory Fuchs in Heidelberg into the electric multiple units D4i elT 701–704, from 1933 elT 1101–1104 (from 1940: ET 85 01–04). The converted vehicles were the first electric railcars to be stationed in the Munich Hbf railway depot and were initially used on the Munich – Starnberg and Munich – Herrsching routes from 1925 onwards .
After the conversion, Fuchs and BBC initially commissioned six railcars (el 705-711) and four sidecars (8001-8004) in 1925. If the conversions still had wooden superstructures, the new railcars were provided with steel superstructures. In 1927 it was not yet possible to accommodate all of the electrics under the floor of the car. The transformer and the switching mechanism were therefore housed in a machine room. The new railcars were only slightly longer than the " prototypes ". At 900 mm, the windows were also wider than in the front car (800 mm). The doors to the passenger compartments were also retracted, but only a simple door on the right side of the vehicle led to the engine room from the outside. All vehicles up to road number el 730 originally had front doors and transition bridges, which were later removed.
In 1927 another order was placed for five railcars and eleven control cars (el 711–715, 8005-8015), in the same year another 15 railcars and control cars. In 1932 another six railcars and four control cars were ordered, they were given the new designations elT 1131–1136 and elS 2131–2134 . Converted three-axle Bavarian passenger cars EB 85 01-70 were used as sidecars, which were later replaced by three-axle conversion cars .
In exactly the same shape and with the same spatial arrangement - instead of the engine room there was a luggage compartment - the control cars were built between 1927 and 1933, they were initially given the numbers 8001–8004, and from 1940 onwards ES 85 01–34.
The ET 85 05 and 09 railcars were designed for a top speed of 100 km / h.
Due to the war, the ivory-colored ribbon window on most railcars was painted burgundy. The converted ET 85 03 and 04 railcars were retired before 1945.
German Federal Railroad
The German Federal Railroad took over 24 ET 85s in its portfolio. In 1949 three railcars were converted to ET 90. In 1951/52 the three control cars ES 85 03, 04 and 16 became control cars for push-pull trains with the E 44 . These railcars were not only used from the Munich Ost depot in suburban traffic in Munich, but also on the DB in the Black Forest on the Dreiseenbahn , the Bad Aibling – Feilnbach local railway and the Wehratalbahn .
In 1956, eight railcars were converted with a new interior design: the seat division was now 2 + 2. The cars that had not been converted were now also referred to as 2nd class. The railcars ET 85 05, 11 and 19 also received a 1st class compartment above the motor bogie during the renovation and were renamed ET 65 101-103. In 1960 the renovation and redrawing were reversed.
In 1960, the control compartment on the luggage compartment side was removed from all 22 remaining control cars, and a bench seat was installed in most of the motor coaches. Nine control cars, on the other hand, received a new interior with a 2 + 2 seat arrangement, as well as two 1st class compartments with a total of twelve seats, they were given the numbers ES 85 101-109.
In 1968, with the exception of the ET 85 01 and 02 retired in 1957/58 and the ET 85 21 and 24 retired in 1967, all of the existing motor coaches, control cars and trailer cars were redesignated: the motor coaches as class 485, the control cars only with 2nd class as 885 601ff ., the control car with 1st class as 885 701ff. and the sidecar as 885 801ff. the 485 005 was the last vehicle to be retired on September 29, 1977.
sidecar
In 1927, 35 three-axle passenger cars of the type C3i bay 99 were converted to sidecars in order to increase capacity; they were given the car numbers 6501 to 6535. The equipment included a continuous line for multiple control and an electric train heating system. In 1928 another 35 cars were converted to sidecars (6536 to 6570). In 1940 these cars were given the designation EB 85 01 to 70.
After these wagons were taken out of service by the DB, eight three-axle conversion wagons were converted for use as sidecars in 1961 and painted red. They were designated as EB 85 01 to 08 in the second occupation.
Constructive features
There was a driver's cab at both ends, behind which the transformer, switchgear and high-voltage systems were housed. The engine room was above the bogie. Two eight-pole peg bearing motors were housed in the drive frame. The bogies of the new railcars corresponded to the Berlin light rail design. Two SBS-10 pantographs were mounted on the roof. For the first time, the vehicles had a safety driving circuit . A Knorr single-chamber air brake was used as the brake, as well as a spindle brake as a hand brake. Right from the start there were three front lights, and two red lights on the roof edge were used as rear lights.
The single-leaf entrance doors were behind the engine room or the first compartment behind the driver's cab and had been retracted. On the right side of the vehicle, the engine room had fan grilles instead of windows. The middle compartment was divided into a larger non-smoking and a smaller smoking compartment, with a toilet in between. The seat division was 2+ 3. The cars were initially marked as 4th class, from 1928 to 1956 as 3rd class.
Whereabouts
All vehicles were retired by 1977, most recently the 485 005 and 885 615.
The 485 007 and 885 615 were received in the Bochum-Dahlhausen Railway Museum. They were initially operational and also in 1985 at the anniversary parade in Nuremberg. Since December 2010, both vehicles have been part of the collection of electric multiple units of the Stuttgart Rail Transport Company, which acquired the vehicles. The railcars and control cars have again received the original cream-colored DR paintwork and are on display in the SVG-Eisenbahn-Erlebniswelt Horb am Neckar.
The 885 706 is a club house in the Freiburg depot.
Steep section version ET 90
In 1949 the ET 85 13 and 14 were converted into the ET 90 01-02. After changing the gearbox, these were used on the steep Berchtesgaden – Königssee section , and the top speed was reduced to 50 km / h. In 1950 the ET 85 16 followed as ET 90 03, in contrast to the first two railcars, the outer panels were smooth and no longer riveted. Due to thinning of the offer on the Königseebahn ET was used 90 02 1960 from Rosenheim, on the setting of the passenger traffic on the Königseebahn 1965 and the ET 90 01. In 1961, ET, 90 03 and EB 85 40 on the local railway bath Aibling Feilnbach used . 1969 to 1972 the now designated 490 railcars were retired.
The control car was the ES 85 40, which had been converted from a four-axle coach from the Müglitztalbahn . In addition, the EB 85 90 and 91 sidecars could be used, which were created in 1958 from two-axle Bavarian passenger cars from 1925.
literature
- Harald Vogelsang: The vehicles and systems of the Bochum-Dahlhausen Railway Museum. 12th edition, DGEG, Werl 2002. ISBN 3-921700-99-X
- Horst J. Obermayer: Triebwagen 5th edition, Franckh-Kosmos Verlag 1980
- Oliver Strüber: Suburban commuters electrified . In: railway magazine . No. 3 , 2017, ISSN 0342-1902 , p. 10-14 .
Web links
Individual evidence
- ↑ Klaus-Dieter Korhammer, Armin Franzke, Ernst Rudolph: Turntable of the South. Munich railway junction . Ed .: Peter Lisson . Hestra-Verlag, Darmstadt 1991, ISBN 3-7771-0236-9 , p. 114-115 .
- ^ Robert Bopp: 100 years of the Pasing - Herrsching railway line. From the Royal Bavarian Local Railway to the S-Bahn line 5 . Germering 2003, ISBN 3-00-011372-X , p. 56 .
- ^ Photo of the ET 90 01 1962 on the Joachim Schmidt Railway Foundation
- ^ Photo of ET 90 03 1962 on the Joachim Schmidt Railway Foundation
- ↑ Oliver Strüber: The three from Königsee . In: railway magazine . No. 5 , 2017, ISSN 0342-1902 , p. 49 .
