DR series ET 89
|DR series ET 89|
ET 89 01-11
LHW , WUMAG
SSW (electrical part)
|Year of construction (s):||1926|
|Axis formula :||(1A) (A1)|
|Gauge :||1435 mm ( standard gauge )|
|Length over buffers:||21,900 mm|
|Empty mass:||70.0 t|
|Wheel set mass :||17.5 t|
|Top speed:||65 km / h|
|Hourly output :||468 kW|
|Continuous output :||360 kW|
|Starting tractive effort:||78 kN|
|Driving wheel diameter:||1,200 mm|
|Impeller diameter:||1,000 mm|
|Power system :||15 kV 16 2/3 Hz ~|
|Power transmission:||Overhead line|
|Number of traction motors:||2|
|Train control :||no|
|Classes :||3rd / 4th; from 1928 3 .; from 1933 2nd / 3rd; from 1956 2.|
After the electrification of the Hirschberg – Polaun line in the Giant Mountains in 1923, the later E 90 5 series was initially used for passenger trains. Since the trains in the Josephinenhütte –Polaun section were only very lightly used, railcars should be used for more cost-effective operation. The Czechoslovak State Railways (ČSD) calculated according to axle kilometers on their section, so that a railcar was cheaper than a locomotive and wagons. From 1926 Linke-Hofmann-Busch in Wroclaw and Waggon- und Maschinenbau (WUMAG) in Görlitz delivered a total of eleven vehicles, which proved their worth after the teething problems had been resolved and finally shaped the image of the route in the Giant Mountains. The vehicles were extremely popular with both travelers and railway staff and were soon given the nickname Rübezahl .
From 1934, the railcars were also used on the then newly electrified Giant Mountains Railway to Krummhübel . In the spring of 1945 three vehicles came to Bavaria, where only the ET 89 04 was refurbished and put into operation.
The remaining railcars remained in what is now Poland . In 1954 there was one ET 89 in Warszawa Zachodnia and three ET 89 in Warszawa Grochow, three were at DOKP Łódź, MD Olechów, dismantled in 1964. The ET 89 11, which was retired in 1943 after an accident, was still in 1954 in the former RAW Lauban, later ZNTK Luban the PKP. Since the PKP had no uses for them, the facilities for electrical operation had been dismantled in 1945, they were scrapped after 1954.
The vehicles were an all-steel construction in rivet construction. For the first time in a railcar, the side walls and frames were connected to form a self-supporting car body. The tapering ends of the wagon with the open end platforms and the bogies, which each had a drive and a running wheel set with different running circle diameters (driving wheels: 1,200 mm, running wheels: 1,000 mm), were striking.
The oil-cooled transformer had an output of 500 kVA and was placed in a special chamber in the middle of the passenger compartment. To regulate the voltage of the traction motors, the vehicles received a ten-stage electromagnetic contactor control. In each of the two bogies there was an alternating current series motor in the form of a pin-bearing design , which delivered its power to the respective drive axle. Both the motors and the transformer were externally ventilated. The two pantographs on the roof corresponded to the SBS 9 standard design. In the beginning, the main oil switch was also on the roof, later it was moved inside and arranged next to the transformer.
Initially the vehicles were painted green, from 1933 onwards they received the uniform paint for railcars in ivory / red. The ET 89 04 used in Bavaria from the Munich Hbf depot was painted purple after 1950. Its front end car transitions and the control line for the multiple traction were removed, as it was only used individually, especially between Allach and the AW Freimann . In 1959 he left the service of the Deutsche Bundesbahn .
In winter, the vehicles could be used with snow plows.
The railcars were used as sidecars on their main route Hirschberg – Polaun with 40 specially built two-axle standard cars; they had control cables for electrical heating and lighting. Two railcars and eight sidecars placed in between represented the normal train formation. However, three railcars with twelve sidecars could also run, with the third railcar being lined up in the middle of the train. In the Josephinenhütte-Polaun section, the railcars mostly drove alone, the rest of the train set stayed behind in Josephinenhütte. From 1934, eight four-axle control cars were procured as the ES 89 series for an even more flexible train formation, the sidecars were given for this, with the exception of a reserve. The control cars also freed the railcars, so that the railcars were now also used on other routes in the Giant Mountains.
- Horst J. Obermayer: Railcar . In: German Railways . Franckh-Kosmos Verlag, Stuttgart 1990, ISBN 3-89350-819-8 , p. 91 .
- ET 89 website at zackenbahn.de
- Photo of the ET 89 04, around 1926 in the archives of the Joachim Schmidt Railway Foundation
- Retired ET 89 04 1959 in the Munich-Freimann repair shop at the Joachim Schmidt Railway Foundation