DB class ETA 150

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DB series ETA / ESA 150
DB series 515/815
515/815 in Lauterecken-Grumbach station (1986)
Numbering: ETA 150 001–033
ETA 150 101–138
ETA 150 501–661
ESA 150 001–216

from 1968:
515 001–033
515 101–138
515 501–661
815 601–816
Number: 232 railcars
216 control cars
Manufacturer: SSW , Rathgeber (7), O&K (150), WMD (56), MAN (19), Wegmann & Co.
Year of construction (s): 1954-1965
Retirement: 1995
Axis formula : Bo'2 '(ETA) or 2'2' (ESA)
Genre : BD4 or ABD4 or B4tr.
Length: 23,400 mm (ETA)
23,400 mm (ESA)
Height: 3513 mm / 3534 mm
Width: 2920 mm
Trunnion Distance: 15,200 mm
Bogie axle base: 2500 mm
Empty mass: 49.0 t - 56.0 t (ETA)
Top speed: 100 km / h
Hourly output : 2 × 150 kW = 300 kW
Range: 250 km - 400 km
Capacity: 352 kWh-603 kWh
Driving wheel diameter: 950 mm
Impeller diameter: 950 mm
Brake: Knorr
Seats: 59–86 (ETA)
81–100 (ESA)

The accumulator railcars of the ETA 150 series (from 1968 the 515 series ) were very common on the Deutsche Bundesbahn . The railcars offered a very high level of driving comfort (low noise pollution despite the typical howling of the DC motors , good track position due to their higher dead weight compared to the Uerdingen rail bus , no pollution). They drove main and secondary routes.

Therefore, the railcars were very popular with passengers. The vehicles were nicknamed "Akkublitz", "Acid Bucket", "Heulboje", "Socket InterCity ", "Flashlight Express" or were also called "Maya the Bee" because of the driving noise. They were equipped with normal pulling and buffing devices and, if necessary, could have additional cars - e.g. B. mail wagons , express freight wagons or general cargo - freight wagons - pull. They were replaced by diesel multiple units , for example the DB class 628 .

history

Based on years of good experience (the Prussian State Railroad put accumulator railcars into service as early as 1907 - ETA 178 series at the Deutsche Bundesbahn ) and evaluations of the results of the ETA 176 series prototypes , a new railcar was developed that was less complex to manufacture than the ETA 176. The first two pre-series vehicles with the designation ETA 150 were delivered in 1954. For the delivery of the series from 1955, the area of ​​the front windows was revised again, and the decorative strip under the windows was also omitted. By 1965, the DB put a total of 232 railcars with the associated 216 control cars with the type designation ESA 150 into service.

The railcar sets were preferably used on the flatland routes of the DB. Mountain stretches were very seldom used because of the higher power consumption there and thus the lower range. This essentially only affected the vehicles stationed in Wanne-Eickel that were used in the Wuppertal area, particularly on the Burgholzbahn , as well as the sets on the Aartalbahn and those on the Innerstetalbahn in the Harz from the Hildesheim depot .

515 + 815 on the Nahe bridge near Staudernheim (1986)

Main applications were next to the Ruhr and Schleswig-Holstein , Eastern and Southern Lower Saxony , the space Bremen to the electrification of the runway , the eastern Rhineland-Palatinate ( Westerwald ), South Hesse and South Baden. The last railcars also drove in the area of ​​the Verkehrsverbund Rhein-Ruhr ( VRR ) until 1995. Within southwest Germany, they were mainly based in Worms . Two of them were in Ludwigshafen for around a year (1955/1956) .

In Bavaria, too, they were particularly widespread in the Swabian region around Augsburg . They were found on the Augsburg – Schwabmünchen – Memmingen line, as well as on the railways in the Ries around Nördlingen (the roller display has 68 positions here) and in the greater Augsburg area on the so-called Welden Railway from Augsburg to Welden and on the Staudenbahn from Gessertshausen to Markt Wald / Türkheim / Bad Wörishofen until 1988.

The railcars ran from 1978 to 1988 on the Aachen – Maastricht line . For this mission, some vehicles of the Düren depot received additional lettering in the interior in Dutch.

In 1968, the series designation of the railcar was changed to 515 and the control car to 815.

Due to the unfavorable weight distribution compared to the Prussian Wittfeld accumulator multiple units - the batteries were in the middle of the car body instead of over the end axles - the frame tended to sag in the last few years, which ultimately gave the vehicles the nickname "pot-bellied pigs".

Structure and designs

In contrast to the ETA 176, the ETA 150 had normal pulling and buffing devices so that freight wagons could also be carried.

The car body has a symmetrical structure, which means that two passenger compartments are adjacent to the central entrance. The toilet accessible from the central platform is also located in the direction of driver's cab 1. Also in this half of the car there is a luggage compartment after the passenger compartment. At both ends of the car there are additional entry doors and the driver's cabs, which are not spatially separated from the entry areas. The individual sections of the passenger compartments are separated from one another by revolving or sliding doors.

Externally, only the two first-built ETA 150 001 and 002 differ from all other vehicles by a differently designed front section and a circumferential and raised decorative strip, analogous to that on rail buses. In the ETA 150.5 and 150.6, a four-part folding door was also installed at the end of the luggage compartment instead of the usual three-part doors. From ETA 150 561 onwards, the roof was made more rounded, making them 21 mm higher.

515 577 of the type "six-person first class" in Jülich (1979)

The biggest differences lie in the division of the interior spaces, which, with the exception of one variant, are always designed as an open plan:

  • "Pilot series": ETA 150 001-033 with 92 seats, excluding the second (until 1956: third) class in the 2 + 3 arrangement
  • Type “Hamburg”: ETA 150 101–112 and 120–138 with 66 second-class seats and eight first-class seats towards the end of the luggage compartment. Arrangement 2 + 2 each
  • Type "Bremen": ETA 150 113–119, 501–508, 581–603 and 639–651 with 46 second class seats (2 + 2) in one half of the car and 19 first class (2 + 1) seats in the other.
  • Type “six-compartment first class”: ETA 150 509–580, 604–638 and 652–661 with 28 and 22 second class seats (2 + 2). A first class compartment (three seats next to each other) with a side aisle adjoins the central platform in the direction of driver's cabin 2.

The seats in the second class had plastic covers, those in the first class had plush covers.

The capacity of the batteries increased during the construction period.

  • ETA 150 001-018: 352 kWh
  • ETA 150 019-033: 390 kWh
  • ETA 150 101-138: 390 kWh
  • ETA 150 501-627: 520 kWh
  • ETA 150 628–651: 564 kWh (last delivery)
  • ETA 150 652-661: 548 kWh

When the battery is changed every four years, the latest battery type was installed. From 1965 batteries with 603 kWh were used.

Control car

The control cars only had a driver's cab at one end.

In the control cars, which only had the second (until 1956: third) class, there were only two versions of the interior. On the one hand the ESA 150 001–020 with 2 + 3 seating and thus 92 seats, on the other hand ESA 150 021–216 with a capacity of 74 seats and the more comfortable 2 + 2 seating.

Color variations

The railcar sets were delivered in purple-red color (RAL 3004). There was a cream-colored decorative line under the windows. The roofs were initially silver, they were later painted gray. From 1975 some of the vehicles were repainted in ocean blue / beige. At least seven railcars and two control cars had the ocean blue part all around. Then it was pulled down under the lights in the area of ​​the front, so that the fronts were almost completely beige. There was also a beige decorative line between the ocean-blue part and the anthracite-colored apron. Four vehicles were painted white-mint green in 1993/94 in accordance with the then current DB product colors for local transport and thus drove on the former Nokia train (now the Glückauf train ) from Bochum main station to Gelsenkirchen main station . These railcars were advertised for " Nokia ", this company had financed the paint.

Whereabouts

The railcar 515 505 was converted into a non-powered busbar de-icing car 732 001 for the Hamburg S-Bahn in 1990 . If necessary, it is moved by two shunting locomotives of the Köf III series .

Two railcars were sold to the Regentalbahn ( private railway ), which converted the vehicles to diesel-electric drive and designated it as the VT 515-U series.

Only a few vehicles could be preserved in a museum, as maintenance is extremely difficult after the maintenance options for the batteries in the Limburg repair shop have ceased and the vehicles are dependent on charging stations. The maintenance and use of rail buses, on the other hand, are significantly easier. The 515 556 was refurbished and repainted in red. It was operational, but no longer operational due to a lack of spare batteries. The sidecar is unrestored in a blue / beige color scheme.

The following are preserved:

literature

  • Horst J. Obermayer: Paperback German railcars . Franckh'sche Verlagshandlung, Stuttgart 1973, ISBN 3-440-04054-2
  • The battery-powered railcars ETA 150 (515) and ETA 176 (517) . Eisenbahnkurier Special No. 12. EK-Verlag, Freiburg im Breisgau.
  • Christoph Riedel: Rail buses and battery-powered railcars - the last years of operation in West Germany . Verlag Podszun, Brilon 2009, ISBN 978-3-86133-496-5
  • Andreas Dressel, Christian Schröder: With 440 volts through Ruhrpott and Rhineland. The series 515 battery-powered railcars in the Essen and Cologne Federal Railway Directorates . Turntable special issue no.15 . Cologne 1992, ISBN 3-929082-04-7
  • Thomas Feldmann: Socket InterCity. Memory of the 515 series . In: LOK MAGAZINE . No. 251 / Volume 41/2002. GeraNova Zeitschriftenverlag, Munich, ISSN  0458-1822 , pp. 60–61.
  • Oliver Strüber: Four decades on the can . In: railway magazine . No. 6 , 2019, ISSN  0342-1902 , p. 12-21 .

Movie

Web links

Commons : DB series ETA 150  - collection of pictures, videos and audio files

Individual evidence

  1. ↑ Eisenbahnromantik , part 407 - The battery lightning
  2. ↑ Eisenbahn Magazin 6/2018, p. 116, photo from Eschwege 1973
  3. ↑ Turntable online: ETA replacement traffic from the Hameln depot, Figure 4: 515 539 with an unscheduled express freight car as Nt 2988 Hameln - Bielefeld in Lemgo 1979. Accessed on April 21, 2019 .
  4. ↑ Railway in Mönchengladbach, picture series Rheydt-Geneicken 1972, ETA with daily general cargo wagon Jülich - Mönchengladbach. Retrieved April 20, 2019 .
  5. ^ Railway in Hamburg (Eisenbahn Journal Special 2/2019), p. 83.