Prussian ET 831 to ET 842
| Prussian ET 831 to ET 842 DR series ET 87 |
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|---|---|
 ET 831 in Nieder Salzbrunn (1914)
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| Numbering: | ET 831 / 831a / 832 to ET 841 / 841a / 842 from 1923: 501–506 Breslau from 1932: elT 1001–1006 from 1940: ET 87 01–05 |
| Number: | 6th |
| Manufacturer: | Mechanics: LHW Electronics: AEG |
| Year of construction (s): | 1914 |
| Retirement: | 1945/1959 |
| Axis formula : | 2'1 '+ B'1' + 1'2 ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 42,520 mm |
| Empty mass: | 99.1 t |
| Wheel set mass : | 17.1 t |
| Top speed: | 70 km / h |
| Hourly output : | 2 × 250 kW = 500 kW |
| Continuous output : | 376 kW |
| Starting tractive effort: | 75 kN |
| Power system : | 15 kV 16 2/3 Hz AC |
| Power transmission: | Overhead line |
| Number of traction motors: | 1 double engine |
| Drive: | Rod drive via jackshaft |
| Brake: | Kuntze-Knorr |
| Train control : | no |
| Seats: | 113 |
The ET 831 to ET 842 were electric multiple units of the Prussian State Railways . The Deutsche Reichsbahn classified the vehicles in the ET 87 series from 1940 .
history
In 1911 it was decided to electrify the main line from Lauban via Waldenburg (up to the Silesian Mountain Railway ) to Königszelt and some of its branch lines. In 1912, the Royal Railway Directorate (K.ED) Breslau ordered five railcars with the 2'1 '+ B'1' + 1'2 'wheelset from AEG, which were built with the significant involvement of the Privy Building Councilor Gustav Wittfeld . Before that, the Prussian State Railways had already taken on a pioneering role in accumulator railcars with the development and commissioning of the AT 3 and had positive experience in operation. In 1913 a sixth railcar was reordered, which was to present the modern electric traction together with other railcars at the Baltic Exhibition in Malmö in 1914 . On April 2, 1914, the Prussian State Railway put the first of the multiple units with the number ET 831 / 831a / 832 into service, and another four multiple units were put into service by the end of 1914. The sixth ET did not come to Niedersalzbrunn until 1915 after the end of the Baltic Exhibition.
The multiple units were mainly used between Niedersalzbrunn and Halbstadt (Czech: Meziměstí / Czech Republic ). Until 1918 they drove with a brief cessation due to the war at the beginning of the war in cross-border traffic between the German Reich and the Austro-Hungarian monarchy of Austria-Hungary , then until 1920 to the newly founded Czechoslovakia .
The vehicles have been redrawn several times. Since 1923 at the latest, the locomotives had the designations 501 Breslau to 506 Breslau. The German Railway changed 1932 regain their number system between " e lektrischen T railcars on the upper l Zeitung (ELT)" and "electric vehicles (ELS)" difference, so that the coatings now the numbers elT 1001-1006 and ELS 2001-2006 and ELS 2011–2016. In 1937 the elT 1002 suffered a serious accident that led to its being withdrawn in 1940; the remaining control car ELS 2002 and was used from then on as an exchange vehicle. At the same time, the five remaining vehicles were given the series designation ET / ES 87 and thus the serial numbers ET / ES 87 01-05 according to the new numbering scheme.
In the spring of 1945, some of the electric vehicles on the Silesian routes were evacuated over Bohemia before the approaching war front. After the end of the Second World War , of the remaining five locomotives in 1949, only the three ET 87 03-05 locomotives came into the territory of the Deutsche Bundesbahn . In 1945 they stopped in Mezimesti / Halbstadt, the electrified end point of the line from Nieder-Salzbrunn / Silesia. For years they were then in Velky Osek, Czechoslovakia. In 1950 they were housed in the depot at Nürnberg Hbf, the last unit ET / ES 87 03 was not retired until September 7, 1959. ET 87 01 and ET 87 02 were in the former RAW Lauban in Silesia until 1954, which is now the ZNTK Luban of the PKP. They were both damaged by the war. None of the ET 87s has been preserved in a museum.
construction
Wagon construction
The ET 87 follows the concept of a three-part train with an interchangeable intermediate car based on an idea by Gustav Wittfeld. The drive was concentrated in a two-axle bogie . There, two traction motors in a cast steel housing drove an intermediate jackshaft via gearwheels . This transmitted the torque to the two drive wheel sets via slotted coupling rods on both sides . However, this drive concept, which was innovative at the time, did not establish itself in the further development of the electric multiple unit. Only recently has this old principle been revived with the GTW 2/6 from Stadler Rail .
The central intermediate car that housed the drive, had a base consisting of riveted rolled sections was prepared and has been specially reinforced it. On one side it was supported by a spherical turntable on the drive frame, on the other side on a single axle, the so-called club steering axle , with which the base frame was supported by leaf spring hangers and coil springs . This construction was actually not necessary because the steering effect of the leaf springs guided in the hooks was extremely small.
The first as a trailer car designated driving car followed the then frequently used design principle, which consists of the D-train derived -Wagenbau: The base , which also consisted of riveted rolled sections, was a truss reinforced in longitudinal direction, wherein the at D-train wagons required cradle was missing. At the end of the short coupling there was only one club steering axle.
The car bodies of all three units consisted of a load-bearing steel profile frame with wooden paneling; the side walls were also covered with thin sheet metal . The roof with a lantern ( skylight structure ) was laid out with grounded lead sheet to avoid the transmission of voltage from the overhead line . Next to the lantern was a row of Grove roof ventilators on both sides.
Classification
The middle car was divided into two parts: Next to the engine room was a room that not only accommodated the fans, which were covered by benches. This was used as a baggage and mail room. In some cases, it can also be proven that it was used as a 4th class load compartment. The toilet was located next to the high-voltage chamber . This was designed as a dry toilet with peat waste to protect the electrical equipment from dirt and moisture. This resulted in a closed toilet system, of which the ET 87 is one of the first examples.
The a-side control car was reserved for 2nd and 3rd class; the b-sided control car had two open-plan 4th class compartments, one 3rd class compartment and one 3rd class open compartment. The railcar had around 140 seats. The toilets were fitted with flushing water and a downpipe.
Electrical equipment
The equipment with AC commutator motors from AEG corresponded to the state of the art at the time. The cooling was adapted to the mountainous conditions and took place via air cooling from the outside. Due to patent obligations, the AEG manufactured two Winter-Eichberg engines , which were to cause many difficulties in operation. The main switch consisted - in accordance with the state of the art at the time - of an oil boiler which could explode in the event of a severe short circuit . Therefore, the load compartment of the 4th class was later closed to public traffic. The power consumption was carried out via two AEG type pantographs.
From the beginning, the railcar was characterized by a very quiet engine noise, which was even lower than that of the trams of the time . Nevertheless, in the course of time there was considerable wear on the carbon brushes , which resulted in flashovers on the commutator .
In 1925/1926 the traction motors were therefore converted by the AEG to a simple series connection with reversing poles . This increased the output from 367 kW (500 PS) to 500 kW (680 PS).
Coloring
The original coloring cannot be reconstructed with absolute certainty. The railcars probably wore a cream-olive-green dress with a light- lead-gray roof and ornamented with the KPEV coat of arms. Between 1933 and around 1940, the railcars were given the standard beige-red paint scheme for Reichsbahn railcars in accordance with DV 984. After they were taken over by the Deutsche Bundesbahn , the railcars were given the red local transport paint scheme at the time.
Advantages in operation
With the principle of tripartism, which provides for a concentration of the drive in the middle car and the close coupling of two further cars at the respective ends, a number of problems should be solved. On the one hand, the aim was to increase driving comfort, as the spatial separation reduced the noise level. At the same time, there were advantages in terms of maintenance and inspection of the train: the individual railcar parts could each be serviced separately, since different treatment periods existed for the drive unit and the wagons. Maintenance does not mean downtime for the other railcar parts at the same time.
commitment
The railcars located in the Nieder Salzbrunn depot served the cross-border Nieder Salzbrunn – Halbstadt route with moderate success , as they were not up to the steep inclines. Time and again, the traction motors heated up and commutator flashovers occurred, so that the railcars failed completely around 1920 and passenger trains could no longer be transported fully electrically. From 1921, the multiple units of the DR series ET 88 series originally intended for the Berlin city, ring and suburban railways took over the operation between Nieder Salzbrunn and Halbstadt .
After repairing the ET 831 ff, two railcars could again be used on the topographically more favorable route from Ruhbank to Liebau from August 1921. But more vehicles were not needed on this route, which is why a use on the Hirschberg – Petersdorf section was also examined. From 1923, some railcars were also used on the routes starting from Lauban . From 1932 and 1934, the vehicles from Hirschberg were also used on the electrified branch lines to Schmiedeberg and Krummhübel in the Giant Mountains . An old photo from 1935 shows the elT 1005 ready to leave Hirschberg for the journey to Schmiedeberg (today: Kowary) on the Hirschberg – Landeshut branch line .
After 1949 the railcars evacuated from Silesia were used in Nuremberg suburban traffic until they were retired , mainly on the routes to Fürth and Altdorf near Nuremberg .
literature
- Werner Usbeck : Railcar operation on the Silesian mountain railways . In: Electric Railways . 1928, p. 337-345 .
- Horst Joachim Obermayer: Paperback German railcars . 6th edition. Franckh-Kosmos, Stuttgart 1986, ISBN 3-440-04054-2 .
- Christian Tietze: ancestral railcar . In: Railway magazine . tape 44 , no. 12 . Alba, 2006, ISSN 0342-1902 , p. 6-12 .
- H.-J. Wenzel, G. Greß: The railway in Silesia . In: Railway courier . Special 3/2005. EK-Verlag, 2005, ISSN 0170-5288 .
Web links
- ET 87 on Zackenbahn.de
- ET 87 03 1950 in Nuremberg suburban traffic on the Joachim Schmidt Railway Foundation
- Retired ET 87 03 1959 in the Munich-Freimann repair shop at the Joachim Schmidt Railway Foundation
Individual evidence
- ^ Electric train transport on the Hirschberg-Grünthal line in 1923. Reichsbahndirektion, Breslau, July 21, 1923 ( zackenbahn.de ).