Prussian railcars No. 2031–2036, 2981–2998
| Prussian 2031–2036, 2981–2998 / Prussian 501–530 Berlin |
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|---|---|
 Prussian railcar No. 2891, around 1903
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| Numbering: | 2031–2036, 2981–2998 from 1910: 501–530 Berlin |
| Number: | 30 railcars |
| Manufacturer: | see table |
| Year of construction (s): | 1903-1912 |
| Retirement: | 1930 |
| Axis formula : | Bo'2 ' |
| Genre : | B4 esT, BC4 esT, C4 esT |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 19,300 mm |
| Height: | 3755 mm |
| Width: | 2600 mm |
| Trunnion Distance: | 13,200 mm |
| Bogie axle base: | 2500 mm |
| Top speed: | 50 km / h |
| Hourly output : | 184 kW |
| Continuous output : | 147 kW |
| Wheel diameter: | 1000 mm (new) |
| Power system : | 550 V = |
| Power transmission: | Lateral power rail coated from above from 1926: coated from below |
| Number of traction motors: | 2 |
| Brake: | Westinghouse air brake |
| Train heating: |
Steam heating from 1919/21: electric heating |
| Coupling type: | Screw coupling |
| Classes : | 2nd and 3rd car class |
The Prussian railcars no. 2031-2036, 2981-2998 (from 1910: ET 501-524 ) and the later built ET 525-530 were electric railcars of the Prussian State Railways . They were procured as test railcars for the planned electrification of the Berlin city, ring and suburban railways and used on the test route from Berlin Potsdamer Ringbahnhof to Groß-Lichterfelde Ost .
In their design as four-axle bogie railcars, the vehicles basically corresponded to today's vehicles of the S-Bahn Berlin , but differed significantly from the various series of S-Bahn, which were then procured in large series from 1926 , especially in terms of the car bodies designed as compartment cars with side doors - multiple units. The power was supplied via side busbars, but with a lower operating voltage of 550 V DC . With the conversion of the route electrification to 800 V direct voltage, the vehicles were taken out of service.
history
In addition to the trial run on the Wannsee Railway (carried out by Siemens and Halske ), a trial run for the Berlin suburban railways to be electrified was planned between the Potsdam ring and suburban train station in Berlin and Groß-Lichterfelde Ost . The Königliche Eisenbahn-Direktion Berlin transferred the construction and operation to the Union-Elektricitäts-Gesellschaft (UEG), which later became part of the AEG . The line was operated with 550 V DC and opened on July 8, 1903. In 1911, KED Berlin took over management and vehicles from AEG.
A total of 18 railcars were available to start operations in 1903, including six 2nd class railcars and twelve 3rd class railcars. The trains initially consisted of three cars, with the 2nd class railcars running in the middle. Due to the increased volume of traffic on the suburban line, the state railway saw itself compelled to put six more railcars into service. The railcars 2993 to 2998 delivered in 1906 were mixed-class railcars of the 2nd and 3rd class.
Three-part railcar train from 2983 (3rd class), 2032 (2nd class) and 2984 (3rd class), around 1904
Railcar 3951 (3rd class), around 1907
Railcar 2983 (2nd / 3rd class) at the van der Zypen & Charlier factory, 1906
With the introduction of the new numbering plan in 1910, the vehicles available at that time were designated as ET 501 to 524 Berlin . In 1912 the fleet was increased by a further six compartment railcars. In order to maintain the wagon class ratio, the delivery included a 2nd class railcar, a mixed 2nd / 3rd railcar. Class and four 3rd class railcars. They were given the car numbers ET 525 to 530 Berlin . The fleet thus comprised a total of 30 railcars. In 1921 KED Berlin acquired two used railcars ( ET 531 and 532 ), which were originally intended for use on the GN railway built by AEG .
| Company number | Indienst- position |
Generic sign |
Manufacturer mech. |
Manufacturer el. |
Number of seats |
class | Service mass |
largest axle load |
||
|---|---|---|---|---|---|---|---|---|---|---|
| until 1907 | from 1907 | from 1910 | ||||||||
| 2031-2036 | 501-506 | 1903 | B4 esT | Wroclaw | LEL | 58 | 2. | 42.5 t | 13.5 t | |
| 2993-2998 | 2055-2060 | 507-512 | 1906 | BC4 esT | Van der Zypen & Charlier | AEG | 77 | 2nd / 3rd | 40.4 t | 12.0 t |
| 2981-2992 | 3951-3962 | 513-524 | 1903 | C4 esT | Wroclaw | LEL | 79 | 3. | 40.25 t | 12.0 t |
| - | 525 | 1912 | B4 esT | Wroclaw | AEG | 58 | 2. | 45.9 t | 12.48 t | |
| - | 526 | 1912 | BC4 esT | Wroclaw | AEG | 76 | 2nd / 3rd | 44.6 t | 12.5 t | |
| - | 527-530 | 1912 | C4 esT | Wroclaw | AEG | 79 | 3. | 44.15 t | 12.44 t | |
The trial operation showed good results. In the first year of electrical operation, the number of passengers rose from 4.6 to 5.7 million, in the following year 6.8 million passengers were counted. With the electric railcars, a significant increase in the attractiveness of the suburban route could be achieved. Initially, three-part trains were used, with 2nd class railcars running in the middle of the car. From 1904, the trains could be reinforced with compartment sidecars. These were provided with two cables each for electrical operation in order to be able to electrically couple the cars. By 1912, a total of 18 such “ladder cars” had been converted from the existing fleet. The railcars were at home in the Berlin Yorckstraße depot , the investigations were carried out by the Berlin-Tempelhof repair shop . From 1927 the repair shop in Berlin-Schöneweide carried out the repair work.
Siding in the Yorckstrasse depot, 1904
Investigation of a railcar in the Tempelhof repair shop, 1904
The railcars delivered up to 1912 were put together in six trains. Four trains were running in regular operation, another train was used for operating reserve and a train was in the repair shop Tempelhof in revision . The delivery of a further 15 railcars was planned for 1915, two of which were 2nd class or 2nd / 3rd. Class and eleven 3rd class railcars. The outbreak of the First World War prevented implementation. Since the maintenance intervals were extended due to the war, the railcars failed more frequently. If possible, the trains were then transported with a steam locomotive leader.
In 1929, the route network of the Berlin city, ring and suburban railways was uniformly converted to 800 V DC. As a result, the test vehicles were superfluous and withdrawn because their body structure and door design no longer corresponded to the ideas of the S-Bahn with a fast passenger flow. Some vehicles were converted into passenger coaches after the electrical equipment had been removed, while others were converted into railway service vehicles. The younger railcars 525 to 530 were converted into electric trailer or control cars and ran in the Reichsbahndirektion Breslau in a train with the railcars ET 1001 to 1004 (from 1941: ET 88 series).
construction
Wagon construction
The car type corresponded to the passenger carriages with skylight structure and compartment doors that were common at the time . The main frame consisted of riveted steel girders, on which the car body was riveted, which in the construction consisted of a wooden framework covered with sheet metal. The pivot pins on the wagon were guided in a wooden cradle of the bogie , which was mounted on the bogie frame via leaf springs . The suspension of the axle bearings in the bogie was taken over by leaf and evolute springs .
The vehicles were provided with the normal pulling and buffing equipment. The Westinghouse type, which was designed as a block brake , was used as the compressed air brake . Each bogie had its own brake cylinder, and the car also had a spindle handbrake.
The cars were equipped with the 2nd or 3rd class , depending on the type. In the 3rd class the car had nine compartments that were accessible from the outside. In addition to these compartments, there was also a luggage room and a driver's cab. The 2nd class cars were constructed in the same way. They had seven compartments and a boiler room instead of the luggage compartment. Outside of the heating season, the boiler could be removed through the roof of the car and the room converted into a third class compartment. The 2nd class railcars were only equipped with an auxiliary driver's cab because they ran primarily in the middle of the train. For the purpose of mass balancing, the motor bogie was at the rear of these cars.
The cars were initially heated with a coke heater, but between 1919 and 1921 they were converted to electric heating. The lighting of the vehicles (outside and inside) was electric from the start.
Electrical part
Each railcar was supplied by a pantograph, which was located on the side of the track by its own weight on the conductor rail and thus established the connection. The entire electrical equipment of the car was arranged under the car body. The control was designed as a multiple control . The 13 contactors in the control were operated via a drive switch . The drive switches were on the left side of the vehicle. From 1925 to 1926, the power supply was changed to a power rail coated from below. The Siemens-Schuckert presented for conversion before a new pantograph with double contact strip, which could be used for both power rails equally.
The two traction motors of the car were designed as series motors . The engine housing was cast from one block. The air compressor for the air brake was only installed in the 3rd class cars.
When approaching, the railcars achieved the following accelerations:
- when approaching in a row 0.5 m / s²
- when starting in parallel connection 0.23 m / s² and
- with combined approach in both positions 0.24 m / s².
See also
literature
- Rainer Zschech: Railcar archive . Transpress VEB publishing house for transport, Berlin 1970.
- Brian Rampp: Berlin city, ring and suburban railways . In: Eisenbahn-Journal Archiv 1/97 . Volume No. 10 Prussia Report, ISBN 3-89610-005-X .
Individual evidence
- ↑ Brian Rampp: Berlin city, ring and suburban railways . In: Eisenbahn-Journal Archiv 1/97 . Volume No. 10 Prussia Report, ISBN 3-89610-005-X , p. 32 .
- ↑ a b c Hans-Joachim Hütter: The light fields test operation. Electrically on the Anhalter Bahn from 1903 to 1929 . In: Verkehrsgeschichtliche Blätter e. V. (Ed.): Electricity instead of steam! 75 years of the Berlin S-Bahn. The great time of electrification . Verlag GVE, Berlin 1999, ISBN 3-89218-275-2 , p. 11-18 .
- ↑ a b c d Wolfgang Kämmerer: 100 years of electrical operation Berlin Potsdamer Bahnhof - Groß-Lichterfelde Ost . VBN Verlag B. Neddermeyer, Berlin 2003, ISBN 3-933254-39-6 , p. 15-22 .
- ↑ a b Wolfgang Kämmerer: 100 years of electrical operation Berlin Potsdamer Bahnhof - Groß-Lichterfelde Ost . VBN Verlag B. Neddermeyer, Berlin 2003, ISBN 3-933254-39-6 , p. 26-27 .
- ↑ a b Wolfgang Kämmerer: 100 years of electrical operation Berlin Potsdamer Bahnhof - Groß-Lichterfelde Ost . VBN Verlag B. Neddermeyer, Berlin 2003, ISBN 3-933254-39-6 , p. 27 .
- ↑ Wolfgang Kämmerer: 100 years of electrical operation Berlin Potsdamer Bahnhof - Groß-Lichterfelde Ost . VBN Verlag B. Neddermeyer, Berlin 2003, ISBN 3-933254-39-6 , p. 34-39 .
- ^ Rainer Zschech: Railcar archive . Transpress VEB Verlag for Transport, Berlin 1970, p. 335 .
- ↑ Wolfgang Kämmerer: 100 years of electrical operation Berlin Potsdamer Bahnhof - Groß-Lichterfelde Ost . VBN Verlag B. Neddermeyer, Berlin 2003, ISBN 3-933254-39-6 , p. 25 .
- ↑ Wolfgang Kämmerer: 100 years of electrical operation Berlin Potsdamer Bahnhof - Groß-Lichterfelde Ost . VBN Verlag B. Neddermeyer, Berlin 2003, ISBN 3-933254-39-6 , p. 23-24 .
- ↑ Wolfgang Kämmerer: 100 years of electrical operation Berlin Potsdamer Bahnhof - Groß-Lichterfelde Ost . VBN Verlag B. Neddermeyer, Berlin 2003, ISBN 3-933254-39-6 , p. 28 .
- ↑ Brian Rampp: Berlin city, ring and suburban railways . In: Eisenbahn-Journal Archiv 1/97 . Volume No. 10 Prussia Report, ISBN 3-89610-005-X , p. 33 .
- ↑ Wolfgang Kämmerer: 100 years of electrical operation Berlin Potsdamer Bahnhof - Groß-Lichterfelde Ost . VBN Verlag B. Neddermeyer, Berlin 2003, ISBN 3-933254-39-6 , p. 43-47 .
- ↑ a b Rainer Zschech: Railcar archive . Transpress VEB Verlag for Transport, Berlin 1970, p. 139 .
- ↑ Wolfgang Kämmerer: 100 years of electrical operation Berlin Potsdamer Bahnhof - Groß-Lichterfelde Ost . VBN Verlag B. Neddermeyer, Berlin 2003, ISBN 3-933254-39-6 , p. 28-32 .
- ↑ Wolfgang Kämmerer: 100 years of electrical operation Berlin Potsdamer Bahnhof - Groß-Lichterfelde Ost . VBN Verlag B. Neddermeyer, Berlin 2003, ISBN 3-933254-39-6 , p. 40-41 .