Prussian 531 Berlin and 532 Berlin
| Prussian 531 Berlin and 532 Berlin | |
|---|---|
 Test car at the van der Zypen & Charlier plant in Cologne, 1916
|
|
| Numbering: | 531 Berlin and 532 Berlin |
| Number: | 2 railcars |
| Manufacturer: | van der Zypen & Charlier , AEG |
| Year of construction (s): | 1916 |
| Retirement: | 1930 |
| Axis formula : | Bo'2 ' |
| Genre : | B4 esT from 1921: C4 esT |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 14,845 mm (after conversion) |
| Length: | 13,545 mm (car body) |
| Height: | 3,480 mm |
| Width: | 2,525 mm |
| Trunnion Distance: | 8,800 mm |
| Bogie axle base: | 2,460 mm |
| Service mass: | 31.2 t |
| Wheel set mass : | 7.8 t |
| Top speed: | 50 km / h |
| Wheel diameter: | 900 mm |
| Power system : | 550 V = |
| Power transmission: | side busbar coated from below 1921–1926: coated from above |
| Drive: | DC series motor |
| Coupling type: |
Schaku from 1921: screw coupling |
| Seats: | 41 |
| Standing room: | 104 |
The Prussian railcars ET 531 Berlin and 532 Berlin were railcars for electrical operation on the line called Lichterfelder Vorortbahn from the Potsdam ring and suburb station in Berlin to Groß-Lichterfelde Ost . They were originally intended for operation on the GN railway planned by AEG and came to the Lichterfeld suburban line after a detour via Hamburg . There was an electric test operation with railcars since 1903. After the line had been converted to the current system with a lateral conductor rail , which still prevails on the Berlin S-Bahn , the cars were retired in 1930. Both cars have not survived.
history
In 1915, AEG-Schnellbahn AG ordered two test railcars from Van der Zypen & Charlier for the GN-Bahn line in Berlin, which is currently under construction from 1913, on today's U8 . According to other information, the second car was manufactured by the joint stock company for the manufacture of railway material in Görlitz . The electrical equipment was supplied by AEG , the parent company of AEG-Schnellbahn AG . Since the construction of the line did not progress due to the First World War , the vehicles were never used on the intended route.
The two railcars were manufactured under the factory numbers 118 557 and 118 558 in Cologne-Deutz and were ready for delivery in spring 1916. The first test drives were completed by both vehicles on the premises of the AEG plant in Hennigsdorf near Berlin, where the official approval took place. In 1918 the AEG was looking for a new use for both railcars, as no further construction of the underground line was foreseeable. The Hamburger Hochbahn then bought both cars. Since the cars protruded beyond the clearance profile of the Hamburg subway tunnel and the financial means for an adjustment were lacking, they were not used as planned. It is not known whether the cars even drove in Hamburg. In March 1920 the Prussian State Railroad bought both cars for 100,000 marks each . The wagons were transferred from Hamburg via Hennigsdorf to the Berlin-Tempelhof repair shop , where they were converted into railway wagons. Among other things, the automatic Scharfenberg coupling was replaced by a screw coupling and buffers were installed on the ends of the car. The air brakes were also adapted and the wheel tire profiles were replaced. The top speed was reduced from 60 to 50 km / h by means of a changed gear ratio. Skylight lanterns were attached to the end walls to indicate the end of the train signal . New control lines had to be laid for the contactor control in order to enable the control of several railcars from the leading vehicle. Finally, the wagons received other current collectors for current collection via a side busbar coated from above and wooden planks attached to the side for profile compensation.
The renovation was completed in April 1921. The first public test drive was made on May 13, 1921. The press mainly criticized the shape of the backrests and the poor ventilation of the car interior. Although the vehicles were significantly more powerful than the older Lichterfeld railcars, most of them were used within the operating reserve. After the suburban railway was converted to the power system of the later Berlin S-Bahn in 1929, the cars were parked. After the removal of the electrical components, they were initially used as a service car for the Reichsbahndirektion Berlin , after which they were used as a changing room or tool shed in the Elstal railway settlement . The former ET 532 was scrapped there in the 1960s. ET 531 was rediscovered in 1999 and was processed from spring 2003. In 2014 the car was scrapped.
construction
Car construction part
The wagons were made of all-steel construction, the car body consisted of extruded profiles. At the front right there was a driver's cab . This was partitioned off in such a way that the room on the left could be occupied by the conductor or used for additional standing room. Next to the window to the right of the driver's cab there was a push button for the automatic door locking device. The car doors were designed as one-piece outer sliding doors with a clear width of 900 millimeters.
The layout of the passenger compartment deviated from the previously usual arrangements. The cross benches were staggered so that there was no continuous corridor between the ends of the car. On the side opposite the bench seats were the car doors. As a result, a larger space for standing room was gained in the door area, which reduced the passenger switching time. The benches each offered space for three passengers, the bench behind the driver's desk offered two seats. A total of 41 seats were available, plus 104 standing places. The seats were not shaped to fit the body and consisted of light brown lacquered wooden slats with a dark brown upper border. The room layout was also implemented a year later in the test train C for the Berlin city, ring and suburban railways. The ceilings were clad with white panels framed in mahogany strips. The lighting was provided with filament bulbs . The ventilation took place via ventilation slots embedded in the ceiling vaults, of which the foremost and the rearmost could be closed. The side windows were tightly closed. If necessary, passengers could lower a blind against high levels of sunlight . After the first use on the tracks of the Reichsbahn, the side windows were halved with intermediate spars. One half of the window could be lowered by a pull strap. Each railcar had a compressor to supply the compressed air brakes and to operate the door locking device. The operating pressure was 6 atm.
The wagons were initially painted gray, window frames and the surrounding ribbon of windows were red, frames and bogies were painted black. In March 1921, the cars were painted in the green tone of the Reichsbahn, the underbody with the bogies was black.
drive
Each railcar had two bogies , the front one of which was powered. The bogies were supported by leaf springs . The engine crossbars were supported by coil springs in the bogie. For the drive, two UV 270-type cage- bearing motors , each with an output of 121 kilowatts, were available. The electrical control was initially carried out via an incremental relay. For use on the suburban line, the Reichsbahn changed the gear ratio so that the top speed was reduced from 60 to 50 km / h. The electrical lines were also adapted and the coupling devices were replaced.
Web links
- Markus Jurziczek von Lisone, Wolfgang Kämmerer: The iron test car of the AEG express train. In: www.chronik-berlin.de. Retrieved September 25, 2016 .
Individual evidence
- ^ Monument Preservation Association for Local Transport Berlin eV (Ed.): U8. Story (s) from the underground . GVE, Berlin 1994, ISBN 3-89218-026-1 , pp. 70-73 .
- ↑ a b c d e f 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 .
- ↑ Hans-Joachim Hütter: The light fields test operation. Electrically on the Anhalter Bahn from 1903 to 1929 . In: Verkehrsgeschichtliche Blätter eV (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 .
- ↑ 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. 94-95 .
- ↑ Berlin: Historically significant individual item willfully destroyed . In: Eisenbahn-Revue International . Issue 8–9, 2014, pp. 384 .