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German Railcars and Multiple Units from 1920 to 1945
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Preserved SVT 137 of the Hamburg type in Leipzig Central Station
Preserved SVT 137 of the Hamburg type in Leipzig Central Station
Renardo la Vulpo

During the existence of the Deutsche Reichsbahn-Gesellschaft, there was a large number of developments in the area of railcars and multiple units. While the vehicles from the era of the Länderbahnen (individual state railways in the German states) were mainly built for traffic on branch lines or suburban railways, there were now developments primarily for commuter and intercity traffic. Now only vehicles that were either powered by internal combustion engines or electrically were created.

In the field of internal combustion railcars, initially only small vehicles for branch lines were built in the 1920s, which today would generally be referred to as rail buses. The development of engine technology soon made it possible to build larger and faster railcars for main lines. When considering the possibilities, it became clear that the use of large steam locomotives was hardly economical for very fast passenger transport with low passenger numbers and that express railcars could be the solution.

The rail zeppelin of 1930 was a dead end in development, as an attempt was made to create traction via the air with a propeller. Instead, in the years that followed, different railcars were developed for the speed range between 80 and 160 km/h (50 and 100 mph), most of which had diesel-electric power transmission. Over time, more vehicles with hydraulic power transmission were ready for series production, which, despite their greater complexity, had a weight advantage. The engines were mostly tried to be mounted under the floor in order to be able to use more space for the passenger compartment. A lot of effort was put into their suspension, as the engines were closer to the passenger compartment than on locomotive-hauled trains and the noise and vibrations had to be kept away from the passengers. In addition, as the speed increased, care had to be taken that the engines themselves felt fewer bumps from the rails.

The fastest series-produced multiple units were the “Flying Trains”, which connected the major cities with a maximum operating speed of 160 km/h. Although they were only built in small numbers and, with their limited passenger capacity, could only handle a small part of the traffic between the cities, they were marketed effectively and gained international attention. Some standard railcars were also built for travelling speeds of around 100 km/h, which operated on a large network. With the beginning of the Second World War, series production of the express railcars was discontinued and their further development initially stopped. Despite these circumstances, the production models and some innovative prototypes served as a basis for further developments on both sides of the Iron Curtain after the war.

In the 1920s, in the area of electric multiple units, besides vehicles for suburban traffic there were initially mainly ones for commuter traffic. The ET 85 saw the light of day as a four-axle steam railcar, of which several vehicles were converted to electric power. More railcars were soon built, for example for commuter traffic in the Central German network or in the Giant Mountains, which could also haul multiple passenger cars. It was not until the 1930s that several types of multiple units for intercity traffic were created, which could reach speeds of 120 km/h and were powered by nose-suspended motors.

The three prototypes of the ET 11 were built in 1935 for a planned use of express trains such as the diesel-powered “flying trains”. These 160 km/h two-car railcars were given different types of technical equipment and were successfully tested. Series production of more electric express railcars a larger capacity did not materialize, since at the beginning of the war there was no longer any need for passenger transport at this speed. The vehicles that still existed after the Second World War were indispensable in the years that followed, especially on the Bundesbahn, and were used for a long time. Many sets received new fronts and new multiple units were combined from existing individual cars. Vehicles like the ET 25 or ET 31 were used until the 1980s.

Power bogie of an SVT 137 of type Hamburg including tank, engine, generator and traction motors
Power bogie of an SVT 137 of type Hamburg including tank, engine, generator and traction motors
Werksaufnahme WUMAG
Many pre-war multiple units like this ET 25 in Stuttgart suburban traffic were used until the 1980s
Many pre-war multiple units like this ET 25 in Stuttgart suburban traffic were used until the 1980s
Benedictus
AEG railcar type Flensburg
Germany | 1925
4 produced
T1 or T2 of the Flensburg county railways in January 1930
T1 or T2 of the Flensburg county railways in January 1930
Schöning/Kupfer „Die Flensburger Kreisbahnen”
Variantas builtre-engined 145 hp diesel
General
Built1925
ManufacturerLHL, NAG
Axle config2-B 
Gauge3 ft 3 3/8 in (Meter gauge)
Seats40
Dimensions and Weights
Length45 ft 0 3/16 in
Wheelbase30 ft 10 7/8 in
Rigid wheelbase5 ft 3 in
Empty weight33,510 lbs
Boiler
Variantas builtre-engined 145 hp diesel
Power Plant
Power
Power sourcepetrol-mechanicdiesel-mechanic
Top speed22 mph
Engine type4-cyl. petrol8-cyl. diesel
Engine output74 hp (55 kW)143 hp (107 kW)
Calculated Values
petrol railcar
DMU
railbus
local
secondary line
Deutsche Werke Kiel model IV a standard gauge
Germany | 1924
unknown number
Railcar of the Salzwedler Kleinbahn
Railcar of the Salzwedler Kleinbahn
Wolfgang List „Stendal und die Eisenbahnen”
General
Builtfrom 1924
ManufacturerDWK
Axle config1A-A1 
Gauge4 ft 8 1/2 in (Standard gauge)
Seats40
Dimensions and Weights
Length44 ft 3 1/2 in
Wheelbase33 ft 1 5/8 in
Rigid wheelbase5 ft 1 in
Empty weight44,092 lbs
Boiler
Power Plant
Power
Power sourcepetrol-mechanic
Top speed28 mph
Engine type4-cyl. petrol
Engine output74 hp (55 kW)
Calculated Values
petrol railcar
local
railbus
secondary line
Elmshorn-Barmstedt-Oldesloe Railway T1 to T3
Germany | 1933
3 produced
T1 around 1933
T1 around 1933
„125 Jahre AKN Eisenbahn AG”
VariantT1T2, T3
General
Built19331934, 1936
ManufacturerWaggonfabrik Gotha
Axle configA1 
Gauge4 ft 8 1/2 in (Standard gauge)
Seats42
Dimensions and Weights
Length30 ft 2 3/16 in34 ft 9 5/16 in
Wheelbase18 ft 0 9/16 in
Empty weight18,960 lbs25,133 lbs
Boiler
VariantT1T2, T3
Power Plant
Power
Power sourcediesel-mechanic
Top speed31 mph
EngineDaimler-Benz OM 65
Engine type4-cyl. diesel
Engine output64 hp (48 kW)70 hp (52 kW)
Calculated Values
DMU
local
railbus
secondary line
German Reichsbahn 10 001 to 003
German Federal Railway VT 699
Germany | 1930
3 produced
Image of locomotive
collection Dr. Scheingraber

In the 1920s, the Reichsbahn introduced the concept of express express transport in order to get the relatively small amount of urgent goods quickly to their destination. Initially, tank locomotives were used, which were actually intended for passenger transport, and they were used to pull short freight trains with a maximum of twelve axles. Since these ran faster than regular freight trains and ran directly to the handling facilities without stopping at platforms, short travel times could be achieved. In order to further optimize this approach, in 1930 initially three four-axle diesel railcars were procured for freight transport from the Wismar wagon factory. These allowed more effective deployment of personnel than steam-hauled trains, could turn back at the terminus when traveling solo without being turned and optionally also pulled a small number of freight cars.

The exterior of the railcars was partly reminiscent of express train baggage cars, with the exception of the jackshaft and coupling rods on the powered bogie. It was powered by a Maybach diesel engine, which initially produced 150 hp and was soon adjusted to 165 hp. A further development of this engine with 175 hp followed later. Power was transmitted through a four-speed mechanical gearbox

The low price of coal at that time is assumed to be the reason why no more railcars of this type were procured. The three pieces were assigned to the Aachen and Osnabrück depots and labeled as freight cars. In action, it was observed that they sometimes ran alone and sometimes with up to three two-axle cars. After the war, all were taken over by the Bundesbahn and designated as VT 69 900 to 902. In order to continue to have a suitable power output, they got new engines with 210 hp there. Eventually two of them were retired in 1960 and the third in 1962.

Variantas builtengine adjustment 1932re-engined 1935re-engined 1952
General
Built1930
ManufacturerWismar
Axle configB-2 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length69 ft 0 3/8 in
Wheelbase55 ft 1 7/16 in
Rigid wheelbase11 ft 5 13/16 in
Empty weight85,980 lbs88,185 lbs
Adhesive weight50,706 lbs59,525 lbs
Axle load25,353 lbs29,762 lbs
Boiler
Variantas builtengine adjustment 1932re-engined 1935re-engined 1952
Power Plant
Power
Power sourcediesel-mechanic
Top speed37 mph50 mph
EngineMaybach G 4aMaybach G 4b
Engine type6-cyl. diesel
Engine output149 hp (111 kW)162 hp (121 kW)173 hp (129 kW)208 hp (155 kW)
Calculated Values
DMU
baggage railcar
last changed: 02/2022
German Reichsbahn Battery Railcar No. 581/582 to 615/616
German Federal Railway ETA 179
Germany | 1926
17 produced
H0 model by model railway manufacture Crottendorf
H0 model by model railway manufacture Crottendorf

These vehicles, also known by their later DB designation ETA 179, were put into service by the Reichsbahn from 1926 dubbed the “six-axle storage railcar”. A total of only 17 units were built, but these were used very extensively, especially on branch lines. Some locomotives achieved mileages of almost 10,000 km per month in the thirties.

The railcars consisted of two parts, each of which had three axles approximately equally spaced. The inner axle was driven, the energy for it came from accumulators mounted under the floor. With the state of the art at the time, these accounted for a considerable part of the total weight and, with their total capacity of 225 kWh, allowed operation for around three hours. With an output of 142 to 172 kW and a service weight of at least 70 tons, the cars reached 60 km/h, which was sufficient for branch lines and spared the batteries.

All but one survived the war and were then used by both German railway administrations. The Bundesbahn received eleven units and used them as ETA 179 until 1960. The Reichsbahn received the remaining five and continued to operate them with the original numbering. They were last used in the Gotha area and were retired in 1968. One of these is the only survivor today, having returned to its last operational area in 2001 in a very badly weathered condition. Since then it has been painstakingly restored to its original state.

General
Built1926-1928
ManufacturerWUMAG, Wegmann, Gastell, Bergmann, SSW
Axle config2A+A2 
Gauge4 ft 8 1/2 in (Standard gauge)
Seats114
Dimensions and Weights
Length95 ft 10 3/8 in
Wheelbase30 ft 2 3/16 in
Service weight156,087 lbs
Adhesive weight56,438 lbs
Axle load28,219 lbs
Boiler
Power Plant
Power
Power sourceelectric - battery
Top speed37 mph
Engine output231 hp (172 kW)
Calculated Values
battery railcar
local
last changed: 04/2022
German Reichsbahn ET 11
Germany | 1935
3 produced
ET 11 01 in pre-war livery in October 1985 in Bochum-Dahlhausen
ET 11 01 in pre-war livery in October 1985 in Bochum-Dahlhausen

Between 1935 and 1937, the Reichsbahn had three different electric railcars manufactured in order to evaluate the optimum propulsion technology for future high-speed railcar service. Thus, the electrical equipment of each vehicle came from a different manufacturer and the mechanical part came from a total of two manufacturers. What the trains had in common was that they consisted of two self-supporting car bodies with a total length of around 43.5 meters. These not only had rounded front sides to reduce air resistance, the paneling was also partially pulled over the bogies and unevenness in the edging of windows, doors and signs was avoided. As with the express diesel railcars, the planned top speed was 160 km/h.

The three sets were initially given the numbers elT 1900 to elT 1902, but were eventually renamed ET 11 with the running numbers 01 to 03. While the car body of the 01 came from Maschinenfabrik Esslingen, the car bodies of the other two examples were built by MAN. BBC supplied a Buchli drive for the 01, SSW nose-suspended motors for the 02 and AEG a helical-spring drive for the 03.

The vehicles were used on long-distance routes in southern Germany, especially on the Munich-Stuttgart route. For later production models, the not yet electrified connection from Munich to Berlin was also planned. Except for a few improvements to the bogies and the ventilation, they were considered a successful design, but the outbreak of war meant that no series production took place. All three survived the war unscathed and then joined the Bundesbahn. In the network, which was not yet or no longer fully electrified, it was difficult to cover long distances with these vehicles. Eventually, connections between Munich and Salzburg and later between Munich and Frankfurt were established, but these were discontinued in 1961. Only the ET 11 01 was used as a service vehicle until 1971 and was then preserved to this day, the numbers 02 and 03 were scrapped.

VariantET 11 01ET 11 02ET 11 03
General
Built1935-1937
Manufacturermechanical part: Esslingen, electrical part: BBCmechanical part: MAN, electrical part: SSWmechanical part: MAN, electrical part: AEG
Axle configB-2+2-B 
Gauge4 ft 8 1/2 in (Standard gauge)
Seats77
Dimensions and Weights
Length142 ft 11 15/16 in
Service weight227,517 lbs235,674 lbs248,461 lbs
Adhesive weight163,142 lbs167,551 lbs176,370 lbs
Axle load40,785 lbs41,888 lbs44,092 lbs
Boiler
VariantET 11 01ET 11 02ET 11 03
Power Plant
Power
Power sourceelectric - AC
Electric system15.000 V 16⅔ Hz
Hourly power1,895 hp (1,413 kW)
Continuous power1,676 hp (1,250 kW)
Top speed99 mph
Calculated Values
EMU
long distance
last changed: 02/2022
German Reichsbahn ET 165
German Federal Railway class 475 and German Reichsbahn classes 275 and 2761
Germany | 1928
638 produced
One of the West Berlin trains in June 1989 in Berlin-Steglitz
One of the West Berlin trains in June 1989 in Berlin-Steglitz
Roehrensee

The ET 165 is a class of pre-war railcars for the Berlin S-Bahn, which to this day has the highest number of railcars in Germany. They were built in a short period of time between 1928 and 1931 and were in daily use until 1997.

The vehicle concept envisaged that two cars, which always remain coupled together in everyday life, form a so-called quarter train and up to four of these quarter trains are connected depending on demand. Since each part had its own power train, the same power-to-weight ratio was available for every train length. Each quarter train consisted of one motor car and one control car. Later, the control cars were replaced by trailers and all existing control cars were converted to trailers. The power supply via third rail had the advantage that the vehicles were supplied directly with 750 volts DC and no longer needed their own transformers. Each of the two bogies of the motor car had two nose-suspended motors connected in series, which were each operated with 375 volts. Furthermore, weight was saved by making the load-bearing parts in a new alloy and the cars were around seven to nine tonnes lighter than their predecessors.

638 motor cars, 465 control cars and 173 trailers were built, which quickly dominated traffic on the Berlin S-Bahn. There were still a few teething problems, such as the wooden doors, which often warped, and the bogies needed improvement, but these were gradually fixed. As a result of the war, some vehicles came to various eastern countries, where some of them remained in use for a long time.

In the post-war period, traffic in both parts of Berlin was rebuilt with these vehicles. In West Berlin in particular, their number fell continuously in the 1970s and 1980s, as large numbers of new vehicles were procured and the existing vehicles were only modernized to a limited extent. Nevertheless, some were still in service after the takeover by Deutsche Bahn AG and were used until 1997 as the class 475/875 together with their sisters from East Berlin.

In the east, a large part of the vehicles had been reconstructed from 1979, as had already happened with the successor class. In addition to the interior design, the front sides were also modernized. The vehicles converted in this way were renamed from class 275 to 2761 and were only retired in 1997 together with the West Berlin vehicles.

General
Built1928-1931
ManufacturerAEG, DMV, O&K, SSW, WUMAG
Axle configB-B+2-2 
Gauge4 ft 8 1/2 in (Standard gauge)
Seats115
Dimensions and Weights
Length116 ft 4 1/16 in
Wheelbase46 ft 11 in
Rigid wheelbase8 ft 2 7/16 in
Service weight144,403 lbs
Adhesive weight83,555 lbs
Axle load20,944 lbs
Boiler
Power Plant
Power
Power sourceelectric - DC
Electric system750 V
Hourly power483 hp (360 kW)
Top speed50 mph
Calculated Values
EMU
suburban
last changed: 02/2022
German Reichsbahn ET 25
German Federal Railway class 425 and German Reichsbahn class 285
Germany | 1935
39 produced
ET 25 012 with the original ends in the GDR after it was decommissioned
ET 25 012 with the original ends in the GDR after it was decommissioned
Rainer Haufe

The Reichsbahn designated a series of multiple units designed for urban express services as ET 25. Initially they had consecutive numbers from elT 1801 onwards. Their procurement began in 1935 in parallel with other multiple units designed for different speeds. One power car and one control car were provided for each set, with the transformer and other equipment only being in the power car, but the outer bogie was powered in both parts. The power was provided by two nose-suspended motor per bogie, each with an hourly output of 230 kW. With a maximum speed of 120 km/h, they were below the express multiple units, but were fast enough to offer efficient connections between cities further apart.

A modified variant was made up of one set that was converted by a private operator after the war for use on the Höllentalbahn. The grid there was based on 20.000 Volts alternating current at 50 Hertz in order to be able to use the frequency of the national electricity grid. In addition to a total output increased to 1,540 kW and a top speed reduced to 90 km/h, this vehicle also had a dynamic brake and a magnetic rail brake. It was finally used by the Bundesbahn as the ET 255 and restored to its original version in 1962.

Most of the 39 units built were also operated by the Bundesbahn at this time. They had been modernized together with other, similar types and some intermediate cars were created from defective motor cars and control cars. The original round shape of the front ends was replaced by a new, more angular one with slightly slanted windows, as was also seen on other vehicles. They were renamed class 425 in 1968 and were used until 1985. On the territory occupied by the Soviet Union, all roadworthy multiple units had to be handed over to the Soviet Union immediately after the end of the war. The only ones left were two motor cars and a control car, from which a three-part set was restored. This one-off was renamed the class 285 in 1970 and was retired two years later. It remained in Wurzen station for another 20 years, until the scrapping was finally tackled.

Variantas builtrebuilt three-car
General
Built1935-19381963
Axle configB-2+2-B B-2+2-2+2-B 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length143 ft 1 1/2 in217 ft 5 1/16 in
Service weight194,668 lbs275,578 lbs
Boiler
Variantas builtrebuilt three-car
Power Plant
Power
Power sourceelectric - DC
Electric system15.000 V 16⅔ Hz
Hourly power1,234 hp (920 kW)
Continuous power1,126 hp (840 kW)
Top speed75 mph
Calculated Values
EMU
regional
last changed: 02/2022
German Reichsbahn ET 31
originally elT 1301 to 1313, German Federal Railway ET 31/32 and German Federal Railway class 432
Germany | 1936
13 produced
432 122 with new head shape in April 1975 in Nuremberg
432 122 with new head shape in April 1975 in Nuremberg
Werner & Hansjörg Brutzer

The elT 1301 to 1313, which were designated as ET 31 from 1940, were one of the classes of multiple units for intercity traffic at speeds of up to 120 km/h. In contrast to other railcars of the time, the sets each consisted of three parts, each of which had its own drive. In the years 1936 and 1937 a total of 13 trains were completed and distributed to Munich, Nuremberg and Breslau. Each of the three cars had two nose-suspended motors in one bogie, each with an output of 275 kW over an hour. This enabled them to achieve an acceleration that would have been relatively good even for suburban multiple units.

Towards the end of the war only one of the Silesian train sets could be saved to Bavaria. A total of four had been destroyed in the war, four were in the western zone, two had gotten stuck trying to save them in the eastern zone and the remaining three remained in Poland. The two sets in the eastern zone and two of the three in Poland had to be handed over to the Soviet Union

At the Bundesbahn, the train sets underwent an unusual conversion. The initial situation was that there was a shortage of functional multiple units, but a number of ET 25 control cars were still available and it was also believed that two powered cars out of three would be sufficient. So the four three-car ET 31 were taken, divided into six groups of two and an ES 25 was added to each of them. Now there were six multiple units designated as ET 32, each of which had the wheel arrangement B-2+2-B+2-2 or B-2+B-2+2-2. A special feature was that there was a gangway between the control car and the adjacent motor car, but not between the two motor cars.

The latter disadvantage was corrected from 1963 with a thorough modernization. The end faces were given a new shape, which could also be found in other post-war vehicles of the Bundesbahn. Two of them were converted again, with the control car becoming the middle car and the second motor car being equipped with a driver's cab. From 1968 these vehicles became the classes 432 and 832. They were retired in 1984 and scrapped except for one example, which suffered the same fate in 2010.

VariantET 31converted ET 32
General
Built1936-19371963
ManufacturerLHB, BBC
Axle configB-2+B-2+2-B B-2+B-2+2-2 
Gauge4 ft 8 1/2 in (Standard gauge)
Seats188
Dimensions and Weights
Length263 ft 7 3/4 in
Service weight319,890 lbs282,191 lbs
Boiler
VariantET 31converted ET 32
Power Plant
Power
Power sourceelectric - AC
Electric system15.000 V 16⅔ Hz
Continuous power2,213 hp (1,650 kW)1,475 hp (1,100 kW)
Top speed75 mph
Calculated Values
EMU
regional
last changed: 02/2022
German Reichsbahn ET 41
Germany | 1927
6 produced
SSW works photo
SSW works photo
Borbe/Glanert „Elektrische Triebwagen in Mitteldeutschland”
General
Built1927-1928
Manufacturermechanical part: Wegmann, electrical part: SSW
Axle config 
Gauge4 ft 8 1/2 in (Standard gauge)
Seats66
Dimensions and Weights
Length75 ft 1 9/16 in
Wheelbase62 ft 11 7/8 in
Rigid wheelbase10 ft 6 in
Service weight145,505 lbs
Adhesive weight84,216 lbs
Axle load42,108 lbs
Boiler
Power Plant
Power
Power sourceelectric - AC
Electric system15.000 V 16⅔ Hz
Hourly power764 hp (570 kW)
Top speed62 mph
Calculated Values
EMU
local
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