Bavarian MPL
| Bavarian MPL | |
|---|---|
 Basic sketch ET 194 01
|
|
| Numbering: | Bavarian MPL DR ET 194.01 ČSD M 200.101 |
| Number: | 1 |
| Manufacturer: | mechanical: MAN electrical: AEG |
| Year of construction (s): | 1908 |
| Retirement: | 1956 |
| Axis formula : | Bo |
| Genre : | PwL elT |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 9,224 mm |
| Length: | 8,000 mm |
| Total wheelbase: | 4,000 mm |
| Service mass: | 17,400 kg |
| Friction mass: | 17,400 kg |
| Top speed: | 40 km / h |
| Continuous output : | 88 kW (120 PS) |
| Starting tractive effort: | 18 kN |
| Wheel diameter: | 850 mm |
| Power system : | 1,000 V = |
| Power transmission: | Overhead line |
| Number of traction motors: | 2 |
| Brake: | Compressed air brake type Knorr |
The Bavarian MPL was an electric baggage rail car of the Royal Bavarian State Railways for the operation of the Königsseebahn and the Berchtesgaden – Hangender Stein local railway . In 1941 he was given the number ET 194 01 at the Deutsche Reichsbahn (DR) . Later he came to the local railway Zartlesdorf-Hohenfurth-Lippnerschwebe . There the vehicle was designated by the ČSD as M 200.101 after the Second World War and was in use until 1955.
history
The railcar was initially given the designation Pw elt 601 by the Deutsche Reichsbahn from 1927 . It was intended for transfer trains on the Königsseebahn and the Berchtesgaden – Hangender Stein line and was used there together with the MBCL series railcars . With the closure of the latter route, its area of operation was limited to the section Berchtesgaden Hbf - Berchtesgaden salt mine .
In addition to these journeys, the vehicle was occasionally used on the Salzburg – Hangender Stein route and the Bad Aibling – Feilnbach railway . Then it came to the local railway Zartlesdorf – Hohenfurth – Lippnerschwebe, which at that time still belonged to the Reichsbahndirektion Linz . The car remained there after the end of the war and reached the ČSD by route . The railcar was converted into a pure passenger railcar and designated as M 200.101 . The railcar remained in this condition until 1956 on the route mentioned.
When the contact wire voltage was increased from 1.2 kV direct voltage to 1.5 kV in 1955, that was the reason for the motor vehicle to be withdrawn from service.
Constructive features
The underframe was made of riveted rolled profiles, the frame of the car body was made of wood, which was clad with sheet metal on the outside. The railcar was equipped with a conventional pulling and buffing device as well as a central buffer coupling . The driver's cabs were locked from the start, and the vehicle had three front and four side windows. Access to the driver's cabs was possible via two side doors. The luggage compartment in between was set back on one side, allowing a lateral transition between the driver's cabs. The luggage compartment was accessible from the outside through a large sliding door on each side. The color scheme was originally green, from 1936 red-beige.
Initially, there were two lyre pantographs on the roof, but from the 1930s these were replaced by pantographs . The two traction motors of the railcar were direct current series motors and hung in the frame in a pawl bearing design . The railcar also had multiple controls and could be used in a network.
literature
- Bäzold / Rampp / Tietze: Electric multiple units of the German railways , Alba Verlag, 1997, ISBN 3-87094-169-3
Web links
- Photo of the railcar on k-report.net
- Website about the local railway Zartlesdorf – Hohenfurth – Lippnerschwebe with mention of the ET 194.01
Individual evidence
- ↑ Bäzold / Rampp / Tietze: Electric Railcar German railways , Alba Publishing, 1997, ISBN 3-87094-169-3 , page 262