ANB T1-T3
| ANB T1-T3 | |
|---|---|
 original execution
|
|
| Numbering: | ANB T1-T3 |
| Number: | 3 |
| Manufacturer: | Mechanical engineering Kiel |
| Year of construction (s): | 1953 |
| Retirement: | 1967 |
| Axis formula : | originally AA after modification (1A) (A1) |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over coupling: | 13,200 mm |
| Length: | 12,200 mm |
| Height: | 3,490 mm |
| Width: | 3,000 mm |
| Total wheelbase: | 6,000 mm |
| Empty mass: | 25,000 kg |
| Service mass: | 32,600 kg |
| Top speed: | 55 km / h |
| Traction power: | 2 × 50 kW |
| Range: | 130 km |
| Driving wheel diameter: | 900 mm |
| Impeller diameter: | 600 mm |
| Brake: |
Indirect brake from Knorr Handbrake |
| Train control : | SIFA |
| Control: | Travel switch |
| Coupling type: | Scharfenberg coupling |
| Seats: | 38 + 8 folding seats |
| Standing room: | 54 |
| Classes : | 3. |
The accumulator railcars ANB T1 – T3 of the Alsternordbahn were built in 1953 by Maschinenbau Kiel . They were used on the route from Ochsenzoll to Ulzburg and were in operation until 1967.
History and commitment
For the Ochsenzoll – Ulzburg line of the Alsternordbahn, a 20-minute cycle was planned during rush hour, with a cycle of 40 to 60 minutes in between. This was about 24 pairs of trains per day.
The railcars were equipped with accumulators , which allowed a range of 130 to 160 km. The aim was to achieve five rounds of Ochsenzoll – Ulzburg including trips to the Ulzburg depot in Kaltenkirchen .
For these missions, Maschinenbau Kiel procured three motor coaches and two trailer cars of the same shape and dimensions. During the first use, it ran unsteadily, which made it necessary for the manufacturer to convert it.
In continuous operation, it was found that the capacity of the batteries was insufficient, which was due to the driving style due to the tense timetable situation. When stopping, it was therefore not necessary to run down without current. The result was total discharge. The range of the batteries was therefore set at 100 km.
Overall, this led to a negative assessment of the vehicles, so that the decision was made to use diesel multiple units when re-ordering . Therefore, MAN rail buses were bought later , the accumulator railcars were retired in 1967.
construction
The vehicles were made of lightweight construction. The passenger compartment with 38 seats was located between the entrances where the driver had his workplace. Further seats were available as folding seats in the entry room. The entrance doors were designed as hinged folding doors. Originally, the entry areas in the front had doors for the passage of the train crew. They were removed during a renovation.
The drive was initially two-axis. When it turned out to be unsteady, the railcars received two bogies with a larger drive axle and a smaller running axle. The running axle was on the outside of the vehicles. The sidecars received running bogies. This modification improved the running behavior considerably.
The electric traction motors were purchased from AEG delivered and were DC motors in Tatzlager construction for an operating voltage of 336 V . They could also be used for braking. The accumulators were manufactured by the accumulator factory in Hagen . Each battery pack consisted of 168 cells. A total of four battery sets were available for the accumulator railcars, one was a reserve. The battery set was housed in battery compartments on the long side of the railcar. The vehicle was controlled in four stages using a drive switch . The vehicles were equipped with the fully automatic Scharfenberg coupling .
See also
literature
- Emil Ehrhorn, 25 years of Alsternordbahn , Hamburger Museumsverein e. V., Hamburg, 1977
Web links
- Data sheet about the Alsternordbahn with mention of the accumulator railcars
- Photo collection on turntable-online about the accumulator railcars of the ANB
Individual evidence
- ^ Emil Ehrhorn, 25 years Alsternordbahn , Hamburger Museumsverein e. V., Hamburg, 1977, page 14
- ^ Emil Ehrhorn, 25 years Alsternordbahn , Hamburger Museumsverein e. V., Hamburg, 1977, page 24
- ^ A b Emil Ehrhorn, 25 years of the Alsternordbahn , Hamburger Museumsverein e. V., Hamburg, 1977, page 23
- ↑ Photo of the converted railcar
- ↑ Photo of the converted sidecar
- ^ Emil Ehrhorn, 25 years Alsternordbahn , Hamburger Museumsverein e. V., Hamburg, 1977, page 21
