BZB No. 10 and 11 (railcars)
| Railcar 10 and 11 | |
|---|---|
 |
|
| Numbering: | 10 and 11 |
| Number: | 2 |
| Year of construction (s): | 1987 |
| Gauge : | 1000 mm ( meter gauge ) |
| Length over coupling: | 29,300 mm |
| Service mass: | 54.1 tons |
| Top speed: | 70 km / h |
| Continuous output : | 864 kW |
| Starting tractive effort: | 300 kN |
| Power system : | 1650 V DC |
| Power transmission: | Overhead line |
| Number of traction motors: | 4th |
| Translation levels: | 16: 1 |
| Brake: | electrical resistance brake, vacuum brake |
| Coupling type: | Scharfenberg coupling |
| Seats: | 114 |
| Standing room: | 90 |
The double multiple units 10 and 11 of the Bayerische Zugspitzbahn are meter-gauge electric multiple units for mixed adhesion and gear operation, which were supplied by the Swiss locomotive and machine factory and Siemens . It was the first Zugspitzbahn locomotive that could cover the entire route.
history
In 1987, SLM and Siemens supplied the two double railcars 10 and 11 with the serial numbers 5316 and 5317. The railcars were developed on the basis of the Bhe 4/8 double railcars for the Monte Generoso Railway . Similar railcars also operate on the Cremallera de Núria in Spain. The Wendelsteinbahn has two largely identical double railcars that handle all traffic there.
With the commissioning of the two double railcars 10 and 11, the route between Garmisch-Partenkirchen and Zugspitze could have been covered without having to change trains, but since two double railcars are not sufficient to handle all passenger traffic, they were mainly used on the valley route between Garmisch and Grainau. When there was a heavy rush of passengers, the two double railcars commuted between Garmisch and Eibsee and railcars 1 to 4 , 5 and 6 between Eibsee and Zugspitze. The double railcars displaced the valley locomotives from the regular passenger train service, which resulted in a reduction in travel times on the valley route. Since then it has been possible to offer every half hour on the valley route.
In the accident in the Katzenstein tunnel , the double multiple unit 10 was badly damaged and could only be used again after the repair in spring 2002.
Since the double multiple units 12 to 16 went into operation, the six twin multiple units have handled the main traffic load on the route.
technology
In each bogie there is a transversely mounted motor that drives either the axis on the valley side or a drive gear with different gear ratios. With four times 216 kilowatts of engine power, the vehicles reach 70 km / h on the valley section, 30 km / h between Grainau and Eibsee, uphill between Eibsee and Zugspitze 20 km / h, and downhill 24 or 15 km / h. They have 114 seats and 90 standing places, are 29.3 meters long and weigh 54.1 tons. The two closely coupled car bodies are made of thin sheet metal with longitudinal beads . In contrast to the vehicles previously procured, each half had a central entrance and the driver's cabs had separate entrances. The drive is controlled using DC power converter technology . A resistance brake, which for the first time can also be fed back, is used as the service brake. In addition, there is a gear brake that acts on all four gears and one gear brake that acts on all four drive gears. A block brake is also available for adhesion operation. The two railcars are mutually double traction capability or, alternatively, a freight car as Vorstelllast carry.
Web links
Individual evidence
- ^ Karlheinz Hartung: Rack railways, SBB and private railways . In: Locomotives and Wagons . 1st edition. tape 3 . Transpress, Berlin 1994, ISBN 3-344-70842-2 .
- ↑ BZB railcar repaired . In: Eisenbahn-Revue International . No. 12 . MINIREX AG, December 2002, ISSN 1421-2811 , p. 567 .
- ↑ Vehicle list of the Bavarian Zugspitzbahn. (PDF) (No longer available online.) March 2, 2012, archived from the original on March 2, 2012 ; accessed on December 12, 2017 .
- ↑ File: SBB Historic - 21 56 05 20 - Electric double multiple unit with adhesion and gear drive Beh 4 8.pdf