BZB No. 11 to 18 (locomotive)
| Mountain locomotives 11 to 18 | |
|---|---|
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| Numbering: | 11 to 18 |
| Number: | 8th |
| Year of construction (s): | 1929 |
| Axis formula : | 1zzz1 |
| Gauge : | 1000 mm ( meter gauge ) |
| Length over coupling: | 6300 mm |
| Height: | 2600 mm |
| Fixed wheelbase: | 3500 mm |
| Service mass: | 28.7 tons |
| Top speed: | 13 km / h |
| Hourly output : | 510 kW (at 8 km / h) |
| Continuous output : | 360 kW (at 9 km / h) |
| Impeller diameter: | 600 mm |
| Power system : | 1650 V DC |
| Power transmission: | Overhead line |
| Number of traction motors: | 3 |
| Translation levels: | 12.7: 1 |
| Brake: | Vacuum brake, resistance brake |
| Train heating: | electric |
| Coupling type: | Scharfenberg coupling |
The mountain locomotives 11 to 18 of the Bayerische Zugspitzbahn were meter-gauge electric locomotives for pure cogwheel operation , which were supplied by MAN and AEG. They were procured together with valley locomotives 1 to 4 as initial equipment for the Bavarian Zugspitzbahn.
history
To move the trains on the cogwheel route between Grainau and Zugspitze, eight pure cogwheel locomotives were procured by the Bayerische Zugspitzbahn. The passenger trains were transported from Garmisch-Partenkirchen to Grainau by the valley locomotives and divided in Grainau.
The number 11 was the first locomotive to be delivered by the Reichsbahn to Untergrainau station on August 28, 1929 and brought to Eibsee station by heavy goods transport by August 30, 1929 . There the locomotive was placed on the first piece of track. Together with a rail car, the locomotive then supplied the advancing track construction site in the direction of the Zugspitze with track material . Superstructure material for 60 meters of track was transported per trip. Further building materials were then transported on the completed tracks.
Until the first railcars were acquired, the locomotives carried all trains on the cogwheel route. With the commissioning of the first rack rail cars 1 to 4 from 1954 to 1958, not all mountain locomotives were needed and mountain locomotives 18 and 12 were retired. When the 5 and 6 rack-and-pinion railcars were delivered in 1977 and 1978 , the second wave of decommissioning followed, with locomotives 13, 16 and 17 being parked. Locomotives 14 and 15 remained, which are still in operation today. They are used in front of construction, service and snow throwing trains, as well as historical trips. Since the commissioning of the mountain locomotive No. 19 in 2017, the two remaining locomotives have only been used for historical journeys and as a reserve.
The locomotive no. 11 has stood together with the valley locomotive no. 3 since April 2008 as monuments in front of the traffic center of the Deutsches Museum in Munich ( Lage ) .
| Company number | Construction year | Serial number | Whereabouts |
|---|---|---|---|
| 11 | 1929 | 4260 | Since 2008 as a memorial at the traffic center in Munich |
| 12 | 1929 | 4261 | Retired in 1959 |
| 13 | 1929 | 4262 | Retired in 1977 |
| 14th | 1929 | 4263 | In operation |
| 15th | 1929 | 4264 | In operation |
| 16 | 1929 | 4265 | Parked in 1979, scrapped in 1988 |
| 17th | 1929 | 4266 | Retired in 1977 |
| 18th | 1929 | 4267 | Retired in 1958 |
technology
The two-axle mountain locomotives with the 1zzz1 wheel arrangement can only be used on rack sections between Grainau and the Zugspitze. They are able to distinguish between Grainau and Eibsee three Vorstellwagen to carry a total of 36 tonnes and between Eibsee and Zugspitze two cars with a total of 24 tons. The carriage of wagons is always carried out with the locomotive on the valley side. Since the engine driver is not at the head of the train when traveling uphill, a train attendant who is in contact with the engine driver by ringing the bell rides in the shelter of the foremost car. In the event of danger, the train attendant can bring the train to a stop using an emergency brake valve of the vacuum brake . In the event of an emergency braking, the traction motors are automatically switched off to prevent the locomotive from running into the train. The locomotives travel at a maximum of 13 km / h uphill and downhill below the Eibsee station. Above the Eibsee station, the downhill speed is limited to 9 km / h.
A closed box structure extends over the entire length of the frame , at the end of which the driver's cab is attached. On the roof there is a pantograph with two contact strips , which can be raised by means of a spring and lowered by means of a hand-operated pulley system. Two additional ice scrapers remove ice and snow from the contact wire if necessary. To divert overvoltages, a horn spark gap and an aluminum arrester are installed between the pantograph and the main switch . Each of the three 170 kilowatt drive motors works independently on a drive gear via its own gearbox. The three four-pole traction motors are always connected in series. The drive motors are controlled with the aid of a manually operated high-voltage drive switch. You can choose between 14 speed levels. 11 of these speed levels are resistance levels, one without resistance and full field and two with field weakening . There are 12 braking levels for the resistance brake. The resistors are cooled by a fan connected in series with the traction motors, so that all driving and braking levels can be used permanently. The fan sucks in air from the engine room and blows it out through the resistors.
A resistance brake that works independently of the contact wire voltage is used as the service brake . In addition, the locomotives have two hand brakes that act independently of each other on all three gears and the vacuum brake that also acts on all three gears. These act as friction brakes on brake disks that are attached to the drive gear shaft. They are used to make the train stop. Two additional speed brakes monitor the maximum speed of 9 or 13 km / h and automatically trigger emergency braking if it is exceeded. At the Eibsee station , a mechanical stop switches between the two speed brakes. A distance-dependent safety driving circuit acts on the suction air brake in order to be able to operate the locomotives without an assistant. A vacuum pump is built into the locomotives to generate the vacuum for the vacuum brake.
Web links
Individual evidence
- ↑ The Bavarian Zugspitzbahn . In: AEG (Ed.): Messages . Issue 4, April 1931, ISSN 0374-2423 , Betrieb, p. 288-292 .
- ↑ a b Blath, Peter: Summiteer in Werdenfelser Land . Sutton, Erfurt 2003, ISBN 3-89702-613-9 .
- ^ Hermann Bierl, Peter-Michael Huebner: The construction of the Bavarian Zugspitzbahn . In: Contributions to the history of the Garmisch-Partenkirchen district . tape 17 . Garmisch-Partenkirchen 2019, ISBN 978-3-9803980-9-1 .
- ↑ The Bavarian Zugspitzbahn . In: AEG (Ed.): Messages . Issue 4, April 1931, ISSN 0374-2423 , construction of the Garmisch – Schneefernerhaus line, p. 218-232 .
- ↑ Bayerische Zugspitzbahn Bergbahn AG (Ed.): Data & Technology . January 2019 ( zugspitze.de ).
- ^ Bernhard Weidemann: Historic locomotives of the Zugspitzbahn in the German Museum. Deutsches Museum, April 2, 2008, accessed June 17, 2020 .
- ↑ Erich Preuss: The Bavarian Zugspitzbahn . transpress, 1997, ISBN 3-613-71054-4 .
- ↑ The Bavarian Zugspitzbahn . In: AEG (Ed.): Messages . Issue 4, April 1931, ISSN 0374-2423 , Lokomotiven, p. 250-261 .
- ^ The locomotives of the Bavarian Zugspitzbahn . In: The Locomotive . XXIX. Volume, Issue 1, January 1932, p. 3 ff . ( onb.ac.at ).