BZB No. 1 to 4 (railcars)
| Railcar 1 to 4 | |
|---|---|
 |
|
| Numbering: | 1 to 4 |
| Number: | 4th |
| Year of construction (s): | 1954-1958 |
| Axis formula : | 1zz1'1zz1 ' |
| Gauge : | 1000 mm ( meter gauge ) |
| Length over coupling: | 14,600 mm |
| Service mass: | 22.6 tons |
| Top speed: | 23 km / h |
| Hourly output : | 456 kW |
| Power system : | 1650 V DC |
| Power transmission: | Overhead line |
| Number of traction motors: | 4th |
| Brake: | electrical resistance brake, vacuum brake |
| Coupling type: | Scharfenberg coupling |
| Seats: | 58 |
The railcars 1 to 4 of the Bayerische Zugspitzbahn were meter-gauge electric railcars for pure cogwheel operation, which were supplied by a consortium of MAN , AEG and the Swiss Locomotive and Machine Factory .
history
In the 1950s, the first generation of railcars came to the Bavarian Zugspitzbahn. The four vehicles are from a consortium of MAN , AEG and the Swiss Lokomotiv- und Maschinenfabrik under the serial numbers 140974 (railcar 1, built in 1954), 141470 (railcar 2, built in 1956), 143474 (railcar 3, built in 1958) and 143475 ( Railcar 4, built in 1958) were delivered and were given the operating numbers 1 to 4. The railcars allowed the travel time on the rack-and-pinion line to be reduced compared to trains hauled by rack-and-pinion locomotives. The railcars displaced the mountain locomotives more and more from passenger transport. However, the mountain locomotives could only be completely removed from regular passenger traffic when railcars 5 and 6 went into operation . The six railcars carried the bulk of the traffic in the following years. In October 2004, in its 50 years of operation up to that point, railcar No. 1 traveled the cogwheel route around 50,000 times, transporting around 2 million passengers and covering 966,000 km.
With the commissioning of the double multiple units 12 to 16 , the multiple units 1, 3 and 4 were taken out of service. Railcar 2, which was extensively inspected in 2000 , was used in internal traffic until the end of 2018. Railcar No. 1 was scrapped in 2015.
The railcar no. 3 and the trailer no. 3 were transported to the site of the former track construction yard in Nuremberg on February 27, 2007, where they were initially set up on a specially constructed section of track. From 2008, the train was to run up the hill of the restaurant in the Nuremberg Zoo. After the project was not pursued any further, the train was taken to the external location of the Nuremberg Transport Museum in the former Lichtenfels depot, where it was still present in 2012.
Railcar 4 was sold to a private person and is located in Polling ( Lage ) south of Weilheim in Upper Bavaria .
technology
The four-axle railcars with an output of four times 114 kilowatts were significantly faster on the rack section than the rack-and-pinion locomotives. Below Eibsee they drove at 23 km / h uphill and 20 km / h downhill, above Eibsee 20 km / h uphill and 15 km / h downhill. The drive motors are arranged lengthways in the bogies and drive the four drive gears via bevel and spur gears . The impellers run loosely on the drive gear shafts. The railcars are controlled by a manually operated cam switch mechanism. The entrance doors are also manually operated. Access to the passenger compartment is via the two driver's cabs. The braking equipment of the railcar comprises a dynamic brake as a service brake, a force acting on all four gear transmission brake and a force acting on all four drive gears pawl brake .
The railcars are able to carry a load of 13.5 tons. As with the mountain locomotives was at ascents in Vorstellwagen a conductor is required, the instructions given to the driver in the railcars.
Railcar 2 was extensively modernized in 2000. As part of a general inspection, the entire vehicle was reconditioned and Stadler carried out the following modifications to the drive equipment and vehicle control:
- Conversion of the manually operated cam controller to a contactor control
- Conversion of the brakes to remote-controlled spring - loaded brakes
- Conversion of the mechanical ratchet brake into a spring-loaded gear brake
- Installation of a remote control for control car operation and a control and diagnostic system with train bus CAN and a speed measurement and monitoring system
- Installation of remote-controlled doors
The railcars 1, 3, 4 and the presentation cars were not converted to control cars.
Web links
Individual evidence
- ↑ a b 50 years of railcars. (PDF) (No longer available online.) In: zugspitze.de. September 13, 2006, archived from the original on September 13, 2006 ; accessed on December 21, 2017 .
- ↑ Data and technology. In: Zugspitze.de. Bayerische Zugspitzbahn Bergbahn AG, January 2019, accessed on May 19, 2020 .
- ↑ Dreamed up: But no Zugspitzbahn in the Tiergarten. In: Nürnberger Nachrichten. July 1, 2008, accessed July 1, 2008 .
- ↑ Gerd Wolf: German small and private railways . tape 7 . EK-Verlag, 2002, ISBN 3-88255-666-8 , Bayerische Zugspitzbahn AG (BZB), p. 185-208 .
- ↑ 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 .
- ^ Rainer Weber, Anton Zimmermann: The Bavarian Zugspitzbahn and its new vehicles . In: Eisenbahn Revue International . No. 8-9 . MINIREX AG, August 2007, ISSN 1421-2811 , p. 409-415 .