Herbrandwagen (Karlsruhe tram)
| Herbrand car | |
|---|---|
 Museum car 14 in 2000
|
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| Numbering: | 1–27 (Tw) 101–110 (Bw) |
| Number: | 27 railcars 10 sidecars |
| Manufacturer: | Herbrand wagon factory / General Electricity Company , Siemens-Schuckertwerke |
| Year of construction (s): | 1899-1900 |
| Retirement: | 1932-1969 |
| Axis formula : | Bo |
| Type : | Two-axle tram railcar |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over coupling: | 9,190 mm |
| Length: | 8,400 mm |
| Height: | 3,300 mm |
| Width: | 2,100 mm |
| Bogie axle base: | 2,500 mm |
| Empty mass: | 10.9 t |
| Service mass: | 13.9 t |
| Top speed: | 25 km / h |
| Hourly output : | 2 × 18 kW, later 2 × 26 kW |
| Power system : | 750 volts direct current |
| Power transmission: | Overhead line, initially accumulators |
| Number of traction motors: | two |
| Drive: | DC motor |
| Brake: | Block brake, short circuit brake |
| Control: | Slip ring travel switch with crank |
| Coupling type: | Trumpet clutch |
| Seats: | 20th |
| Standing room: | 27 |
The two-axle Herbrand wagons , formerly also called accumulator wagons , together with the Lindner wagons , formed the initial equipment of the electric tram in Karlsruhe . In addition to a pantograph for supplying energy from an overhead line , the wagons had accumulators that allowed them to drive on non-electrified sections of the route. Because of their low engine power, the vehicles were retired from the 1930s.
construction
The tram cars were designed as two-axle, two-way rail cars with a rigid chassis in standard gauge . The wooden car bodies with sheet metal cladding initially had open platforms that were glazed between 1907 and 1910. In the course of cladding the platforms, the length of the vehicles also increased from 8400 mm to 9190 mm. The passenger compartment had two wide and one narrow windows on each side. The roof was designed as a lantern roof . The vehicles were equipped with trumpet clutches for carrying sidecars . The passenger compartment was equipped with longitudinal benches that offered space for 20 people. The destination and line number were indicated by badges on the platform, later by roof signs and line lanterns. The cars were initially painted green and gray, from around 1905 white and yellow.
The electrical equipment was supplied by the Allgemeine Elektricitäts-Gesellschaft and consisted of two catenary motors with 18 kW power each, slip ring travel switches and a roller pantograph for power transmission from the overhead line. Since the Grand Duke did not want an overhead line in the city center and the Technical University expressed concerns about an overhead line next to its buildings, the railcars were equipped with batteries built into the benches. It was thus possible to drive on sections of catenary wire in the Karlsruhe city center. After electrification of these sections of the route in 1903, batteries were no longer used and they were expanded. Between 1908 and 1910 the weak AEG engines gave way to new SSW engines with an output of 26 kW. In 1913 the roller pantographs were replaced by lyre pantographs and in 1936/37 by scissor pantographs .
history
procurement
After the AEG had taken over the Karlsruhe horse-drawn tram, it aimed to quickly electrify operations. However, since the technical university and the grand ducal court had spoken out against overhead lines in the city center, the AEG decided to introduce accumulator operation in the city center and to set up overhead lines in the outskirts. For tram traffic, she procured 27 accumulator cars 1-27 and ten sidecars from the Herbrand wagon factory .
Conversions
- 1903–1904 Expansion of the accumulators.
- 1907–1910 conversion to closed platforms.
- 1907–1910 Installation of the new electrical equipment.
- 1913 conversion to lyre bar.
- 1933–1936 conversion to pantograph.
Mission history
Until the end of the battery operation, the battery cars mainly operated on the inner-city routes between Durlacher Tor, Mühlburger Tor, Moltkestrasse and the train station, later also on the outer routes from Durlacher Tor to Durlach and from Mühlbuger Tor to Mühlburg, to the Rhine port and to Kühlen Krug.
Retirement and whereabouts
While the wagons initially handled the bulk of the traffic with the Lindner wagons and the Nuremberg wagons, from 1913 they were pushed into subordinate services by the new, more powerful residence wagons . The weak motorization of the railcars always restricted the use of sidecars, so that they were mainly used on less frequented lines.
After enough residence and mirror cars had been delivered, the first vehicles were taken out of service from 1932 onwards. By 1969 they were completely withdrawn from circulation. Some cars were used as work cars for a few years.
Railcar 14 was the only vehicle to survive the wave of decommissioning in the 1950s and 1960s. During this time it served as an advertising car . In 1977 it was converted into a historic railcar and in its current condition it presents the episode after 1913. It is drivable, but is rarely used.
gallery
Side view of railcar 14 with pantograph, 1999
Museum railcar with lyre pantograph in Karlsruher Kaiserstraße , 2000
One of the railcars in front of the grenadier barracks in Moltkestrasse, after 1907
Two Herbrand railcars and a parked sidecar at Durlacher Tor in 1900/1901
literature
- Manfred Koch (Ed.): Under power. History of local public transport in Karlsruhe. Badenia Verlag, Karlsruhe 2000, ISBN 3-7617-0324-4 ( publications of the Karlsruhe City Archives 20).
- Dieter Höltge: Trams and light rail vehicles in Germany. Volume 6: Bathing. EK-Verlag, Freiburg (Breisgau) 1999, ISBN 3-88255-337-5 .
- Modellisenbahn-Club Karlsruhe eV: Our rail vehicles. Self-published, Karlsruhe 1968.
