LAG No. 674-677
| LAG No. 674-677 | |
|---|---|
 LAG railcar in 1905 in Murnau station
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| Numbering: | LAG 674-677 |
| Number: | 4th |
| Manufacturer: | MAN , SSW |
| Year of construction (s): | 1904 |
| Retirement: | 1919 |
| Type : | A'1'A ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 13,444 mm |
| Fixed wheelbase: | 4,000 mm |
| Service mass: | 30.0 t |
| Hourly output : | 147 kW |
| Driving wheel diameter: | 1,000 mm |
| Impeller diameter: | 1,000 mm |
| Power system : | 5.5 kV 16 Hz |
| Number of traction motors: | 2 |
| Translation levels: | 1: 5 |
The electric multiple units with the track numbers 674 to 677 of the Lokalbahn AG (LAG) were the first electric multiple units to be used on the Ammergaubahn in Upper Bavaria . The vehicles delivered at the end of 1904 and used from January 1905 opened electrical operation on the line, which had just been converted from three-phase to single-phase alternating current . The first locomotive of the later well-known class E 69 was not added until February 1905.
The railcars were retired in 1919 because of their poor running characteristics. At this time, three E 69s were already in use.
history
Due to the expected water shortage in the winter months with less precipitation, it was assumed that the turbine output of the Kammerl hydropower plant would be reduced . Nevertheless, the existing performance had to be sufficient for two trains running on the route at the same time in order to be able to implement the planned timetable concept. In order to be able to transport additional passenger or freight cars with the existing output of a maximum of 200 hp per railcar, the railcars had to be built as light as possible. Since the electrical equipment of the railcars would have been too heavy with about 11.7 tons for a two-axle railcar due to the alternating current equipment with transformer, one had to choose between a three-axle design and a four-axle design with two bogies . The vehicle with bogies would have been around 10 tons heavier, which would have reduced the trailer load, although the bogies would have been cheaper because of the winding route. Nevertheless, the decision was made in favor of three-axle railcars with the A'1'A ' wheel arrangement, which were built by MAN and Siemens-Schuckert - probably also because the three-axle railcars could be procured more cheaply.
After a few months of construction, the railcars were delivered on September 23, 1904 and then tested from November 1904. During the subsequent test runs, the high efficiency of 71% of the single-phase AC system was confirmed.
The LAG began scheduled operations on January 1, 1905 on the route; however, the complete timetable was not operated until January 24, 1905. Since freight traffic developed positively and one hoped for advantages from a locomotive, a locomotive was ordered as early as July 1905 so that an additional steam locomotive no longer had to be kept for freight train service.
After further locomotives had been put into operation in 1909 and 1912 and after the First World War the traffic performance had dropped, the LAG decided to retire the four railcars.
technical description
construction
The railcars had two driven steering axles and a laterally movable central axle. The performance of the railcars allowed several passenger or freight cars to be carried; the trailer load at 30 per mille gradient was 25 tons.
Two railcars each were equipped as so-called summer and winter cars, which resulted from different operational requirements in the two half-years. The summer coaches (No. 674 and 675) had 30 seats in 3rd class and 16 seats in 2nd class as well as a toilet. The winter wagons (No. 676 and 677) only had 20 seats in 3rd and 8 in 2nd class, but had a post compartment and space for luggage and light general cargo. The luggage compartment door is located behind the driver's cab.
In the driver's cabs, the handwheel for operating the step switch , the travel direction lever, the lever for operating the pantograph, the driver's brake valve , the handbrake and a switch for driving in the car halls were installed. A manometer and an ammeter for the motor current complete the equipment.
Electrical equipment
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The two Lyra pantographs were raised simultaneously by springs and air cylinders. Via the high-voltage line mounted on porcelain insulators, a high-voltage relay on the roof and a fuse, the current was led through a grounded brass pipe to the high-voltage switch and transformer under the car. The transformer had 8 taps on the secondary side, with a voltage of 130 to 260 volts and voltage jumps of approximately 17.5 volts each. A switch drum switched between the transformer taps, which was operated by the handwheels in the driver's cabs via a chain drive. By engaging the first gear, the high-voltage switch was latched with the help of a mechanical driver . This could either be switched off again by the shaft of the shift drum or by a direct current magnet. The magnet was activated either by the high-voltage relay or by a switch in the driver's cab if the vehicle consumed too much power.
A catenary attached to the side with a voltage of 150 volts and a portable pantograph enabled the vehicles to be moved in the depot . Batteries arranged underfloor supplied the vehicle lighting with electrical energy. An axle-driven compressor was used to generate the compressed air for the brake . With the help of a hand pump, the pantographs could be raised before the first trip.
literature
- Ralf Roman Rossberg : The Murnau – Oberammergau Local Railway . Franckh'sche Verlagshandlung, 1978, ISBN 3-440-03731-2 .
Web links
Individual evidence
- ^ Johannes Pfeifer: 50 years E 69 02 and the Murnau-Oberammergau railway . In: Electric Railways . Volume 31, Issue 3, 1960, p. 1 ff .
- ^ A b Bernd Mühlstrasser: The E 69 series . In: Electric Railways . EK-Verlag, Freiburg 2005, ISBN 3-88255-169-0 .
- ^ Uebel, Lutz: 150 years of rail vehicles from Nuremberg . EK-Verl, Freiburg [Breisgau] 1994, ISBN 3-88255-562-9 , 6.1.2.3 AC multiple units for Murnau-Oberammergau, p. 338 ff .
- ↑ Railway operation and maintenance . In: Wilhelm Kübler (Hrsg.): Electric railways and operations . No. 27 . R. Oldenbourg, Berlin and Munich 1906, p. 519 f . ( archive.org [accessed November 1, 2018]).
- ↑ a b c Oberingenieur Ehnhart: The AC current path Murnau-Oberammergau . In: Wilhelm Kübler (Ed.): Elektro Bahnen u. Establishments . Volume III., Issue 20. R. Oldenbourg, July 14, 1905.
- ^ Murnau-Oberammergau single-phase railway . In: The Street railway journal . tape XXV , no. 13 . McGraw Pub. Co., New York April 1, 1905, pp. 591 ff . ( archive.org [accessed September 5, 2019]).