LAG No. 891
| LAG No. 891 | |
|---|---|
 Basic sketch ET 194 21
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| Numbering: | LAG No. 891 DR ET 194 21 DB ET 194 21 |
| Number: | 1 |
| Manufacturer: | mechanical: MAN electrical: SSW |
| Year of construction (s): | 1922 |
| Retirement: | 1954 |
| Axis formula : | Bo |
| Genre : | GwL elT |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 9,000 mm |
| Length: | 7,700 mm |
| Total wheelbase: | 4,000 mm |
| Service mass: | 16,200 kg |
| Friction mass: | 16,200 kg |
| Top speed: | 40 km / h |
| Wheel diameter: | 800 mm |
| Power system : | 550 V = |
| Power transmission: | Overhead line |
| Number of traction motors: | 2 |
The railcar LAG No. 891 was a two-axle electric freight railcar owned by the Lokalbahn Aktien-Gesellschaft (LAG) for operation on the Bad Aibling – Feilnbach branch line . The vehicle was created by converting a freight wagon .
When the LAG was nationalized , the railcar was taken over by the Deutsche Reichsbahn and designated as ET 194 21 . The vehicle was taken over by the Deutsche Bundesbahn and was in service until 1954. The railcar no longer exists.
history
The LAG operated several branch lines in southern Germany that were electrified and powered by railcars before 1900. When she took over the Bad Aibling – Feilnbach railway line, two freight railcars from 1903 were also taken over. After they were taken out of service, this railcar was converted from a conventional freight car in 1922. The Siemens-Schuckert-Werke were responsible for the conversion in the mechanical area MAN and in the electrical area . The vehicle was given the designation 891 during construction .
The railcar designated by the Deutsche Reichsbahn ET 194 21 was stationed at the Rosenheim depot , Bad Aibling locomotive station . It was responsible for general cargo and freight traffic on the twelve-kilometer route and was occasionally used in passenger train service . The railcar remained on its main route throughout its service life. From 1946 to 1954 it was only used by the Deutsche Bundesbahn in freight traffic and ran daily. It was replaced in 1954 by an ET 183 , then parked and retired in the same year. For a while it was used as a train station car in Traunstein .
construction
The undercarriage was made of riveted rolled profiles , the car body was a pure wood construction. There were three large windows at the front of the entry areas and also one window on the side in the entry doors, which ensured that the route could be monitored and the driver's cab was well lit. The driving switch and the braking mechanisms were housed in the driver's cab . The cargo space between the driver's cabs was accessible from the outside through a central sliding door and was separated from the driver's cabs by partition walls.
Originally there were two Lyra pantographs on the roof ; from 1942 these were replaced by a middle pantograph . Both axles were driven by direct current motors in series , which were suspended in the frame in a pin-bearing design . When it was put into operation, the railcar was painted dark gray, from 1952 it was painted green.
literature
- Bäzold / Rampp / Tietze: Electric multiple units of the German railways , Alba Verlag, 1997, ISBN 3-87094-169-3 .
Individual evidence
- ↑ a b Bäzold / Rampp / Tietze: Electric railcars of German railways , Alba Verlag, 1997, ISBN 3-87094-169-3 , page 254