Palatine MBCC
| Palatine MBCC | |
|---|---|
 |
|
| Numbering: | 8 856-8 859 |
| Number: | 4th |
| Manufacturer: | Waggonbau Rastatt , Schuckert Nuremberg , AfA Berlin |
| Year of construction (s): | 1900, 1902 |
| Retirement: | 1936 |
| Axis formula : | Bo'2 'g2t |
| Type : | Direct current accumulator railcar |
| Genre : | BC4eaT Bay00 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 18,860 mm |
| Length: | 17,560 mm |
| Height: | 3,625 mm |
| Width: | 3,000 mm |
| Trunnion Distance: | 11,000 mm |
| Total wheelbase: | 2,500 mm |
| Service mass: | 45.0 t |
| Friction mass: | 13.275 t |
| Top speed: | 75 km / h |
| Capacity: | 225 Ah |
| Driving wheel diameter: | 960 mm |
| Impeller diameter: | 960 mm |
| Drive battery: | 156 elements type VII GC 100 |
| Power system : | Direct current lead / battery |
| Number of traction motors: | 2 |
| Drive: | DC-bearing motors |
| Type of speed switch: | Travel switch |
| Brake: | electric brake |
| Train heating: | Pressed coal heating |
| Coupling type: | Screw coupling |
| Seats: | 28/72 |
| Classes : | II / III |
The Palatinate MBCC were four-axle bogie accumulator railcars , each with a driven bogie. From 1889 onwards, they were produced by a consortium of Waggonbau Rastatt , Schuckert Nürnberg and AFA Berlin on behalf of the Palatinate Railways at the expense of the Palatinate Ludwigsbahn's construction account .
development
The Palatine railways tested from 1896 different " Omnibus cars with electric or gas engine drive". From May 25 to December 31, 1896, the two battery-powered railcars provided free of charge by the delivery company covered 20,796 km on the narrow-gauge route between Ludwigshafen and Mundenheim and carried 72,400 people. In 1897 the mileage of the vehicles was 36,285 km, they were then returned to the delivery company.
These positive experiences prompted the management of the Palatinate Railways to start trial operation of standard gauge vehicles. The company Akkumulatorfabrik Hagen and Schuckert & Cie Nürnberg provided the equipment for two test vehicles free of charge, which were made from the Ludwigshafen workshop from two-axle compartment cars of the III. Class were rebuilt. From February 1897 the test drives with the Pfalz.B. 226 and Pfalz.B. 5135 carried out on the Ludwigshafen-Neustadt and Ludwigshafen-Frankenthal routes. The two vehicles were in regular use from May 1, 1897. The trips were made with a motor vehicle and one or two trailers.
procurement
Due to the good results with the test vehicles, the Board of Directors of the Palatinate Railways decided in 1899 to procure additional standard gauge vehicles. In addition to the three-axle MC, there were four four-axle bogie cars with the Bo'2 ' wheel arrangement. The delivery was delayed a little, so that only two cars were delivered in 1900 and the remaining two in 1902. The Palatine accumulator railcars were added to the fleet of cars. The Palatinate MBCC had sheet no. 48.
commitment
The operational routes of the four MBCC of the Pfalzbahn were on the flat land routes of the Vorderpfalz and were:
| route | Running tracks |
|---|---|
| Ludwigshafen - Neustadt ad Hardt | 30 km |
| Ludwigshafen - Schifferstadt | 25 km |
| Ludwigshafen - Frankenthal | 22 km |
| Ludwigshafen - Worms | 44 km |
| Landau - Neustadt ad Hardt | 19 km |
| Landau - winches | 25 km |
| Landau - Annweiler | 30 km |
| Neustadt ad Hardt - Dürkheim | 31 km |
Loading points for the vehicles were located in the Ludwigshafen , Neustadt , Landau and Schifferstadt train stations . With the stationing of carriages 8856 and 8859 to Kaiserslautern, a loading point was probably set up in the local railway depot at the main station.
Maintenance and servicing took place in the main workshop in Ludwigshafen . With the class reform of 1907, the third class compartments in the Palatinate MBCC were converted into fourth class while maintaining the division. With the abandonment of the fourth grade there was a conversion back.
To increase the space available in the third class, a compartment car with around 50 seats was attached if necessary.
Whereabouts
In 1909, when the Palatinate Railways were taken over and integrated into the Royal Bavarian State Railways, all of the cars were added to their fleet. In 1925 the wagons were taken over by the Deutsche Reichsbahn and assigned to the Ludwigshafen directorate. In 1922, wagons 8 856 and 8 859 were stationed in the Landau depot , while cars 8 857 and 8 858 were at the Schifferstadt locomotive station, a branch of the Neustadt depot. The Landau wagons came to Kaiserslautern in 1926 and were used there for service trips to the repair shop or to the Einsiedlerhof marshalling yard . The daily mileage was 152 km. The other two cars commuted between Schifferstadt and Speyer, with a mileage of 104 km per car and day.
When the vehicles were renumbered by the DR, they were given the numbers AT 207 to AT 210. In February 1928, the AT 207 and AT 208 cars came to the RBD Münster, Rheine station. In 1929 the AT 209 car was relocated to Münster, while the AT 210 car was decommissioned in Ludwigshafen. In 1930 the AT 209 was also relocated to Rheine and retired there in October 1934. The last two cars (AT 207 and AT 208) were taken out of service in 1936. This ended their use for the Palatine accumulator railcars. The Palatinate Railways played a pioneering role here for use by other railway companies, for example the neighboring Prussian-Hessian Railway .
Constructive features
Underframe
The frame was completely riveted together from steel profiles. To support the chassis, the outer side members were reinforced by a truss due to the length of the car body . Screw couplings were installed as a pulling device and rod buffers as a pushing device. Because of the large width of the vehicle (it was 3,000 mm), it was not possible to install fixed steps to the compartment doors. They were therefore given a folding mechanism that allowed compliance with the clearance profile.
Car body
The car body was a wooden frame construction clad with sheet metal. The side walls were slightly drawn in at the bottom, the roof of the car had a flat curve. The entire appearance corresponded to that of a compartment car. At both ends there were driver's cabs with sloping side walls and front windows. Both the driver's cab doors and the entrances to the second class compartments were located in the ends of the vehicle. In order to divert the exhaust gases produced by discharging the batteries, there were ventilation hoods on the side walls at the level of the affected bench seats.
drive
The bogies were riveted together from sheet metal and angles and their design corresponded to the standard bogies with 2500 mm axle base for express train cars. The two drive motors were integrated in a bogie. The drive took place with a gear ratio of 1: 3 on the two bogie axles. In addition to the electric motor brake, spindle hand brakes were available as brakes at each end of the car, which acted on the axles of the respective bogie on both sides.
Passenger compartment
The car was designed with a continuous central aisle. There were driver's cabs at both ends of the car. This was followed by two second class compartments. These were separated from the six third class compartments in the middle of the car by partition walls with through doors. Since the cars were used in local traffic, a quick change of passengers was necessary. As with compartment cars in the third class, six outward-opening compartment doors were installed on each side of the vehicle. The compartments of the second class were equipped with upholstered seats, those of the third class with wooden slatted benches.
The lighting was carried out with electric light bulbs, the electricity was taken from the accumulators. The cars were heated by externally charged press coal furnaces. There were also radiators under ten rows of seats. The ventilation was provided by four torpedo fans on the roof of the car, and the windows of the compartment doors could also be opened.
drive
It was driven by two four-pole main current motors of 30 kW each . To start up, the motors were connected in parallel, after reaching 25 km / h they were connected in series. The power supply was ensured by a total of 156 accumulators of type VII GC 100 with a capacity of 225 Ah per cell. During the journey all cells were connected in series. The storage elements were installed under 26 folding seats. To change, they could be lifted out through the doors using a lifting device. During the charging process, the cells were connected in parallel in two rows of 78 elements each. The batteries were ventilated by static fans (pitot tubes) in the side walls. The driving range of the large surface accumulators used initially was 30 - 40 km. They were later replaced by grid plate accumulators which allowed a driving range of up to 100 km.
Wagon numbers
| Manufacturing data | Car numbers for each era, generic symbols |
||||||
|---|---|---|---|---|---|---|---|
| Samples leaf |
Construction year | Manufacturer | Number | from 1875 | from 1909 | from 1920 | from 1926 |
| MBCC | MBCC | BC4eaT Bay 00 | eaT Bay 00 Ludwigshafen |
||||
| 48 | 1900 | Rastatt, Schuckert and AfA | 2 | 8 856, 8 857 | 8 856, 8 857 | AT 207, AT 208 | AT 207, AT 208 |
| 1902 | Rastatt, Schuckert and AfA | 2 | 8 858, 8 859 | 8 858, 8 859 | AT 209, AT 210 | AT 209, AT 210 | |
literature
- Albert Mühl: The Pfalzbahn . 1st edition. Konrad Theiss Verlag, Stuttgart 1982, ISBN 3-8062-0301-6 .
- Albert Mühl: The Palatine railcars . In: Lok Magazin . Issue 99. Franckh'sche Verlagshandlung W. Keller & Co., 1979, ISSN 0458-1822 .
- Lothar Spielhoff: Locomotives of the Palatinate Railways . 1st edition. Verlag Jürgen Pepke, Germering 2011, ISBN 978-3-940798-15-2 .
Remarks
- ↑ This statement in the Spielhoff does not correspond to the valid technical principles for the control of accumulator drives. As can be read in the doctoral thesis The Action Radius of the Accumulators Railway Vehicles by Dipl. Masch.Ing Fernad Christen, presented to the EHT Zurich in 1922, on page 32, the following applies to the start-up control: a series resistor with the motors in series and / or two battery halves connected in parallel, when the base speed is reached, the motors with the series resistor are connected in parallel and / or the battery halves in series. Further speed levels can be achieved by omitting the series resistor in the respective configuration.
- ↑ The name is not certain, corresponds to the name of the Palatine MC
Individual evidence
- ^ A b Albert Mühl: The Palatinate railcars. In: Lok Magazin. 99, 1979, p. 448 ff.
- ^ A b Albert Mühl: The Pfalzbahn. 1982, p. 92 ff.
- ↑ a b c d e f g h i j Lothar Spielhoff: Locomotives of the Palatinate Railways. 2011, p. 192 ff.
- ↑ a b c Festschrift for the 100th anniversary of the German Railways, 2nd edition 1938, p. 264