Palatine MBCL
| Palatine MBCL | |
|---|---|
 Photo of a model from 1904
|
|
| Numbering: | I. |
| Number: | 1 |
| Manufacturer: | Ganz / Dion-et-Buton |
| Year of construction (s): | 1904 |
| Retirement: | 1915 |
| Axis formula : | A1 |
| Genre : | MBCL |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 11,230 mm |
| Total wheelbase: | 5,500 mm |
| Service mass: | 16.6 t |
| Friction mass: | 10.9 t |
| Indexed performance : | 35 hp |
| Driving wheel diameter: | 1,006 mm |
| Rear wheel diameter: | 1,006 mm |
| Number of cylinders: | 2 |
| Cylinder diameter: | 170 mm |
| Piston stroke: | 140 mm |
| Boiler overpressure: | 18 atü |
| Grate area: | 0.3 m² |
| Water supply: | 125 l |
| Fuel supply: | coke |
| Brake: | Spindle hand brakes at each end of the car |
| Train heating: | Steam heating |
| Control: | Kluge type |
| Coupling type: | Screw coupling |
| Seats: | 9/24 |
| Classes : | II / III |
The Palatinate MBCL was a railcar with a steam engine . It was built in 1903 by the company Ganz on the order of the Palatinate Railways , discontinued as Steam Car I and is structurally identical to the MBCi procured by the Bavarian State Railways in the same year . It was used from May 17, 1904 on the Staudernheim – Odernheim – Lauterecken – Grumbach line (so-called lower Glantalbahn ). The vehicle had eight second class seats and 24 third class seats. Great, it could pull up to two freight cars . The service ended in 1908, the railcar was last recorded in October 1915, its whereabouts are unknown.
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. From 1896, two four-axle “tram motor vehicles” with bogies and space for 50 people are used on the route. In 1900 the two-axle tramcar III followed . On February 1, 1904, the "electric motor vehicle operation" ends with the opening of the city tram line .
These "omnibus trips" were also successful on the standard-gauge routes from Ludwigshafen , Neustadt , Landau and Schifferstadt . The use of the accumulator railcars ended in 1907 due to "limited capacity for electrical energy and the relatively very high dead weight of the vehicles".
procurement
In order to be able to test the steam-powered bus operation in addition to the already successful operation with accumulator railcars, the administration of the Palatinate Railways decided in 1903 to procure such a steam railcar from the Ganz company in Budapest. From May 17, 1904, this was used on a trial basis on the Staudernheim - Odernheim - Lauterecken-Grumbach line, the northern part of the Glantalbahn . This railcar could also carry up to two freight cars, but did not meet expectations. A planned order for further “steam motor cars with considerably more tractive power and performance” together with the Bavarian State Railways was not made.
commitment
From May 17, 1904, the Palatinate MBCL was used on a trial basis on the Staudernheim - Odernheim - Lauterecken-Grumbach line, the northern part of the Glantalbahn . Due to frequent failures - which was probably due to the nature of the feed water used in Odernheim - the car was relocated to the southern Palatinate on May 1, 1906. The mileage and routes of use of the Pfalzbahn steam car I were:
| year | Mileage | stretch |
|---|---|---|
| 1904 | 19,053 km | Link between Odernheim and Staudernheim |
| 1905 | 25,529 km | |
| 1906 | 27,428 km | Neustadt – Winden and Landau – Annweiler |
| 1907 | 20,426 km | |
| 1908 | 11,349 km |
Whereabouts
Unfortunately, this railcar did not meet the expectations placed on it. A planned order for further “steam motor cars with considerably more tractive power and performance” together with the Bavarian State Railways was therefore not made. The use of the vehicle ended in 1908. The last time the vehicle was identified was an inventory survey from October 1915. After that his track is lost.
Constructive features
Underframe
The 9,720 mm long underframe was completely riveted together from steel profiles. The outer side members consisted of U-profiles with outward-facing flanges. As a pulling device, the car had screw couplings that were connected to a continuous, centrally sprung pull rod. Bar buffers with 4-way slotted baskets and an installation length of 615 mm were installed as a shock device.
drive
The two-axle drive had a wheelbase of 5,500 mm. The axles were guided in half-timbered axle holders with short, straight side struts riveted together from flat iron and stored in sliding axle bearings. The wheel diameter of all axles was 1,006 mm. The steam engine was flanged to one axle, the other axle was designed as a club steering axle. Both axes were braked on both sides by individually acting spindle hand brakes.
Car body
The car body was a wooden post construction, the side walls covered with sheet metal. The vehicle had large windows that were missing in the middle entry area. The engine room at one end of the car was separated from the passenger compartment by a partition. The individual compartments were also separated from the centrally located entrance by partition walls.
Passenger compartment
Adapted for use in light passenger traffic, the vehicle had a smaller second class passenger compartment with a total of 9 seats, a large third class. Class with wooden slatted benches 24 seats and a luggage room. There was no toilet. The lighting was done with oil lamps, the heating with steam. There were torpedo fans on the roof for ventilation.
Machine system
The engine room contained the driver's cab, boiler, water tank and coke box. The Dion-et-Buton boiler, consisting of two single boilers standing one inside the other, was in the middle of the vehicle. The inside of the boiler was also the fuel feed shaft. The fully encapsulated two-stroke composite steam engine was flanged directly to the drive axle. This was driven by a double gear transmission with a countershaft and had two ratios. The regulation of the steam engine took place via a control of the type Kluge .
literature
- Albert Mühl: The Pfalzbahn . 1st edition. Konrad Theiss Verlag, Stuttgart 1982, ISBN 3-8062-0301-6 .
- Albert Mühl: The Palatinate railcars, Lok Magazin issue 99 . Franckh'sche Verlagshandlung W. Keller & Co., 1979, ISSN 0458-1822 .
- Lothar Spielhof: Locomotives of the Palatinate Railways . 1st edition. Verlag Jürgen Pepke, Germering 2011, ISBN 978-3-940798-15-2 .
Individual evidence
- ^ Eisenbahn Journal, Bayern Report, Volume 8, 1999, p. 92
- ^ Albert Mühl: The Pfalzbahn. , Stuttgart 1982, ISBN 3-8062-0301-6 , p. 95
- ^ Albert Mühl: The Pfalzbahn. , Stuttgart 1982, ISBN 3-8062-0301-6 , p. 91
- ↑ a b c d e f Spielhoff, Locomotives of the Palatinate Railways, p. 182 ff
- ↑ a b Albert Mühl / The Palatinate Railcars / LOK MAGAZIN 99 from 1979 / S 448 ff.