Palatine MC
| Palatine MC | |
|---|---|
 |
|
| Numbering: | 3050, 5130 |
| Number: | 2 |
| Manufacturer: | Rastatt / Kummer, Dresden / AFA Berlin |
| Year of construction (s): | 1900 |
| Retirement: | > 1927 |
| Axis formula : | 1A1 |
| Type : | Direct current accumulator railcar |
| Genre : | C3eaT Bay00 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 14,590 mm |
| Total wheelbase: | 8,100 mm |
| Service mass: | 36.6 t |
| Friction mass: | 10.51 t |
| Top speed: | 45 km / h |
| Starting tractive effort: | 2 × 30 kW |
| Range: | approx. 100 km |
| Capacity: | 225 Ah |
| Driving wheel diameter: | 940 mm |
| Impeller diameter: | 940 mm |
| Power system : | Direct current lead / battery |
| Drive: | 2 DC cradle bearing motors |
| Brake: | electric brake |
| Train heating: | 2 oven heaters |
| Coupling type: | Screw coupling |
| Seats: | 68 |
| Classes : | III |
The Palatinate MC were railcars with direct current motors, which were fed by accumulators . The sample vehicle was built in 1900 on the order of the Palatinate Railways by a consortium of companies consisting of Waggonbau Rastatt - responsible for the chassis and wagon body, the Kummer company from Dresden - responsible for the electrical equipment - and the manufacturer of the accumulators, the AfA company from Berlin . The vehicle had seven compartments of the III. Class with a total of 68 seats. If necessary, a trailer with a max. 10 t empty weight and 50 seats can be attached.
development
The Palatine railways tested from 1896 different " Omnibus cars with electric or gas engine drive". From 25 May to 31 December 1896, the two by the supplier Akkumulatorfabrik free surrendered laid Hagen Akkumulatortriebwagen on the narrow gauge line between Ludwigshafen and Mundenheim 20,796 kilometers back and transported 72,400 people.
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 built 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 journeys were made with a motor vehicle and one or two trailer vehicles.
procurement
The tests with the test car were so satisfactory that the construction of another car was commissioned as early as 1898. This was also built by the Ludwigshafen workshop. The chassis and the car body of a two-axle compartment car were converted into a three-axle accumulator railcar of the III. Class rebuilt. The delivery of this car was delayed. In 1899 it was decided to order two new wagons, which were supplied by Rastatt, Kummer and AfA in 1900 and named Wagen Pfalz.B. 3050 and Pfalz.B. 5130 were classified. The Palatine accumulator railcars were taken over into the stock of the cars. The Palatinate MC had sheet no. In the 1913 car register. 49.
commitment
The mileage and routes of use of the standard-gauge accumulator railcars of the Pfalzbahn were:
| year | Mileage | stretch |
|---|---|---|
| 1897 | 48,810 km | Ludwigshafen - Neustadt or Ludwigshafen - Worms |
| 1898 | 48,852 km | as above |
| 1899 | 57,225 km | as above |
| 1900 | 96,912 km | Ludwigshafen-Neustadt, Ludwigshafen-Worms, Neustadt-Winden, Neustadt-Dürkheim, Landau-Annweiler |
| 1901 | 154,014 km | as above and Schifferstadt-Speyer |
| 1902 | 178,200 km | as above and Landau-Germersheim |
| 1903 | 212,214 km | as above |
| 1904 | 191,000 km | as above |
| 1905 | 176,000 km | as above |
| 1906 | 158,000 km | as above |
| 1907 | 170,000 km | as above |
| 1908 | 171,844 km | as above |
Loading points for the vehicles were located in the Ludwigshafen, Neustadt, Landau and Schifferstadt train stations.
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 as class AT 206 with the numbers 301 and 302 to the Ludwigshafen directorate. While the car 301 was back in a passenger car of the III. Class was dismantled, railcar 302 was renumbered in 1927 to number 206 and handed over to the RBD Kassel.
construction
The underframe was riveted together from steel profiles, the car body was a wooden stand construction with seven compartments, the side walls were clad with sheet metal. In appearance, the vehicle was comparable to the Prussian compartment car. The drive consisted of two driven and one non-driven axle, which was designed as a club steering axle . The wheel diameters were the same for all axles. Screw couplings were installed as a pulling device and rod buffers as a pushing device . Spindle hand brakes were available as brakes at each end of the car , which acted on the respective axle on both sides.
Machine system
Two two-pole DC voltage series motors were installed as motors in a pin-bearing design , which acted on the respective end axis via a simple gear drive. 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.
Passenger compartment
Adapted for use in light passenger traffic, the vehicle had a total of seven compartments of the III. Class with 10 places each. In compartments "D" and "F" one space was omitted in favor of an oven heater. There was no abortion. The electric lighting was also supplied by the batteries.
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 .
Remarks
- ↑ It became car 80 290 Ludwigshafen, 1930 48 360 of the type C3 Bay 00/27
Individual evidence
- ↑ a b c d e Spielhoff: Locomotives of the Palatinate Railways. Verlag Pepke, 2011, ISBN 978-3-940798-15-2 , p. 190.
- ↑ Spielhoff: Locomotives of the Palatinate Railways. Verlag Pepke, 2011, ISBN 978-3-940798-15-2 , p. 214.
- ↑ a b c d e f Albert Mühl: The Pfalzbahn. 1982, p. 92 ff.
- ↑ a b c Festschrift for the 100th anniversary of the German Railways, 2nd edition 1938, p. 264