Prussian 2481 and 2482
| Prussian 2481 and 2482 | |
|---|---|
 Railcar 2481 on the Wannseebahn, around 1900
|
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| Numbering: | 2481, 2482 |
| Number: | 2 railcars |
| Manufacturer: | EAW Tempelhof , Siemens & Halske |
| Year of construction (s): | 1900 |
| Retirement: | 1902 |
| Axis formula : | Co |
| Genre : | C3 esT |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 11,800 mm |
| Length: | 10,500 mm ( car body ) |
| Total wheelbase: | 6500 mm |
| Empty mass: | 33.0 t (2481) 30.0 t (2482) |
| Top speed: | 60 km / h |
| Continuous output : | 463.5 kW |
| Wheel diameter: | 1000 mm |
| Power system : | 750 V = |
| Power transmission: | lateral busbar coated from above |
| Number of traction motors: | 3 |
| Drive: | DC series motor |
| Type of speed switch: | 14th |
| Train brake: | Westinghouse air brake |
| Train heating: | Steam heating |
| Coupling type: | Screw coupling |
| Seats: | 29 |
| Classes : | 3. |
| all data relate to the period 1900–1902 | |
The Prussian railcars 2481 and 2482 were two railcars for the electrical test operation on the Wannsee Railway between Berlin Wannseebahnhof and Zehlendorf Mitte in the years 1900 to 1902. The cars were converted from existing three-axle compartment cars for electrical operation and returned to their original condition after the test set back.
history
Around 1900, some electrical companies offered the Prussian state railways electrification of the Berlin city, ring and suburban railways in order to demonstrate the advantages of electrical operation. The state railway provided the new Wannseebahn between the Wannseebahnhof in Berlin and the Zehlendorf Mitte train station for the experiment . The twelve-kilometer line was built in 1891 as the first line in the Berlin area for purely suburban operations and had six stations. The railway was equipped with conductor rails for the test operation. For the test, a train consisting of two compartment railcars with passenger cars placed in between was put together, the basic structure of which corresponded to the train of the steam-hauled Wannsee railway trains. The train with a total mass of 193 tons was around 25 tons lighter than a comparable steam train. In addition to the two three-axle railcars that ran at the Zugspitze and at the end of the train, the train comprised four three-axle 2nd class compartment cars, three three-axle 3rd class compartment cars and a two-axle 3rd class compartment car. On August 1, 1900, the Prussian State Railroad started trial operations. The train ran in the schedule of the steam trains, so there was no reduction in travel time. In total, the train ran 15 times a day. Operations ended on July 1, 1902, and the wagons and systems were then returned to their original condition.
Railcar 2481
Railcar 2482
construction
The two compartment cars used for the test operation were taken from the existing fleet and converted accordingly. The Tempelhof railway repair shop reinforced the supporting structure and the axles to accommodate the electrical components. Each axis was driven by a series motor, the motors were permanently connected in parallel with each other . The anchors of the motors were wedged onto the axle. The two-part stators of one railcar were attached unsprung to the underbody of the car by means of a lever arrangement, whereas the other railcar was attached to the underframe by springs. The tensile forces were transferred to the underframe via the suspension springs, so that the free steering axles could be retained. Each traction motor could be loaded with 200 amperes when starting, with a motor terminal voltage of 600 volts the short-term output of both railcars was 720 kilowatts.
The railcars each had a driver's cab. The five-part front provided a clear view of the route. The drive switch was in the middle and had two switch drums . The right shift drum was used for control, the left for speed control. The control drum comprised six switching stages:
- Position 1: forward with both railcars
- Position 2: forward with railcars at the Zugspitze
- Position 3: forward with a railcar at the rear of the train
- Position 4: Braking with railcars at the Zugspitze
- Position 5: backwards with a railcar at the Zugspitze
- Position 6: off
In train operation, the front railcar ran in position 1, the rear railcar in position 6. With multiple control, in position 6 the motors in the end railcar could be switched to reverse. When starting up, the two motor groups were first connected in series and then in parallel when a certain speed was reached. The connection was made via a control line . The series resistors were arranged on the car roof and under the car floor. When starting, only the resistors of the leading railcar were used.
An electric motor controlled the main air reservoir for the air brake . When the pressure in the main air line fell below 6.5 bar, it switched on automatically and switched off again at 8 bar. The brake arrangement corresponded to the usual passenger cars, the lines only had to be laid around the engine blocks. In addition to the compressed air brake, the railcars had a handbrake and a short-circuit brake operated via the travel switch .
A boiler for steam heating was installed in railcar 2481 to heat the cars .
The electricity was drawn from a side busbar that was painted from above . The pantographs were sliding shoes that were attached to each axle socket of the railcars by means of springs. The pantographs were isolated from the axle sockets by means of impregnated wood. The current flow ran from the sliding shoe over a copper line to the upper pantograph plate and from there to the pantograph line, which connected the entire train with each other.
literature
- Dieter Kutschik: Electric train transport on the Wannseebahn. The trial operation from 1900 to 1902 . In: Verkehrsgeschichtliche Blätter e. V. (Ed.): Electricity instead of steam! 75 years of the Berlin S-Bahn. The great time of electrification . Verlag GVE, Berlin 1999, ISBN 3-89218-275-2 .