Teltow (ship)

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1903: the Teltow with two Schiemann - bar pantographs on the Badewitz Bridge, the eastern end of the towing path

The Teltow , full name Schleppschiff Teltow with overhead line for electric towing operation , was an electrically powered tug on the Machnower See , a section of the Teltow Canal . It was named after the Brandenburg city ​​of Teltow .

The purpose of the plant was to avoid damage caused by the wake of the large coal ships that supplied the neighboring power plants Schönow and Steglitz . The ships were therefore towed by the Teltow . Because of the width of the water, no towing rail could be installed in the section concerned .

The overhead line technology used for this was based on the concept of the trolleybus . Initially, pantograph poles based on the Schiemann system were used, and in 1903 there was a changeover to a self-propelled pantograph trolley based on the Lombard-Gérin system .

The ship

The Teltow with a Lombard-Gérin pantograph

The ship was 17.59 meters long and 3.80 meters wide. It was built in 1903 in the chain shipyard of the Deutsche Elbschiffahrts-Gesellschaft in Dresden - Übigau ; the electrical equipment was supplied by Siemens-Schuckertwerke . The tugboat had a total of three propellers . The two outer motors, powered by 20  hp , were also used for steering. The middle propeller was driven by a 25 hp engine that was used solely for locomotion. The direct current electric motors obtained their electricity from three large accumulators or directly from the overhead line stretched across the Machnower See. The pantograph was mounted on a ship's mast in such a way that the ship had about five meters of room to move on both sides. The accumulators could also be charged from the overhead line. The maintenance effort for these energy sources is described as significant.

The Teltow was designed for a towing load of 1000 tons, with a maximum speed of four kilometers per hour when towed. Overall, the electric drive system was very prone to failure and the power consumption was three times as high as the consumption of the electric towing locomotives . A further development of the system of electric tugs was therefore rejected for reasons of cost.

The distance

The towing route across Lake Machnower began or ended at the Kleinmachnow lock and led to the narrowing of the actual canal section at the bathing bridge, later the Friedensbrücke . The electrified route was thus around 1.3 kilometers long. At both ends of the line, the tow locomotives were ready to take over the towing. In the literature there is talk of a trial phase until 1910. At the same time they experimented with a cable pull, similar to an endless loop. This possibility of ship movement was also rejected. The small steam tugs, which were then used on the lake section of the Machnower See and the Griebnitzsee, were operated as smoke-free as possible with coal oil in order to keep smoke nuisance to the residents to a minimum or to avoid it entirely. Even then, the developers placed great value on smokeless propulsion systems, both on ships and on land.

See also

literature

  • Michael Günther: A "trolleybus" on the Teltow Canal: tugboat "Teltow" with overhead line for electric towing operation . In: Verkehrsgeschichtliche Blätter , 6, Volume 33, 2006, pp. 148–149, ISSN  0232-9042
  • Kurt Groggert: Passenger shipping on the Havel and Spree . Berlin Contributions to the History of Technology and Industrial Culture, Volume 10. Nicolaische Verlagsbuchhandlung, Berlin 1988, ISBN 3-7759-0153-1 , p. 154
  • Hans-J. Uhlemann: Berlin and the Märkische waterways . transpress Verlag, Berlin, ISBN 3-344-00115-9 , pp. 118f.

Web links

Individual evidence

  1. Kurt Groggert: Personenschiffahrt on Havel and Spree . Berlin Contributions to the History of Technology and Industrial Culture, Volume 10. Nicolaische Verlagsbuchhandlung, Berlin 1988.