Types N 1 and n 2 of Wiener Stadtwerke - Verkehrsbetriebe
| N 1 and n 2 | |
|---|---|
 Two N 1 railcars with an n 2 side car coupled in between in the Michelbeuern depot
|
|
| Number: | 130 N 1 and 200 n 2 |
| Manufacturer: | Simmering-Graz-Pauker (SGP) |
| Year of construction (s): | 1954-1952 |
| Retirement: | 1978-1983 |
| Gauge : | 1,435 ( standard gauge ) |
| Length over coupling: | 11,900 |
| Width: | 2,300 mm |
| Fixed wheelbase: | 3,600 mm |
| Top speed: | 40 km / h |
| Power system : | 750 V = |
| Power transmission: | Overhead line , pantograph |
| Number of traction motors: | 2 |
| Control: | Contactor control |
| Operating mode: | Bidirectional vehicle |
| Coupling type: | Scharfenberg coupling |
| Seats: | 20th |
The types N 1 and n 2 of the Wiener Stadtwerke - Verkehrsbetriebe were a series of 330 two-axle motor coaches and sidecars that were designed for the Vienna Electric Light Railroad after the Second World War and manufactured by Simmering-Graz-Pauker (SGP). In contrast to their predecessor series N, n and n 1 , however, apart from test and transfer runs, they were no longer used in the Vienna tram network and were not designed for this.
history
After the war damage to the light rail infrastructure had been repaired, Wiener Stadtwerke - Verkehrsbetriebe (WStW-VB) focused on replacing the wagons that had been completely destroyed in the war and renewing the remaining vehicle fleet. For economic reasons, it was not possible to build new bogie cars , although the Swiss company Schindler developed a four-part articulated multiple unit with twelve axles especially for the Vienna Stadtbahn in 1955.
Instead, usable parts of the old wagons from the 1920s were reused. In addition to the wheelsets, this affected parts of the brake system, the lobes , the windows, the compressed air equipment and various small parts. The compressed air brake remained the service and emergency brake , the handbrake was only used as a parking brake . Both acted on the same brake linkage. The mechanical brake remained a block brake , it acted on both wheelsets on both sides. Nevertheless, it was more about new buildings than conversions or rebuilding, because significant changes were made. The car body was made of lightweight steel construction and mounted on a bogie welded from profiles and sheet metal with rubber damping. The wheel sets received roller axle bearings, they were guided by leaf springs below .
In total, however, only 130 type N 1 railcars and 200 similar type n 2 railcars were built between 1954 and 1962 , i.e. 50 old railcars and 70 old side cars were completely destroyed in the war or were used for other purposes from now on. In fact, there were fewer sidecars available as donor cars, because part of the n 2 was completely rebuilt due to a lack of usable old cars. The second generation of electric light rail vehicles was in use between July 12, 1954 and July 1, 1983 and was also painted red throughout. It was replaced by the U series on the Wientallinie and the Danube Canal line and by the E 6 and c 6 series on the belt line and the connecting curve. Sixteen type N 1 wagons were used as type NH work wagons after they were no longer used in passenger transport and were taken out of service by 2001.
general description
In the second generation, the old manually operated trumpet couplings were replaced by automatic Scharfenberg couplings with a contact attachment and also automatic air line couplings, increasing the length over the coupling by 30 centimeters to 11,900 millimeters. Furthermore, these prevented mixed operation with the previous generation.
Because of their angular shape, the second generation of electric light rail vehicles was nicknamed “Red Shoe Boxes ”. This appearance was reinforced by the side aprons that were originally at the same height. They were only cut back in the area of the bogie in the wagons that were delivered from 1957, whereby the wagons that were already delivered at that time were subsequently adapted accordingly. The interior lighting has been expanded to three series with eight lamps per car.
The previous telescopic sliding doors were replaced by electro-pneumatically driven double folding doors that could be operated from the driver's cab for the entire train. Above all, it prevented jumping up and down while driving, which permanently reduced the number of accidents on the tram. In the interior, the partition walls and sliding doors between the platforms and the passenger compartment were omitted; instead, glass panes now protected passengers from drafts .
Description railcar
In the case of the railcars, the electrical equipment, i.e. traction motors, pantographs and driving switches, was also taken over from the previous generation. However, the maximum possible speed was limited to only 40 km / h. In addition, instead of the previous line signal display, the railcars received new illuminated displays above the now one-piece windshield, which displayed both the line designation and the destination in a field. Because the transition to the tram network was no longer necessary, the railcars managed without tram-specific equipment such as direction indicators , bell straps or collecting baskets . However, this meant that they always had to be towed by a tram car to the main workshop.
The pantograph was now uniformly of the type SS 46, the other models of the previous generation, however, were no longer used. The mass of the N 1 multiple units was 17,400 kilograms, at 2300 millimeters they were also 60 millimeters wider. The foldable seat shells in the driver's cab were also new ; previously, the railcar drivers had to completely dismantle their seats when not in use and take them with them. Likewise, the independent train rear , so that accounted for the use of red shields in front of the headlights. There was also a driver's microphone in the railcars for the paging system in the entire train.
The two motors of the types D 871, GDTM 242 and US 701, the contactor control with multiple control , the fresh electricity heating , the two ELIN slip ring drive switches with twelve speed levels, the roof resistors and the roof light switch have been retained.
The second generation of railcars went into operation as follows:
| 1954: | 30 pieces | Road numbers 2881-2910 |
| 1955: | 12 pieces | Road numbers 2911-2922 |
| 1956: | 18 pcs | Road numbers 2923-2940 |
| 1957: | 6 pieces | Road numbers 2941-2946 |
| 1958: | 2 pieces | Road numbers 2947-2948 |
| 1959: | 19 pieces | Road numbers 2949-2967 |
| 1960: | 14 pieces | Road numbers 2968–2981 |
| 1961: | 27 pieces | Road numbers 2870–2878 and 2982–2999 |
| 1962: | 2 pieces | Road numbers 2879–2880 |
Description sidecar
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The associated type n 2 trailer cars were identical in construction to the N 1 multiple units , apart from the electrical equipment and the missing train destination displays . Their mass was now 10,500 kilograms, they were delivered as follows:
| 1954: | 45 pieces | Road numbers 5821–5865 |
| 1955: | 10 pieces | Road numbers 5866–5875 |
| 1956: | 27 pieces | Road numbers 5876-5902 |
| 1957: | 10 pieces | Road numbers 5903–5912 |
| 1958: | 2 pieces | Road numbers 5913–5914 |
| 1959: | 43 pieces | Road numbers 5915-5957 |
| 1960: | 27 pieces | Road numbers 5958-5984 |
| 1961: | 36 pieces | Road numbers 5800-5820 and 5985-5999 |
Train formation and capacity
As with the first, up to nine cars could also be used in the second generation, of which a maximum of three multiple units could be used. In each car there were 20 Durofol single seats in a compartment arrangement, longitudinal bench seats were no longer offered. In addition, there were standing room in railcars 47 running on the Zugspitze and in the guided railcars, while the sidecars - with exactly the same seating arrangement - consisted of 62 standing places. In total, a second generation light rail train could carry up to 701 people, 180 of them seated:
- 67 in the leading railcar
- 142 in the two guided railcars
- 492 in the six sidecars
literature
- Alfred Horn: Wiener Stadtbahn. 90 years of light rail, 10 years of underground. Bohmann-Verlag, Vienna 1988, ISBN 3-7002-0678-X .
Web links
Individual evidence
- ↑ Vienna: The Post-War Period - Reconstruction and Disorientation on tramway.at, accessed on December 26, 2017
- ^ A b Alfred Laula, Alfred Rosenkranz: Viennese tram cars - technology and photos . Josef Otto Slezak, Vienna 1983, ISBN 3-85416-092-5 , p. 89.
- ↑ Type sketch on a scale of 1: 100 in: Walter Krobot, Josef Otto Slezak, Hans Sternhart: Tram in Vienna - the day before yesterday and the day after tomorrow . 2nd, revised edition, Josef Otto Slezak, Vienna 1983. ISBN 3-85416-076-3 , p. 271.
- ^ Alfred Horn: Wiener Stadtbahn. 90 years of light rail, 10 years of underground. Bohmann-Verlag, Vienna 1988, ISBN 3-7002-0678-X , p. 145.
- ^ Type NH
- ↑ Type sketch on a scale of 1: 100 in: Walter Krobot, Josef Otto Slezak, Hans Sternhart: Tram in Vienna - the day before yesterday and the day after tomorrow . 2nd, revised edition, Josef Otto Slezak, Vienna 1983. ISBN 3-85416-076-3 , p. 237.
- ^ Alfred Laula, Alfred Rosenkranz: Viennese streetcar - technology and photos . Josef Otto Slezak, Vienna 1983, ISBN 3-85416-092-5 , p. 88