Württemberg AW
| Württemberg AW | |
|---|---|
 |
|
| Number: | 1 |
| Manufacturer: |
Aktiengesellschaft Elektrizitätswerke, formerly OL Kummer & Co. , Niedersedlitz Akkumulatorenfabrik Hagen |
| Year of construction (s): | 1897 |
| Retirement: | around 1908 |
| Axis formula : | Bo'2 'g2t |
| Type : | Direct current accumulator railcar |
| Genre : | AW |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 11,500 mm |
| Length: | 8,849 mm |
| Height: | 3,750 mm |
| Width: | 2,900 mm |
| Trunnion Distance: | 5,700 mm |
| Total wheelbase: | 1,700 mm |
| Service mass: | 27.23 / 28.2 t |
| Top speed: | 40 km / h |
| Drive battery: | 188 elements |
| Power system : | Direct current lead / battery |
| Number of traction motors: | 2 |
| Drive: | DC-bearing motors |
| Type of speed switch: | Travel switch |
| Brake: | electric brake |
| Coupling type: | Screw coupling |
| Seats: | 56 |
| Classes : | III |
The Württembergische AW was a four-axle accumulator railcar of the Royal Württemberg State Railways (KWStE).
history
The positive experience of the Palatinate Railways with various types of " omnibus vehicles with electric or gas engine drives " prompted the Royal Württemberg State Railways to purchase such vehicles as well. Since Württemberg had no coal deposits of its own, it was hoped that the use of electricity would make it more cost-effective to operate.
With the support of the company Aktiengesellschaft Elektrizitätswerke, formerly OL Kummer & Co. , Niedersedlitz - supplier of the electrical equipment and control - as well as the accumulator factory Hagen - supplier of the batteries - in 1897 a passenger car of the type Litera E (Ci) was converted from the own workshops to a battery car rebuilt. After a test run, the vehicle was incorporated into the state railroad in 1899. Previously, due to problems that had occurred, the batteries were replaced by the delivery company after a mileage of 9938 km. The new cells have now been installed under the seats. The conversion also increased the service weight to 28.2 tons.
The vehicle was only mentioned in passing in the accounts, which also suggests that it achieved its intended purpose - cost-effective operation.
The AW was used in the suburban traffic Stuttgart Hbf – Cannstatt and later on the Friedrichshafen – Ravensburg route . Passenger traffic was added later on the then new freight bypass route from Untertürkheim to Kornwestheim . As a so-called "Schuster-Express", the car mainly carried employees of the Kornwestheim shoe factory Salamander .
Whereabouts
After the Kittel steam railcars and the gasoline cars were purchased from Daimler, the accumulator railcar was hardly used after 1900. Around 1903 the electric drive was expanded again and the car was dismantled to a passenger car (number 201). He was then used in the Oberesslingen workshop on the staff train. The vehicle was likely retired in 1908.
Constructive features
- Underframe
The frame was completely riveted together from steel profiles. To support the chassis, the outer longitudinal beams were reinforced with trusses due to the increased weight of the car due to the installation of the accumulators. Screw couplings were installed as a pulling device and rod buffers as a pushing device.
- Car body
The car body was a wooden stand construction clad with tongue and groove wood. The side walls were straight, the roof of the car had a flat curve. The structure and layout of the car body still fully corresponded to that of the basic vehicle according to Litera E 4 . At both ends of the vehicle, the open transition platforms were used to install driver's cabs with side walls tapering to the front and front windows. The entrances to the transition platforms remained open, the entrances to the passenger compartment were still from the front sides.
- drive
The bogies were riveted together from sheet metal and angles and their design corresponded to the standard bogies with a 1700 mm wheelbase. The two drive motors were integrated in a bogie. In addition to the electric motor brake, spindle hand brakes were available as brakes at each end of the car.
- Passenger compartment
The car was designed with a continuous central aisle. There were driver's cabs at both ends of the car. In the middle of the vehicle were the six third-class compartments. They were divided in the middle by a partition with a door.
- drive
It was driven by two motors that were built into the driven bogie. The 188 storage elements were initially installed under the car body. With the replacement of the battery cells in 1899, they were also installed in the passenger compartment under the seats. Any common vapors were discharged by a fan under the floor through a side chimney over the roof.
- painting
The upper part of the car body was ivory, the lower part in Bavarian blue. The paint on the roof was probably gray-brown.
literature
- O. Hess: The Swabian accumulator railcar . In: Lok Magazin . Issue 7. Franckh'sche Verlagshandlung W. Keller & Co., Stuttgart 1964.
- Horst Obermayer: Accumulator car of the Royal Württemberg State Railway . In: Railway Journal . Issue 8/9. Fürstenfeldbruck 1996.