Osaka Electric orbit Debot 1 form train
| Osaka Electric orbit Debot 1 form, Debot 19 form train | |
|---|---|
 Debot 1 form going Ikoma Tunnel that just started a business | |
| Vehicle capacity | Debot 1 form: 100 (48 seats) Debot 19 form: 92 (40 seats) |
| Full length | 14820 mm |
| Overall width | 4,038mm |
| Overall height | 2,590mm |
| Vehicle mass | 23.3t |
| The main motor output | 123.1kW *2 |
| Gear ratio | 2.11 |
| Driving means | 吊掛式 |
| Remarks | A cart form: Baldwin 78-25A |
| About this table | |
An Osaka Electric orbit Debot 1 form train (numerousness or Debot 1 がたでんしゃ which I work, and how about which does not appear) is the passenger train which Osaka electricity orbit (large gauge) which is a forerunner of major private railroad, Kintetsu (Kintetsu) produced at the time of the opening of business in 1914. It was succeeded in のち Kintetsu and became the Kintetsu モ 200 form.
An increase detailed car of the affiliation describes the Debot 19 form train admitted into Kintetsu モ 200 form later in this clause in the same way.
Table of contents
Summary
When Osaka Electric orbit opened Uehommachi (existing Osaka-Uehommachi Station) - large gauge Nara (existing Kintetsu-Nara Station) interval (existing Kintetsu Nara Line) in 1914, these procedures are the 14m grade 3 door cars that 18 were made in total in Kishia Seizo company (Debot 1-15) and a crest of an ume flowers steel mill (Debot 16-18).
In addition, as for the Debot 19 form (Debot 19-28), ten cars were manufactured from an increase detailed car of the same shape in Kawasaki shipyard Hyogo factory (existing Kawasaki Heavy Industries) from 1920.
Body
I comprise the wooden body of the elegant design which took in a curved surface at double roof structure, one step of drop window everywhere.
The window placement was a seat all long seat in D(1)4(1)D5(1)D (door for the D: visitor, (1): shutter box window).
I did the front with a semicylinder shape in imitation of a train made in the United States of the same period and was a form to locate five pieces of windows on the circumference, but there was already a precedent by south seas railroads from about 1910, and this was a trend in the Kansai private railroad at the time. The body width did not leak out from the limitation of the building limit of Ikoma Tunnel to the custom of the wooden car with 2.4m grade narrowly, and a trass rod of the reinforcement was attached between the carts of the underframe.
In addition, a mine (トルペード) form ventilation device was attached to the dormer-window window part of both sides of the roof by three engines as a draft each at regular intervals.
Because there was combination orbit section in Nara-shi, the beginning of construction comprised a streetcar cowcatcher in the front lower part, but it is a car for exclusive use of the platform getting on and off, and the doorstep does not comprise it from a beginning. In addition, the title page for the visitor was hand-operated operation.
The beginning of production equipped a streetcar style with a headlight under a front window. I change the position to the これはのち driver's cab roof. In addition, the original current collector was a trolley pole, but this was made a pantograph in 1930, too. It is a screw type at first, and the connector is replaced with an automatic connector in last years of Taisho era.
The beginning of production was the grand appearance painted in a lacquer color, but becomes colored dark green of the standard color later. As for the interior decoration, a sculpture was put for a pillar and a handrail by the technique of the craftsman, and the cloth for light device and seat became the high-quality finish, too.
Major equipment
Main motor
The technical characteristic of this form maximum is equipped with an unprecedented high power motor for design those days.
In other words, it was common to be equipped with four main motors of the rating output 37kW (approximately 50HP) grade by the wooden train of the 15m grade from car 14m in length that the Kansai private railroad companies at the time constructed. In contrast, I equipped each car with GE-207E[1] made in United States General Electric (GE) company more than rating output 120kW two as Etsu Ikoma えの steep grade measures with the large gauge.
It lasted more than ten years and continued maintaining the record until it was the main motor for the strongest train in Japan for a simple substance at the time, and this GE-207E surpassed the effectiveness output numerical value of the master of a lot of import, domestic production motor equipped with in a 16m grade train of railroad House → Ministry of Railways at the same period, and new Keihan railroad P-6A form was equipped with TOYO DENKI SEIZO K.K. TDK-527A[2] four in 1927 and decorated the debut.
As a result, within it did it with run possibility between Uehommachi - Nara for one hour though it became the Ode rickshaw of the 300HP grade more than four motor cars of other companies while being two motor cars, and the continuation steep grade section of Ikoma Mountains existed on the way.
In addition, the driving means was about to hang it according to standard strategy at the time, and, as for the main motor, it was done 装架 in an expression by the second .3 axle.
Main controller
The controller was equipped with indirect non-MK electromagnetic switch-type controller made in automatic GE company in consideration of connection driving more at first. I in this way perform generalization control (plural vehicle remote control from top car) with possible specifications.
Brakes
The brakes were equipped with connection driving emergency direct brakes of the structure that they were the simplest for a possible thing.
Cart
A cart is the flat steel assembling balance beam type cart which import just began in in Japan at the time of in BW-78-25A made in American Baldwin Corporation. After all an axis spring type cart with forging cart frames such as product made in American Bril Corporation Brill 27G, 27E occupied the mainstream by the Japanese private railroad train, and the Brill 27MCB pro-introduction which was a high speed cart of the MCB standard conformity in Hanshin express or Hanshin to precede just began in those days. As for the introduction of the cart made of Baldwin, large gauge cut van by the Kansai private railroad, but, as for this, it is considered to have been the reason that the Baldwin A form cart comprised structure suitable for the brakes work constitution of both alettes expression that is advantageous to securing of braking force in the incline line for Brill 27MCB system optimized by a going on one-sidedly type shoe [3].
Because this Baldwin A form cart comprised superior performance by a rational design and production and repair were easy, I won a favorable reception and crossed the cart of afterward this system more than approximately 30 years until the 1940s and entered the mainstream of the cart for Japanese private railroad trains.
Large gauge type special outer ring
One of the characteristics to be common to a train of the Osaka Electric orbit includes a wheel of the unique structure to call itself a large gauge type special outer ring.
This was air brake common use in the Etsu Ikoma えの continuation descent steep grade section, and I ran a fever, and a tire part of the wheel [4] was adopted by the frictional heat with the shoe to prevent that a tire relaxed by thermal expansion and derailed it, and a derailment occurred.
Specifically, on the circumference of the junction of a tire and the rim to an equal interval of 12 places pierced it, and was structure to put a bolt through the front and back each after having attached a ring-formed presser bar from the table of the wheel, and to conclude with a nut, and in this way prevented tire relaxation at the time of the use of air brake in the continuation downslope section.
When this characteristic wheel is adopted on each vehicle as standard equipment through the Osaka Electric orbit era and builds the route leading the continuation steep grade section where 参宮急行電鉄 which, besides, is a subsidiary of the company includes 青山峠越 えを in, it is adopted to 2200 pro-wheels.
Operational
The high power two motor car by large gauge Nara Line ended only in Debot 1.19 form, and it was a standard one-based after the Debot 61 form who was an increase detailed car of the back [5] with four GE-240 system motors of the rating output 78.3kW (approximately 105HP) grade until the steel car times in the late 1920s. It was necessary to wait for the 600 system [6] of the design in 1935 so that a high power motor more than rating output 100kW was adopted by Nara Line vehicle again.
As for the Debot 1.19 form, use in the front line was performed while changing the form title from Debot to モ by large gauge → Kintetsu Nara Line until the 1940s and I did each other to a-type new steel car in a year and was allotted to express use. Debot 18 becomes the junk car in an accident at Tomio Station the other day in 1931. In addition, Debot 10 is damaged in an accident at Ishikiri Station in 1947 and is considered to be a kind car of ク 550 (the first generation) in the car family register.
Furthermore, in 1948, an express train for Uehommachi of three formation by モ 9.11.27 took charge in a downslope in Ikoma Tunnel by the trouble of brakes, and the same line car which lost stop means caused a catastrophe that rear-end collision, モ 9 was completely demolished to a preceding train [7] at Kawachi-Hanazono Station and started a lot of dead people [8]. It was a direct cause that a rubber brake pipe (a direct pipe: SAP pipe) became obsolete by postwar faulty maintenance for wartime, and this broke, but it might be said that it caused the worst situation called reckless driving, the collision that dangerous remodeling (an emergency brake operates the SME even if there is the break of the brake pipe if in a normal state) that I enfeoffed an emergency dialect function of the direct communication brakes (SME) with the emergency dialect as from lack of supplies in not only Kintetsu but also the companies for wartime was performed [9]. Kintetsu abolishes the SME which most of convention compact cars were equipped with taking advantage of this as much as possible and will push forward the shift to AMA automatic air brake using the safer A movement valve.
Main the Kashihara Line use that the Debot 1.19 form matched the progress of the deterioration, and was flat afterward and use by the rental to Nobutaka Ikoma electric railroad, Yamato railroad [10]. Still it was the longevity that was exceptional for the wooden construction train of the major private railroad that I crossed it to all car junk cars of 1964 for (by initial car 50 years) more than 40 years, and the majority of 25 remained [11].
I buried the missing number with the accident junk car, and it was done モ 200 form 201-225 and 改番 the other day in 1950 by form title rearranging by integrating Debot 1.19 form with 1 form.
Preservation car
Old Debot 14 who kept a model most (モ 212) murdered Kintetsu as Debot 1 on restoration [12] in the model in the collection of poles electric times in Kintetsu Tamagawa factory and, after a junk car of 1964, was saved in a pond amusement park.
However, because the amusement park was closed on June 6, 2004, the car is sent by land on June 3, 2005 to 五位堂検修車庫 and is kept now in the garage [13]. In doing so, the destination indication curtain of a previous center of the forehead or the window of the right-side end is restored, and a cart and a floor loom device are repainted in black by light gray.
Footnote
- ^ terminal voltage 600V time rating output 123kW (approximately 155HP) /660rpm.
- ^ terminal voltage 750V time rating output 149kW (≒ 200HP) /805rpm.
- They straightened ^, and these procedures comprised a going on one-sidedly-type shoe at the time of the construction.
- Shrink fitting was common with the wheel for the railroad carriage at the time of ^.
- I am made over ^ 1922 through 1924. のちの Kintetsu モ 260 form.
- I put ^ Mitsubishi Electric MB-213-AF (terminal voltage 600V time rating output 111.9kW/755rpm) on each motor car four.
- A local train for ^ Uehommachi. By two formation of モ 307 - モ 104, all comprised the steel body.
- ^ so-called flower garden accident. Refer to the clause of the Kintetsu Nara Line train reckless driving collision.
- モ 9 completely demolished in this accident that is ^ is dismantled and was done with a kind car of ク 554 (the first generation) in the car family register, but two cars of モ 11.27 to remain are active, and they return on one of repair.
- It is merged with Kintetsu in 1964, and the ^ Nobutaka Ikoma Railway Corporation becomes Kintetsu Ikoma Line, Tawaramoto Line.
- With the example that a Minoh Arima electricity orbit 1 form train (product made in 1910) which was a vehicle at the time of the Hankyu Corporation establishment of a business remained in 19 with the thing near ^ this until 1956 (abolish it totally in 18 junk cars, 1962 by the end of 1957).
- At this chance the above-mentioned large gauge type special outer ring was right, too and was restored ^.
- ^ Kintetsu performs almost none of the preservation of the old-model vehicle scrapped in-house and is the old model vehicle which this vehicle saves alone.
Allied vehicle
References
- "World railroad '64," it is Asahi Shimbun, 1963
Outside link
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