Esslinger railcar
| Esslinger railcar, 1st series | |
|---|---|
 Drawing Esslinger railcars (first series 1951–1957)
|
|
| Number: | 25th |
| Manufacturer: | Machine factory in Esslingen |
| Year of construction (s): | 1951-1957 |
| Axis formula : | (1A) (A1) (16 copies) B'2 '(7 copies) B'B' (2 copies) |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 23,530 mm |
| Height: | 3913 mm |
| Width: | 2930 mm |
| Trunnion Distance: | 15,800 mm |
| Bogie axle base: | 2500 mm; Driving bogie: 3600 mm * |
| Empty mass: | 32.0 t - 38.0 t |
| Top speed: | 80 km / h |
| Installed capacity: | 2 × 145 hp 2 × 150 HP |
| Motor type: | Deutz A8L614, A12L714 MAN W6V15 / 18A |
| Seats: | 71-112 |
| Floor height: | 1240 mm; 1200 mm * |
| Classes : | 3rd class, (from 1956 2nd class), e.g. Partly also 2nd class (from 1956 1st class) |
| * Bentheim Railway VT1 – VT3 | |
| Esslinger railcar, 2nd series | |
|---|---|
| Number: | 6th |
| Manufacturer: | Machine factory in Esslingen |
| Year of construction (s): | 1958-1961 |
| Axis formula : | B'B ' |
| Length over buffers: | 25,030 mm |
| Height: | 3700 mm |
| Width: | 2870 mm |
| Trunnion Distance: | 17,300 mm |
| Empty mass: | 37.5 t |
| Top speed: | 85 km / h |
| Installed capacity: | 2 × 190 hp 2 × 220 HP |
| Motor type: | Deutz A12L714 Deutz BA12L714, F8L413 |
| Seats: | 84-98 |
| Floor height: | 1200 mm |
| Classes : | 2nd class, e.g. Sometimes also 1st class |
| (all other data see above info box) | |
The Esslingen railcar is a diesel railcar for non-federal railways that was first delivered in 1951 .
history
The Esslinger railcar, or “Esslinger” for short, was developed in the early 1950s by Maschinenfabrik Esslingen for small and private railways. A total of 31 multiple units (VT) were built in two series, plus eight trailer cars (VB) and eleven control cars (VS).
The first series was built from 1951 to 1957. These vehicles had the window division 3–5–3, until 1954 three front windows and looked a little rounder overall. The second series was manufactured from 1958. Their vehicles were 1.5 meters longer, the window spacing was 4–4–4. In addition to the two front windows, they each had a window in the corner and a deeper apron.
From the first series, 25 railcars, six trailer cars and four control cars were handed over to operation, and from the second series six railcars, four trailer cars and five control cars.
A total of eighteen different rail companies were supplied with railcars. Most of the vehicles came to southern Germany due to the discontinuation of mainly northern German railways.
| Manufactured units | ||||||
|---|---|---|---|---|---|---|
| Railcar | sidecar | Control car | ||||
| Railway company | 1. S. | 2. S. | 1. S. | 2. S. | 1. S. | 2. S. |
| Farge-Vegesacker Railway | 2 | 1 | ||||
| Württemberg Railway Company | 2 | |||||
| Altona-Kaltenkirchen-Neumünster | 3 * | 2 | ||||
| Bielstein – Waldbröl small train | 1 | |||||
| Bergedorf-Geesthacht Railway | 2 * | |||||
| Bentheim Railway | 3 * | 1 | 2 | 2 | 1 | |
| Rinteln-Stadthagen Railway | 1 | |||||
| Teutoburg Forest Railway | 1 | |||||
| Moselle Railway | 3 | |||||
| German railway operating company | 3 | 1 | 1 | 2 | ||
| Hildesheim-Peiner District Railway Company | 1 | |||||
| Butzbach-Licher Railway | 1 | |||||
| Kahlgrund Verkehrs-GmbH | 1 | |||||
| Neheim-Hüsten – Sundern small railway | 1 | |||||
| Kleinbahn Niebüll – Dagebüll | 1 | |||||
| Kleinbahn Kiel – Segeberg | 1 | |||||
| Kiel-Schönberg Railway | 1 | 1 | ||||
| Frankfurt-Koenigsteiner Railway | 4th | 4th | ||||
| total | 25th | 6th | 4th | 4th | 6th | 5 |
| * = single engine | ||||||
| Designation (s) | Serial number | series | Construction year | Railway companies | Engines | Wheel alignment | Receive | |
|---|---|---|---|---|---|---|---|---|
| T21 FVE
VT21 TWE |
23341 | 1 | 1951 | 1951-1962: FVE
1962-1975: TWE |
1951: 2 × MAN 150 PS
1962: 2 × KHD 220 hp 19 ??: 2 × Büssing 150 HP |
(1A) (A1) | No | |
| T20 FVE
VT20 TWE |
23342 | 1 | 1951 | 1951-1962: FVE
1962-1973: TWE |
1951: 2 × MAN 150 PS
1962: 2 × KHD 220 hp 19 ??: 2 × Büssing 150 HP |
(1A) (A1) | No | |
| T10 WN
VT402 AWAY VT402 ESG T10 SDN |
23343 | 1 | 1951 | 1951: WN
1985: AWAY 2000: ESG 2007: SDN 20 ??: Igeba |
1951: 2 × MAN 150 PS
1968: 2 × Büssing 210 hp |
(1A) (A1) | Vehicle parked since 2000 | Yes (as of 2015) |
| VT6 AKN
VT111 SWEG VB236 WEG |
23349 | 1 | 1951 | 1951: AKN
1964: SWEG 2000: RHEB 2009: DBK |
1951: 1 × MAN 300 PS
1981: Without engine |
B'2 '
1981: 2'2 ' |
1981 conversion to a sidecar | Yes (as of 2012) |
| VT7 AKN
VT26 DAY VT90 FKE VT3 RAG / RBG 05 BBG |
23350 | 1 | 1951 | 1951-1963: AKN
1963-1966: DAY 1966–1977: FKE 1977-2001: RAG 2001-2005: BBG 2005– ?: Private |
1951: 1 × MAN 300 PS
1993: 1 × Caterpillar 306 PS |
B'2 '
1981: 2'2 ' |
Yes (as of 2005) | |
| VS160 FVE
VS 60 TWE VB160 TWE VB06 LLK VB26 RBG VS26 SRM |
23371 | 1 | 1951 | 1951-1959: FVE
1959-1969: TWE 1969–1973: LLK 1973-1994 |
2'2 ' | Meanwhile only sidecar
Shut down in 1987 |
No | |
| T33 OVAG
GDT0519 (OHE) |
23372 | 1 | 1951 | 1951–1957: OVAG
1957-1978: OHE |
2 × MAN 150 PS | (1A) (A1) | No | |
| T3 BGE
VT9 AKN VT04 SRM VT3 GE |
23384 | 1 | 1951 | 1951–1955: BGE
1955-1963: AKN 1963-1986: RBG 1986-2005: GE |
1 × MAN 300 PS | B'2 ' | No | |
| T4 BGE
VT10 AKN VT110 SWEG VT110 DEW VT110 KML |
23385 | 1 | 1951 | 1951–1955: BGE
1955-1963: AKN 1963–1985: SWEG 1985-2000: DEW 2000– ?: KML |
1 × MAN 300 PS | B'2 ' | ? | |
| VT1 BE
VT91 FKE VT07 RAG / RBG |
23436 | 1 | 1952 | 1952-1972: BE
1972-1977: FKE 1977 – now: RAG / RBG |
1 × DB 400 PS | B'2 ' | Museum vehicle | Yes (as of 2019) |
| VT2 BE
VT05 LLK VT05 RAG / RBG |
23437 | 1 | 1952 | 1952-1970: BE
1970-1973: LLK 1973 – now: RAG / RBG |
1 × DB 400 PS | B'2 ' | Yes (as of 2013) | |
| VT3 BE
VT10 HZL VT06 LLK VT06 RAG / RBG |
23438 | 1 | 1952 | 1952-1971: BE
1971-1973: HZL 1973: LLK 1973-2001: RAG / RBG |
1 × DB 400 PS | B'2 ' | No | |
| VB22 BE
VB22 FKE VB167 KVG |
23439 | 1 | 1952 | 1952-1972: BE
1972-1974: FKE 1974–1995: KVG 1995– ?: Pfalzbahn |
- | 2'2 ' | ? | |
| VB21 BE
VS21 BE VS21 HZL VS01 LLK VS11 SRM VM11 RBG VM11 BBG |
23440 | 1 | 1952 | 1952-1971: BE
1971-1973: HZL 1973: LLK 1973-2001: RBG 2001-2005: BBG 2005– ?: Private |
2'2 " | 1957 conversion to VS
1992 dismantling VM |
? | |
| VB23 BE | 23441 | 1 | 1952 | 1952-1974: BE
1974-1993: Italy 1993 - ??: Italy |
2'2 ' | 1974 sold to Italy | ? | |
| T20 AWAY
VT403 AWAY VT403 Bridge eV |
23493 | 1 | 1952 | 1952-1999 WEG
1999–2002: Brücke eV |
2 × Büssing 150 PS
2 × Büssing 180 HP 2 × Büssing 210 PS |
(1A) (A1) | No | |
| VT61 RSTE
VT3 HZL VT3 EFZ VT3 WTB |
23494 | 1 | 1952 | 1952-1965: RSTE
1965: TWE 1965-1968: RSTE 1968-1993: HZL 1993-1994: EFZ 1994– ?: WTB |
2 × KHD 145 PS
2 × KHD 155 PS |
(1A) (A1) | ? | |
| VT60 TWE | 23495 | 1 | 1952 | 1952-1969: TWE | 2 × KHD 145 PS | (1A) (A1) | Parked after an accident in 1966 | No |
| T64 MB
VT114 SWEG VT114 ESG VT114 WEG |
23497 | 1 | 1952 | 1952-1969: MB
1969–1998: SWEG 1998–2004: ESG |
2 × KHD 145 PS | (1A) (A1) | 1998–2000: rented to WEG
Parked in 1999 after an accident |
|
| VT104 DEBG
VT104 SWEG VT104 VBK VT104 DBK |
23498 | 1 | 1952 | 1952-1963: DEBG
1963-2000: SWEG 2000-2009: VBK 2009 – now: DBK |
2 × KHD 145 PS
2 × KHD 190 PS |
(1A) (A1) | In preparation (as of 2019) | Yes (as of 2019) |
| VT103 DEBG
VT103 SWEG VT103 FFF VT103 CLB |
23499 | 1 | 1952 | 1952-1963: DEBG
1963–1994: SWEG 1994-2005: FFF 2005 – Now: CLB |
2 × KHD 145 PS | (1A) (A1) | Yes (as of 2017) | |
| VT102 DEBG
VT102 SWEG |
23500 | 1 | 1952 | 1952-1963: DEBG
1963–1998: SWEG |
2 × KHD 145 PS | (1A) (A1) | Shut down in 1992 | No |
| T62 HPKE
T62 TWE VS230 AWAY T62 VBV |
23504 | 1 | 1952 | 1952-1967: HPKE
1967–1986: TWE 1986-1999: WEG 1999–2015: Brücke eV 2015 – now: VBV |
2 × KHD 145 PS
-Without- 1 × Büssing 210 PS from VT403? |
(1A) (A1)
2'2 ' (1A) (2)? |
1986–1989 conversion into a control car
2004 dismantling in railcars |
Yes (as of 2020) |
| T63 HPKE
VT113 SWEG |
23550 | 1 | 1952 | 1952-1969: HPKE
1969–1976: SWEG |
2 × KHD 145 PS | (1A) (A1) | Scrapped after an accident | No |
Constructive features
The vehicles had conventional pulling and buffing devices ( couplings and buffers ), and if necessary, the railcars could also carry freight cars like tow cars. The car bodies were welded from profiles and sheet metal.
There were two double doors between the compartments, with the stop mostly in the middle of the entrance, not on the outside. Some railcars also had a luggage compartment with a separate double door at one end behind the driver's cab. The vehicles of the Bentheimer Eisenbahn of the first series had front doors with a transition plate, these were added at the end of the 1959s, but the narrow middle front window remained. Instead, these railcars only had a simple door at the first entry behind the driver's cab. The driver's cabs were separated from the compartments by a partition wall, which was glazed in the upper part. Some railcars had a toilet. As a rule, the windows were designed as recessed windows with metal frames. Some of the first vehicles were delivered with wooden slatted benches, later upholstered seats were the norm. The seat division was 2 + 2 in the first and 3 + 2 in the 2nd class.
Most of the vehicles were twin-engine, the inner axle of the bogie was driven by a fluid coupling, gearbox and reversing gear. All axles were powered on two railcars of the first series and all railcars of the second series.
Seven railcars were single-engine, the engine worked via cardan shafts and a Voith gearbox on both axles of one bogie . While the engines were usually mounted under the floor, the engine in the single-engine railcars of the Bentheimer Eisenbahn was built on the bogie, which was therefore reinforced and had a wheelbase of 3.6 meters; the engine protruded into the passenger compartment.
The railcars of the Bentheimer Eisenbahn also had a boiler for train heating. So normal passenger cars (including DB through cars) could be carried.
Most railcars were painted cream-red on delivery, but there were also railcars in cream-blue. The railcars of the first series also had a surrounding strip under the windows when they were delivered. The railcars were later painted in the respective railway colors.
Working copies
Ten Esslingen railcars are still preserved, as well as two sidecars and two control cars:
A first series railcar (formerly Kleinbahn Niebüll – Dagebüll ) and a sidecar (formerly Deutsche Eisenbahn-Betriebsgesellschaft ) are used by the German Railway Association .
The Kreisbahn Mansfelder Land uses a modernized Esslingen railcar (of the second series) for occasional traffic on the Wipperliese .
The local railway Endorf – Obing (LEO), operated as a museum railway, regularly used the VT 103 (first series) on all Sundays and public holidays in the summer months up to 2014;
The Albtal-Verkehrs-Gesellschaft used a vehicle of the second series on the Felsenlandexpress between Karlsruhe and Bundenthal-Rumbach . However, it is currently questionable whether the engine damage that occurred in August 2017 will be repaired. The vehicle is therefore parked for the time being.
In addition, the Regentalbahn AG still has two vehicles of the first series (VT + VS) in stock, with which the Association Wanderbahn im Regental offers excursions on the Gotteszell – Viechtach railway line . Due to the start of regular operations on this route, these trains have been running in mixed traction with a regional shuttle since 2017.
The former VT 61 of the Rinteln-Stadthagener Eisenbahn is being refurbished at the Mannheim Historical Railway , after it was in use at the Wutach Valley Railway until 2015 and was last parked.
Picture gallery
- Esslinger from various companies
VT 61 of the RStE in Nienstädt (1964)
VT 103 of the SWEG in Odenheim station (1990)
VT 103 of the local railway Endorf – Obing in Halfing (2007)
VT 114 of the SWEG in Menzingen station (1989)
VT 112 of the SWEG in Münzesheim station (1992)
VT 452 of the AVG on the Murgtalbahn (2002)
Esslinger railcar of the Frankfurt-Königsteiner Railway in Kelkheim (1984)
.jpg)
literature
- Thomas Estler: Esslinger railcar . Transpress Verlag, Stuttgart 2002, ISBN 3-613-71182-6 .
- Michael Kochems: 55 years “Esslinger” . In: Eisenbahn-Magazin , 12/2001, pp. 28–32.
- Wolfgang Fiegenbaum: The railcars of the Eßlingen machine factory on the German private railways . In: Lok Magazin , 114/1982, pp. 199–217 and Lok Magazin , 115/1982, pp. 286–294.
- Rolf Löttgers: Benz without a star in Lower Saxony . In: railway magazine . No. 11 , 2018, ISSN 0342-1902 , p. 46-49 .
Web links
- Where the VT 103 stays at the Chiemgauer Lokalbahn (Bad Endorf – Obing)
- Esslingen railcar on the Regentalbahn
- Delivery list
Individual evidence
- ↑ On the TWE in: Lok Magazin 11/2015, p. 76 f.
- ^ Diesel multiple unit 452 of the machine works Esslingen on the AVG website
- ↑ Private website with some exterior and interior shots of such a trip from July 19, 2014 and a video from 2017
- ↑ Felsenland-Express is now operated by DB Regio ( Memento from September 15, 2017 in the Internet Archive )