AEG benzene railcars
| AEG benzene railcars | |
|---|---|
 historical recording
|
|
| Numbering: |
SEG T1 – T7 KB T20, 22, 24, 25, 26 VWE T114 NWB T 113 Schleswiger Kreisbahn T1 and T2 KOE T2 Südstormarnsche Kreisbahn T1, T2 |
| Number: | 12 |
| Manufacturer: | Van der Zypen & Charlier , NAG |
| Year of construction (s): | from 1925 |
| Retirement: | until 1970s |
| Type : | 1A |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 12,800 mm |
| Length: | 11,600 mm |
| Height: | 3,752 mm (without cooler) |
| Width: | 3,000 mm |
| Total wheelbase: | 6,000 mm |
| Empty mass: | 19,400 kg |
| Top speed: | 50 km / h |
| Installed capacity: | originally 75 PS after conversion 135 PS and 145 PS |
| Wheel diameter: | 1,000 mm |
| Motor type: | Originally NAG after renovation by Büssing and KHD |
| Motor type: | Originally six-cylinder four-stroke petrol engine after conversion of six-cylinder four-stroke diesel engine |
| Power transmission: | mechanically with TAG gear after conversion of Mylius gear |
| Brake: |
Indirect brake type Knorr handbrake |
| Seats: | 50 |
| Standing room: | 15th |
| Floor height: | 1,230 mm |
| Classes : | 3. |
The AEG benzene railcars were a type of railcar of the AEG developed in Germany , which Van der Zypen & Charlier supplied for the Süddeutsche Eisenbahn-Gesellschaft (SEG) and other companies in Schleswig-Holstein . They were used by private railways from 1925 , including the Kaiserstuhlbahn . Some railcars have been preserved to this day.
The Kaiserstuhlbahn T 24 was handed over to the Hessencourrier in 1977 . From there he came to the Association of Traffic Amateurs and Museum Railways in 1989 , where it is preserved as the oldest surviving two-axle diesel multiple unit in Germany.
history
The design, which was one of the first railcars in Germany, had its origins in the wagon construction part at the Linke-Hoffman works and in the machinery at NAG , where the engines and gearboxes came from. Well-known customers for the vehicles were the Süddeutsche Eisenbahn-Gesellschaft, the Rendsburger Kreisbahn , Schleswiger Kreisbahn , Kreis Oldenburger Eisenbahn and Südstormarnsche Kreisbahn . Other vehicles were sold to railways in neighboring Europe and to South America and China . A feature of the vehicles was the lamellar cooler located under the driver's cab and the air duct on the roof on this side of the vehicle, through which the cooling system received sufficient fresh air even when reversing.
Kaiserstuhlbahn
Seven railcars were delivered to the Süddeutsche Eisenbahn-Gesellschaft . It was mainly used on the Kaiserstuhlbahn. The T7 burned out in 1929, was converted into a sidecar and later retired. The T6 was handed over to the Reinheim-Reichelsheimer Eisenbahn in 1931 , had an accident in 1933 and was scrapped in the same year. The other vehicles received the designations T20 , T22 and T24-26 from the Süddeutsche Eisenbahn-Gesellschaft . In addition to the Kaiserstuhlbahn, they were used on the Bregtalbahn and, after 1950, on the Frei-Weinheim – Jugenheim-Partenheim (Selztalbahn) line.
The T20 and T22 were retired in 1955. The T24 was handed over to the Hessencourrier in 1977 . In 1989 the railcar became the property of the Transport Amateurs and Museum Railroad Association . There he made some trips under his own steam. At an unknown point in time, Büssing's diesel engine was damaged, so that the car is only available as a stationary object.
Niederweserbahn
When the service with the Selztalbahn was over, the former T26 came to the Niederweserbahn in 1954. There it was given the new designation 113 . The railcar was in use until 1965 and was retired in the same year and later scrapped.
Verden-Walsroder Railway
The T25 came to the Verden-Walsroder Railway after its use on the Frei-Weinheim – Jugenheim-Partenheim (Selztalbahn) line . It arrived at its new owner in a damaged condition. The purchase price was low, but the reworking was all the more expensive. A diesel engine A8l 614 from KHD including a Mylius gearbox was installed. To do this, the base had to be reworked. The outer shape was changed by pulling the windows further down. The vehicle lost the distinctive radiator so that it looked the same on both sides.
When it went into operation in 1957, the company had a powerful vehicle that could transport two passenger cars and some freight cars at a speed of 50 km / h. In 1966 there was a collision with a truck at a level crossing. The car was then rebuilt for six months and used until 1970. In the same year it was retired and later scrapped.
Schleswig circular path
In 1925 two railcars as T1 and T2 were bought by the company. They were employed by the company their entire working life. Both had an engine output of 110 hp. While the T1 retained its original shape, the T2 was completely redesigned during a renovation. The T1 was retired in 1965, the retirement dates of the T2 are dated to 1972. This railcar has been preserved to this day (2020). After working for museum railways in the Netherlands and Belgium , he returned to Germany in 2006 and is in the interest group for the preservation of historic vehicles in Wilhelmshaven as a non-drivable exhibit.
Oldenburg Railway District
A railcar was delivered in 1925 with the designation KOE VT2 and should serve the routes of the Inselbahn Fehmarn . The railcar went to the Deutsche Reichsbahn in 1941 . It was converted to a sidecar, which was designated as EB 184 51. After 1945, operations on the Meckenbeuren-Tettnang local railway are known.
Südstormarnsche Kreisbahn
Two railcars were delivered to the Südstormarnsche Kreisbahn as T1 and T2 . They had an output of 125 hp. In 1952 they were sold to the Ruhr-Lippe-Eisenbahnen . One railcar was retired in 1954, the other converted into a sidecar. This was scrapped in 1968.
Constructive features
The railcars were designed according to the so-called heavy construction and were manufactured using rivet construction. The exterior was determined by a radiator built into the engine side of the car halfway up the front. On the roof there was an air duct on the engine side, which sucked in the cooling air for the engine even when reversing. They had an open-plan compartment for 50 people, divided into a compartment for smokers with 30 seats and one for non-smokers with 20 seats. They didn't have a toilet. The floor plan was retained during later renovations. In the interior, the seats, partitions, cladding and panels were made of wood, as well as special windows made of casement windows.
The machine system originally consisted of a gasoline engine from NAG and a manual transmission from the same manufacturer. Only the electro-pneumatic control of the engine and transmission was an in-house development by AEG. The engine was arranged lengthways in driver's cab 1. In the 1930s it was replaced by a diesel engine from Büssing . This developed up to 135 hp (92 kW). As a result of this conversion, the car lost the ventilation shaft on the roof. This created space for an additional middle window in the front of the car.
The railcar of the Verden-Walsroder Railway was equipped with a KHD diesel engine with 145 HP (107 kW) and a Mylius gearbox .
literature
- Rolf Löttgers, Horst Dreyer, Pero Schmidt: Kleinbahn Verden-Walsrode . Lührs and Röver publishing house, Verden 2009
Web links
- Joachim Schmidt Railway Foundation: Photo of KB VT 24 (1973) on eisenbahnstiftung.de.
- Website about the vehicles of the Kaiserstuhlbahn with a mention of the VT 24
- Website of the T 24 at the Association of Traffic Amateurs and Museum Railways, the last known owner of the vehicle
Individual evidence
- ↑ a b c d data sheet of the vehicles of the Kaiserstuhlbahn with mention of the T 24
- ^ Website of the T 24 railcar at VVM
- ↑ Rolf Löttgers: The narrow-gauge railway time in color Franckhsche Verlagsbuchhandlung, Stuttgart, 1983, page 125
- ↑ a b Rolf Löttgers, Horst Dreyer, Pero Schmidt: Kleinbahn Verden-Walsrode Verlag Lührs and Röver, Verden 2009, page 66
- ↑ a b Gerd Wolff: German small and private railways, part 1-Schleswig-Holstein Verlag Wolfgang Zeunert, Gifhorn, 1972, page 42
- ^ Photo of the T2 1965 of the Schleswig District Railway at the Joachim Schmidt Railway Foundation
- ↑ Ludger Kenning, At that time at the Schleswiger Kreisbahn , Verlag Kenning, Nordhorn 2017, ISBN 978-3-944390-02-4 , page 83
- ↑ Website about the vehicle at the interest group for the preservation of historic vehicles
- ↑ Photo of the KOE VT 2 on Drehscheibe-Online.de
- ^ Gerd Wolff: Deutsche Klein- und Privatbahnen, Part 1-Schleswig-Holstein Verlag Wolfgang Zeunert, Gifhorn, 1972, page 90
- ^ Photo of the EB 184 51 at the local railway Meckenbeuren-Tettnang
- ↑ a b Gerd Wolff: Deutsche Klein- und Privatbahnen, Part 1-Schleswig-Holstein Verlag Wolfgang Zeunert, Gifhorn, 1972, page 126
- ↑ Data sheet of the Ruhr-Lippe-Eisenbahn with mention of the T1 and T2
- ^ Rainer Humbach: 100 years of the Kaiserstuhlbahn , in Eisenbahn-Kurier 12-1994
- ^ Photo of the preserved T24 from around 1989
- ↑ Photo of the interior of the preserved T24 from around 1989
