AEG railcar type Flensburg

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AEG type Flensburg
Original version
Original version
Numbering: Flensburger Kreisbahn T1 and T2
HEG T67
RLE T4
RK T. 1 and T. 2,
SVG T23,
EPG VB 563
Number: 4th
Manufacturer: LHL , NAG
Year of construction (s): 1925
Retirement: until 1965
Type : 2'B 'bm
after conversion 2'B' dm
Gauge : 1000 mm ( meter gauge )
Length over coupling: 13,720 mm
Length: 12,935 mm
Height: 3650 mm
Width: 2650 mm
Trunnion Distance: 7,920 mm
Bogie axle base: 1,600 mm
Total wheelbase: 9,420 mm
Empty mass: 15,200 kg
Top speed: 35 km / h
Installed capacity: originally 55 kW (75 PS)
after conversion 66 kW (90 PS)
T1 after conversion 107 kW (145 PS)
Wheel diameter: 800 mm
Motor type: Originally four-cylinder four-stroke benzene engine
after conversion of four-cylinder four-stroke diesel engine
T1 after conversion of eight-cylinder four-stroke diesel engine
Brake: Indirect brake as a compressed air brake
Seats: 40
Standing room: 30th
Classes : 3.

The AEG type Flensburg railcars were a type of railcar of the AEG developed in Germany , which was supplied by Linke-Hofmann-Busch and the National Automobile Society for the Flensburger Kreisbahn and the Rendsburger Kreisbahn . They were in operation there from 1925. After these companies ceased operations, they were still in use on various other routes. The vehicles were retired by the end of the 1960s. One has been preserved and stands as T43 at DEV .

history

Flensburg circular railway

The vehicles were procured in October 1925 because in the 1920s the older vehicles on the circular path with the GmP trains no longer met the demands of customers in order to compete with car traffic. After it was delivered, it was possible to separate passenger and freight traffic, and at the same time the maximum line speed was increased from 30 to 40 km / h.

This increase could only be achieved by overloading the motors. Nevertheless, they did not have any major shortcomings on the route profile with several longer inclines, many curves and a distance between stops of around 1.8 km. The cylinders did not have to be ground out either. In 1927 and 1929 the company procured two more railcars as Flensburger Kreisbahn T3 and T4 from DWK . As a result, the daily output of the railcars could be increased from 300 to 850 kilometers.

In 1949 the railcars were equipped with diesel engines. The conversion changed their characteristic appearance, as the fan shaft for the air supply for the carburettor could be removed on the engine side . This gave the train drivers a better view of the engine side. With the cessation of train operations on the Flensburg District Railway, both railcars found new owners.

Rendsburger Kreisbahn

In 1925 the Rendsburger Kreisbahn received two railcars as T. 1 and T. 2. In 1939, the T. 1 railcar got a diesel engine 6V18V from Deutsche Werke with 80 hp and in 1942 a new gearbox for a higher speed, so that the output increased to 105 hp could be. For structural reasons, the drive bogie had to be exchanged with the bogie so that the drive frame was no longer under the motor. The T. 2 railcar was also equipped with the same diesel engine in 1949, but the gearbox was not converted. When the fan was omitted, both railcars were given a new front end with three larger windows on the engine side in 1942 and 1943.

Ruhr-Lippe Railway

The Flensburg T1 was transferred to the Ruhr-Lippe-Eisenbahn in 1953 and called the T4 . He received a much more powerful diesel engine from KHD and a completely new car body, but on March 4, 1962, the company gave up its operation on the meter gauge . The car body was then given to an animal shelter in Welver .

Hoya-Syke-Asendorfer Railway

The Flensburg T2 switched to the Hoya-Syke-Asendorfer Railway in 1953 . After an overhaul of the drive system, it went into operation in November 1953 under the new designation T 67 on what was then still a narrow-gauge line. By buying newer railcars, the former T2 was used less and less because of its outdated drive system. The railcar was parked when the line was changed. In 1965 the railcar was taken out of service and scrapped a little later.

Sylt transport company

The Rendsburger T. 1 was acquired by the Sylter Verkehrsgesellschaft in 1957 and used as the T 23. Here he received a new brake system for tram operation and an external exhaust system. In the 1960s there was another new Büssing S13 engine that was throttled to 120 hp. In 1971 it was retired and handed over to the IHS . From there he came to the German Railway Association in 1981 , where he is not operational.

Emden – Pewsum – Greetsiel district

The T. 2 of the Rendsburger Kreisbahn came to the Emden – Pewsum – Greetsiel district in 1957 , where it was used as a VB 563 sidecar without an engine. In 1963 it was scrapped.

Constructive features

Like the AEG benzene railcars, the vehicles were designed according to the so-called heavy construction and were manufactured using rivet construction. The frame of the car body was still made of oak and was clad with sheet metal. The distinguishing features of the vehicles were the five side windows with double skylights, the recessed entry doors that allowed a large luggage compartment, initially the air ducts on the engine side for the carburetor air, the cow catchers on the front sides and the exhaust system on the roof. In contrast to the standard-gauge AEG benzene railcars, the Flensburg-type cars were four-axle vehicles with two bogies.

The machine system originally consisted of a four-cylinder, four-stroke benzene engine, which was mounted under the floor but protruded into the passenger compartment, and a pneumatically switched four-speed gearbox from NAG . The inner axle of a bogie was driven by a cardan shaft. The axle sequence 2'B 'came about because this axle was driving the outer axle of the same bogie via a coupling rod on the outside. In 1939 and after 1949 the outdated benzene engines were replaced by more powerful diesel engines. This changed the external design somewhat; the air shaft was removed, the exhaust system could be made much simpler, the roof section of the railcars was only characterized by the radiator.

The railcars were equipped with compressed air brakes . Since the company's steam locomotives were still equipped with a suction air brake, the operationally interesting fact arose that the sidecars were equipped with a type of brake that was compatible with both types of brakes , a so-called Suchanek brake . Originally the railcars were painted dark green and had black trim. From 1929 the vehicles were painted uniformly in cherry red / yellow.

The railcar had a large entry area on both sides with a driver's cab on the right-hand side of the vehicle; these were separated from the passenger compartment by sliding doors. This was separated by another sliding door into a larger non-smoking compartment with three compartments and a smaller smoking compartment with two compartments.

literature

  • Heinz-Herbert Schöning, Dirk W. Kupfer: The Flensburg district railways . Kenning Verlag, Nordhorn 2004, ISBN 3-933613-70-1
  • Andreas Kerber: Rosa's times. The Rendsburger Kreisbahn . Geiger-Verlag, Horb am Neckar 1991, ISBN 3-89264-641-4 , pp. 420-421, 428

Web links

Individual evidence

  1. ^ Website of the T43 at DEV
  2. ↑ a b c d e f g Heinz-H. Schöning, Dirk W. Kupfer: The Flensburger Kreisbahnen . Kenning Verlag, Nordhorn 2004, ISBN 3-933613-70-1 , page 74
  3. ↑ Data sheet of the Ruhr-Lippe-Eisenbahn with mention of the T4
  4. ↑ data sheet of the HEG with mention of the T67