AKN T1-T3

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AKN T1-T3
historical photo
historical photo
Numbering: AKN T1 - T3
Number: 3
Manufacturer: DWK Kiel
Year of construction (s): 1930
Retirement: until 1966
Type : (1A) '(A1)' bm
from 1933: (1A) '(A1)' dm
Gauge : 1435 mm ( standard gauge )
Length over buffers: 14,600 mm
Height: 3,700 mm
Width: 2,943 mm
Trunnion Distance: 8,500 mm
Bogie axle base: 1,700 mm
Total wheelbase: 10,200 mm
Service mass: 19,100 kg
after 1st conversion 20,700 kg
after 2nd conversion 16,940 kg
Installed capacity: 100 hp
from 1933: 122 hp
from 1952: 128 hp
Wheel diameter: 900 mm
Motor type: 1933 Büssing GD6
from 1952 KHD F6M517
Motor type: 6-cylinder Otto
from 1933 6-cylinder diesel
Rated speed: 1933 1,300 rpm
from 1952 1,500 rpm
Power transmission: mechanical with TAG gear
Tank capacity: 200 l
Brake: Indirect brake as a block brake
Seats: 54
after renovation 60
Standing room: 20th
Floor height: 1,050 mm

The AKN T1 – T3 benzene railcars were built in 1930 by the Deutsche Werken (DWK) in Kiel . They were procured by the Altona-Kaltenkirchen-Neumünster Railway Company (AKN) and were used to rationalize traffic.

The railcars were retired in the mid-1960s. A railcar converted into a sidecar has been preserved. It was handed over to the Association of Traffic Amateurs and Museum Railways in 2010 .

history

The Altona-Kaltenkirchen-Neumünster Railway Company decided in 1930 to purchase three four-axle benzene railcars to speed up passenger traffic in times of low traffic. The vehicles were ordered from Deutsche Werken and did not correspond to any of the manufacturer's standard series. The vehicles determined the image of local transport up until the 1950s. Due to the Second World War, a planned expansion of the railcar fleet was only possible with the purchase of the AKN T4 and AKN T5 and additional sidecars.

Soon after commissioning, the vehicles were equipped with more economical diesel engines from the manufacturer Büssing , which made it possible to increase their performance.

The railcars all ran with a sidecar. The rear driver's cab of the railcars could also be used as a luggage compartment. By 1934, each car had driven around 100,000 kilometers. In 1943 the T1 was converted to LPG propulsion. In 1952 all railcars received new engines from KHD with an output of 128 hp.

From the mid-1950s, the vehicles of newly purchased Esslingen railcars were pushed out of the traditional services.

The T1 went through a trial modernization and received a new body. This modernization was unsuccessful. In 1966 the car was taken out of service and scrapped a little later.

Auxiliary wagon AKN 2089

The T2 was converted to the VB 49 trailer car in 1957 and drove until 1965. After that, it was converted to the auxiliary train car with inventory number 2089 . It was handed over to the Association of Traffic Amateurs and Museum Railways in 2010 .

The T3 railcar was used as a railway company car from 1957. In the end the car was only on the road with a blocked 4th gear and a speed of 35 km / h. It was scrapped in 1966.

Constructive features

The rivet construction still prevailed during production. The interior only had an open-plan compartment for travelers. The seating was in a 3 + 2 arrangement, the toilet was in the middle of the railcar. The rear entry area was slightly larger at 4 m² and served as a luggage compartment. All exterior doors were single-leaf revolving doors. The doors in the enlarged luggage compartment had an additional loading wing, which enabled a clear width of 1,000 mm. Between the entry areas and the passenger compartment, there were partition walls with sliding doors.

The machine system originally consisted of a Büssing four-stroke petrol engine with 100 hp and the TAG gearbox , which powered the inner axle of the bogies via cardan shafts. The machinery was housed on a support frame that was suspended directly from the car body via four rubber buffers. In 1933 the original benzene-mechanical drive system was replaced by a diesel-mechanical one with the Büssing GD6 engine and an output of 122 hp. The four-stage TAG gearbox was retained during the conversion. During the Second World War, experiments with a liquid gas drive were carried out with the T1 . In 1952/1953 the drive system was exchanged again, now an F6M517 from KHD was installed.

A fuel tank with a capacity of 200 liters, two transverse roof coolers and five air extractors were housed on the arched roof. During the heating season, the car was heated by using the engine cooling water, the driver's cabs were heated by the exhaust gases from the engine. An indirect brake type Knorr was used as a brake block . The compressed air required for this was generated by a three-cylinder air compressor of the DWK type, it was attached to the gearbox and was driven by its intermediate shaft. The railcar had an electrical system with a voltage of 24 volts and a Bosch alternator. When the engine stopped, a battery with a capacity of 132 Ah took over the supply.

During the modernization, the fuel tank on the roof was omitted. The roof coolers were removed during the 1952 renovation.

literature

  • Mingma, Hassenstein: 125 years of AKN-Eisenbahn AG , Verlag Ellert and Richter, Hamburg 2008, ISBN 978-3-8319-0318-4
  • Rolf Löttgers: The railcars of the Deutsche Werke Kiel , Uhle and Kleimann, Lübbecke 1988, ISBN 3-922657-61-3
  • Heinz Kurz: The railcars of the Reichsbahn-Bauarten , EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2

Web links

Individual evidence

  1. ↑ a b c d data sheet about the vehicles of the AKN with mention of the T1-T3
  2. ↑ Rolf Löttgers: The railcars of Deutsche Werke Kiel , Uhle and Kleimann, Lübbecke 1988, ISBN 3-922657-61-3 , page 86
  3. ↑ Rolf Löttgers: The railcars of Deutsche Werke Kiel , Uhle and Kleimann, Lübbecke 1988, ISBN 3-922657-61-3 , page 85
  4. ↑ a b c Heinz Kurz: The railcars of the Reichsbahn-Bauarten , EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 83
  5. ↑ a b c Rolf Löttgers: The railcars of the Deutsche Werke Kiel , Uhle and Kleimann, Lübbecke 1988, ISBN 3-922657-61-3 , page 83