BGE T1 and T2

from Wikipedia, the free encyclopedia
BGE T1 and T2
Numbering: BGE T1 and T2
EBOE T5
Manufacturer: MAN
Year of construction (s): 1936
Retirement: 1965
Axis formula : (1A) 2 '
Gauge : 1435 mm ( standard gauge )
Length over buffers: 16,500 mm
Length: 15,400 mm
Height: 3,600 mm
Trunnion Distance: 11,000 mm
Bogie axle base: 2,100 mm
Service mass: 24,500 kg
Top speed: 60 km / h
Installed capacity: originally 110.4 kW (150 PS)
after conversion 128.8 kW (175 PS)
Motor type: originally MAN
after conversion KHD
Power transmission: mechanical with Mylius gear
Train brake: Indirect brake as a block brake
Seats: 3rd class: 76
Classes : 3.

The diesel railcars BGE T1 and T2 of the Bergedorf-Geesthachter Eisenbahn (BGE) were manufactured by MAN in 1936 . They were used there in passenger train service until 1952. After the cessation of passenger traffic, they were used by other railways until 1965.

history

As early as the 1920s, the Bergedorf-Geesthacht Railway (BGE) used a benzene railcar on its routes on a trial basis, but it did not prove itself. When the global economic crisis forced society to rationalize, the city of Hamburg decided to take over the financing of two motor coaches and two sidecars.

BGE ordered these vehicles from MAN, which were delivered in 1936. From March 19, 1936, the T2 was used as scheduled. The T1 followed, as it suffered a maneuvering accident during the transfer, in April after repairing the accident damage. Regular operation with the vehicles began with the summer timetable in 1936.

With a top speed of 60 km / h, they were the fastest vehicles of the BGE. If a railcar failed , the company used a superheated steam locomotive that was able to keep the travel times of the railcar trains.

Two two-axle sidecars from the same manufacturer were supplied with the railcars. The press was enthusiastic about the vehicles, they were called the Flying Marsh Landers . During operation, it became apparent that diesel engine technology was not yet fully developed. A replacement engine was procured for repairs, which had to be changed ten times on the T1 alone between 1937 and 1947 . In 1939 an engine had to be sent back to the manufacturer for general overhaul, and in 1940 another engine failed. Due to the lack of fuel during the Second World War , both vehicles were converted to propane gas .

After 1945, regular operations could be resumed. In 1947 the T1 suffered severe fire damage, and the repair was tantamount to rebuilding the vehicle. A new engine and a new gearbox had to be procured, the outer paneling completely renewed and the interior fittings replaced. It was not until 1949 that the railcar could be put back into operation. When passenger traffic was discontinued in 1953, the railcars were no longer needed and were rented to the Altona-Kaltenkirchen-Neumünster railway company . The vehicles were sold in 1954. The T1 came to the Elmshorn-Barmstedt-Oldesloer Eisenbahn-AG and was called T5 there . After renovation, it was in operation until 1965 and was scrapped in 1966. The T2 came to the Moselbahn . At an unknown point in time, the drive system was expanded and it was used until it was scrapped in 1968 as the VB 145 .

Constructive features

The angular car body had recessed entry areas at the ends. It was made using welding technology. There were revolving doors that were hung on the car body. The entry areas were very large and, in addition to the driver's cabs, contained the luggage compartments, each with eight folding seats. Between the entry areas there were two compartments of roughly the same size with a total of 60 leather-covered seats in open-plan construction for smokers and non-smokers. The vehicles were equipped with a toilet. The windows in the compartments were designed as fixed glazing up to 2/3 high, the upper part of the window could be opened upwards. The two-axle sidecars were made according to the same construction principles.

The machine systems were supplied with the railcars from MAN. After 1947 the T1 received an exchange engine from KHD with an output of 175 hp. The power transmission took place on an axle in each bogie.

literature

  • Stefan Meyer: 100 years of the railroad between Bergedorf and Geesthacht . 1st edition. Bruns Medienkommunikation, Hohnsdorf 2006, ISBN 3-931647-21-8 , p. 138-141 .

Web links

Individual evidence

  1. ↑ a b Stefan Meyer: 100 years of the railway between Bergedorf and Geesthacht . 1st edition. Bruns Medienkommunikation, Hohnsdorf 2006, ISBN 3-931647-21-8 , p. 138 .
  2. ↑ a b c d Stefan Meyer: 100 years of the railroad between Bergedorf and Geesthacht . 1st edition. Bruns Medienkommunikation, Hohnsdorf 2006, ISBN 3-931647-21-8 , p. 139 .