BHM T 279
| BHM T 279 | |
|---|---|
 Original state
|
|
| Numbering: |
BHM T 279 VDD VT 3 NH VT 3 HK VT 3 KMS VT 3 WMW VT3 EUROVAPOR VT 3 |
| Number: | 1 |
| Manufacturer: | Zwickauer vehicle factory, formerly Schumann AG |
| Year of construction (s): | 1928 |
| Axis formula : | originally 1A after reconstruction AA |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 13,920 mm |
| Total wheelbase: | 7,000 mm |
| Empty mass: | originally 24,000 kg after conversion 23,500 kg |
| Service mass: | originally 30,000 kg after conversion 26,500 kg |
| Top speed: | originally 60 km / h after conversion 70 km / h |
| Installed capacity: | originally 74 kW (100 PS) after 1st conversion 2 × 70 kW (2 × 95 PS) after 2nd conversion 2 × 113 kW (2 × 154 PS) |
| Wheel diameter: | 900 mm |
| Motor type: | Originally no information n. 1st conversion DB OM 67 after 2nd conversion KHD A8L714 |
| Motor type: | Originally 4-cylinder benzene engine after conversion 6-cylinder diesel engine |
| Power transmission: | originally mechanical after 2nd modification hydr. |
| Train brake: | Indirect brake , handbrake |
| Seats: | originally 44 after renovation 40 |
| Classes : | 3rd, from 1956: 2nd |
The two-axle BHM T 279 diesel multiple unit , today the Eurovapor VT 3 , was procured by the German Railway Operating Company (DEBG) and is now owned by the Kandertal Railway Museum Railway .
It was built in 1928 by the Zwickauer Fahrzeugfabrik, formerly Schumann AG in Werdau as a test vehicle for the Deutsche Reichsbahn , but was not accepted by the Reichsbahn. The railcar was rebuilt several times.
History and commitment
prehistory
The Sächsische Waggonfabrik GmbH participated in the railcar market with its own design in the 1920s, which was manufactured in two variants, an old and a new design. The railcars of the new design were not accepted by the Deutsche Reichsbahn.
There is no data from the early days about the DEBG's former BHM T 279, which has survived to this day . All that is known is the note that it was used as a test vehicle in the Berlin area and central Germany.
DEBG
BHM T 279
The first operational data of the railcar with the serial number 30949 are known to the Bruchsal-Hilsbach-Menzingen branch line (BHM) in 1935. Before the railcar could be used here, it received a twin-engine system from the Dessau wagon factory . The error is said to have happened that the railcar received wheels with different diameters when the wheels were pressed on, which is why there were some broken axles.
On the branch to Menzingen , the railcar is said to have proven itself well, while on the section to Hilsbach it is said to have only been partially operational due to the inclines. From 1940 the railcar could only be used in circuits without a trailer due to a defective axle drive. After the Second World War , the railcar replaced the VEE VT 1 on the Voldagsen – Delligsen railway line in 1953 and was given the road number VT 3. It was replaced after 1956 by the DEBG VT 107e . The railcar was then used on other DEBG routes in southern Germany under the familiar company number. In 1960 there was a further conversion into a tow car .
SWEG VT 3
In 1963 the railcar was taken over by SWEG Südwestdeutsche Landesverkehrs-AG and continued to be used on their routes. There is also a picture of the use of the railcar on the Wiesloch – Meckesheim / Waldangelloch railway line . The railcars were used on the SWEG routes, most recently in 1983 on the Kandertal Railway.
EUROVAPOR VT 3
The railcar has been employed by EUROVAPOR since 1985 and continues to be referred to as the VT 3 . Since then he has been running museum trips on the Kandertal Railway. As one of the oldest surviving railcars in Germany, it is a demonstration object for vehicle technology in Germany.
Constructive features
Original version
The car body was made according to the so-called heavy construction . The car body, which was designed as a wooden box frame with riveted sheet steel cladding, was placed on the riveted underframe, which was 13,920 mm long with a length over buffers . The car body had entrances to the end rooms on both sides. The driver's cabs, which were separated from the passenger compartment by sliding doors, were located on the slightly retracted front sides. The driver's cab at the rear in the direction of travel could be used as luggage space. In the original version, the fronts had three panes.
In the original equipment, the benzene engine with the gearbox was stored in a separate engine support frame, connected to the drive axle in a similar way to the pawl bearing drive and suspended under the main frame. During an overhaul, the machinery could be lowered after it was supported on an additional set of auxiliary wheels. The arrangement of the power transmission in this vehicle was still the drive motor - main clutch - reversing gear - manual transmission. The gearbox was also designed as an axle drive. The exit wheels were stored on the drive wheel axle. With this arrangement, the shocks emanating from the axle were transmitted unsprung to the gearbox and caused damage. The gearbox was shifted with compressed air. After the power transmission was interrupted by the main clutch, the shift dog of the desired gear was engaged.
The engine was water-cooled and had two radiator blocks located on the front of the car. In addition, he had two coolers on the roof of the car on the front sides.
Renovation work in 1935
During the first conversion work in the Dessau wagon factory, the car body changed only insignificantly. The roof coolers were removed and the railcar was equipped with a triple headlights .
The machine system was changed into a two-engine system, each with a diesel engine and a flanged Mylius gearbox . The diesel engine was a Daimler-Benz OM 67 with an output of 95 hp. The paint of the railcar was two-tone.
Renovation work in 1960
The body was changed when it was converted into a tow car. The front face was given two windscreens, with the driver's workstation on the left. Upholstered seats were installed in the passenger compartment. In this form, the car can be found in museum traffic.
The machinery was changed significantly. In exchange, the railcar received air-cooled KHD A8L714 engines and fluid-flow transmission as a gearbox , which have a main and a shunting gear as a special feature. In addition, the axle drives were replaced. This increased the power of the railcar to 2 × 154 hp.
As a result of this conversion, the railcar lost its historical appearance and is a relatively modern machine in terms of machinery with a body that was still manufactured using riveting technology. Dimensional differences between the frame and the machine system made reworking necessary, which made the conversion much more expensive.
After the conversion, the railcar initially ran in red, it was also presented in light blue / light brown and dark brown, today (2019) it is in the Reichsbahn colors red / beige.
literature
- Meinhard Döpner: The Deutsche Eisenbahn Betriebs-Gesellschaft AG . In: Verlag Zeit und Eisenbahn . Lokrundschau Verlag GmbH, Gülzow 2002, ISBN 3-931647-13-7 .
- Gerd Wolff, Hans-Dieter Menges: German small and private railways. Volume 2: Bathing . EK-Verlag, Freiburg 1992, ISBN 3-88255-653-6 , p. 300-308 .
- Michael Kopfmann: 100 years of the Kandertal Railway . EK-Verlag, Freiburg 1992, ISBN 3-88255-531-9 .
- Michael Kopfmann: The History of the Kandertal Railway . Pritsystem Medienverlag, Heimsheim 2012, ISBN 978-3-938295-57-1 .
Web links
- Website about the VT3 of the Kandertalbahn
- wiesloch-kurpfalz.de on the Wiesloch – Meckesheim / Waldangelloch railway line with a mention of the VT 3
- beitraege.lokomotive.de via the Voldagsen – Delligsen railway with mention of the VT 3
- Photo of the DEBG VT3 1967 in Sulzburg on the Joachim Schmidt Railway Foundation
Individual evidence
- ↑ Heinz R. Kurz: The railcars of the Reichsbahn types. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , p. 12.
- ↑ a b c d e website about the VT3 at the Kandertalbahn with operational data
- ^ A b c d e Meinhard Döpner: The Deutsche Eisenbahn Betriebs-Gesellschaft AG . In: Verlag Zeit und Eisenbahn . Lokrundschau Verlag GmbH, Gülzow 2002, ISBN 3-931647-13-7 , p. 151 .
- ↑ a b Photo of the VT3 on the Wiesloch – Meckesheim / Waldangelloch railway line
- ↑ a b Heinz R. Kurz: The railcars of the Reichsbahn types. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , p. 26.
- ↑ Photo of the railcar on an excursion by the railroad friends of the Jagst Valley Railway .
