BOE T162

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BOE T162
Numbering: BOE T 162
KHH T 162
BHE 662 901-8
Kleinbahn Leeste 662 901-8
Number: 1
Manufacturer: Waggonbau Graaff
Year of construction (s): 1950
Retirement: circa 1990
Axis formula : (1A) (A1)
Type : dm
Gauge : 1435 mm ( standard gauge )
Length over buffers: 18,620 mm
Length: 17,800 mm
Height: 3,750 mm
Width: 3,000 mm
Trunnion Distance: 10,500 mm
Bogie axle base: 2,500 mm
Total wheelbase: 13,000 mm
Empty mass: 26,000 kg
Service mass: 30,500 kg
Top speed: 70 km / h
Installed capacity: 2 × 130 hp, later 2 × 145 hp
Wheel diameter: 900 mm
Motor type: KHD FM 517, later A8L614
Power transmission: mechanical with 2 Mylius gears
Brake: Kunze-Knorr-Bremse as a block brake
Seats: 70
Floor height: 1,369 mm
Classes : 3rd class, (from 1956 2nd class)

The BOE T162 is a 1950 by Waggonbau Graaff in Elze developed and the Bremervörde-Osterholzer railway shipped (BOE) DMUs .

history

Drive scheme of the T 162 of the BOE in the delivery condition

After the Second World War , new vehicles had to be procured to replace those lost during the war and new suppliers had to be found for those that were no longer available after the war. Since the BOE decided to purchase a new railcar at the time, a manufacturer in the region was found in Waggonbau Graaff . The internal combustion railcar to be developed was supposed to run between the Bremervörde and Osterholz stations , on which the line's top speed was increased from 30 km / h to 50 km / h at the time, and to do this from Osterholz on feeder trips on the Bremen-Bremerhaven line . Therefore, the maximum speed of the railcar of 70 km / h was required.

The motor power of the railcar should be sufficient that it could tow two passenger cars at the required speeds. The considerations of the double engine system / single, more powerful engine led to the twin engine system with two smaller engines of 130 HP each. The reasons were:

  • smaller motors can be arranged under the floor without any problems
  • better adaptability to changing traffic loads
  • lower purchase price for the gearbox despite the double design
  • operational advantages of the double machine system through the presence of an operational reserve.

It has a dual engine system with elements that were then tested sufficiently and reliably installed: one diesel engine type Klöckner-Humboldt-Deutz FM 517, depending on a Mylius gear and one each axle reversing, which acted on the inside in each case the axis of the rotary frame. Due to the car body length of 17,800 mm, two two-axle bogies were used. With a four-axle vehicle, increased speed was achieved while maintaining the quality of the superstructure and running smoothly. The car body was designed as a self-supporting shell construction. In order to achieve greater rigidity, additional beads were made in the longitudinal wall of the car body . At the time the vehicle was built, there were still safety concerns about lightweight construction due to regulations that were used in the construction of passenger cars and which contradicted lightweight construction.

Last but not least, maintenance spoke in favor of lightweight construction; In the railcars exported before the war, for example, increased rust damage from rainwater was recorded in the window pockets. In the new lightweight construction, the windows were designed as two-part windows; the fixed lower window part was sealed with the car body, the movable upper window part was 2/3 window height and could be folded inwards.

The car body was divided into two compartments, two vestibules and a luggage compartment in one of these vestibules for 70 seats. The entrance doors in the vestibule area were designed as sliding doors. There were transition doors in the front walls through which the train attendant could change to the sidecar while driving. For reasons of tightness, these doors were designed as revolving doors.

The interior fittings corresponded to that of a luxury bus of the time. There were upholstered seats in the compartments, with a particularly easy-care plastic used as a cover. The front compartment was only separated from the driver's cab by a glass wall. The passenger compartment was equipped with mirrors on the side walls. The car body ceiling was provided with continuous panels and the side walls were clad with solid panels. The vehicle was equipped with a loudspeaker system, through which information such as stop names could be announced. The packing room had a size of 3.0 × 2.5 m. It was provided with bicycle racks on the floor and on the ceiling. To accommodate bulky goods, the entrance door with a width of 840 mm could be widened by an additional 250 mm using a flap door. An underfloor hot water heater served as heating. While the heat from the cooling water could be used for heating purposes during the transition period, the heating electrically protects the engine cooling water against freezing when the vehicle is idle. This makes it easier to start the engine in the cold season.

business

When the artist and writer Tetjus Tügel started operations, the railcar was named "Hüklüt", according to the Worpswede legend of the giant Hüklüt . Up until the 1970s, the railcar was at home with the BOE and was subject to various modifications: the front doors were locked, the aprons on the car body were removed and the machinery was converted to two KHD A8L614 engines.

In the stationing overview, the railcar was listed as type B'2 '. The car is briefly mentioned in the commemorative publication for the 100th anniversary of the BOE .

Other owners

In 1978 the railcar was owned by the Hersfelder Kreisbahn , and in 1985 by the BHE . From then on it was designated with the inventory number 662 901-8 . In 1990 it was part of the Leeste small railway . Between 1992 and 2004 the railcar was privately owned on the site of the former repair shop in Braunschweig before it was transferred to Dessau in summer 2004.

In 2014, the T162 was mentioned for the first time in the holdings of the Dessau Railcar Museum .

In 2015 the railcar was sold to its manufacturer, Waggonbau Graaff GmbH, and transferred to the factory premises in Elze.

literature

  • Prof. Dr.-Ing. KR Repetzki: Diesel locomotives and railcars in Glaser's annals 1937–1953 . Transpress-Verlag, Berlin 1987, ISBN 3-344-00128-0 .
  • Peter Elze, Karl-Robert Schütze: The Moorexpress . 2nd Edition. Worpsweder Verlag, Worpswede 1984, ISBN 3-922516-21-1 .
  • Dieter-Theodor Bohlmann: The railways and transport companies Elbe-Weser . 1st edition. Zeunert, Gifhorn 1984, ISBN 3-924335-51-6 .
  • Gerd Wolff: German small and private railways Volume 10: Lower Saxony 2 . EK-Verlag, Freiburg 2007, ISBN 978-3-88255-669-8 .

Web links

Individual evidence

  1. ↑ a b c d Prof. Dr.-Ing. KR Repetzki: Diesel locomotives and railcars in Glaser's annals 1937–1953 . Transpress-Verlag, Berlin 1987, ISBN 3-344-00128-0 , p. 106 .
  2. ↑ photo of the T162 in railcars Museum Dessau on turntable-Online
  3. ↑ | Say about the giant Hüklüt
  4. ↑ Peter Elze, Karl-Robert Schütze: The Moorexpress . Worpsweder Verlag, Worpswede 1984, ISBN 3-922516-21-1 .
  5. ↑ statistical information on the stationing of the vehicles of the BOE
  6. ↑ Johann Kück, Johann Schriefer, “100 Years of BOE”, 2011, Heimatverein Neu Sankt Jürgen e. V.
  7. ↑ a b Article on Drehscheibe-online about a visit to the Dessau Railcar Museum
  8. ↑ Report and photos on the transfer of the T162 to the current owner
  9. ^ Report in the news magazine of the Arbeitsgemeinschaft Eisenbahnverkehr eV "der Eisenbahnbus" 1/2016: "Hüklüt comes home", Arne von Knebel, Carsten Blanke