Butjadinger Bahn T 2

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Butjadinger Bahn T 2
Factory photo
Factory photo
Numbering: Butjadinger Bahn : T 2
Butjadinger Bahn: T 121
DHE : T 121
Number: 1
Manufacturer: WUMAG Görlitz
Year of construction (s): 1940
Type : originally AA dm
after conversion AA dh
Gauge : 1435 mm ( standard gauge )
Length over buffers: originally 14,500 mm
after renovation 14,800 mm
Length: 13,500 mm
Height: 3,600 mm
Width: 3,100 mm
Total wheelbase: originally 8,260 mm
after renovation 8,300 mm
Service mass: from 1957 20,700 kg
Top speed: 65 km / h
Traction power: originally 2 × 95.5 kW (2 × 130 PS)
from 1957: 2 × 107 kW (2 × 145 PS)
Wheel diameter: originally 900 mm
after conversion 1,000 mm
Motor type: originally KHD A6M517
from 1957: KHD A8L614
Motor type: Originally six-cylinder
four-stroke diesel engine with water cooling after conversion of eight-cylinder four-stroke diesel engine with air cooling
Power transmission: Originally mechanical with Mylius gearbox
after hydrodynamic conversion
Tank capacity: 2 × 150 l
Brake: Compressed air brake type Knorr
Seats: originally 60
after renovation 54
Standing room: originally 20
after renovation 30
Floor height: 1,280 mm
Classes : 3rd, from 1956: 2nd

The Butjadinger Bahn T 2 is a two-axle railcar of the Butjadinger Bahn in Lower Saxony. It was primarily used as a towing car on various railway lines and was rebuilt several times; it is still available today under the designation T121 on the Delmenhorst-Harpstedter Eisenbahn (DHE) and is operated as the Jan Harpstedt museum railcar .

history

Butjadinger Bahn T2

The railcar was delivered to the Butjadinger Bahn in 1940 and had its test drive in October of the same year, on November 1st it went into public service with the designation T2 . The railcar was nicknamed the Silver Arrow because of its Reichsbahn paintwork . The mileage was 3,979 km in 1940 and 14,534 km in 1941. These services can be explained on the basis of fuel quotas. In 1942 only 3,479 km were entered in the log book. When it was put back into operation after the Second World War , the log book showed the odometer reading 37,949, without any registered mileage.

Butjadinger Bahn T 121

In 1952, the Lower Saxony State Railway Authority (NLEA) took over management of the railway. The designation of the vehicle was changed to T 121 . There is a photo from 1955 that shows the railcar as a solo vehicle. During this time the car had three accidents, two rear-end collisions and one accident at a level crossing . The consequences of the accident could be eliminated in the company's own workshop. The mileage was much higher after the Second World War and reached its peak in 1954 at 104,450 km. In 1956 the Butjadinger Bahn stopped passenger traffic and the surplus railcar was handed over to the Delmenhorst-Harpstedter Eisenbahn.

Delmenhorst-Harpstedter Railway T 121

DHE T 121 as Jan Harpstedt

Here the railcar was used in freight traffic. Up to 800,000 tons of sand had to be transported for the construction of federal highway 75 . This operation lasted until April 1957. Then it was adapted for use in freight traffic in the workshop of the Delmenhorst-Harpstedter Railway in Harpstedt . The underframe was reinforced, the machine system replaced by a stronger one with an automatic gearbox and the front face was modernized with a continuous windshield.

In this form, the railcar with the other two cars, the T 148 and the T 172 , handled the traffic. The T 121 was used in mixed traffic, in passenger traffic with up to two two-axle sidecars, in goods traffic mostly in cattle .

Compared to the other railcars, the T 121 had the advantage of being easier to use due to the presence of the pulling and buffing device , the better mass / performance ratio compared to the T 172 and the presence of a SIFA , which is why it was on Deutsche Bundesbahn tracks just like a company's diesel locomotive could be used. So he stayed with the DHE until the end of passenger traffic and occasionally took over replacement services for a failed diesel locomotive.

It was not until 1976 that there was a new field of activity for the railcar with the start of museum traffic Jan Harpstedt . In this form, the railcar drives special trips all year round in the Oldenburg area to this day .

Constructive features

Original version

The railcar with the serial number 71.004 belonged to a series of vehicles for the small railways in Germany , of which Waggon- und Maschinenbau Görlitz (WUMAG) in Görlitz had created the design in 1933. Initially, the vehicles, like the VT 135 520 , did not have a pulling and buffing device . Compared to the WUMAG type 2, the railcar for private railways, which is much larger than that, had coupling options with a sidecar ex works and can be regarded as the largest known two-axle railcar of its time. The wheel base of 8.3 m could only be exceeded with the MAN rail buses .

The underframe and the box frame , which was made in the frame construction and clad on the outside with 1.5 millimeter thick sheet metal, consisted of electrically welded structural steel profiles. The interior was divided into the passenger compartment and the two entry areas with driver's cabs. They were separated from one another by partitions and revolving doors. The passenger compartment was and is designed as an open-plan construction. The floor was made of pine wood covered with linoleum. The machine system could be serviced via flaps in the floor. The windows were and are designed as hinged windows.

The machine system originally had an output of 2 × 130 hp and was each equipped with a Mylius gearbox . In this form, the railcar was equipped much more strongly than other private railcars of its time. The motors could be operated individually or together. The engine and gearbox were stored in a separate frame that was suspended from the main frame of the vehicle. The vehicle was heated by a warm water heater, which was designed in such a way that the interior of the vehicle could be heated to +20 ° C at an outside temperature of −20 ° C. The heater could be used to preheat the engine cooling water to a temperature of 70 ° C. As a brake, he had a single-release Knorr type brake , which was intended for sidecar use.

The electrical equipment of the car consisted of the alternator and a battery, which supplied the energy for the 24 volt on-board network. The compressed air required for the brakes, gearshift and auxiliaries was supplied by two air pumps that were directly connected to the engine. The railcar was equipped with two typhones and two bells.

modification

During the renovation from 1957 to 1959, additional beams were used in the frame and a more stable pulling and buffing device was installed, because it turned out that the underframe was designed a little too weak for freight traffic. During this conversion, the wheelbase was also increased; it was originally specified as 8,260 mm, as was the case with the Bielstein – Waldbröl 32 railway , so it appears in the sketch after the conversion with 8,300 mm. The wheels were designed with a diameter of 1,000 millimeters. In addition, the front was equipped with a continuous windshield for better line visibility, and the locomotive driver was given his workplace in the middle of the front. The seats were covered with a thin padding. The number of seats fell from 60 to 54.

The largest modification was carried out on the machine system, the output of which was increased to 2 × 145 hp. The engines were now air-cooled. Downstream of the engine there is a differential converter gearbox and a manual gearbox for shunting / route gear, so that the driver can no longer be distracted from the route monitoring by switching operations. The speed is 60 km / h in the route and 40 km / h in the shunting gear.

literature

  • P. Krause, A. Wagner: 50 YEARS OF THE WUMAG TRIEBWAGEN T 121 . In: Delmenhorst-Harpstedter Eisenbahn e. V. A. Hille, Delmenhorst, Bremen 1990.
  • Evert Heusingveld, Axel Meyer, Andreas Wagner: The Delmenhorst-Harpstedter Railway . Kenning Verlag, Nordhorn 2001, ISBN 3-927587-93-1 .

Web links

Individual evidence

  1. ↑ a b c P. Krause, A. Wagner: 50 YEARS WUMAG TRIEBWAGEN T 121 , Delmenhorst-Harpstedter Eisenbahn e. V., page 2
  2. ↑ a b Wolfgang Theurich: From old archives , in: Eisenbahn-Magazin 4/95, page 22
  3. ↑ a b c P. Krause, A. Wagner: 50 YEARS WUMAG TRIEBWAGEN T 121 , Delmenhorst-Harpstedter Eisenbahn e. V., page 8
  4. ↑ P. Krause, A. Wagner: 50 YEARS WUMAG TRIEBWAGEN T 121 , Delmenhorst-Harpstedter Eisenbahn e. V., page 4
  5. ↑ a b P. Krause, A. Wagner: 50 YEARS WUMAG TRIEBWAGEN T 121 , Delmenhorst-Harpstedter Eisenbahn e. V., page 3
  6. ↑ Rolf Löttgers: The Delmenhorst-Harpstedter Railway , in: Eisenbahn-Kurier 5/83, page 31
  7. ↑ a b Klaus-Uwe Hölscher: Historische Kleinbahn Jan Harpstedt , in :: Maschinen im Modellbau 1/2014, page 62
  8. ↑ a b c d P. Krause, A. Wagner: 50 YEARS WUMAG TRIEBWAGEN T 121 , Delmenhorst-Harpstedter Eisenbahn e. V., page 7
  9. ^ Wolfgang Theurich: 160 years of wagon construction in Görlitz , EK-Verlag, Freiburg 2009, ISBN 3-88255-564-5 , page 304
  10. ↑ P. Krause, A. Wagner: 50 YEARS WUMAG TRIEBWAGEN T 121 , Delmenhorst-Harpstedter Eisenbahn e. V., page 5