CVE VT 3 to VT 4

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CVE VT 3-4
DR 136 752-753
CFL Z3-4
CVE VT 3.png
Numbering: CVE VT 3-4
DR 136 752-753
CFL Z 3-4
Number: 2
Manufacturer: Ateliers de la Dyle car body Westinghouse Le Havre
machinery
Year of construction (s): 1912
Retirement: 1956
Axis formula : Bo'2 '
Gauge : 1000 mm ( meter gauge )
Length over buffers: 13,348 mm
Length: 12,665 mm
Trunnion Distance: 7,800 mm
Bogie axle base: LD: 1,800 mm
TD: 2,100 mm
Service mass: 27,400 kg
Top speed: originally 30 km / h
after conversion 60 km / h
Installed capacity: originally 66 kW (90 PS)
after conversion 128 kW (175 PS)
Wheel diameter: 800 mm
Motor type: Originally Westinghouse
after conversion Deutz A6M 220
Motor type: Originally six-cylinder four-stroke gasoline engine
after conversion: six-cylinder four-stroke diesel engine
Rated speed: originally 950 / min
after conversion 1,200 / min
Power transmission: Diesel-electric drive
Train brake: Air brake type Westinghouse
Train control : Handbrake
Seats: 32
Standing room: 20th
Classes : 3.

The CVE VT 3-4 were narrow gauge engine - railcars of Luxembourg Schmalspurbahnen ( CVE ). Built in 1912, they were one of the first operational railcars with a combustion engine. In their original form, the vehicles were equipped with a benzene-electric drive and with a modified drive configuration in operation until 1956. Colloquially, the vehicles were classified by the CVE as class B multiple units .

History and technical data

The vehicles were ordered in 1911 from the French branch of Westinghouse in Le Havre . The car body was manufactured by the Belgian company Ateliers de la Dyle , where final assembly took place. The drive system and the electrical equipment were manufactured in Le Havre . At Ateliers de la Dyle two two-axle sidecars were ordered at the same time. The drive concept developed by Westinghouse can be cited as a forerunner of the diesel-electric drive . In the car body, the benzene-electric drive unit, consisting of a six-cylinder four-stroke petrol engine with 90 hp and a direct current generator, was housed above a bogie, the running bogie, the drive motors were housed in the drive bogie on the other side of the car in a pin-bearing design . In contrast to later developments, the engine was free in the driver's cab and arranged transversely. The first car and the two sidecars were delivered in early 1913.

Both railcars and the sidecar took their first test drives and subsequent public trips on the narrow-gauge railway from Luxembourg to Dommeldingen . From the beginning of 1914, both railcars were also used on the narrow-gauge railway to Alzingen . The wagons remained in operation until the end of August 1914 and were then stored in the Dommeldingen locomotive shed for reasons of war.

The parking of the vehicles lasted about ten years because the Chemins de fer Prince Henri , which initially took over the Luxembourg narrow-gauge railways after the First World War , was not interested in them. It was not until the CVE, acting as a representative of the state railway, developed a concept for a railcar operation on its narrow-gauge railways. In addition to the procurement of new railcars, the existing benzene railcars designated as CVE VT 3 to VT 4 were restored and used on the 14 km long narrow-gauge railway Diekirch – Vianden . An attempt to use the railcars on the Nördlinger Kantonalbahn , however, failed. While they were in use on the Diekirch – Vianden narrow-gauge railway, the railcars retained their original drive system until 1936. This was made possible because CVE was able to acquire sufficient spare parts for narrow-gauge railways in France that were due for electrification .

In 1936 the old benzene engines were new and stronger in the vehicles subject to the external appearance of diesel engines of the type Deutz A6M 220 replaced while renovation of the electrical device. The renovation work was carried out at BBC in Switzerland . The modernization enabled considerable travel time savings; The original railcar with a 13 t trailer car required 42 minutes for the 14 km long Diekirch – Vianden narrow-gauge railway. After the conversion, the travel time was shortened to 29 minutes with seven intermediate stops. In addition, the consumption values ​​were much cheaper than with the benzene engines.

In 1942 both railcars came to the Deutsche Reichsbahn and were designated as 136 752-753 . They continued to be used on the Diekirch – Vianden narrow-gauge railway . They survived the Second World War and were taken over by the CFL as Z 3–4 . When the Diekirch – Vianden narrow-gauge railway was shut down in 1950 , both railcars were relocated to Luxembourg, where they were retired in 1956.

Vehicle body

CVE VT3–4 in its original version

The vehicle was equipped with a strong car body of the so-called heavy design . This is made clear by the comparison with the new VT 5–7 vehicles , which were about four meters longer with the same weight. It consisted of a final boarding and a third boarding, both kept remarkably indented. The passenger compartment, which was designed as an open- plan compartment with a central aisle, was located between the two entrances . The railcar did not have a toilet. The third entrance also had a luggage room with a floor area of ​​2.5 m². At the end of the car next to the third entrance was the engine room with the second driver's cab, both of which had an area of ​​6 m². In the original version , the car was painted in a lush green color and divided with yellow grilles , the doors were designed as grilles, after the conversion it was in the railcar color blue / beige and with closed revolving doors. The underframe was a riveted profile construction and had a central bumper and screw coupling .

In the engine room was the drive system, which originally consisted of the six-cylinder four-stroke petrol engine with 90 hp and a DC generator; after the conversion in 1936, the combustion engine was designed as a Deutz A6M 220 diesel engine , which was designed as a prechamber engine. During the conversion, only the suspension springs of the bogie had to be reinforced on the chassis, the rest of the car body was stable enough and could be left as it was. The weight of the entire diesel engine generator unit was 3,190 kg. The diesel engine had five speed levels; Idle 600-630-850-1.100-1.180 min -1 . The speed adjustment was done electro-pneumatically.

In the original version, the railcar with the Otto engine had an on-board network of 12 V. After the conversion, this was changed to 24 V. After the renovation, the railcar had a dead man's safety device .

literature

  • Heinz R. Kurz: The railcars of the Reichsbahn types , EK-Verlag, Freiburg 2013, ISBN 978-3-88255-162-4
  • Ed Federmeyer: Narrow Gauge Railways in Luxembourg. Volume 2, (= GAR-Documentation), Luxembourg, ISBN 3-921980-46-1

Web links

Individual evidence

  1. ↑ a b c Ed Federmeyer: narrow-gauge railways in Luxembourg. Volume 2, (= GAR-Documentation), Luxembourg, ISBN 3-921980-46-1 , page 383
  2. ↑ a b Ed Federmeyer: narrow-gauge railways in Luxembourg. Volume 2, (= GAR-Documentation), Luxembourg, ISBN 3-921980-46-1 , page 385
  3. ↑ a b c d Ed Federmeyer: Narrow gauge railways in Luxembourg. Volume 2, (= GAR-Documentation), Luxembourg, ISBN 3-921980-46-1 , page 387
  4. ↑ a b Heinz R. Kurz: The railcars of the Reichsbahn-Bauarten , EK-Verlag, Freiburg 2013, ISBN 978-3-88255-162-4 , page 268
  5. ↑ Ed Federmeyer: narrow-gauge railways in Luxembourg. Volume 2, (= GAR Documentation), Luxembourg, ISBN 3-921980-46-1 , page 414
  6. ↑ Ed Federmeyer: narrow-gauge railways in Luxembourg. Volume 2, (= GAR-Documentation), Luxembourg, ISBN 3-921980-46-1 , page 389
  7. ↑ a b Ed Federmeyer: narrow-gauge railways in Luxembourg. Volume 2, (= GAR-Documentation), Luxembourg, ISBN 3-921980-46-1 , page 330