CVE VT 5 to 7
| CVE VT 5-7 DR 136 754-756 |
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| Numbering: |
CVE VT 5-7 DR 136 754-756 CFL Z 5 |
| Number: | 1 |
| Manufacturer: | Familleureux |
| Year of construction (s): | 1936 |
| Retirement: | 1956 |
| Axis formula : | Bo'Bo ' |
| Genre : | C4ismVT |
| Gauge : | 1000 mm ( meter gauge ) |
| Length over buffers: | 17,950 mm |
| Length: | 16,750 mm |
| Trunnion Distance: | 11,400 mm |
| Bogie axle base: | 1,800 mm |
| Service mass: | 27,800 kg |
| Top speed: | 55 km / h |
| Installed capacity: | 128 kW (175 hp) |
| Wheel diameter: | 800 mm |
| Motor type: | Deutz A6M 220 |
| Motor type: | Six cylinder four-stroke diesel engine |
| Rated speed: | 1,200 rpm |
| Power transmission: | Diesel-electric drive |
| Train brake: | Air brake type Westinghouse |
| Train control : | Handbrake |
| Seats: | 2nd class: 16 3rd class: 32 |
| Standing room: | 27 |
| Classes : | 2nd / 3rd |
The CVE VT 5-7 were narrow gauge engine - railcars of Luxembourg Schmalspurbahnen ( Chemins de Fer à Voie Etroite (CVE)). They were equipped with diesel-electric power transmission and in operation until 1956. Colloquially, the vehicles were classified by the CVE as class C multiple units .
History and technical data
The vehicles were created to replace additional steam trains with railcars and because the administration of the Luxembourgish narrow-gauge railways CVE classified electrification of their existing narrow-gauge railways as too expensive. The three railcars were ordered in 1935 and the first car was delivered in mid-1936. Two trailer cars from Familleureux were also supplied with the railcars, which were converted into railcars VT 8–9 two years later .
After a few demonstration runs in mid-1936, the vehicles officially drove on the narrow-gauge railway Luxembourg – Remich . It turned out that the performance of the wagons was insufficient for sidecar operation on these railway lines. The railcars therefore mainly operated as solo vehicles.
After the converted sidecars as VT 8-9 showed good results on their journeys, the machine administration suggested converting a class C railcar into a diesel-mechanical railcar, which was only carried out after the railcars were taken over by the Deutsche Reichsbahn . In 1942 the railcars were taken over by the Deutsche Reichsbahn and classified as class DR 136 754-756 . The aforementioned conversion was carried out on the VT 5 car with a double machine system, which consisted of two Deutz A8M 517 engines, each with a Mylius gearbox . The wheel arrangement of the car in question changed to B'B ', the output was now a total of 350 hp. It is not known when the railcar was converted. The VT 5 railcar stayed with Henschel in Kassel for major work in 1943 . The railcar suffered a direct hit during a bomb attack on the plant and had to be taken out of service.
The railcar VT 6 was to be modified according to the same conversion guidelines . It is not known whether they were carried out, because the railcar was badly damaged in an air raid on Luxembourg Central Station and also had to be decommissioned. Thus, the VT 7 was the only railcar to remain in its original condition. The car was parked in 1943, was rebuilt after the Second World War , and entered the CFL's portfolio as the Z 5 . The vehicle was withdrawn from service in 1956.
Vehicle body
The car body was divided into two large compartments with a space in between. This also had a toilet. At the end of the smaller 2nd class compartment there was a driver's cab that also served as an entry area. At the other end of the 3rd class open-plan compartment, there was another entry room that could be recognized by the retracted doors. It also served as a luggage compartment. At the end of it was the driver's cab, which contained the machine room with the diesel engine and electrical equipment. As in all CVE railcars, the front of the railcars was designed with three windows.
The transversely installed machinery consisted of the six-cylinder, four- stroke Deutz A6M 220 diesel engine and the flanged main generator. This gave off an output of 124 kW at a voltage of 600 V and supplied power for the traction motors, which were probably designed as pawl bearing traction motors in the bogies . There is information in the literature that the wheel alignment would have been B'B ', which would suggest an arrangement with one traction motor per bogie. The technical description speaks of four traction motors, and that corresponds to a Bo'Bo 'wheel arrangement. The circuit of the railcar was designed as a so-called AEG full-load circuit, which said that the diesel engine worked with constant torque and the voltage of the main generator and thus the driving speed was controlled exclusively via the engine speed.
It was planned to equip the railcar with a diesel-mechanical two-engine system, which was done at least with the VT 5 . This also explains the B'B 'wheel arrangement in the literature. After the Second World War, however, only the vehicle with the original diesel-electric drive system was available.
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 .
Individual evidence
- ↑ Ed Federmeyer: narrow-gauge railways in Luxembourg. Volume 2, (= GAR-Documentation), Luxembourg, ISBN 3-921980-46-1 , page 407
- ↑ a b c Ed Federmeyer: narrow-gauge railways in Luxembourg. Volume 2, (= GAR-Documentation), Luxembourg, ISBN 3-921980-46-1 , page 409
- ↑ a b Heinz R. Kurz: The railcars of the Reichsbahn-Bauarten , EK-Verlag, Freiburg 2013, ISBN 978-3-88255-162-4 , page 268
- ↑ Ed Federmeyer: narrow-gauge railways in Luxembourg. Volume 2, (= GAR Documentation), Luxembourg, ISBN 3-921980-46-1 , page 414
- ↑ Ed Federmeyer: narrow-gauge railways in Luxembourg. Volume 2, (= GAR-Documentation), Luxembourg, ISBN 3-921980-46-1 , page 405