DR 705 to 708
| DR 705-708 | |
|---|---|
 DB 86 901, around 1950
|
|
| Numbering: |
DR : 705-708 DB : VT 86 900-902 |
| Number: | 4th |
| Manufacturer: | Zwickauer vehicle factory, formerly Schumann AG |
| Year of construction (s): | 1927 |
| Retirement: | 1954 |
| Type : | A1 dm |
| Genre : | CvT |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 12,800 mm |
| Width: | 3,070 mm |
| Fixed wheelbase: | 7,000 mm |
| Service mass: | empty wagon: 19,800 kg occupied wagon 23,250 kg |
| Top speed: | 60 km / h |
| Installed capacity: | 74 kW (100 PS) |
| Wheel diameter: | 1,000 mm |
| Motor type: | Daimler-Benz M 1574 |
| Motor type: | Four-cylinder four-stroke petrol engine |
| Rated speed: | 1,200 rpm |
| Power transmission: | mechanically |
| Tank capacity: | 180 l |
| Brake: | Compressed air brake type Knorr |
| Train heating: | Cooling water heating |
| Seats: | 46 |
| Classes : | 3. |
The DR 705 - 708 railcars were delivered in 1927 and were among the first railcars with a combustion engine of the Deutsche Reichsbahn . They were the design variant of Zwickau car factory, formerly Schumann AG and technical features have already had the to the 1950s produced diesel-mechanical Railcars: transmission wheels of the four shift gears constantly engaged with claw circuit switched electro-pneumatic, gear changes by releasing the single dry . The distinguishing feature of the previous design is the design with a central entry area in the retracted design. Three vehicles came to the DB after 1945 . One vehicle in the series was destroyed in World War II.
history
The second series of railcars with internal combustion engine drive were the four Werdau type railcars. They were built in 1927 and, after acceptance at RAW Dresden, they were first used in the Reichsbahndirektion Breslau . Later deployment location was Oldenburg in the Reich Railway Directorate in Münster (Westf) . From 1932 onwards, all vehicles were stationed in the Bamberg depot , where they remained until they were retired.
The vehicles had a significantly lower mileage than their predecessor, their average annual mileage was 35,000 kilometers. The cause was the drive motor and the gearbox of the original Werdau design. After replacing the motor with one of the Büssing type and the gearbox with the TAG type RG 100 gearbox , this situation changed only insignificantly. During the war, the petrol engine spared the vehicles from military service. Car 707 was burned out and taken out of service in 1943.
VT 86 900-902
The remaining three cars came to the DB after 1946 and were given the class designation VT 86 900–902 . After the war, the vehicles had longer parking times. The drive motor in particular, with bearing damage and broken crankshafts, repeatedly gave rise to repairs. The railcars were therefore retired in 1953 and 1954. The VT 86 902 was sold to the Niederweserbahn after it was taken out of service, a conversion was started but not completed. The number T 115 was planned. After 1957 the car body still served as an overnight room.
Constructive features
The car body was built 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 11,500 mm long riveted underframe. The car body was identified by the indented middle entry area, where the body width was only 2,390 mm. 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 a luggage compartment, which is why the driver's cabs had doors on both sides with bars on the windows. The characteristic of the car body in the original version was the protruding barrel roof. This was later shortened and the front windows were provided with glare protection instead.
The railcars originally had a 3rd class and a 4th class compartment. After the 4th class was abolished in 1928, the 4th class compartments were partially rebuilt. The railcar 705 received a 2nd class compartment in the smaller room.
The Daimler M 1574 engine was stored with the gearbox in the original equipment 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. As a result, 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. It is unclear whether this was done by preselecting the relevant gear or by switching over after the clutch was disengaged.
The engine was water-cooled and had two radiator blocks located on the front of the car.
Conventional vehicles were used as reinforcement cars.
literature
- Heinz R. Kurz: The railcars of the Reichsbahn types. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2
Web links
Individual evidence
- ↑ a b c Heinz R. Kurz: The railcars of the Reichsbahn-Bauarten , EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 29
- ^ Photo of the car VT 86 902 1955 on the Niederweserbahn, photographed on the Joachim Schmidt Railway Foundation
- ^ Gerd Wolff: Deutsche Klein- und Privatbahnen / Vol. 10. Lower Saxony. - Part 2. EK-Verlag, Freiburg, Br. 2007, ISBN 978-3-88255-669-8 , p. 70 .
- ↑ Heinz R. Kurz: "The railcars of the Reichsbahn-Bauarten, EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 28
- ↑ a b c Heinz R. Kurz: "The railcars of the Reichsbahn-Bauarten, EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 26
