DR 717 to 719
| DR 717 to 719 | |
|---|---|
 DR 718 in Ebermannstadt (May 2016)
|
|
| Numbering: |
DR 717 to 719 DR 133 000–002 DB VT 78 900–902 MKB T7 and 8 DEW 10 DFS 718 Regensburg |
| Number: | 3 |
| Manufacturer: | LHB |
| Year of construction (s): | 1932 |
| Retirement: | 1994 |
| Axis formula : | A1 |
| Length over buffers: | 12,200 mm |
| Total wheelbase: | 6,200 mm |
| Service mass: | original: 14,200 kg empty 19,300 kg occupied (including standing room) |
| Top speed: | 65 km / h |
| Installed capacity: | 88 kW at 1,200 rpm |
| Driving wheel diameter: | 900 mm |
| Impeller diameter: | 900 mm |
| Motor type: | original: VOMAG 6 EH 3060 |
| Motor type: | 1 × 6 cylinder 4-stroke petrol engine |
| Power transmission: | mechanical with TAG gear |
| Tank capacity: | 145 l |
| Brake: |
Compressed air brake of the Knorr type from 1937 Hildebrand-Knorr compressed air brake |
| Seats: | 46 |
The motor coaches DR 717 to 719 belong to the first series of light-weight motor coaches procured by the Deutsche Reichsbahn . They were built with a gasoline engine . The vehicles were very similar to the DR 135 002 ... 059 series diesel multiple units, particularly due to the riveted car body . One vehicle from the series has been preserved and is on the Franconian Switzerland Steam Railway .
history
State railway time
The railcars are one of the first developments in the so-called lightweight design, in which the service weight could be reduced by six tons compared to a similar two-axle heavy-duty railcar. At the same time, it was possible to almost double the drive power of the motor compared to the DR 701 to 704 , whereby the specific drive power could be increased from 2.75 kW / t to 6.4 kW / t. The service weight of the DR 720 to 722 , which were manufactured using a welded construction, was reduced by another 1.2 t. The railcars were manufactured by LHB in 1932 on behalf of Triebwagen AG . The manufacturer of the vehicle part was the LHB Werdau plant , which explains the fact that the vehicles are equipped with VOMAG drive motors . At the same time as the railcar, identical sidecars were procured.
The vehicles were used in the Regensburg area and assigned to RAW Nuremberg for maintenance . They were equipped with a pulling and buffing device of the so-called light design, which made it impossible to carry them on the train. Only from the end of 1932 was it allowed to use this coupling option to carry the railcar at the end of a train. At the end of 1932 the vehicles were given the new designation VT 133 000–002 .
After 1945 they were part of the Deutsche Bundesbahn and were renamed as VT 78 900–902 . VT 78 900 was deployed from the Amberg depot on the Amberg-Lauterhofen route. VT 78 901-902 were retired from the DB in 1953 and sold to the Mindener Kreisbahnen .
Private railways
At the Mindener Kreisbahn, both railcars received a 130 hp diesel engine from Deutz and were designated as the T7 and T8 . The T8 was involved in an accident in 1968 and, as a result, retired in 1975. The T 7 was sold to the Weserbergland steam railway in 1975 and, after a renovation, was used as DEW 10 on the Rinteln – Stadthagen railway line from 1978 onwards . From there it was sold to the Franconian Switzerland Steam Railway in 1994. In May 2016 it was parked outdoors in poor condition at Ebermannstadt train station . A work-up is planned after the completion of the general inspection of the association's own VT 135 069.
technical description
The chassis and the car body are completely riveted. Despite this and the partially used wood composite construction with riveted external sheet metal, the wagons were classified as lightweight . The wide side windows with a clearance of 1,200 mm are particularly noticeable. These windows are designed as crank windows, while the windows of the entrance doors are designed as drop windows.
Originally the upright six-cylinder four-stroke gasoline engine from the Vogtländische Maschinenfabrik was used as the drive motor, with a nominal weight of 790 kg and a nominal output of 120 hp. For a short time, an output of 130 hp could be delivered at 1,300 rpm. Its dimensions were 1,244 mm high, 625 mm wide and 1,676 mm long. It could be operated either with gasoline or a gasoline / benzene mixture (1: 1). The power transmission was realized mechanically by the TAG gearbox .
The electrical system was designed as a 24 V system and consisted of the battery with 160 Ah and a Bosch alternator with 500 W output. It was dimensioned in such a way that a sidecar could easily be supplied via a three-pin connection socket. A dead man's device was available as a safety device . The car was originally heated by the hot exhaust gases from the engine, later this heater was converted into a hot water heater.
literature
- Heinz R. Kurz: The railcars of the Reichsbahn types . EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2
Web links
- Website about the existing railcars of the Reichsbahn with gasoline engines
- Photo of the DR 718 as MKB T7 1972 on the Joachim Schmidt Railway Foundation
Individual evidence
- ↑ Data sheet on the surviving railcars of the series on the Franconian Switzerland Steam Railway
- ^ Heinz Kurz: "The railcars of the Reichsbahn-Bauarten", EK-Verlag, 1988, ISBN 3-88255-803-2 , page 37
- ↑ a b Detailed information about the railcar at www.roter-brummer.de
- ^ A b c Heinz Kurz: "The railcars of the Reichsbahn-Bauarten", EK-Verlag, 1988, ISBN 3-88255-803-2 , page 38
- ↑ Heinz Kurz "The railcars of the Reichsbahn-Bauarten", EK-Verlag, 1988, ISBN 3-88255-803-2 , page 36