MFWE TI

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MFWE TI / DR 750
MFWE TI
MFWE TI
Numbering: MFWE TI
DRG : 750
DB : VT 85 900
BOE T 156
Number: 1
Manufacturer: DWK Kiel
Year of construction (s): 1926
Retirement: after 1955
Type : (1A) (A1) bm
Genre : BC 4vT
Gauge : 1435 mm ( standard gauge )
Length over buffers: 18,400 mm
Length: 17,100 mm
Height: 4,090 mm (with cooler)
Width: 2,980 mm
Trunnion Distance: 11,500 mm
Bogie axle base: 2,500 mm
Service mass: 31,000 kg
Top speed: 60 km / h
Installed capacity: 150 hp
Wheel diameter: 850 mm
Motor type: DWK T VI 158
Motor type: Six-cylinder, four-stroke benzene engine
Rated speed: 1,000 / min
Power transmission: mechanically
Brake: Compressed air brake type Knorr
Seats: 81
Classes : 2nd and 3rd

The benzene railcar MFWE TI belongs to a series of the first railcars of the Deutsche Werke Kiel and was created in 1926. It was procured by the Mecklenburgische Friedrich-Wilhelm-Eisenbahn-Gesellschaft (MFWE) and was a further development of the DWK railcar as it was with the MFWE the MFWE T II was used.

In 1942, after the nationalization of the MFWE, it became part of the Deutsche Reichsbahn and was given the road number 750. It remained in the western part of Germany after 1946 and was taken over by the Deutsche Bundesbahn , where it was no longer used. It was retired after 1950. The railcars corresponded to the type series V and had an angular body. They belonged to the vehicles of the series, which were colloquially referred to as Kommissbrot .

history

A whole series of narrow-gauge and standard-gauge vehicles were built from this type of railcar at DWK . Their design features were:

  • single-engine machinery
  • All-steel car body with trapezoidal car ends
  • Bogie construction
  • Roof cooling system.

In contrast to the MFWE T II, ​​the steel riveted car body was designed with a trapezoidal front face, which was similar to the DR 751 to 754 multiple units . He was employed at the Mecklenburgische Friedrich-Wilhelm-Eisenbahn-Gesellschaft as TI in the Neustrelitz depot . During the war, the car continued to run on LPG. After 1946 it was taken to the Reichsbahndirektion Hamburg , where it was designated as VT 85 900 . In 1948 the vehicle was damaged in the Opladen repair shop . The vehicle was no longer refurbished, but retired in 1950 and sold to the Bremervörde-Osterholzer Eisenbahn in 1952 , where it was given the designation T 156 . In 1954 it was passed on to the Lüchow-Schmarsau Railway . There he was in use until the end of passenger traffic in 1969. In September 1972 it was scrapped.

Constructive features

Basic sketch of the manual transmission from DWK, source Malý atlas lokomotiv2

The railcar belonged to the DWK model series V. In this model series, the entire machine system including its trough-shaped machine support frame in the center of the bogies was stored in the track sockets for the first time with DWK railcars . The machine system could be exchanged without lifting the car body. As a result, the machine system was freely accessible and exchangeable by lifting flaps. The car body was made of all-steel construction as a rivet construction and had the typical head shape of DWK cars. It was supported by coil springs on the weighing beams of the bogies. The car body was made from sheet steel welded and riveted according to the regulations of the Central Railway Authority. The framework consisted of steel beams, the roof of aluminum. The interior was clad with plywood with an insulated cavity. The windows were rectangular, but had a skylight in the original design. The lower part could be lowered. The seats were made in the wood class. They were primarily in a transverse arrangement, in the middle there was also an area with longitudinal seats in the longitudinal center of the car. The capacity of the car was about 110 people, divided into a larger 3rd class compartment and a smaller 2nd class compartment. The compartments were followed by the entry areas with the driver's cabs. The interior also included two fans per seat compartment, luggage nets and sun protection.

The gasoline engine, which was given consumption of 215 g per horsepower and hour at full load, transferred its power to a four-speed gearbox via a dry clutch , which could be operated by foot. This was switched mechanically with gear shifts and enabled speeds of 12 km / h, 24 km / h, 38 km / h and 60 km / h in the individual gears. The engine was cooled with water. The inner wheel sets of each bogie were driven by cardan shafts and axle drives. The wheel sets were stored in roller bearings.

Several lamellar coolers were arranged on the roof for water cooling. The passenger compartment was heated by the engine cooling water. The two fuel containers were also placed on the roof. The fuel was fed to the gasifier via protected pipes through the natural gradient. The interior of the car and the headlights were illuminated by two alternators. There were also two batteries of 100 Ah each. Batteries and alternators can be put into operation alternately if required.

literature

  • Heinz Kurz: The railcars of the Reichsbahn design. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2
  • Rolf Löttgers: The railcars of the Deutsche Werke Kiel , Uhle and Kleimann, Lübbecke 1988, ISBN 3-922657-61-3

Individual evidence

  1. ↑ a b Heinz Kurz: The railcars of the Reichsbahn types. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , p. 9
  2. ↑ Rolf Löttgers: The railcars of Deutsche Werke Kiel . Uhle and Kleimann, Lübbecke 1988, p. 51 .
  3. ↑ Rolf Löttgers: The railcars of Deutsche Werke Kiel . Uhle and Kleimann, Lübbecke 1988, p. 117 .
  4. ↑ http://www.loks-aus-kiel.de/index.php?nav=1401400&lang=1&id=19367&action=portrait Loks-aus kiel.de Retrieved on April 21, 2016
  5. ↑ Rolf Löttgers: The railcars of Deutsche Werke Kiel. Uhle and Kleimann Verlag, Lübbecke 1988, ISBN 3-922657-61-3 , page 51
  6. ↑ a b c d Rolf Löttgers: The railcars of the Deutsche Werke Kiel. Uhle and Kleimann Verlag, Lübbecke 1988, ISBN 3-922657-61-3 , page 52
  7. ↑ Heinz Kurz: The railcars of the Reichsbahn types. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , p. 11
  8. ↑ Rolf Löttgers: The railcars of Deutsche Werke Kiel. Uhle and Kleimann Verlag, Lübbecke 1988, ISBN 3-922657-61-3 , page 53
  9. ↑ Rolf Löttgers: The railcars of Deutsche Werke Kiel. Verlag Uhle and Kleimann, Lübbecke 1988, ISBN 3-922657-61-3 , page 54