DR 751 to 754

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DR 751-754
Numbering: DRG : 751–754,
DB : VT 85 901–904
St.MB T 58
Niederweserbahn T 157
VGH T3
IW T 159
Wittlager Kreisbahn T1 II
Number: 4th
Manufacturer: DWK Kiel
Year of construction (s): 1925
Retirement: until 1974
Type : (1A) (A1) bm
Genre : 751-753: C4vT
754: BC4vT
Gauge : 1435 mm ( standard gauge )
Length over buffers: 18,400 mm
Length: 17,100 mm
Height: 3,680 mm (without cooler)
Width: 2,980 mm
Bogie axle base: 2,500 mm
Empty mass: 751-752: 36,300 kg
753: 34,000 kg
754: 32,500 kg
Service mass: 751–752: 43,400 kg
753: 40,800 kg
754: 39,600 kg (occupied multiple unit)
Top speed: 60 km / h
Installed capacity: 110 kW (150 PS)
Wheel diameter: 850 mm
Motor type: DWK T VI
Motor type: Six-cylinder four-stroke petrol engine
Rated speed: 1,000 / min
Power transmission: mechanical with TAG gear
Tank capacity: 220 l
Brake: Compressed air brake type Knorr
Train heating: Cooling water heating
Seats: 751-752: 70
753-754: 67
Standing room: 751-753: 24
754: 28
Classes : 2 to 4.

The railcars 751–754 are a series of railcars supplied by Deutsche Werke AG in Kiel to the Deutsche Reichsbahn and are the only new-build vehicles from the manufacturer that were taken over by the State Railroad. Like the DRG 750, which later became part of the state railway, they correspond to the DWK type V series , which was popularly known as Kommissbrot . All vehicles in the series were still in use after 1946 and continued to be operated by private railways with some extensive modifications. Although the vehicles were able to hold their own in service until the 1970s, none of the series was preserved.

history

The vehicles corresponded to the type series V of the Deutsche Werke Kiel and were the only ones from the manufacturer that were taken over by the state railway in the delivery condition. The wagons were marked 101 Altona (751) and 102 Altona (752) as well as 101 Stettin (753) and 102 Stettin (754) when they were delivered. The vehicles were used at the Husum depot and the Neustrelitz depot . Car 751 had been subjected to detailed tests at the LVA Grunewald . A fuel consumption of 300 g / PSh at 120–150 PS output and 500 g / PSh in the partial load range (40 PS) was determined.

Since 1935, the vehicles were concentrated in the Husum depot and served all branch lines from there. The vehicles were in use during the war. Almost regularly a sidecar was brought along, several times a mail wagon or a cattle wagon. According to the literature, all four vehicles covered around 900,000 kilometers from commissioning to March 15, 1938. Broken down to the individual vehicles, the following annual performance results for the individual vehicles: 751 57,000 kilometers, 752 78,700 kilometers, 753 66,200 kilometers and 754 74,300 kilometers. It must be taken into account that there were considerable difficulties with the original machine system, which made it necessary to change the engine several times.

After 1946 all vehicles were in the area of what would later become the Deutsche Bundesbahn and were given the designations VT 85 901–904 . At the end of the 1940s, the VT 85 902, the first of the series, was withdrawn from the inventory. Around 1952, the remaining vehicles were taken out of service by the DB and converted for operation on private railways at the Lower Saxony State Railway Office or in construction train service. Today there are only photos of the vehicles. There is a model of the 754 from the state of the DRG.

Niederweserbahn T 157

The VT 85901 ran after his conversion in the Lower Weser train as T 157 to its setting in 1964. After that he associated with the transport operators county Hoya as T3 . After the cessation of passenger traffic in 1972, the vehicle was taken to the Stoomtram museum railway in the Netherlands , where it was scrapped in 1974 after an accident.,

Steinhuder Meer Railway T 58

The most interesting conversion of the private railways was the VT 85 902 , which was converted as a narrow-gauge railcar for 1000 mm gauge and was used on the Steinhuder Meer-Bahn as the T 58 . The vehicle had a central buffer coupling for operation on the narrow-gauge railway , the car body had been lowered for operation on the narrow-gauge railway, and it had wheels with a diameter of 750 mm. This car served in passenger traffic on the Kleinbahn until 1964, and was occasionally used as a towing car in freight traffic. The vehicle was parked in 1970 and scrapped in 1972.,

Kleinbahn Ihrhove – Westrhauderfehn T 159

The VT 85903 went after his conversion on the light railway Ihrhove-Westrhauderfehn under the name l 159 . After the shutdown there, it came to the Wittlager Kreisbahn and was given the designation T1 II . After a drive unit had become defective, the railcar ran from 1967 with only one drive system. It was also parked at the company in 1969 and scrapped after a fire in 1973.

Construction train service

The railcar VT 85 904 ended in construction train service . This was converted into a construction train wagon in the 1950s and was still in 1973 in a track warehouse in Darmstadt . The whereabouts of the car are not known.

Constructive features

The 17,100 mm long underframe carries the box frame, which is clad with two millimeter thick sheet metal. All sheet metal connections were still riveted. The interior was made of plywood. The inner skin of the roof was also made of plywood. The interior was redesigned several times with partitions, which is reflected in the different number of seats. The vehicles were in 2nd to 4th class. In addition to a lavatory, the vehicles also had a lockable mail compartment, but no luggage space.

The benzene-mechanical machine system is mounted in a machine support frame, which was mounted in the pans of the bogie frame. As a result, one-sided loading of the bogie could be avoided, there was a favorable loading of the inner drive axles, and the entire drive system was freely accessible after lifting the car body, which made maintenance much easier. When delivered, the vehicles were powered by a water-cooled six-cylinder four-stroke gasoline engine from DWK. It partially protruded into the passenger compartment and was covered by a bench. This motor passed its torque on to a mechanical four-speed gearbox of the type TAG old , which was still switched by shifting the gear. The clutch was operated with foot actuation. The power transmission to the drive wheels was realized with cardan shafts. The old gear from the DWK production was soon exchanged for a pneumatically switchable TAG gear , whereby the drive configuration was retained.

In the later conversions for private railways, the entire machine system including the supporting frame was replaced. The vehicles received two machine systems with diesel engines, which were housed individually in the respective bogie under the car floor. The power transmission to the respective drive wheel was realized with a Mylius gear . During the renovation for the private railways, the front face was changed; Instead of the previous three front windows, the vehicles received a continuous front window. The roof coolers were also removed, the vehicles were given seats covered with artificial leather in the interior and passenger compartment heating that was independent of the drive motor.

literature

  • Heinz Kurz: The railcars of the Reichsbahn design. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2

Web links

Individual evidence

  1. ↑ a b Heinz Kurz: The railcars of the Reichsbahn types. , EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 59
  2. ↑ a b c d Heinz Kurz: The railcars of the Reichsbahn types. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 60
  3. ↑ Photograph of the 754 as a model at www.reichsbahntriebwagen.de
  4. ↑ Data sheet from the Niederweserbahn with a mention of DRG 751 at www.beitraege.lokomotive.de
  5. ↑ Data sheet from the StMB with mention of DRG 752 at www.beitraege.lokomotive.de
  6. ↑ Hans Schweinfuss, Bernhard Uhle: The Wittlager circular path. Uhle and Kleimann, ISBN 3-928959-28-X , page 179
  7. ↑ Data sheet from Kleinbahn Ihrhove – Westrhauderfehn with mention of DRG 753 at www.beitraege.lokomotive.de
  8. ↑ Data sheet from DRG 754 at www.loks-aus-kiel