DR 763 to 765

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DR 763-765
DRG 763 Oldenburg.png
Numbering: DR: 862–864
after conversion: 763–765
DB: VT 66 906–907
WEG T 11 / VT 401
Number: 3
Manufacturer: Dessau wagon factory
Year of construction (s): 1928
Axis formula : (1 A) (A 1)
Length over buffers: 21,420 mm
Height: 3,950 mm (without cooler)
Width: 2,984 mm
Trunnion Distance: 13,700 mm
Bogie axle base: Machine bogie: 2,800 mm
Service mass: 47,000 kg (unoccupied car)
Top speed: 70 km / h
Installed capacity: 2 × 81 kW
Driving wheel diameter: 1,000 mm
Impeller diameter: 1,000 mm
Motor type: Büssing D 2 upon delivery
Motor type: 2 × 6 cylinder 4-stroke petrol engine
Rated speed: 1,200 rpm
Power transmission: mechanical with Soden gear
Seats: 72
Standing room: 16

The DR 763–765 series are internal combustion railcars that were manufactured by the Dessauer Waggonfabrik from 1928 to 1929 and, as vehicles of the so-called heavy design , were equipped with a gasoline engine. They were originally designed as diesel railcars , for them the numbers 862-864 were intended. The conversion to a railcar with a gasoline engine dragged on until 1932. The vehicles were similar in classification to the 757 to 762 , but had significant differences in appearance.

One vehicle is listed as "1982 still in operation" at the Württembergische Eisenbahn-Gesellschaft (WEG). At WEG, the car was equipped with a single-axle drive and hydromechanical power transmission for all four axles. As a T 11 tow car , it was used in front of ballast trains on the Nürtingen – Neuffen railway line .

history

Reichsbahn time

The vehicles were ordered from the Dessauer Waggonfabrik in 1925. They were to be given two six-cylinder diesel engines from Körting , each with a capacity of 66 kW, which operated with high-pressure injection and atomization of the fuel. In contrast to the Wismar-VT , they were to have an electro-pneumatically controlled mechanical power transmission like the WUMAG railcars. In this form, they were put into service in 1927 as the 862–864 .

There is no reliable information about the reasons for not carrying out this project. In 1931/32 they were technically adapted to the railcars 757 to 762 through conversion. The listed technical data correspond to the version as a Reichsbahn motor car with a petrol engine. In contrast to the WUMAG railcars, the vehicles received cup-shaped radiators in the middle of the vehicle with a skylight design. In retrospect, the cooling system proved to be inadequate, so that two coolers later had to be retrofitted on the front sides of the railcar. The reasons given are the higher performance of gasoline engines and their poorer efficiency compared to diesel engines.

The railcars were used in Oldenburg and Stettin after 1932 . Later the locations of the railcars changed several times. Thus Angermünde , Templin and Nuremberg specified. Due to the high drive power with the double machine system, the vehicles could be used as tow cars. The passenger capacity corresponded to the WUMAG railcars. All three railcars were in civil service with the Rbd Münster during the Second World War . They were converted to optional gas operation. First, a vehicle was converted to run on propellant gas , and later it was converted to LPG .

All vehicles survived the war. Then the 763 was the first vehicle to be retired in Bielefeld in 1946 . In 1947 the other two were given the designation VT 66 906 and VT 66 907 . In 1950 the VT 66 907 was parked. The VT 66 906 was in operation until 1952 and was sold to WEG in 1954.

Private railways

At WEG, the VT 66 906, newly designated as the T 11, received the aforementioned redesign with single-axle drive . The car first received a machine system with four diesel engines from Büssing , each with 110 kW. Differential converter transmissions were used as power transmission. Later, the drive power was increased to 4 × 155 kW and the external equipment was changed, including enlarging the front windows. The differential converter gears still had a downstream multi-step gearbox for normal travel and uphill travel. The power and towing capacity of the railcar corresponded to that of a medium-weight diesel locomotive.

The railcar was used on the Nürtingen – Neuffen railway from 1958 to 2000 , and from 1984 under the number VT 401. Initially, on the route known as the Tälesbahn , it mainly hauled heavy limestone trains from Neuffen to Nürtingen, until these services ended with the closure of the Nürtingen cement works in 1972 . In the years that followed, the railcar was mainly used as a reserve for passenger traffic and was used again as planned from 1990 onwards, as the volume of goods traffic had risen again. With the modernization of passenger transport, a diesel locomotive came onto the line in 2000 to take over freight transport. The VT 401 was supposed to serve as a reserve vehicle, but was parked after an accident in the same year. In 2002 the Ulm Railway Friends bought it . They planned to use it in museum operations on the local Amstetten – Gerstetten railway after processing . In 2009 the vehicle was donated to the “Friends of the Halle-Hettstedter-Eisenbahn e. V. “and is processed again by this.

technical description

The following technical description of the vehicles also corresponds to the time of the Reichsbahn since 1932. The dimensions and design of the car body are similar to the WUMAG railcars. The main differences are the lack of sloping roof in the forehead area of ​​the Dessau car, the shorter bogies and a different shape of the radiator. The vehicles were designed as such of the 2nd and 3rd carriage class, with ten seats in the 2nd and 62 seats in the 3rd carriage class. In the 2nd class the seats were arranged in the arrangement 2 + 2 or 1 + 1, in the 3rd class 3 + 2. The outer doors to the entry rooms were designed as revolving doors. The vehicles also had side revolving doors to the engine driver's cabs.

In terms of technical equipment, the machine system essentially corresponds to the WUMAG railcars. The differences to these railcars can be seen in the suspension of the machinery. In the Dessau cars, the engines and the Soden gears that were also used were attached to a machine support frame under the main frame from the start. Around 1941, the Soden gearboxes on these vehicles were exchanged for those of the Mylius type . This enabled the speed of the vehicles to be increased to 80 km / h. The cooling system consisted of twenty honeycomb coolers that were placed in two rows on the roof. The heated air between the two rows of coolers was able to escape upwards via special ventilation ports. After the renovation in 1931/32, these vent connections were pot-shaped. In the middle of the cooler structure was a cooling water expansion tank, the level of which could be seen from the outside. Running boards were attached to the roof on both sides of the cooling system so that they could be checked during operation. The interior of the railcars was heated by warm water.

literature

Web links

Individual evidence

  1. ↑ a b c Heinz R. Kurz: Railcars of the Reichsbahn-Bauarten , EK-Verlag, 1988, ISBN 3-88255-803-2 , page 77
  2. ↑ Rolf Löttgers: The narrow-gauge railway time in color . Franckh'sche Verlagsbuchhandlung, Stuttgart 1983, ISBN 3-440-05235-4 , p. 49 .
  3. ↑ a b Heinz R. Kurz: Railcars of the Reichsbahn-Bauarten , EK-Verlag, 1988, ISBN 3-88255-803-2 , page 78
  4. ↑ a b c d Heinz R. Kurz: Railcars of the Reichsbahn-Bauarten , EK-Verlag, 1988, ISBN 3-88255-803-2 , page 80
  5. ^ Dieter Riehemann: Freight and towing cars on German small railways and narrow-gauge railways . Zeunert, Gifhorn 2005, ISBN 3-924335-44-3 , p. 16
  6. ^ Gerd Wolff, Hans-Dieter Menges: German small and private railways. Volume 3: Württemberg . EK-Verlag, Freiburg 1995, ISBN 3-88255-655-2 , p. 130 .
  7. ^ Dieter Riehemann: Freight and towing cars on German small railways and narrow-gauge railways . Zeunert, Gifhorn 2005, ISBN 3-924335-44-3 , p. 30
  8. ↑ Photo from WEG T11 , status 2016
  9. ↑ Information on the Museum Train of the Friends of HHE , accessed on December 2, 2016
  10. ↑ Heinz Kurz, The railcars of the Reichsbahn-Bauarten , EK-Verlag 1988, ISBN 3-88255-803-2 , page 79