DR 766

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DR 766
DRG 766.png
Numbering: DR: 766
DB : VT 85 905
Westerwaldbahn : T 103 II
Number: 1
Manufacturer: DWK
Year of construction (s): 1932
Retirement: 1962
Type : (1 A) (A 1) bm
Genre : BC4ivT
Length over buffers: 14,560 mm
Length: 13,260 mm
Height: 3,950 mm (without cooler)
Width: 2,984 mm
Trunnion Distance: 8,500 mm
Bogie axle base: 1,700 mm
Service mass: empty: 21,800 kg
occupied: 28,200 kg
Top speed: 60 km / h
Installed capacity: 110 kW (150 PS)
Wheel diameter: 900 mm
Motor type: DWK T VIb
Motor type: 6 cylinder 4-stroke petrol engine
Rated speed: 1,000 / min
Power transmission: mechanical with TAG gear
Tank capacity: 200 l
Seats: 2nd class 16
3rd class 34
Standing room: 35

The DR 766 was an internal combustion railcar that came to the Deutsche Reichsbahn through a bargain purchase in 1932 . The vehicle was manufactured at the German works in Kiel and is considered a further development of the DKW IVa series . In terms of the development status of the drive system, it is identical to the 751–754 series , but designed a little shorter than this series. In terms of the car body, the railcars are almost identical to AKN T1 – T3 . The DR 766 multiple unit was taken over by the Deutsche Bundesbahn as the VT 85 905 after 1945 and was in service until 1951. Then it came to the Westerwaldbahn , where it drove as the T 103 until 1960 and was then parked, retired and scrapped in 1962.

history

Three copies of this type of railcar were brought to the Altona – Kaltenkirchen – Neumünster Eisenbahn AG for delivery. In 1932 he was accepted by the RAW Wittenberge and then used in the Reichsbahndirektion Hamburg . The railcar was preferably used on the 15 km long connecting route Bredstedt - Löwenstedt and in circulation with the large DWK railcars 751-754. During the Second World War , the railcar was still in use at the Rbd Hamburg after the switch to operation with liquid gas .

Use on the Windbergbahn

DR 766 in 1933 in Possendorf station

The railcar also performed a one-year trial run on the Windbergbahn from Dresden Hauptbahnhof to Possendorf from 1932 to 1933, where it was supposed to make the unprofitable steam operation in passenger traffic more economical. The use of the railcar became particularly necessary because in 1931 three steam locomotives of the 98.0 series had to be retired. The good cornering ability in the tight radii on the route from Freital to Gittersee spoke in favor of using the railcar . A two-axle sidecar ran with the railcar on the route. During the first trip with passengers, however, it became apparent that the power of the railcar, which at that time still had an engine output of 150 hp, was not sufficient for the 25 o / oo gradient. Subsequent trips were only made in the valley direction with passengers or during the low-traffic period.

After a year of trial operation, the use of the railcar was canceled again because the railcar was unable to cope with the steep gradients with its engine power at the time.

VT 85 905

After the war it belonged to the Deutsche Bundesbahn as VT 85 905 , where it was in use until 1951. In the same year it was sold to the Westerwaldbahn with the designation T 103 without a drive system . The company equipped the railcar with a diesel engine from Deutz AG with 180 hp and renewed the roof cooling system. In addition, the gearbox was used by the WEBA VT 101 after it was retrofitted by Jung with a double-sided output shaft. In this condition, the railcar was in service until 1960, after which it was retired and scrapped in 1962. It was estimated that it was very popular in operation with the Westerwaldbahn.

technical description

The car body of the vehicle was made of all-steel construction. The underframe was 13,260 mm long and had special design buffers at both ends and a plate diameter of 400 mm. In addition, the car had the regular screw coupling, lighter design. The car body was divided into a 2nd class compartment with 16 seats and an open-plan 3rd class compartment. Seats 2 + 2 were arranged in 2nd class and 3 + 2 in 3rd class. Next to the passenger compartments were the entry areas, which were also the driver's cabs. They were somewhat redesigned compared to the commissary sandwiches ; the entrance doors were less pointed, resulting in larger cab windows. A driver's cab also served as a luggage compartment for a floor space of 4 m²; this was recognizable by the recessed outer door. The vehicle was equipped with the roof cooler familiar from DKW railcars, but the roof was a little flatter.

The wheelbase of the bogies was kept very small. The wheel diameters were significantly larger than those of the DWK model IV a standard gauge . Driving and running wheels are supported by leaf springs on the bogie frame.

The machine system had been further developed compared to the DWK model IV a standard gauge and, contrary to the DR 751–754, was suspended from the main frame via four rubber buffers. The benzene engine developed 110 kW (150 hp) and protruded into the passenger compartment, where it was covered by a sheet metal hood. The engine had one carburettor for every three cylinders . The throttle valves were connected to one another and operated from the driver's cab using a cable. Transmission via the TAG transmission was already selected for this vehicle . The railcar was one of the first DWK railcars with a preselector gearbox, the gearbox configuration that was standard until World War II. The transmission of the torque to the internal drive wheels in the bogie was traditionally carried out in the same way as with DWK railcars .

literature

Web links

Individual evidence

  1. ↑ a b c d Heinz Kurz: Railcars of the Reichsbahn-Bauarten , EK-Verlag, 1988, ISBN 3-88255-803-2 , page 83
  2. ↑ Heinz Kurz: Railcars of the Reichsbahn-Bauarten , EK-Verlag, 1988, ISBN 3-88255-803-2 , page 81
  3. ^ Jürgen Schubert: Die Windbergbahn , Transpress Verlag, Berlin 1982, page 155
  4. ↑ a b Willi Merzhäuser: Die Westerwaldbahn , EK-Verlag, Freiburg 1986, ISBN = 3-88255-578-5, page 89