DSB MO
| MO | |
|---|---|
 MO 1849 in Skærbæk, 1978
|
|
| Numbering: | MO (I): 211–212, from 1941: 551–552, from 1964: 1951–1952 MO (II): 261–270, from 1941: 553–562, from 1964: 1953–1962 MO (III): 271 –280, from 1941: 563–572 MO (IV): 281–307, from 1941: 573–599, from 1960/64: 1973–1999 MO (V): 1801–1890 |
| Number: | MO (I): 2, MO (II): 10, MO (III): 10, MO (IV): 27, MO (V): 90 |
| Manufacturer: | MO (I): Burmeister & Wain , Copenhagen MO (II) to MO (V): Frichs , Aarhus |
| Year of construction (s): | MO (I) and MO (II): 1935 MO (III): 1936 MO (IV): 1938-1940 MO (V): 1951-1958 |
| Axis formula : | MO (I) and MO (III): 2 'Bo' MO (I) from 1946: 3 'Bo' MO (II), MO (IV) and MO (V): 3 'Bo' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 20,938 m |
| Trunnion Distance: | 14.090 m |
| Bogie axle base: | Bogie 1: 1.37 m + 1.83 m Bogie 2: 3.20 m |
| Loading mass: | 1.6 tons, from 1960: 2 tons, |
| Service mass: | MO (I): 60 t, from 1945: 58 t, MO (II): 58.3 t, MO (III): 55.5 t, MO (IV) and MO (V): 65 t |
| Top speed: | 120 km / h |
| Installed capacity: | 2 × 184 kW (250 PS) |
| Motor type: | MO (I): 2 × Burmeister & Wains type 613,5VL22 D 6-cylinder engines, from 1946: 2 × Frichs type 6185CA, 6 cylinder engines MO (II) to MO (IV): 2 × Frichs type 6185CA, 6 cylinder engines |
| Rated speed: | B&W: 1200 min −1 , Frichs: 1000 min −1 |
| Power transmission: | diesel-electric |
| Number of traction motors: | 2 |
| Train heating: | MO (I) to (IV): coke heating, MO (V): oil-fired steam heating |
| Operating mode: | diesel-electric |
| Seats: | MO (I) to MO (IV): 52, MO (V): 37 |
| Hold: | 9 cubic meters |
The vehicles of the DSB MO series were diesel railcars that were built in several series for Danske Statsbaner (DSB) by the Danish engineering works Burmeister & Wain (B&W) in Copenhagen and Frichs in Aarhus .
history
In 1935 the MO series was commissioned by DSB as a more powerful version of the MP series built by Frichs in 1933 . The first two trains were built by B&W, with the car bodies from Scandia A / S in Randers and the electrical equipment from Titan in Odense . All other trains were built at Frichs and Scandia.
The simultaneous development of Lyntog -Schnelltriebzüge MS prompted B & W as Denmark's largest engineering company, to demand a share in the motor trade. Due to a certain political pressure, DSB accepted the motorization of two MO railcars by B&W. Car bodies and bogies for the two vehicles were built by Scandia, while B&W supplied the engines and Thrige supplied the electrical equipment.
Compared to the MP series, a more powerful motor type was developed and these traction motors were also used in the Lyntog express railcars . The main innovations were an ASEA-Åkerman remote control system for double traction and the now two-axle bogie with the two electric traction motors. The railcars had a luggage compartment, a toilet and a driver's cab at each end .
Delivery series and company numbers
49 units of the MO series railcars were delivered in 1935–40, divided into the delivery series I – IV. Series IV was divided into three more construction lots. To distinguish it, the number of the delivery series was added in Roman numerals, which was never used in the vehicle labels. When it was put into service, DSB issued company numbers from the range 211–307, which were redrawn in 1941 in the range 551–599.
The denomination resulted from the budget specifications of the DSB and allowed continuous further development.
From 1951 a further 90 railcars were procured as series V.
Technical facility
The drive system consisted of two diesel engine generator sets, which were stored next to each other in the three-axle bogie under the engine room. With the exception of the two railcars built by Burmeister & Wain, the engines were four-stroke diesel engines from Frichs, type 6185CA, each with six cylinders. The vehicle was driven by two traction motors in the two-axle bogie. In this way, a favorable weight distribution was achieved and the sensitive electric motors were protected from the oil from the diesel engines. Each motor-generator unit supplied a traction motor so that if one machine system failed, the other was still available.
With the exception of the types MO (I) and MO (III), the machine bogie resting on three running axles was designed with lateral guides instead of a pivot pin. The car body was supported by spring assemblies on the bogie cheeks. The middle axis was offset towards the outer end. The rear bogie with the two traction motors was designed with two axles. Both bogies were redesigned by Frichs to improve the running characteristics compared to the MP series. The wheelsets of the drive bogie and the first wheelset of the machine bogie could be sanded. From the 1950s onwards, the sandboxes were provided with covers that were accessible from the outside, similar to those used in the NOHAB locomotives.
The electrical units such as generators and traction motors were made by Titan.
The waste heat from the engines was given off via tube coolers in two circuits on the roof. In winter, the cooling water could be drained in a circuit in order to avoid frost damage. The control of the cooling system was done by the driver until thermostatic valves were retrofitted in the 1960s.
The engine room was supplied with fresh air via a skylight-like roof structure and ventilation openings on the sides of the car body . The traction motors received cooling air through side openings in the car body. Thanks to the control with the multiple control from ASEA-Åkerman, another MO in multiple traction could be remotely controlled from the active driver's cab. Signal lines were available for this, for which there were corresponding sockets on the front sides on both sides of the vehicle. Passenger cars could be carried between the two railcars, provided they had signal lines. From 1950 an additional signal line was retrofitted to operate control cars.
Car body
The car bodies of the first two MO delivery series were riveted and manufactured by Scandia. All later MO deliveries received welded car bodies, which were built as a shell at Frichs and were fitted out at Scandia. These car bodies had a flat arched roof, which reduced the overall vehicle height.
The railcars had driver's cabs at both ends of the vehicle and transitions at the front to get to the next vehicle. The driver's cab could be entered through an outside door on the left. From the driver's cab on the engine room side there was a corridor to the engine plant on each side, the left corridor when driving forward enabled the passage into the entry area. The front windows were glazed with splinter-free panes and protected against bird strikes with grilles.
The first entry area was followed by two passenger areas, which were separated by a further entry area. The toilet, which was separated from the front passenger area, could be entered from this second entry area. After the passenger areas there was a packing area with its own external doors. In various delivery series, the following driver's cab was partially shielded by a partition, later the partition extended over the entire width of the car. In some cases, there was a service compartment separated by a sliding door between the driver's cab and the packing room.
The passenger areas had translating windows and 2 + 3 seat division with a central aisle. The seats consisted of benches with sprung cushions and leather covers. Inside the vehicle there were continuous luggage nets over the windows, and the lighting was done with light bulbs. The walls were made of birch veneer, the floor was covered with linoleum. The entrances had sliding doors made of two wings running one above the other, the access to the passenger area was separated by single-wing sliding doors. The railcars were heated with a hot water heater operated by a coke oven.
The main headlight was installed in the middle of a housing in the roof. Another light was installed under the right-hand driver's cab window, which, if necessary, served as a wrong-way signal or, with a red colored disc in front, as a tail light.
All MO were painted burgundy and decorated with yellow cassette lines, the roof was in gray or silver.
MO (I)
The two vehicles ordered from B&W were accepted as MO 211 and 212. The two two-axle bogies from Scandia differed significantly from the Frichs designs in the MO (II). The changes in the car bodies for the MO (II) railcars were based on the B&W machinery. A replacement was found for the tube cooler on the roof of the vehicles, which largely resembled the Frichs cooling elements.
After their delivery, they were stationed at the Helgoland depot in Copenhagen in 1935, where they stood out opposite the Frichs machines due to ongoing engine problems. After this situation became untenable in 1938, the decision was made in 1940 to replace the 6-cylinder B&W engines of type 613.5VL22 D with equally powerful 6-cylinder Frichs engines of type 6185CA. In 1945 the two MO (I) received new machine bogies with engines from Frichs and in 1953 the drive bogies were replaced. This changed the axis sequence from 2 '(Bo)' to 3 '(Bo)', the max. Axle load decreased from 17.5 t to 13.2 t and the MO (I) were practically identical to the MO (II) series. Previously, in 1947, buzzer and buzzer lines had been installed for push-pull train operations. The maximum train weight with trailer and control car was 185 tons. From 1960 two tons of luggage could be loaded.
MO (II)
The MO delivery series II with ten vehicles was ordered in 1934 and delivered in 1935. Scandia made the car body, Frichs the engines and the bogies. Since Scandia did not issue any serial numbers for the vehicles, the Frichs numbers were used, which only related to the subassemblies supplied. The car bodies were made using riveting technology. The packing room in front of the second driver's cab had one-and-a-half-wing doors on both sides, and a niche with a desk and shelf was created as a service compartment by partition walls.
With a maximum axle load of 14.2 t, the maximum train weight was 185 t.
MO (III)
To make it easier to drive on the ramps of the railway ferries , the Series III vehicles were given a bogie with only two axles on the engine side. The background was that two railcars each with a sidecar in the middle were supposed to replace a Lyntog multiple unit and had to be loaded onto the Storebælt ferries. With extreme water levels, strong kinks formed in the track, which still had to be safe to drive on. The roof had a slight curvature so that the coolers stayed within the loading height. In addition to the machinery, Frichs built the new welded car bodies for this series and had them expanded by Scandia. The welding technology saved almost four tons of weight.
The service compartment, separated by a sliding door, could be used for mail and general cargo, and there were canvas covers for the benches.
With a maximum axle load of 16.4 t, the maximum train weight was 185 t. The buzzer line for driving the control car was installed in 1947.
MO (IV)
MO (IV) - 1936
Eight railcars were ordered in 1936 and the delivery took place in 1938. The car bodies were manufactured by Frichs using welding technology and expanded by Scandia. The side doors of the packing area were two-part sliding doors that were opened sliding one above the other towards the center of the vehicle. The driver's cab 2 was separated from the packing area by a partition. Both headlights on the front sides were built into large lamp housings.
MO (IV) - 1937
In 1937 ten vehicles were ordered that were similar to the series from 1936. The buzzer with signal line was installed at the factory. This enabled the train crew to communicate with the driver.
MO (IV) - 1938
In 1938 another series with nine vehicles was ordered, which was delivered in 1939/40. In these railcars, the intake openings for the cooling air from the traction motors were relocated under the edge of the roof to avoid clogging with snow.
With a maximum axle load of 14.5 t, the maximum train weight was 185 t.
This was the last series of pre-war deliveries, as the German occupation of Denmark from 1940 onwards led to considerable delivery problems and fuel rationing led to the decommissioning of the DSB diesel vehicles. In vehicles 289–307 / 581–599 / 1981–1999, narrow windows were built into the luggage compartment doors.
MO (V)
After the Second World War , a further 90 railcars were purchased from 1951 (1951: 1801–1811, 1952: 1812–1820, 1953: 1821–1840, 1954: 1841–1860, 1955: 1861–1878, 1956: 1879 and 1880, 1957: 1881-1885 and 1958: 1886-1890). They could carry a maximum train weight of 185 tons. In addition to an oil-fired steam boiler to heat the entire train, these vehicles only had 37 seats due to lack of space.
modernization
When enough fuel was available after the Second World War and diesel operation was resumed at DSB, there were requests for the modernization of the vehicles. The installation of a steam generator to heat two to three accompanying cars and an enlargement of the luggage compartment were considered necessary. In 1949 it was decided to convert two MO (VI) as a model. Frichs supplied the drawings for this.
In MO 591 in Centralværkstedet Aarhus, a steam generator was installed behind the machinery due to the weight distribution. The first entry area and part of the front passenger area were used for this. The right door of the former entry area was covered, the left door was blocked for passengers. An air inlet was installed above the left door to supply the generators and traction motors with cooling air. At the other end of the vehicle, the service compartment was given up and added to the packing room. Only one entry area was available for the passengers, which was sufficient due to the reduced number of seats. Because of the high costs, a second vehicle was not converted. This conversion was the basis for the procurement of the MO (V).
In 1959, retrofitting with steam generators was discussed again, as many of the sidecars with their own heating were about to be decommissioned. The conversions were carried out in the course of general inspections in Aarhus and Copenhagen. However, the right sliding door of the entrance area was replaced by a hinged door and the wall next to the steam generator was provided with four grated ventilation openings. As part of this modernization, as from series MO (IV) - 1938, the intake openings were set high on the roof edge to prevent clogging with snow and overheating of the traction motors.
All 39 five-axle railcars were modernized in the years 1960–65 and given new company numbers from the range 1951–1999. New plastic wall cladding and fluorescent tubes were installed instead of light bulbs. The hinged doors of the packing rooms were replaced by two-part sliding doors, the driver's cab windows were also provided with break-proof panes made of safety glass framed with rubber strips and the protective grilles in front of the windows were removed.
Project MO (III) as a mail railcar
The four-axle wagons of the MO (III) series were excluded from this conversion program, as this would have increased the axle load too much. So a conversion as a mail railcar was considered. The passenger area and the packing area would have been used for a post office and as a loading space for mail. The vehicles were not used and the vehicles kept their old company numbers.
commitment
Denmark
The railcars were initially used in local traffic around Copenhagen, with up to three passenger coaches being carried. Additional Lyntog connections were implemented with two railcars and interconnected express train cars, including the Copenhagen – Esbjerg connection as Bådtoget Englænderen .
Upon delivery, the railcars were distributed to the Helgoland (Copenhagen) and Aarhus depots and used from there in express train connections across the country. The area of operation included the replacement of failed Lyntog services and the express trains Nordpilen and Englænderen . The particularly light wagon types ACM and the aluminum-clad AUM were procured for these trains.
With the German occupation of Denmark in 1940 and the subsequent fuel rationing, the diesel multiple units were shut down. From mid-1945 the DSB resumed diesel operation, and all railcars were in use for the summer timetable of 1948. After the modernization, the old vehicles could be used on a par with the new vehicles. Since express trains were hauled by locomotives, the railcars migrated to local traffic such as the Slagelse - Næstved - Ringsted route. Exceptions were the Lyntog services Sønderjyden , Uldjyden and Englænderen , which were operated by two MOs or by the MO and MK / FK series. The joint operation with the MK / FK series was problem-free, as this was also equipped with the ASEA Åkerman control. If trains were driven together with MP series cars, a train driver had to be on duty in each railcar, with communication using buzzer signals for which a separate signal line was set up.
In the 1960s and 1970s, the railcars were also on the move with rail mail cars as well as with local passenger and freight trains. Sometimes passengers were taken unofficially. A special service was the transport of the saloon car S1 of the Danish court, which was preferably placed between two railcars in order to dampen the rolling movements of the car.
With the ASEA Åkerman control, push-pull trains could be driven with control cars. From 1950, the necessary additional control line was installed in the railcar, control car and trailer. A maximum of two additional cars could be carried between the railcar and control car. New or converted control cars of the categories CRS, CPS, CLS and Bhs were used. Push-pull train operation with the control cars of the type Bns was not possible because these were equipped with the Internal Train Control (ITC) control system.
Germany
In addition to the aforementioned inner-Danish express connections, the railcars were used in traffic to Germany. In the 1958 timetable season, for example, the D145 / 146, the Nordpilen , ran between Hamburg-Altona and Frederikshavn with two MO at the top and carried other through coaches from Fredericia and Flensburg . For this purpose, MO 1821–1826 and 1834–1837 were equipped with the triple headlights that are necessary for Germany and not yet introduced in Denmark .
Retirement
The four-axle railcars of the MO (III) series were the first trains to be parked at the end of the 1960s. The closure of many branch lines in 1971 made additional railcars superfluous. Defective vehicles were parked and used as spare parts donors, and some of the vehicles that were ready for operation were on the road with only one active machine system. On some push-pull trains, passengers could only ride in the control car. The engine side of the railcars was coupled to the control car so that the driver's cab, which was not burdened by noise and oily fumes from the engine room, could be used.
In 1973 the type Bn commuter cars took over regional traffic and from 1978 the new series MR / MRD railcars were available. Until the end of their service life, the railcars carried Swedish and Norwegian wagons between Copenhagen and the railway ferry in Helsingør as part of the international connections Øresundspilen (Copenhagen– Stockholm ) and Skandiapilen (Copenhagen– Oslo ). The last five trains in Jutland were based in Struer and were retired in 1983. The last scheduled use took place in 1984 on the "Lille Nord" route ( Hillerød –Helsingør), where the vehicles were replaced by the DSB ML series with a second crew.
Remaining and preserved vehicles
- MO 1829: after decommissioning in 1983 to Dansk Jernbane-Klub, near Limfjordsbanen in Aalborg.
- MO 1835: after decommissioning in 1983 to the fishing railway, Flensburg , sold for 60,000 crowns, owned by the Angelner steam railway until 2017 , parked with HU 2003, sold to the Østsjællandske Jernbaneklub for reopening.
- MO 1846: after decommissioning in 1984 transferred to the Danish Railway Museum, until 1984 crew car in Esbjerg, from 1986 in Helsingør, used as a museum train from 1989–1992, 1989–1994 in Helsingør, 1995–2003 in Copenhagen, 2004 in Randers / Odense, 2004 –2012 used as a museum train, 2013 operational in Randers.
- MO 1848: after decommissioning in 1983 at Dansk Jernbane-Klub, in 2012 undergoing processing in Bramming , this was not yet completed in 2018.
- MO 1878: transferred to the Danish Railway Museum after decommissioning in 1984, operational in Randers from 1989–2007, undergoing refurbishment in Copenhagen in 2012.
- MO 1954: handed over to the Danish Railway Museum after decommissioning in 1984, operational in Randers from 1993–2012, inoperable in 2013.
literature
- Torben Andersen: Den forkætrede MO-vogn, 2nd del.Lokomotivet 66 . 2001, p. 15-19 .
- Torben Andersen: Kort om DSB litra MO from the 1800 series. Lokomotivet 71 . 2002, p. 6-17 .
- Torben Andersen: Dansk Jernbane History 2 . Lokomotivet's forlag, Næstved 2005, p. 33-40 .
- Hans Nygård Jensen: The forkætrede MO-vogn. Lokomotivet 64 . 2001.
Individual evidence
- ↑ List of serial numbers MO (V)
- ^ Danes in Germany: Northern Piles
- ↑ Zugformation Nordpilen , 1958 (SWF file; 9 kB)
- ↑ Overview list MO (V)
- ↑ MO 1829 at limfjordsbanen.dk (PDF file; 445 kB)
- ↑ MO 1846 at museumstog.dk
- ↑ MO 1848. In: veterantogvest.dk. Retrieved April 6, 2018 (Danish).
- ↑ MO 1854 at museumstog.dk
