DWK model IV a standard gauge

from Wikipedia, the free encyclopedia
DWK model IVa standard gauge
Commission bread
Commission bread
Numbering: different numbering according to small railway names
Manufacturer: DWK Kiel
Year of construction (s): from 1924
Retirement: until 1960s
Type : (1A) (A1) bm
Gauge : 1435 mm ( standard gauge )
Length over buffers: 13,500 mm
Length: 11,820 mm
Height: 3,600 mm (without cooler)
Width: 2,670 mm
Trunnion Distance: 8,550 mm
Bogie axle base: 1,550 mm
Total wheelbase: 10,100 mm
Smallest bef. Radius: 30 m
Service mass: 20,000 kg (unoccupied)
Top speed: 45 km / h
Installed capacity: different performance classes
Wheel diameter: 750 mm
Motor type: Originally four-cylinder four-stroke petrol engine
after conversion of four-cylinder four-stroke diesel engine
Rated speed: about 1,000 / min
Power transmission: mechanical with DWK gear, TAG gear
after conversion of Mylius gear
Brake: Electrically acting brake Knorr-type
compressed air brake at extra charge
Train heating: cooling water
Seats: about 40
Classes : 3.

The model series DWK Modell IVa were the most widely sold railcars of the Deutsche Werken Kiel (DWK) in Germany and belong to the first mass-produced railcars in Germany . From 1924 onwards they were preferred by private railways . The manufacturer offered a range of models in various gauges that has not been fully researched. There are different interpretations of this in the literature. The design of the car is similar to the MFWE TI and the DR 751 to 754 , the only vehicles produced by DWK for the state railway . The branch line vehicles differ from these vehicles by their shorter length, lower engine power and lower maximum speed.

Some DWK railcars of model series IV a came to the area of ​​the Deutsche Reichsbahn in the GDR after 1945 , here they were added to the series VT 137.5 . The last vehicles in the series were taken out of service in the mid-1960s. None of the DR vehicles have survived.

What has been preserved is a vehicle that was delivered to the Butjadinger Bahn in 1926 and was in use by various companies until the 1970s. This vehicle is privately owned today (2013) and has a good chance of being preserved.

history

Basic sketch of the engine suspension of DWK railcars, source DWK advertising brochure

The vehicles were created because, after the First World War, the armaments manufacturer Deutsche Werke in Kiel had to switch its production over entirely to civilian items after the Treaty of Versailles . The result was a whole range of railcars, with which private railways in particular were addressed in order to be able to operate more economically on their routes than was possible with steam locomotives against the competition of buses. The argumentation was made deliberately that the vehicles can be used in one-man operation and that they would enable an economical separation of passenger and freight train traffic.

The characteristics of these railcars were:

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

The first vehicles from the early 1920s had a pointed head shape and could not deny that they came from a factory that previously manufactured warships and submarines . From 1924, the IVa model series with a trapezoidal car body end was created, which DKW presented at the railway technology exhibition in Seddin in 1924.

The advantages of the new construction were the robust construction of the car body. This was made of all-steel construction as a riveted construction, had the typical head shape of DWK wagons and was supported by helical springs on the weighing beams of the bogies. There are different interpretations of the model range. On the one hand, the model range is described according to the type of suspension of the machine support frame on the chassis, on the other hand, version IVa means : Roman IV is a short four-axle railcar and the letter a equips the car with toilet and washing facilities.

From 1922 DWK had offered its range of railcars in different series, whereby the type I was the long four-axle version with 12,480 mm pivot spacing, the type II was the long two-axle version with 6,000 mm wheelbase, the type III was the short two-axle version with 3,500 mm wheelbase and Type IV, the short four-axle version with initially 7,600 mm, later 8,550 mm pivot spacing. From 1925, the type V was added, in which the drive system housed in the trough-shaped frame was stored exclusively in the center of the bogies.

The vehicles were offered to various small railroad companies for trial operation, although they did not always meet expectations. In many cases, the selected engine output of 100 hp turned out to be too weak; on some routes with a length of around ten kilometers, the expensive petrol price with a consumption of 0.5 kg / kilometer made it impossible to operate economically compared to the steam trains. On the Wallwitz – Wettin railway line, the price per kilometer of the vehicles was 52 pfennigs per kilometer, while a steam train only cost 30 pfennigs per kilometer. For longer distances, such as the approximately 83 km long network of the Stendaler Kleinbahn , the use of a multiple unit cost 34 pfennigs per kilometer compared to 40 pfennigs per kilometer for a steam train.

When diesel multiple units were increasingly used on the lines of the small railways from 1932 , the vehicles from DWK were converted with these engines and at the same time the Mylius gearbox was used instead of the old drive system from DWK. Now the vehicles could be used economically. With their equipment, their robust construction and their extremely minimal negotiable curve radius of 30 meters, they were up to any situation on the small railways. They also had a low axle pressure .

In 1950, the vehicles that were taken over by the DR in the GDR were included in the VT 137.5 series because they were diesel traction vehicles and regional rail vehicles. Occasionally vehicles were used in operational service until 1968.

Preserved locomotive

In 1926, a DWK IVa with benzene drive was the first vehicle to be delivered to the Butjadinger Bahn. In 1935 the railcar was converted to diesel operation with an engine from KHD and drove with the company until 1955, in 1952 it was given the designation T52 .

In 1955, he was first on the standard-gauge track Wunstorf - Bokeloh of Steinhude train used. In 1957 it received the meter-gauge bogies of the St.MB T53 and was henceforth used on the meter-gauge routes of the network until the conversion of the St.MB T53 was completed. After completion of the St.MB T53 , it was put back on standard gauge bogies and was used again in Bokeloh from 1961 to 1965, after which it was sold to the Hoyaer Eisenbahn-Gesellschaft .

At the Hoyaer Eisenbahn-Gesellschaft, the railcar remained under the designation VGH T4 until passenger traffic was discontinued, where it experienced two re-engines and a number of repaints. After a flank run with a V 36 it was repaired in 1972, in 1978 it came to the Almetalbahn as a museum vehicle . In 1991 it came into private ownership and was to become part of a vehicle exhibition in the future. The last visual message about the vehicle is from 2013, whether it is still there has not been clarified.

Constructive features

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

The technical details were partly taken from the vehicles of the Salzwedeler Kleinbahnen , which was a stronghold for vehicles from DWK. The external dimensions correspond to those of the mentioned model series. The machine support frame was mounted on the bogies. This construction had the advantage that the machine system was freely accessible after the car body was lifted off, which made maintenance considerably easier and the friction mass was more favorable than with the MFWE T II . The car body was supported by coil springs on the weighing beam of the bogies. The passenger compartment was considered modern at the time.

The entire construction was kept simple so that any railway workshop could carry out repairs according to instructions. The gasoline engine, which was controlled with an overhead camshaft and overhead valves, transferred its power to a four-speed gearbox via a dry clutch that could be operated with a foot pedal. The train driver did his work while standing. This four-speed gearbox was shifted mechanically with gear shifts. There was a handwheel for gear shifting on every driver's cab. The inner wheel sets of each bogie were driven by the gearbox via cardan shafts and axle drives. The wheel sets were stored in roller bearings.

The engine was started electrically. As standard, the vehicles were equipped with a handbrake and an electric brake ex works. A compressed air brake could be installed at an additional cost .

The machinery of the vehicles was renewed in the 1930s and retrofitted with a diesel engine and the Mylius gearbox , which was the basis for the long service life of the vehicles.

literature

  • Heinz Kurz: The railcars of the Reichsbahn design. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2
  • Andreas Kühn, Guido Huwe: The Salzwedeler Kleinbahnen. Verlag Dirk Endisch, Korntal-Münchingen 2007, ISBN 978-3-936893-48-9
  • Rolf Löttgers: The railcars of the Deutsche Werke Kiel. Verlag Uhle and Kleimann, Lübbecke 1988, ISBN 3-922657-61-3

See also

Web links

Individual evidence

  1. ↑ Internet page about the locomotives of the Butjadinger Bahn with a mention of the DWK railcar
  2. ^ Andreas Kühn, Guido Huwe: The Salzwedeler Kleinbahnen. Verlag Dirk Endisch, Korntal-Münchingen 2007, ISBN 978-3-936893-48-9 , page 159
  3. ↑ a b Andreas Kühn, Guido Huwe: The Salzwedeler Kleinbahnen. Verlag Dirk Endisch, Korntal-Münchingen 2007, ISBN 978-3-936893-48-9 , page 160
  4. ^ Photo of the model, called shrew, from DWK
  5. ↑ a b Heinz Kurz: The railcars of the Reichsbahn types. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , p. 11
  6. ↑ Rolf Löttgers: The railcars of Deutsche Werke Kiel , publishing and Uhle Kleimann, Lübbecke 1988, ISBN 3-922657-61-3 , p 47
  7. ↑ Rolf Löttgers: The railcars of Deutsche Werke Kiel , publishing and Uhle Kleimann, Lübbecke 1988, ISBN 3-922657-61-3 , p 51
  8. ↑ Dirk Endisch: Small and private railways in the lower Saale valley , Verlag Dirk Endisch, Korntal-Münchingen 2008, ISBN 978-3-936893-22-9 , page 74
  9. ^ Andreas Kühn, Guido Huwe: The Salzwedeler Kleinbahnen. Verlag Dirk Endisch, Korntal-Münchingen 2007, ISBN 978-3-936893-48-9 , page 157
  10. ^ A b Ludger Kenning: The Steinhuder Meer-Bahn. Kenning Verlag, Nordhorn, page 77
  11. ↑ Photo of the St.MB T52 railcar at eisenbahnstiftung.de
  12. ↑ a b website of the VGH T4 railcar on the VGH website
  13. ↑ a b c Andreas Kühn, Guido Huwe: The Salzwedeler Kleinbahnen. Verlag Dirk Endisch, Korntal-Münchingen 2007, ISBN 978-3-936893-48-9 , page 161
  14. ^ Andreas Kühn, Guido Huwe: The Salzwedeler Kleinbahnen. Verlag Dirk Endisch, Korntal-Münchingen 2007, ISBN 978-3-936893-48-9 , page 103