EBOE T1-T3
| EBOE T 1 - T 3 | |
|---|---|
 EBOE T 1 in its original state
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| Numbering: | T 1-T 3 VT 21-23 VT 3.03 |
| Number: | 3 |
| Manufacturer: | Waggonfabrik Gotha |
| Year of construction (s): | T 1: 1933 T 2: 1934 T 3: 1936 |
| Retirement: | until 1968 |
| Axis formula : | A1 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length: | T 1: 9,200 mm T 2 - T 3: 10,600 mm |
| Height: | 3,000 mm |
| Total wheelbase: | 5,500 mm |
| Empty mass: | 7,500 kg |
| Service mass: | T 1: 8,600 kg, T 2-T 3: 11,400 kg |
| Top speed: | 50 km / h |
| Installed capacity: | T 1, T 2: 48 kW (65 PS) T 3: 51.5 kW (70 PS) |
| Wheel diameter: | 730 mm |
| Motor type: | Four-cylinder four-stroke diesel engine |
| Motor type: | Daimler-Benz OM 65 |
| Rated speed: | 2,000 rpm |
| Power transmission: | mechanical with Mylius gear |
| Brake: | Indirect brake as a drum brake |
| Seats: | 42 |
| Standing room: | 28 |
| Floor height: | 780 mm |
| Classes : | 3. |
The two-axle diesel railcars EBOE T1 – T3 of the Elmshorn-Barmstedt-Oldesloer Eisenbahn (EBOE) were built in 1933 by the Gotha wagon factory . They were the company's first diesel railcars. A railcar was with the EBOE until 1968 and was handed over to a museum railway in the Netherlands .
History and commitment
At the beginning of the 1930s, the volume of traffic on the Elmshorn-Barmstedt-Oldesloer Railway had become so weak that trains usually only ran with a pack wagon and a passenger car. With the first railcar purchased in 1933, passenger traffic could be handled more effectively. Two more railcars from the same manufacturer followed in 1934 and 1936. With these three vehicles, it was possible to almost completely replace steam operation in the period up to the outbreak of World War II , and operating costs were reduced to a third compared to steam train operation. This made it possible to lower fares and to condense the timetable.
During the steam locomotive era, seven pairs of trains drove daily; the railcar operation increased the timetable to up to 22 pairs of trains. Steam trains only operated during rush hour to cope with the number of passengers.
During the war, the railcars were replaced by steam trains. Since there was no possibility of obtaining spare parts, the T1 was used as a spare parts dispenser. One of the railcars was converted to run on lignite tar . After the war, it quickly became apparent that the railcar fleet could no longer meet the demands of post-war traffic. From 1951 onwards, the company acquired larger railcars with pulling and bumpers to take sidecars with them.
VT 21-23
The railcars were designated after 1945 as VT 21-23 . The front of the T2 was changed in 1952/1953 after an accident. The side cab windows were given a slope. In 1961 T1 and 1966 T2 were retired and scrapped.
VT 3.03
The T3 was the only one that remained and was given the AKN designation VT 3.03 . In 1968 the car was retired. He ended up on the Veluwsche Stoomtrein Maatschappij museum railway in the Netherlands . There it was scrapped at an unknown time.
Technical features / equipment
The railcars had different dimensions and designs. The T2 delivered in 1934 was delivered with a longer body and received a side cab window that was rectangular. The T3 delivered in 1936 also had the longer body and also had a sloping front in the area of the windows. All vehicles had four side windows. They had doors that could be opened outwards. The wheelbase was 5,500 mm.
The railcars were made of lightweight construction. The axles were designed as steering axles , the car body was supported on them with long leaf springs . The driver's cab was not separated from the passenger compartment, luggage could be carried in the rear entrance area.
The engine and gearbox were mounted on a support frame and suspended from the base. The engine protruded into the passenger compartment. It was covered by a bench in the middle. The four-cylinder four-stroke diesel engine of the Daimler-Benz OM 65 type was originally used as the engine . The power transmission system was originally a Mylius gearbox with four gears. The drive system proved to be very economical in test drives, speeds of up to 70 km / h were achieved.
All railcars had a two-tone paint job when they were commissioned; Cream-colored in the window band, underneath blue with white decorative stripes. Only the T3 was given a single-color red paint job after 1961.
literature
- Jörg Minga, Reinhardt Hassenstein: 125 years of AKN-Eisenbahn AG . Ellert and Richter, Hamburg 2008, ISBN 978-3-8319-0318-4 , pp. 102-106 .
- Author collective: A new light railcar for small railways. In: Verkehrstechnik. Issue 10, May 20, 1933.
- Gerd Wolff: German small and private railways. Volume 13: Schleswig-Holstein (western part) . Eisenbahn-Kurier, Freiburg 2012, ISBN 978-3-88255-672-8 , p. 126-129 .
Web links
- Website about the Elmshorn – Bad Oldesloe railway with mention of the VT 3.03
- Website about the railcars of the Elmshorn – Bad Oldesloe railway with mention of the T1 – T3
Individual evidence
- ^ Jörg Minga, Reinhardt Hassenstein: 125 years of AKN-Eisenbahn AG . Ellert and Richter, Hamburg 2008, ISBN 978-3-8319-0318-4 , page = 103
- ↑ a b c Jörg Minga, Reinhardt Hassenstein 125 years of AKN-Eisenbahn AG , Ellert and Richter, Hamburg 2008, ISBN 978-3-8319-0318-4 , page 104, page = 104
- ↑ a b c d website about the railcars of the EBO
- ^ Website about the history of the EBO
- ^ Photo of the T3 railcar , 1968
- ↑ a b Author collective: A new light railcar for small railways. In: Verkehrstechnik. Issue 10, May 20, 1933.
