Eckernförde circular tracks T1 and T2
| Eckernförde circular tracks T1 and T2 | |
|---|---|
 Original state
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| Numbering: | Eckernförder circular tracks T1, T2 |
| Number: | 2 |
| Manufacturer: | Vogtland machine factory |
| Year of construction (s): | 1929 |
| Retirement: | 1953 |
| Axis formula : | 2'A |
| Gauge : | 1000 mm ( meter gauge ) |
| Length over coupling: | 11,900 mm |
| Length: | 10,700 mm |
| Trunnion Distance: | 7,000 mm |
| Bogie axle base: | 1,600 mm |
| Empty mass: | 9,700 kg |
| Service mass: | 15,700 kg |
| Top speed: | 30 km / h |
| Installed capacity: | 48 kW (65 hp) |
| Driving wheel diameter: | 885 mm |
| Impeller diameter: | 600 mm |
| Motor type: | Four-cylinder in-line engine (four-stroke, Otto) |
| Rated speed: | 1,200 rpm |
| Power transmission: | mechanically |
| Brake: | Suction air brake type Knorr |
| Coupling type: | Central buffer coupling |
| Seats: | 40 |
| Standing room: | 20th |
| Classes : | 3. |
The Eckernförde Kreisbahnen T1 and T2 were rail buses for the Eckernförde Kreisbahnen , which were procured in 1929 to streamline passenger traffic. The basis were buses manufactured by Vogtland Machine Factory (VOMAG) , which were converted into rail vehicles and extended. These were in use until the 1950s and are no longer available today.
History and commitment
The vehicles were created in 1929 by converting buses from the Vogtland machine factory , which were adapted to rail traffic and extended. In their original form, the omnibuses were 7.9 m long and had a wheelbase of 5.45 m. In this form they had 32 seats.
For rail operations, however, at least 40 seats, a separation of the compartments into smokers / non-smokers and an additional luggage room were required. For this, the car body had to be extended. Linke-Hofmann-Busch carried out the conversion of the bus , the body was converted by the Hermann Schumann wagon and car factory in Werdau , and the underframes were supplied by VOMAG.
The carriages were equipped with rail wheels and a leading, non-powered bogie. The cars could not convince in daily operation. The engine power was too low. The wheelbase was too large, which was noticeable with a loud squeaking when the railcars were cornering. The sub-optimal suspension meant that the railcars swayed considerably while driving.
The gear shift was stiff and the engine sluggish to start. The cars could only run in one direction, they had to be turned at the destination station. A sidecar could be carried, but little use was made of it.
From 1943, the T2 on the Eckernförde - Owschlag section is said to have been operated with a wood gasification boiler . In 1946 his engine block tore in the Owschlag engine shed. When the T1 had an axle break after a derailment in the same year, no repairs could be carried out by the manufacturer, as these were located in the Soviet occupation zone . The Eckernförde Kreisbahnen workshop then rebuilt the T1 with the help of spare parts for the T2 ; the T2 was scrapped by 1948.
The T1 drove until 1952, especially on the route from Eckernförde to Silberbergen, where there was a restaurant on the route to Owschlag. His investigation period expired on December 27, 1952. At this point at the latest, it was parked and taken out of service. The chassis was scrapped, the car body was sold to a construction company in Eckernförde, where it served as a lounge for construction workers until the 1960s.
Technical features / equipment
The chassis of the carriage consisted of riveted steel sections, the body of the bus from the outside clad with sheet steel frame construction in conventional formers . The basis was the construction of a so-called VOMAG giant bus . This vehicle was extended to the front with a luggage compartment. In order not to let the distance between the transmission and the rear drive axle become too large, the rear axle was placed under the fourth side window. This resulted in a larger rear overhang. At the front, a two-axle bogie with a wheel diameter of 600 mm was arranged under the engine. The car had two 800 mm wide sliding doors on each side. He had a passenger compartment with two compartments, which were separated by a partition with a sliding door. The interiors were clad in plywood, the seats were leather-covered standard seats from bus construction. The car had a roof rack with an ascent through a ladder next to the front entrance door.
The car had a four-cylinder four-stroke in-line gasoline engine with a displacement of 7470 m³, which developed an average of 65 hp (48 kW) at a speed of 1,200 rpm. The consumption was 35 liters of petrol per 100 kilometers. Due to the bogie deflection, the machine system was correspondingly high in the front end. The power transmission was realized mechanically via a gearbox with three forward and one reverse gears , the rear axle was driven by means of a long cardan shaft . The car was equipped with a Knorr suction air brake and a handbrake, which acted on the rear axle. The railcar could have a sidecar.
literature
- Heinz Herbert Schöning: Die Eckernförde Kreisbahnen , Kenning Verlag, Nordhorn 1998, ISBN 3-927587-70-2 , pp. 97-98
Individual evidence
- ↑ a b c Heinz Herbert Schöning: Die Eckernförder Kreisbahnen , Kenning Verlag, Nordhorn 1998, ISBN 3-927587-70-2 , page 97
- ^ Heinz Herbert Schöning: Die Eckernförde Kreisbahnen , Verlag Kenning, Nordhorn 1998, ISBN 3-927587-70-2 , page 36