GMWE T1
| GMWE T1 | |
|---|---|
 Rail bus
|
|
| Numbering: |
GMWE T1 DR VT 133 521 |
| Number: | 1 |
| Manufacturer: |
LHB Werdau VOMAG Plauen |
| Year of construction (s): | 1928 |
| Retirement: | 1961 |
| Axis formula : | 1A |
| Gauge : | 1000 mm ( meter gauge ) |
| Empty mass: | 7,070 kg |
| Top speed: | 30 km / h |
| Installed capacity: | 44 kW (60 hp) |
| Driving wheel diameter: | 900 mm |
| Impeller diameter: | 850 mm |
| Motor type: | 1 × VOMAG |
| Motor type: | 1 × four-cylinder four-stroke gasoline engine |
| Rated speed: | 900 rpm |
| Drive: | mechanically |
| Brake: | Foot brake on gear hand brake |
| Seats: | 25th |
| Standing room: | 10 |
| Classes : | 3. |
The two-axle GMWE T1 of the Gera-Meuselwitz-Wuitzer Eisenbahn-AG (GMWE) was a rail bus developed by Linke-Hofmann-Busch and VOMAG for the rationalization of operations on the meter-gauge railway line Gera-Pforten-Wuitz-Mumsdorf . It was constructed from a commercially available bus and could only travel in one direction. The rail bus was used by GMWE until the Second World War .
After the end of the war he stayed with the Franzburger Kreisbahnen for a few years . It was in operation until 1961 and then retired and scrapped.
history
Gera-Meuselwitz-Wuitzer Eisenbahn-AG
From 1929 the GMWE used this rail bus in public transport on its route network. There are several variants of the considerations for commissioning; it is said to have been created based on a newspaper article at the suggestion of the GMWE management, Linke-Hofmann-Busch and VOMAG are also mentioned as a suggestion. In any case, it was a response to motor vehicle competition. It could only be driven in one-way operation and only had one reverse gear. In order to use the vehicle flexibly, corresponding turning systems were built in the train stations Gera-Pforten , Pölzig and Wuitz-Mumsdorf . These consisted of a small turntable for the rear axle of the rail bus and a semicircular track curve. A collapsible turning block drove on this, with which the front axle of the vehicle was raised when turning. According to the literature, the turning process should have taken a few minutes.
The first special trips were made with the vehicle in April 1929 between Gera-Pforten and Pölzig. Scheduled trips began on April 20, 1929 between the two towns. Twice a day on weekdays it ran the entire route, on Sundays and public holidays only the rail bus ran. Through its use, the travel time between Gera-Pforten and Pölzig was reduced by 15 minutes, the turning time was estimated at 15 minutes. The rail bus did not meet expectations, especially the running characteristics, the cumbersome operation and the cumbersome turning option were criticized. On March 15, 1930, the vehicle suffered an axle break which caused it to tip over. The two-man crew and the two passengers got away with the horror. After the repair, it was fitted with a dead man's device in order to provide one-man operation.
Railbus journeys were discontinued in August. A year later, operations were resumed with him. He ran at longer intervals until August 1939. In 1938 he had a collision with a truck. The main reason given for the uneconomical operation was the low utilization of the vehicle, which was possibly due to the uneven running. Because of the fuel quota during the Second World War, the rail bus was parked. From the winter schedule of 1947/48, operations were resumed with him, primarily in rush hour traffic.
Franzburger Kreisbahnen
The exact implementation to Barth station is not known. At that time there was a need for him, because of the PLB No. 1125 to 1127 only one railcar was operational, of the FKB T 1 and 2 none. It is not known when the car received the new designation of the Deutsche Reichsbahn . The lack of turning options at the FKB was evidently carried out by a self-made stamp in the center of gravity of the car; the turning device that was carried was not used in Barth.
The scheduled service life of the vehicle lasted until December 1952, when four railcars with bidirectional equipment were again in use. Since then, the 133 521 has only had occasional trips and special missions. In 1954 he stayed for two months for a brake inspection at RAW Dessau . The last day of operation was December 29, 1954. The last document concerned his retirement in 1961.
The car body was sold to a private person in Barth, who used it as a gazebo. In 1996 the lettering on the side walls could still be read, its interior fittings such as the bonnet were missing. Since there was no agreement on securing the vehicle, it was dismantled in 2001.
Technical features / equipment
The basis of the vehicle was a type O II omnibus , which was redesigned for use as a rail vehicle. The frame, like the superstructures and the machinery, came from VOMAG; the rail bus was assembled by Linke-Hofmann-Busch in Werdau . The differently sized front and rear wheels consisted of cast steel disc wheels with wheel tires screwed on . Because of the large wheelbase, the front axle was designed to be movable and had to be steered by the driver in curves like a road vehicle. As a result, good sheet travel and reduced wear were expected; in fact, the vehicle was attested to be poor driving comfort.
The power transmission originally consisted of a four-cylinder, four-stroke petrol engine and an ordinary manual gearbox that worked with a cardan shaft on the rear axle. Later the car must have been equipped with a diesel engine, in the statistics of the RAW Dessau it appears with this drive configuration. The rail bus had a trailer coupling like a road vehicle as well as a foot brake that acted on the gearbox and as a parking brake a handbrake that acted on the rear axle. In the beginning there was only a bell as a signaling device , after the accident in 1938 it was equipped with a whistle . He owned a sand spreader on the drive axle.
The rail bus was originally painted in beige in the window area and underneath in light green with a crimson parapet. Around 1937 the car was monochrome wine red with a white painted parapet and in 1947 it was painted in the original colors. After 1949 it had the usual red / beige railcar paint.
See also
literature
- Dresden Transport Museum archive , list of data on the VT 133 521.
- Franz / Heinrich: The narrow-gauge railway Gera-Pforten-Wuitz-Mumsdorf and the goods traffic of the Gera tram. Verlagsgruppe Bahn GmbH, Fürstenfeldbruck 2018, ISBN 978-3-8375-2029-3 .
Web links
Individual evidence
- ↑ a b c d e Franz / Heinrich: The narrow-gauge railway Gera-Pforten-Wuitz-Mumsdorf and the goods traffic of the Gera tram. Verlagsgruppe Bahn GmbH, Fürstenfeldbruck 2018, ISBN 978-3-8375-2029-3 , p. 184.
- ^ Franz / Heinrich: The narrow-gauge railway Gera-Pforten-Wuitz-Mumsdorf and the goods traffic of the Gera tram. Verlagsgruppe Bahn GmbH, Fürstenfeldbruck 2018, ISBN 978-3-8375-2029-3 , p. 185.
- ↑ a b c d Franz / Heinrich: The narrow-gauge railway Gera-Pforten-Wuitz-Mumsdorf and the goods traffic of the Gera tram. Verlagsgruppe Bahn GmbH, Fürstenfeldbruck 2018, ISBN 978-3-8375-2029-3 , p. 187.
- ↑ a b c d e f Franz / Heinrich: The narrow-gauge railway Gera-Pforten-Wuitz-Mumsdorf and the goods traffic of the Gera tram. Verlagsgruppe Bahn GmbH, Fürstenfeldbruck 2018, ISBN 978-3-8375-2029-3 , p. 188.
- ^ Franz / Heinrich: The narrow-gauge railway Gera-Pforten-Wuitz-Mumsdorf and the goods traffic of the Gera tram. Verlagsgruppe Bahn GmbH, Fürstenfeldbruck 2018, ISBN 978-3-8375-2029-3 , p. 151.
- ↑ a b c d Franz / Heinrich: The narrow-gauge railway Gera-Pforten-Wuitz-Mumsdorf and the goods traffic of the Gera tram. Verlagsgruppe Bahn GmbH, Fürstenfeldbruck 2018, ISBN 978-3-8375-2029-3 , p. 189.
- ↑ Archive Dresden Transport Museum , data list on the VT 133,521.
- ^ Franz / Heinrich: The narrow-gauge railway Gera-Pforten-Wuitz-Mumsdorf and the goods traffic of the Gera tram. Verlagsgruppe Bahn GmbH, Fürstenfeldbruck 2018, ISBN 978-3-8375-2029-3 , p. 186.