HBE T 1
| HBE T 1 | |
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 HBE T 1 historical photo
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| Numbering: |
HBE : T1 DR : 133 504 |
| Number: | 1 |
| Manufacturer: | Waggonfabrik Uerdingen Uerdingen |
| Year of construction (s): | 1927 |
| Retirement: | 1965 |
| Type : | B dm |
| Genre : | CvT |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over coupling: | 12,550 mm |
| Length: | 11,800 mm |
| Height: | 3,065 mm |
| Width: | 3,000 mm |
| Total wheelbase: | 6,530 mm |
| Smallest bef. Radius: | 180 m |
| Service mass: | 9,700 kg |
| Top speed: | 40 km / h |
| Installed capacity: | 66 kW (90 PS) |
| Wheel diameter: | 800 mm |
| Motor type: | originally MAN W 6V 11/18 after conversion from Deutz |
| Motor type: | Six-cylinder four-stroke diesel engine |
| Rated speed: | 1,250 rpm |
| Power transmission: | mechanical transmission type Winterthur |
| Brake: | originally mechanical with drum brake later no information |
| Seats: | 55 |
| Floor height: | 1,240 mm |
| Classes : | 3. |
The railcar HBE T 1 was a railcar of the Halberstadt-Blankenburg Railway . It was procured for operation on the company's network in order to reduce costs compared to steam trains with low occupancy rates and to offer a competitive means of transport by rail compared to bus traffic. The vehicle was effective in advertising with a light metal body of aluminum - magnesium - alloy produced. The railcar was taken over by the Deutsche Reichsbahn as VT 133 504 in 1949 .
history
HBE T 1
In the mid-1920s, the Halberstadt-Blankenburg Railway ( HBE) was looking for ways to streamline its rail traffic when the steam trains were underutilized. On the part of the board of directors, savings of 35% should be achieved with these promotion options. After the company made attempts in 1924 with a DWK benzene railcar and was able to achieve the savings mentioned, HBE, in cooperation with the Uerdingen wagon factory , procured a vehicle for the low-traffic times that can be described as one of the first rail buses .
Due to its hydronalium car body, which was delivered without a color coating, the car soon received the nickname Silbervogel in service . The public interest in this new type of vehicle must have been enormous; Due to a leaky fuel line, however, the vehicle burned down one year after it was put into service. It was then repaired. The vehicle was also used on the steep sections of the Rübelandbahn with 60 o / oo.
VT 133 504
From 1950 the vehicle was taken over by the Deutsche Reichsbahn and designated as VT 133 504 . Since it had no pulling and buffing equipment, it was included in the VT 133 series . It was still in service for 15 years, although the most noticeable difference to the pre-war period was a red-beige railcar . Work sites were Blankenburg and Jerichow (from 1955 to 1959). The vehicle was retired and scrapped in Kirchmöser in 1966 .
Constructive features
The vehicle can be described as one of the first rail buses with an independent design, because the Tatra tower railcars , which were designed according to the same construction principles, were created a year later. The Wismar rail buses and the other lightweight vehicles did not come into existence until after 1930. It had no pulling and buffing device, but was only equipped with a simple funnel coupling.
The car body, consisting of a high-strength aluminum - magnesium - alloy was formed weighed just 9.7 tonnes. The technical description reveals that only the drive with the drawbar frames, the suspension and the machinery with the engine support frame were made of steel. At that time, no comparable vehicle was known that was manufactured using conventional manufacturing processes. This makes it a forerunner of lightweight construction . The manufacturing costs must have been enormous due to manufacturing processes that were not yet developed at the time; Ten years later, the Hydronalium railcars were considerably higher than those of the conventional, lightweight vehicles; the service weight, however, was 6,000 kg lighter. The body was manufactured using the self-supporting construction method and consisted of the cross-member assemblies with stiffeners, box framework and light metal sheet metal. To achieve the highest possible shear strength, rivets with a diameter of twelve millimeters were used. A thorough investigation in 1938 found no breakage or corrosion damage to the load-bearing structure of the car body, no rivet connections were broken, the only repairs to the car body were caused by the removal of accident damage.
There are contradicting and incomplete information about the propulsion system. According to the data sheet, the vehicle is said to have had a two-machine system with an AA wheel arrangement . The low output of 90 hp speaks against this statement. In the original version, the railcar was supposed to have been powered by a Büssing gasoline engine , and after the conversion with a Deutz system. This information also does not match the information in traffic engineering , where the railcar had a MAN W 6V 11/18 diesel engine as its drive unit one year after it was put into service . During its first major investigation, there was talk of a recent replacement of the diesel engine . At the same time there was talk of a replacement engine of the same type.
The power transmission was done by a mechanically switchable change gear of the type SLM Winterthur in four gears. The speed change gear pairs were constantly in mesh with this transmission, the power transmission was switched by friction disks that were pressed against the output gears with oil pressure. The oil distribution was adjusted from the driver's cab by adjusting an oil distribution tap. As a result, no main clutch was required for this transmission . Both axles were driven by cardan shafts from the gearbox, which was also followed by a reversing gearbox. The diesel engine protruded into the passenger compartment, no seating was placed there, the toilet was right next to the engine compartment.
For the running gear, steering axles with a drawbar frame bearing were chosen. Instead of the usual type of wheels, tires of low thickness bolted to sheet steel disks were used. A brake drum for an inner shoe brake was mounted on the sheet steel disks, this brake was operated by hand. This choice later proved to be a weak point, in 1938 it was discovered that the wheels had been designed too lightly. The biggest shortcoming was the lack of a compressed air system.
Contrary to other information that the railcar had no paintwork, a paintwork was mentioned in traffic engineering , namely one on the basis of nitrocellulose paint . The paint was insensitive to oil and operating materials, but was extremely sensitive to mechanical stress.
literature
- Dirk Endisch: branch lines of the HBE , Verlag Dirk Endisch, 2012, ISBN 978-3-936893-60-1 .
- Dr. Ing. Steinhoff A new light metal diesel railcar with mechanical power transmission from HBE in Verkehrstechnik, born in 1928
- R. Lavezzari A tried and tested light metal railcar in traffic technology, born in 1938
See also
Individual evidence
- ↑ a b c d Dirk Endisch: branch lines of the HBE , Verlag Dirk Endisch, 2012, ISBN 978-3-936893-60-1 , page 79
- ↑ a b Dr. Ing. Steinhoff A new light metal diesel railcar with mechanical power transmission from HBE in Verkehrstechnik year 1928, page 701
- ^ Andreas Knipping: Die 6000er der Deutsche Reichsbahn , EK-Verlag, 2001, ISBN 3-88255-160-7 , page 305
- ↑ Dirk Endisch: Branch lines of the HBE , Verlag Dirk Endisch, 2012, ISBN 978-3-936893-60-1 , page 84
- ↑ Heinz Kurz: The railcars of the Reichsbahn types. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , p. 154
- ↑ Dr. Ing.Steinhoff A new light metal diesel railcar with mechanical power transmission from HBE in Verkehrstechnik year 1928, page 704
- ↑ a b Dr. Ing.Steinhoff A new light metal diesel railcar with mechanical power transmission from HBE in Verkehrstechnik year 1928, page 702
- ↑ a b c R. Lavezzari A tried and tested light metal railcar in traffic engineering, born in 1938, page 32
- ↑ a b Dirk Endisch: branch lines of the HBE , Verlag Dirk Endisch, 2012, ISBN 978-3-936893-60-1 , page 85
- ↑ a b c Dr. Ing.Steinhoff A new light metal diesel railcar with mechanical power transmission from HBE in Verkehrstechnik year 1928, page 705
- ↑ a b Dr. Ing.Steinhoff A new light metal diesel railcar with mechanical power transmission from HBE in Verkehrstechnik year 1928, page 706