HBE T 3
| HBE T 3 | |
|---|---|
 Factory photo
|
|
| Numbering: |
HBE : T3 DR : 137 571 |
| Number: | 1 |
| Manufacturer: | MAN |
| Year of construction (s): | 1937 |
| Retirement: | 1968 |
| Type : | B'2 'ie |
| Genre : | BCPwPost4ivT |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 20,840 mm |
| Height: | 3,610 mm |
| Width: | 2,900 mm |
| Trunnion Distance: | 12,450 mm |
| Bogie axle base: | Machine bogie: 3,600 mm Running bogie: 3,000 mm |
| Fixed wheelbase: | 6,500 mm |
| Total wheelbase: | 15,750 mm |
| Empty mass: | 35,000 kg |
| Service mass: | 40,200 kg (occupied) |
| Top speed: | 60 km / h |
| Installed capacity: | 360 kW (490 hp) |
| Wheel diameter: | 900 mm |
| Motor type: | MAN W6V 22 |
| Motor type: | Six-cylinder four-stroke diesel engine |
| Rated speed: | 1,000 / min |
| Power transmission: | hydraulic with gearbox from Voith |
| Tank capacity: | 700 l |
| Brake: | Compressed air brake type Knorr |
| Seats: | 2nd class 8 3rd class 51 |
| Floor height: | 1,240 mm |
| Classes : | 2nd / 3rd |
The HBE T 3 railcar was a railcar of the Halberstadt-Blankenburg Railway (HBE).
It was procured for operation on the company's network in order to be able to offer all offers of a passenger train on the company's tracks in times of low traffic. For this it was equipped with a luggage compartment and a mail compartment. The vehicle was the company's third railcar. It was taken over by the Deutsche Reichsbahn as VT 137 571 after 1949 . The vehicle was parked in 1964. It is no longer there today.
history
After the successful tests with the HBE T 1 and HBE T 2 , the Halberstadt-Blankenburg Railway wanted to procure additional vehicles for its route network from 1935 onwards. Thus, by the MAN another vehicle designed was taken on May 21, 1938th The railcar was equipped with an engine output of 490 hp and approved for a top speed of 70 km / h. Compared to the previous vehicles, the power transmission took place with a fluid transmission . Since there was still little experience with this power transmission, the company commissioned the Grunewald Locomotive Research Office to carry out the metrological examination of the vehicle. The LVA carried out the necessary test drives between January 12 and 20, 1938.
The results of the LVA brought the HBE to the realization that the railcar, although one of the most powerful private railcars, could only be used to a limited extent on the HBE routes. Therefore, the railcar later mainly used the Halberstadt – Blankenburg and Blankenburg – Quedlinburg routes . With the commissioning of the railcar, some sidecars were also procured, because the railcar offered enough options for replacing steam locomotive-hauled passenger trains on the routes mentioned.
Due to the allocation of liquid fuel in World War II , the HBE had to limit its use of railcars again. Trains almost exclusively hauled by steam locomotives ran on the main lines.
After the war, the railcar was taken over by the Deutsche Reichsbahn together with the HBE in 1949 and managed by the Reichsbahndirektion Magdeburg on January 1, 1950 . He stayed there for the next few years. Specific routes are no longer known for the railcar, it was preferably used in Aschersleben , so far away from the earlier steep HBE routes. The railcar was parked in 1964 and retired in 1968.
Constructive features
The railcar was the only four-axle diesel railcar for private railways with hydraulic power transmission. Since the first state rail car with hydraulic power transmission was not built until 1935, its design at that time was quite a risk, which brought important knowledge for further vehicle designs.
The vehicle part was based on the state rail car. In contrast to these, the railcar only had one passenger compartment, which was placed between the double-leaf sliding doors. The luggage compartment was on the engine side and the mail room on the opposite side of the vehicle.
The machine system consisted of the six-cylinder four-stroke diesel engine W6V 22 from MAN and a hydraulic transmission from Voith. The diesel engine achieved its relatively high output through large cylinder dimensions. As a result, the mass of the railcar was relatively high at 40 tons for a diesel-hydraulic vehicle.
literature
- Dirk Endisch: branch lines of the HBE , Verlag Dirk Endisch, 2012, ISBN 978-3-936893-60-1
- Andreas Knipping: The 6000 series of the Deutsche Reichsbahn. EK-Verlag, 2001, ISBN 3-88255-160-7
- Dresden Transport Museum archive , data list about the HBE T3
See also
Individual evidence
- ↑ Dirk Endisch: branch lines of the HBE , Verlag Dirk Endisch, 2012, ISBN 978-3-936893-60-1 , page 80
- ↑ Dirk Endisch: branch lines of the HBE , Verlag Dirk Endisch, 2012, ISBN 978-3-936893-60-1 , page 82
- ↑ a b c Andreas Knipping: The 6000 series of the Deutsche Reichsbahn. EK-Verlag, 2001, ISBN 3-88255-160-7 , page 320