HKB T1

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HKB T1
Factory photo
Factory photo
Numbering: Hersfelder Kreisbahn : T1
Buxtehude-Harsefelder Eisenbahn : T 160
Manufacturer: German works Kiel
Year of construction (s): 1928
Retirement: 1961
Axis formula : (1A) (A1)
Genre : C4vT
Gauge : 1435 mm ( standard gauge )
Length over buffers: 19,000 mm
Height: 3,950 mm
Width: 2,980 mm
Trunnion Distance: 11,500 mm
Bogie axle base: 2,000 mm
Total wheelbase: 13,500 mm
Empty mass: 35,600 kg
Top speed: originally 60 km / h
after 1958 75 km / h
Installed capacity: originally 150 PS (110 kW)
after 1935: 200 PS (147 kW)
after 1958: 2 × 145 PS (2 × 107 kW)
Wheel diameter: 850 mm
Motor type: originally DWK
after 1958 KHD A8L614
Motor type: originally six-cylinder four-stroke gasoline engine;
after conversion, six-cylinder four-stroke diesel engine
Rated speed: originally 900 / min
after conversion 1,500 / min
Power transmission: mechanically; Originally with DWK gear,
after 1958 with Mylius gear
Brake: Compressed air brake type Knorr
Seats: 94
Standing room: 20th

The railcar T1 of the Hersfelder Kreisbahn (HKB) belonged to a series of railcars of the Deutsche Werke Kiel and was built in 1928. He was in use at the Hersfeld Kreisbahn until 1955. In that year it was sold to the Buxtehude-Harsefelder Eisenbahn and designated there as the T 160 . In 1961, the railcar was retired and scrapped after an accident.

history

Hersfeld circular path T1

After the DWK type series V delivered good results with private railways and with the DR 751 to 754 with the Reichsbahn, the Hersfelder Kreisbahn ordered a slightly larger railcar, which could be distinguished from the type series V by ten side windows and 94 seats. The four cooling fans arranged on the roof were characteristic. It had a three-part front window front.

The railcar was mainly used as a solo vehicle, only occasionally it operated with a sidecar. By 1936 he had covered 260,000 km. After 1935 the drive system was rebuilt, with the railcar running with a diesel engine since then. Further deployment dates up to 1945 are not known.

After 1945 the railcar received the label Fulda-Werra-Express . It was also used on the section of the Werra Valley Railway that remained with the Deutsche Bundesbahn . The railcar operated between Widdershausen or Philippsthal and Bad Hersfeld. After the Hersfeld Kreisbahn received its first Uerdingen rail buses , the railcars could be dispensed with from 1955.

BHE T 160

At the BHE, the railcar was used as planned from May 1955. In 1957 it was converted into a tow car in the Niederweserbahn workshop because it was needed as a replacement for the BHE T 171 , which had been decommissioned after fire damage . Two 145 HP (107 kW) diesel engines from KHD were installed, each driving the inner axle in the bogie with a Mylius transmission from the T 171 . The vehicle lost its roof vent during this conversion. From October 1958 the railcar went back into service. In June 1961 it collided with a truck at a level crossing and was retired after this accident and scrapped a little later.

Constructive features

The design of the vehicle with the serial number DWK 165/1928 corresponded to the design principles of DWK vehicles. The underframe carried the box frame, which was clad with two millimeter thick sheet metal. All sheet metal connections were riveted. The interior design and the inner skin of the roof were made of plywood. The vehicle was in 2nd and 3rd class. A luggage and mail compartment was available. All side windows were condescending, including those of the entrance doors. The front windows had glare protection.

The original benzene-mechanical machine system was mounted in a machine support frame that was located in the bogie frame. As a result, one-sided loading of a bogie could be avoided, resulting in favorable loading of the inner drive axles. The entire drive system was freely accessible after the car body was lifted, which made maintenance easier. When delivered, the vehicle was powered by a water-cooled six-cylinder four-stroke gasoline engine from DWK. It partially protruded into the passenger compartment and was covered by a bench. This motor passed its torque on to a mechanical four-speed gearbox of the type DWK, which was switched by shifting the gear. The clutch was operated with foot actuation. The power transmission to the drive wheels was realized with cardan shafts.

During modifications in 1935, the entire machine system including the support frame was replaced. The vehicle was powered by a reversible marine diesel engine that developed 200 hp (147 kW) at 900 rpm. During the renovation work in 1957/58, the railcar received two machine systems with diesel engines from KHD, which were housed individually in the respective bogie under the car floor. The power transmission to the respective drive wheel was realized with a Mylius gear . The roof coolers were also removed. In addition, the vehicle received seats covered with artificial leather and a passenger compartment heating system that was independent of the drive motor.

literature

  • Markus Schmitt, Michael Knauf: Die Hersfelder Kreisbahn , EK-Verlag, Freiburg 2001, ISBN 3-88255-445-2
  • Dieter-Theodor Bohlmann: A small train on the Lower Elbe - Buxtehude-Harsefelder Eisenbahn , Verlag Ingrid Zeunert, Gifhorn 1988, ISBN 3-924335-10-9

Web links

Individual evidence

  1. ↑ a b c d e f Markus Schmitt, Michael Knauf: Die Hersfelder Kreisbahn , EK-Verlag, Freiburg 2001, ISBN 3-88255-445-2 , page 140
  2. ↑ a b Dieter-Theodor Bohlmann: A small train on the Lower Elbe - Buxtehude-Harsefelder Eisenbahn , Verlag Ingrid Zeunert, Gifhorn 1988, ISBN 3-924335-10-9 , page 72
  3. ^ Photo of the railcar in Schenklengsfeld station in 1955 at the Joachim Schmidt Railway Foundation
  4. ^ Photo of the HKB-T1 on the Joachim Schmidt Railway Foundation
  5. ↑ Heinz Kurz: The railcars of the Reichsbahn types. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 60