HzL VT1 and VT2

Hohenzollerische Landesbahn VT1 and VT2
	Dimensional sketch
Numbering:	HzL VT1-VT2
Number:	2
Manufacturer:	Dessau wagon factory
Year of construction (s):	1934
Retirement:	1973 and 1974
Type :	B dm
Gauge :	1435 mm ( standard gauge )
Length over buffers:	12,760 mm
Length:	11,700 mm
Height:	3,870 mm
Width:	2,950 mm
Total wheelbase:	7,000 mm
Service mass:	17,000 kg
Friction mass:	17,000 kg
Top speed:	70 km / h
Installed capacity:	110.4 kW (150 PS)
Wheel diameter:	950 mm
Motor type:	MAN W6V15 / 18
Motor type:	6-cylinder four-stroke diesel engine
Rated speed:	1,500 rpm
Power transmission:	mechanical with Mylius gear
Brake:	Block brake type Knorr
Seats:	36+ 9 folding seats
Standing room:	25th
Floor height:	1,240 mm
Classes :	3.
Particularities:	Depending on your choice, single or two-axle drive

The diesel railcars VT1 and VT2 of the Hohenzollerische Landesbahnen (HzL) were manufactured in 1934 by the Dessauer Waggonfabrik .

The vehicles were in use by the company for around 40 years. In 1973 and 1974 they were retired and scrapped.

History and commitment

After the separation of passenger and freight traffic was not approved at HzL in 1928 , the company took up this idea again in 1933. The reason for this was the 50% decline in passenger traffic in these years. As a first measure, the fare was reduced by 38% and at the same time the decision was made to procure two diesel multiple units from the Dessau wagon factory . They could already be put into service on December 1, 1934. Together with the railcars, several sidecars were procured, which were slightly shorter with an axle base of 5,000 mm.

With the railcars it was possible to reduce the journey time on the 78 km long Eyach - Sigmaringen line from 167 minutes to 124 minutes. The wagons were very well received by the population, and the number of passengers rose sharply. The engine output was set at 150 hp in order to be able to drive on the steep stretches of the HzL in single-car operation at 40 km / h and in operation with a sidecar at 30 km / h. A height difference of 242 m with gradients of up to 36 ‰ had to be overcome on the section between Hechingen and Burladingen over a length of 13 km. Curvatures of up to 250 m radius occurred, whereby the section around Gammertingen with the S curve to the height to Neufra had to be taken into account.

Two years later the company acquired another railcar, the HzL VT3 . The purchase of further vehicles with internal combustion engines could not be realized because of the Second World War . At the beginning of the war, all vehicles with diesel engines were shut down and the engines were used for purposes important to the war effort.

Both railcars survived the war so that they could be used again afterwards. They were able to stay in service for a long time, especially because the Uerdingen rail buses produced after the end of the war did not prove themselves particularly well, were weaker than the Dessau wagons and had no pulling and bumpers , so that no freight wagons could be transported. Improved vehicles were only delivered with the delivery of the MAN rail buses from 1960.

The Dessau railcars were still used on the Eyach - Sigmaringen route, while Haigerloch was specified as the home station in the 1960s .

The VT1 had an accident in 1960. During the repair, the front side received new headlights and red tail lights. The VT2 remained in its original condition.

With the delivery of newer and larger vehicles, which offered relief for the drivers with the differential converter gearbox , as well as route closures, the pre-war vehicles gradually became superfluous and were retired by 1974. They were scrapped around 1975.

Constructive features

Basic sketch of the drive system of the VT1 on a blueprint from traffic engineering

Outwardly, especially due to the side window division, both railcars are similar to the vehicles Wittlager Kreisbahn T1 and T2 . However, these had a Daimler-Benz engine.

The car body is a lightweight construction and manufactured entirely as a welded construction. The side walls were designed to be smooth so that the paintwork could be easily maintained. In the end walls there were transition doors with transition sheets for the vehicle group. The windows were kept very large to allow passengers a good view of the route. The two middle windows on each side wall were lowerable.

The entry rooms had sliding doors 1,050 mm wide. The driver's workplace was on the right. Both compartments were separated by partition walls, were roughly the same size and divided into smoking and non-smoking compartments. The railcars had a toilet.

The machine system was taken from the existing performance program and set at 150 hp. The company opted for a six-cylinder engine from MAN . It had a cast iron crankcase with replaceable cylinder liners . A special design of the Mylius gearbox was used for power transmission . The engine was started electrically by a system from Bosch .

A two-axle drive was chosen because of the incline. Both axles were connected to the gearbox with cardan shafts. The driver had the option of using a valve in the driver's cab to separate a drive train so that there was a choice of a B or A1 wheel arrangement. The engine configuration thus allowed it to be designed as a single-engine vehicle. The engine and gearbox were mounted on a subframe that was suspended from the underframe. Strong rubber buffers ensured that vibrations were not transmitted to the car body.

The brake was a Knorr-type block brake with eight brake blocks, which turned out to be the safest option for climbing slopes. The brake air was generated by a compressor that was constantly connected to the engine. The drive consisted of two steering axles with slide bearings . The suspension of the car body was done with leaf springs .

A warm water heater with an underfloor furnace was used as heating. This enabled the engine's cooling water circuit to be preheated or protected from freezing. To increase safety, the railcar was equipped with a dead man's device. The base was painted black, the roof was made of aluminum, the side walls under the parapet were signal red and above were ivory. They kept this paintwork until they were retired.

literature

Günther Zeiger: 100 years of HzL . Kohlhammer and Wallishauser GmbH, Hechingen 1999, p. 33-37 (Hohenzollerische Landesbahn AG).
Botho Walldorf: The Hohenzollerische Landesbahn . Sutton Verlag GmbH, Erfurt 2015, ISBN 978-3-95400-599-4 .
Botho Walldorf: 100 years of the Hohenzollerische Landesbahn AG . Druckerei Acker GmbH, Gamertingen 1999, ISBN 3-00-004387-X .
Collective of authors: Hohenzollerische Landesbahn AG, from the time it was founded until today . Hohenzollerische Landesbahn AG, Hechingen 1987.

Web links

Vehicle register of the vehicles of the HzL with mention of the VT1 and VT2
Website about the railcars of the HzL
Photo of the HzL VT1 in Hettingen on the Joachim Schmidt Railway Foundation
Photo of the HzL VT1 in Burladingen on the Joachim Schmidt Railway Foundation

Individual evidence

↑ ^a ^b ^c ^d ^e ^f ^g ^h Government builder Racer, Hechingen, in Verkehrstechnik , issue 6, 1935,
↑ ^a ^b Günther Zeiger: 100 years HzL . Kohlhammer and Wallishauser GmbH, Hechingen 1999, p. 33-37 (Hohenzollerische Landesbahn AG).
^ Collective of authors: Hohenzollerische Landesbahn AG, from the time it was founded until today . Hohenzollerische Landesbahn AG, Hechingen 1987, p. 50 .
↑ ^a ^b Botho Walldorf: 100 years of the Hohenzollerische Landesbahn AG . Druckerei Acker GmbH, Gamertingen 1999, ISBN 3-00-004387-X , p. 164 .
^ Botho Walldorf: 100 years of the Hohenzollerische Landesbahn AG . Druckerei Acker GmbH, Gamertingen 1999, ISBN 3-00-004387-X , p. 158 .
^ Botho Walldorf: 100 years of the Hohenzollerische Landesbahn AG . Druckerei Acker GmbH, Gamertingen 1999, ISBN 3-00-004387-X , p. 166 .
↑ Data sheet of the Hohenzollerische Landesbahnen with mention of the VT1 and VT2
^ ^A ^b Botho Walldorf: The Hohenzollerische Landesbahn . Sutton Verlag GmbH, Erfurt 2015, ISBN 978-3-95400-599-4 , p. 51 .
^ Botho Walldorf: 100 years of the Hohenzollerische Landesbahn AG . Druckerei Acker GmbH, Gamertingen 1999, ISBN 3-00-004387-X , p. 118 .
^ Botho Walldorf: 100 years of the Hohenzollerische Landesbahn AG . Druckerei Acker GmbH, Gamertingen 1999, ISBN 3-00-004387-X , p. 119 .

[Verkehrstechnik-1] ↑ ^a ^b ^c ^d ^e ^f ^g ^h Government builder Racer, Hechingen, in Verkehrstechnik , issue 6, 1935,

[100_Jahre_HzL_Seite_33-2] Günther Zeiger: 100 years HzL . Kohlhammer and Wallishauser GmbH, Hechingen 1999, p. 33-37 (Hohenzollerische Landesbahn AG).

[Hohenzollerische_Landesbahn_AG-3] Collective of authors: Hohenzollerische Landesbahn AG, from the time it was founded until today . Hohenzollerische Landesbahn AG, Hechingen 1987, p. 50 .

[Walldorf_Fotos_Seite_164-4] Botho Walldorf: 100 years of the Hohenzollerische Landesbahn AG . Druckerei Acker GmbH, Gamertingen 1999, ISBN 3-00-004387-X , p. 164 .

[Walldorf_Fotos_Seite_158-5] Botho Walldorf: 100 years of the Hohenzollerische Landesbahn AG . Druckerei Acker GmbH, Gamertingen 1999, ISBN 3-00-004387-X , p. 158 .

[Walldorf_Fotos_Seite_166-6] Botho Walldorf: 100 years of the Hohenzollerische Landesbahn AG . Druckerei Acker GmbH, Gamertingen 1999, ISBN 3-00-004387-X , p. 166 .

[Datenblatt-7] Data sheet of the Hohenzollerische Landesbahnen with mention of the VT1 and VT2

[Walldorf_Beschreibung_Seite_51-8] A ^b Botho Walldorf: The Hohenzollerische Landesbahn . Sutton Verlag GmbH, Erfurt 2015, ISBN 978-3-95400-599-4 , p. 51 .

[Walldorf_Fotos_Seite_118-9] Botho Walldorf: 100 years of the Hohenzollerische Landesbahn AG . Druckerei Acker GmbH, Gamertingen 1999, ISBN 3-00-004387-X , p. 118 .

[Walldorf_Fotos_Seite_119-10] Botho Walldorf: 100 years of the Hohenzollerische Landesbahn AG . Druckerei Acker GmbH, Gamertingen 1999, ISBN 3-00-004387-X , p. 119 .