KBE 305, 310 and 311

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KBE 305, 310, 311
Original version
Original version
Numbering: KBE : 305, 310, 311,
Brohltalbahn : VT 51, 52
SHE VT 07
Number: 3
Manufacturer: DWK Kiel
Year of construction (s): 1927/1928
Retirement: until 1964
Axis formula : (1A) (A1)
Gauge : 1000 mm ( meter gauge )
Length over buffers: 17,510 mm
Length: 16,700 mm mm
Height: 3895 mm (with fan)
Width: 2700 mm
Trunnion Distance: 11,300 mm
Bogie axle base: 1600 mm
Empty mass: 30 t
Service mass: 36.5 t
Top speed: 40 km / h
Installed capacity: 2 × 120 HP
after conversion 305, 310: 2 × 220 HP;
311: 2 × 180 hp
Motor type: Originally six-cylinder four-stroke benzene engine
after conversion of six-cylinder four-stroke diesel engine
Power transmission: mechanical with TAG gear
Seats: 2nd class 16
3rd class 42
Standing room: 10

The railcars KBE 305, 310 and 311 were a series of railcars supplied by Deutsche Werke (DWK) in Kiel to the Cologne-Bonn Railways (KBE).

After the KBE had been changed to standard gauge, all vehicles were handed over to other narrow-gauge railways and continued to be operated after 1946 after modifications. They were in operation until 1964 and were then scrapped.

history

Cologne-Bonn Railways

In order to accelerate the traffic on the narrow-gauge foothills of the KBE, after the First World War, benzene was introduced for passenger traffic. In addition to five vehicles manufactured by the LHL , DWK manufactured three vehicles with the numbers 305, 310 and 311. With these vehicles, a S-Bahn -like operation was carried out on the approximately 35-kilometer route from 1926 . For the first time in Germany, multiple control was used; a train consisted of about seven cars, in which motor cars lined up in the train set were remotely controlled from the driver's cab of the first car.

An express train service with only one stop was set up between Cologne and Brühl , and a passenger train service with ten stops between Cologne and Pingsdorf . From Pingsdorf the rigid timetable continued with steam trains to Bonn . It was estimated that the railcars ran 450 to 500 kilometers per day in the express train service and around 500 kilometers per day in the passenger train service . The total annual performance of the cars was estimated at 72,000 kilometers. A small revision was required every 30,000 kilometers and a full revision every 60,000 kilometers. In 1934 the entire route was converted to standard gauge and the railcars were offered for sale.

Brohltalbahn VT 51 and 52

KBE 305 as VT 51 on the Brohltalbahn

Two vehicles were sold to the Brohltalbahn and from 1935 provided the traffic there with the VT 50 . The drive system was converted from benzene to diesel operation and engines with 220 hp were installed. With the railcars, the predecessor company also acquired two sidecars, with which all passenger traffic was handled from 1935. The route from Brohl to Oberzissen and Kempenich was used.

After the Second World War, only buses ran on the upper section to Kempenich, while railcars ran on the Brohl – Oberzissen section. Passenger traffic ended in 1961 when the VT 52 collided head-on with a freight train. Then the railcars were parked and scrapped in 1962.

South Harz Railway VT 07

KBE 311 as SHE VT 07 on the Südharz Railway

One vehicle was taken over by the Südharz-Eisenbahn-Gesellschaft and was given the designation VT 07 according to the designation scheme of the secondary railways from Herrmann Bachstein . The benzene engines were replaced by MAN diesel engines , with the output increasing to 2 × 180 hp. In addition, the roof coolers were removed during this conversion. Together with the already existing VT 02 , the Südharz-Eisenbahn was able to reduce the use of steam locomotives more and more.

The railcar proved to be very prone to failure and was rarely used in comparison to the VT 02. At times he was used on the Weimar-Rastenberger Railway . In 1942 he was in Braunlage .

After 1950 the railcar was again subjected to a general overhaul in Braunlage. During the renovation, the decision was made to shut down the Südharz Railway. The half-finished VT 07 was parked next to the main workshop in Braunlage and scrapped in 1963.

Constructive features

The car body was designed in the so-called heavy construction as a metal construction and in rivet construction. The retracted entrance doors, the three-section trapezoidal front, the spoked wheels in the small bogies and the roof radiator were striking features of the vehicles. The machinery, consisting of the drive motor and the change gear, was mounted in the driver's cab under a panel on a subframe. To change the engine, only the front wall was removed, and then the machine system could be changed with a pulley.

The engine was directly connected to the manual transmission. This could work over four gears up to a practical top speed of 45 km / h with accelerations of up to 1.03 m / s². The inner axle of the associated bogie was driven by a cardan shaft. The reversing gear was also located there.

The vehicles had the main tank under the car body floor. Before driving or during breaks in operation, the driver had to use a hand pump to pump fuel into an upper tank, from which the fuel was brought to the carburetor by gravity. Originally, the vehicles still had steam heating for the car body according to the Pintsch system , but later it was switched to using the exhaust gases from the combustion engine for the car body heating . The sidecars could be heated with this system via special pipe connections.

literature

Web links

Individual evidence

  1. ↑ a b c d e f Wolfram Bäumer: 75 years ago - railcars at Kleinbahnen . In: The Museum Railway . No. 3 , 2002, ISSN  0936-4609 , p. 20 ( museumseisenbahn.de [PDF]).
  2. ^ Gerd Wolff: The "Brohltal-Eisenbahn", EK-Verlag, 1991, ISBN 3-88255-530-0 , page 38
  3. ↑ Winfried Dörner: "The South Harz Railway" Museum Society Braunlage, 2007, ISBN 978-3-89720-929-9 , page 181