Kleinbahn Freienwalde – Zehden MT5
| Motor vehicle MT5 | |
|---|---|
 historical photo
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| Numbering: |
KFZ MT 5 SK MT 5 TN VT 7 |
| Manufacturer: | mech. DWK Kiel el. AEG |
| Year of construction (s): | 1929 |
| Retirement: | 1963 |
| Axis formula : | (A1) (1A) |
| Genre : | C4vT |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 19,000 mm |
| Length: | 17,700 mm |
| Height: | 4,130 mm |
| Trunnion Distance: | 11,370 mm |
| Bogie axle base: | 2,500 mm |
| Smallest bef. Radius: | 80 m |
| Empty mass: | 38,000 kg |
| Wheel diameter: | 940 mm |
| Motor type: | Originally DWK type VIb after 1938 DWK 2 × 4V 18V |
| Motor type: | Originally six-cylinder four-stroke petrol engine after 1938 eight-cylinder four-stroke diesel engine |
| Rated speed: | 1,000 / min |
| Power transmission: | electric |
| Brake: | Compressed air brake type Knorr |
| Classes : | 3. |
The motor vehicle KFZ MT 5 was a vehicle of the Deutsche Werke Kiel and was created in 1929. It had been developed as a test vehicle with a gasoline-electric drive and ran on the Kleinbahn Freienwalde – Zehden (KFZ) until 1945 .
He came with other vehicles of the National Tourist Office Brandenburg (LVA) with a so-called refugee train by West Germany and was then at the Südstormarnschen orbit and Tecklenburger Northern Railway in operation. In 1963 it was retired and later scrapped.
history
Motor vehicle MT5
The Kleinbahn Freienwalde – Zehden of the LVA Brandenburg had a reputation in the 1930s for having a modern fleet of vehicles. The management of the LVA Brandenburg at the time was very open to all technical innovations. In 1929, for example, the MT 5, a vehicle whose drive type had not yet been adequately tested, was put into service.
The railcar was a bit too big for the branch line operation on the 17 km long small railway. At 38 tonnes, it was unsuitable for the route with a light superstructure and 8.5 t axle load. The operating costs for the vehicle were slightly higher than the operating income. In addition to its everyday use, the MT5 was a test vehicle for the original petrol-electric drive. Demonstration drives were carried out with him, for which the route was suitable.
The car was taken out of service again in 1935 and replaced by the MT 401 . Other sources speak of the use of the railcar on the Fürstenwalde – Beeskow circuit between 1935 and 1937. The MT5 was converted to diesel-electric drive by 1938 .
In the last weeks of the war, the chief operations manager of the LVA Brandenburg, State Building Councilor Borchardt, organized a train that included the MT5 , the MT 401 , a railcar from the Oderbruchbahn and other new vehicles. Numerous railway families fled to West Germany on this train, which prevented the vehicles from being destroyed or stolen.
SK MT 5, TN VT 7
From 1945 to 1952 it was used on the Südstormarnsche Kreisbahn and from 1952 on the Tecklenburger Nordbahn. The railcar was retired in 1963.
Constructive features
The railcar was a joint production by Deutsche Werke and AEG , with which the mechanical transmissions, which were not yet fully developed at the time, were supposed to be tested.
The car body had a smaller passenger compartment with only seven windows. There were also four entry doors on each side, with an additional luggage compartment in between. The underframe carried the box frame, which was clad with two millimeter thick sheet metal. All sheet metal connections were riveted. The interior design was made with plywood, as was the inner skin of the roof. The vehicle was in the 3rd class, divided into smoking and non-smoking compartments.
The benzene-electric machine system was mounted in a machine support frame, which sat in the pans of the bogie frame. As a result, one-sided loading of a bogie could be avoided, and there was a 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 directly connected generator for 550 V at a speed of 1000 rpm, which supplied the power for the two traction motors that drove the outer axles of the bogies. The hourly output of each rail engine was 568.5 kW at 55 V, 137 A and 635 revolutions per minute.
In the later conversions, the gasoline engine was exchanged for a diesel engine. The railcar has proven itself in 30 years of service.
literature
- Rolf Löttgers: Kleinbahn über der Oder , in: Lok-Magazin 1/96, pages 100-108
- Rolf Löttgers: The railcars of Deutsche Werke Kiel , Uhle & Kleimann publishing house, Lübbecke 1988, ISBN 3-922657-61-3
- Hubert Rickelmann: 50 years of the Tecklenburger Nordbahn 1905–1955 , Münster 1955
Web links
- Data sheet about the Kleinbahn Freienwald-Zehden with mention of the MT 5
- Data sheet about the Tecklenburger Nordbahn with mention of the MT 5
- Photo of the railcar in 1958 in Osnabrück on the Joachim Schmidt Railway Foundation
Individual evidence
- ↑ a b Rolf Löttgers: Kleinbahn über der Oder , in: Lok-Magazin 1/96, page 100
- ↑ Rolf Löttgers: narrow-gauge railway across the Oder , in: Lok-Magazin 1/96, page 107
- ↑ a b Rolf Löttgers: The railcars of Deutsche Werke Kiel , publishing Uhle & Kleimann, Lübbecke 1988, ISBN 3-922657-61-3 , page 57
- ↑ a b data sheet about the Kleinbahn Freienwald-Zehden with mention of the MT 5