KOK T 1, RüKB T 1 and GJK T 1

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KOK T 1
RüKB T 1
GJK T 1
CPO T 1
GJK T 1 in Greifswald
GJK T 1 in Greifswald
Numbering: KOK T1
SWEG VT 303
PLB 1081-1083
Number: 4th
Manufacturer: Dessau wagon factory
Year of construction (s): 1934, 1935, 1936
Retirement: Jagsttalbahn 1988 z-position
PLB 1945 lost in the war
Axis formula : (1A) (A1)
Gauge : 750 mm
Length over buffers: 12,430 mm
Length: 11,750 mm
Height: 2,925 mm (except KOK T 1)
Width: 2,350 mm (KOK T 1);
2,250 mm (other)
Trunnion Distance: 7,500 mm
Bogie axle base: 1,400 mm
Service mass: 12,500 kg
Top speed: 50 km / h
Installed capacity: originally 70 kW
KOK T1 after conversion: 106.7 kW
Wheel diameter: 650 mm
Motor type: Originally Daimler-Benz OM 67
KOK T1 after conversion: KHD A 8 L 614
Motor type: Six-cylinder four-stroke diesel engine
KOK after conversion: eight-cylinder four-stroke diesel engine
Rated speed: 2,200 rpm
Power transmission: diesel-mechanical with Mylius gearbox
Brake: single-release Knorr air brake
Train control : Dead man's facility
Train heating: Originally hot water circulation heating
from 1961 Webasto heating
Seats: 30 + 6 folding seats;
40 + 6 (KOK T 1)
Standing room: 24
Classes : 2nd / 3rd

The railcars Kreisbahn Osterode-Kreiensen KOK T 1 , Rügensche Kleinbahn RüKB T 1, Kleinbahn-Gesellschaft Greifswald – Jarmen GJK T 1 and the Kleinbahn Casekow – Penkun – Oder CPO T 1 were four narrow-gauge diesel railcars built by the Dessauer Waggonfabrik for a gauge of 750 mm.

The KOK T 1 is today (2019) on the Jagsttalbahn as VT 303 . The other three vehicles were given the designation 1081 to 1083 by the Pomeranian State Railways (PLB) in 1943. The vehicles were brought to the Soviet Union in 1945 as reparations and are considered war losses.

History and commitment

Osterode-Kreiensen district track T 1

This railcar was built in 1935 under the serial number 126/3085 at the Dessauer Waggonfabrik and put into operation at the Osterode-Kreiensen district railway in the same year . There he did his job on the 32 km long route, where he had to overcome 112 meters in altitude and up to 450 people a day had to be transported. At times the T1 ran with a sidecar. During the time at the KOK, there are five main examinations and one intermediate examination. The largest renovation work took place in 1958, when a new KHD A8 L 614 engine was installed at Waggonbau Graaff , the drive was extended to both axles of the bogie (wheel sequence B'B ') and the wheel diameter was uniformly changed to 700 mm.

Jagst Valley Railway VT 303

When the KOK was discontinued in 1967 for economic reasons, the railcar was sold to the Südwestdeutsche Eisenbahn-Gesellschaft , which hired it as the VT 303 on the Jagsttalbahn in Dörzbach . He served here until 1988, when operations on the Jagst Valley Railway had to be discontinued due to defects in the upper structure. The railcar has been parked since then.

Kleinbahn-Gesellschaft Greifswald – Jarmen T 1

In order to rationalize the small rail traffic, the KGJ set up railcar traffic on its route. The railcar was based in Jarmen and ran the route to Greifswald twice a day on weekdays and three times a day on the weekend. The travel time has been reduced from 100 to 70 minutes. The locomotive was nicknamed the Fliegender Jarmener . In 1942 the Rügen railcar was moved to Jarmen.

The last train on the line ran on April 30, 1945. The line was dismantled by mid-1945. All resources came to the Soviet Union as reparations.

Rügen small train T 1

After a railcar of this type was put into service at the Greifswald – Jarmen small railway company as early as 1935, an almost identical vehicle followed in 1937 for the Rügen small railway. It had different fittings and two headlights. With this vehicle, the weaker traffic on the Bergen – Altenkirchen route should be made more economical.

A two-axle and a four-axle sidecar operated with this vehicle, which was the first time the compressed air brake was used on the island of Rügen. Both cars received the same two-tone paintwork as the railcar, the four-axle sidecar also got a compressed air brake, the two-axle was only equipped with a continuous main air line. In addition to increasing the train speed, the set eliminated the necessary maneuvering work during ferry operations , which enabled travel times to be significantly reduced. During the harvest season, the multiple unit train carried up to three freight cars with beets or potatoes. In addition, the railcar had to perform unscheduled pre-tensioning services with the two-axle steam locomotives of the Lenz type m in the Bergen station until 1948 if scheduled mallet locomotives of the Lenz type nn had failed. This led to a high level of wear and tear on the engine and transmission, which occasionally meant that multiple units had to be replaced by steam trains.

Since a second railcar could not be procured due to the events of the war, the railcar was transferred to the Kleinbahn-Gesellschaft Greifswald – Jarmen in 1942, where it operated as T 2 (PLB 1082). In 1943 it was switched to propellant gas. Reparations goods were sent to the Soviet Union in the original vehicle there.

Small train Casekow – Penkun – Oder T 1

Almost nothing is known about the use of this railcar between Casekow and the barn. He was also transported to the Soviet Union in 1945.

Constructive execution

Except for the 750 mm gauge, a similar type of vehicle was used on several narrow-gauge railways with 1000 mm as on the Franzburger Kreisbahnen ( FKB T 1 and 2 ). The roof shape and the external design were adapted to the four-axle narrow-gauge wagons. The car body was given a three-part front face, with the driver's workplace in the middle. The entrance doors were designed as sliding doors. A partition wall was attached a little off-center, which could be locked with a revolving door. This prevented drafts. The seat division was 2 + 1, with the KOK T 1 3 + 1. The RüKB T 1, the GJK T 1 and the CPO T 1 had a 2nd class compartment in the middle of the car. It was separated with partially glazed partitions. There were slatted benches in 3rd class.

The vehicles were powered by an OM 67 diesel engine from Daimler-Benz , which was followed by a Mylius transmission . This drove the inner axles of the bogies via cardan shafts . With these vehicles, the compressed air brake was more widely used on narrow-gauge railways .

It was ventilated with six torpedo fans on the roof, in contrast to the 1000 mm vehicles, which were ventilated through slits above the windows, so the car body, except for the KOK T 1, was slightly lower than that of the meter gauge railcars.

The railcars had sleeve buffers, except for the CPO T 1, which had a Scharfenberg coupling . The car body was painted red, the ribbon window in cream.

literature

  • Author collective: The vehicles of the Jagst Valley Railway . Ed .: Jagsttalbahn-Freunde e. V. Dörzbach 1984, ISBN 3-924660-00-X .
  • Bäumer / Bufe: Railways in Pomerania . Bufe-Fachverlag, Egglham 1988, ISBN 3-922138-34-9 .
  • Bauchspies, Jünemann, Kieper: The Rügen Kleinbahnen . Transpress-Verlag, Stuttgart 1996, ISBN 3-344-71047-8 .
  • Rolf Löttgers: The narrow-gauge combustion railcars of the Dessau wagon factory . In: The Museum Railway . No. 3 , 2019, ISSN  0936-4609 , p. 20-36 .

Web links

Individual evidence

  1. ^ Bäumer / Bufe: Railways in Pomerania . Bufe-Fachverlag, Egglham 1988, ISBN 3-922138-34-9 , p. 162 .
  2. ↑ Website about the vehicles of the Jagst Valley Railway with mention of the VT 303
  3. ↑ Internet page of the VT 303
  4. ↑ Chronology of the Kleinbahn Osterode – Kreiensen
  5. ↑ Photo of the railcar with sidecar
  6. ^ A b c Author collective: The vehicles of the Jagst Valley Railway . Ed .: Jagsttalbahn-Freunde e. V. Dörzbach 1984, ISBN 3-924660-00-X , p. 60 .
  7. ↑ Photo of the railcar at the end of operations
  8. ↑ Stefanie Jani: Everyone wants the Jagst Valley Railway back. In: Stimme.de. December 5, 2012, accessed January 25, 2019 .
  9. ↑ Website about the Jagsttalbahn VT 303 as a model
  10. ↑ a b c Bäumer / Bufe: Railways in Pomerania . Bufe-Fachverlag, Egglham 1988, ISBN 3-922138-34-9 , p. 141 .