KRF T 1
| KRF T 1 | |
|---|---|
 Lindner factory photo
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| Numbering: |
KRF T1 DR : 135 550 from 1970: 186 036 |
| Number: | 1 |
| Manufacturer: | Lindner Ammendorf |
| Year of construction (s): | 1937 |
| Retirement: | 1973 |
| Type : | A1 dm |
| Genre : | CvT |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 10,000 mm |
| Length: | 8,600 mm |
| Height: | 3,350 mm |
| Width: | 2,370 mm |
| Fixed wheelbase: | 4,500 mm |
| Service mass: | 10,000 kg (unoccupied railcar) |
| Top speed: | 50 km / h |
| Installed capacity: | 70 kW (95 PS) |
| Wheel diameter: | 900 mm |
| Motor type: | Daimler-Benz OM 67 |
| Motor type: | Six-cylinder four-stroke diesel engine |
| Rated speed: | 2,000 rpm |
| Power transmission: | mechanical with Mylius gear |
| Tank capacity: | 120 l |
| Brake: | Compressed air brake type Knorr |
| Seats: | 35 |
| Standing room: | 12 |
| Floor height: | 1,240 mm |
| Classes : | 3. |
The railcar KRF T 1 was a railcar of the Kleinbahn Rennsteig – Frauenwald and was procured for operation on the Kleinbahn called Laura . The vehicle was later named T9 in the small railroad department of the Provincial Association of Saxony . The railcar was taken over by the DR of the GDR in 1949 as VT 135 550 and formally received the new EDP designation 186 036-0 from 1970 . Although the vehicle was active until the 1970s, it is no longer there.
history
KRF T 1
The outbreak of the global economic crisis brought many small private railways in Germany into economic difficulties, so that the question of closure or the introduction of more economical operations arose. In this context, the board of directors of Kleinbahn Rennsteig – Frauenwald used the tests carried out in the 1920s and the large-scale use of railcars at ČSD in Czechoslovakia or MAV in Hungary as the basis for a possible use of railcars on the five-kilometer route.
The railcar ordered was one of a series of four almost identical vehicles that was manufactured by Gottfried Lindner AG in Ammendorf . On the advice of the Reichsbahndirektion Erfurt, the ordered vehicle received a more powerful engine with an output of 70 kW for the expected complicated winter operation on the Rennsteig with a sidecar. For this purpose, the frame and the mechanical transmission of this vehicle were reinforced. With the railcar, a sidecar was delivered at the same time, which was intended for combined passenger, baggage and mail transport. The railcar took over all passenger traffic on the small railway, with a mileage of 17,990 kilometers being achieved in 1938.
In times of war, the journeys were continued to a limited extent. Due to the quota of diesel fuel, passenger transport had to be carried out temporarily with steam trains, although the operating costs when operating with the railcar were much cheaper.
VT 135 550/186 036
After 1945 the railcar was used by the Soviet military administration in Germany from Erfurt for courier trips to Berlin . The original interior of the vehicle was exchanged for upholstered armchairs and sofas. After these missions, the railcar stayed in Erfurt and served the Reichsbahndirektion as a courier vehicle for route inspections. From 1968 it moved to Stralsund with the same purpose , until it was parked in 1969 after an engine failure and used in Binz as an overnight accommodation for locomotive staff. The vehicle was officially retired on March 23, 1973. There are different versions of the scrapping.
Constructive features
The railcar belonged to a series of railcars for the small railways of the Provincial Association of Saxony , of which Waggon- und Maschinenbau Görlitz in Görlitz had created the design as early as 1933. As a result, WUMAG, Dessauer Waggonfabrik and Lindner manufactured several vehicles for these small railways.
The underframe and the box frame, which was clad on the outside with 1.5 mm thick sheet metal, consisted of electrically welded structural steel profiles. The vehicles were designed as solo vehicles. For this they initially had no pulling and pushing device. For the sidecar operation as with the Laura , they were later equipped with light pulling and bumpers . As a braking device, he had a single-release Knorr type brake , which was intended for use with a sidecar. The axles were only braked on one side. The drive axle was sanded with compressed air. The interior was divided into the passenger compartment and the two driver's cabs. They were separated from one another by partitions and revolving doors. The floor was made of pine wood covered with linoleum. The machine system could be serviced via flaps in the floor. The vehicle had 35 upholstered seats with armrests, an improvement in travel comfort at the time. Due to the short distance, there is no toilet.
The vehicle was powered by the six-cylinder four-stroke diesel engine OM 67 from Mercedes-Benz . In the 1950s, the worn original engines were replaced by exchange engines from the Kombinat Industrieverband Fahrzeugbau . The power was transmitted via the Mylius gearbox and an axle reversing gearbox, which was provided with a torque bracket. The vehicle was heated by a warm water heater, which was designed in such a way that the interior of the vehicle could be heated to +20 ° C at an outside temperature of −20 ° C.
literature
- Michael Kurth: Laura - History of the Kleinbahn Rennsteig – Frauenwald , EK-Verlag, Freiburg 1996, ISBN 3-88255-425-8 ,
- Dirk Endisch: Small and private railways in the lower Saale valley , Verlag Dirk Endisch, Korntal-Münchingen 2008, ISBN 978-3-936893-22-9
Web links
Individual evidence
- ^ Michael Kurth: The Laura - History of the Kleinbahn Rennsteig-Frauenwald , EK-Verlag, Freiburg 1996, ISBN 3-88255-425-8 , page 72
- ^ Michael Kurth: The Laura - history of the Kleinbahn Rennsteig-Frauenwald , EK-Verlag, Freiburg 1996, ISBN 3-88255-425-8 , page 75
- ^ Michael Kurth: The Laura - History of the Kleinbahn Rennsteig-Frauenwald , EK-Verlag, Freiburg 1996, ISBN 3-88255-425-8 , page 80