LBE DT 2000
| LBE DT 2000 | |
|---|---|
 historical recording
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| Numbering: |
LBE DT 2000 DR dT 63 |
| Number: | 1 |
| Manufacturer: | Wismar wagon factory , Linke-Hoffmann-Busch , Henschel |
| Year of construction (s): | 1933 |
| Retirement: | 1943 |
| Axis formula : | Bo'2 ' |
| Genre : | BCPwü dT |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 21,700 mm |
| Length: | 20,400 mm |
| Height: | 3,993 mm |
| Width: | 2,916 mm |
| Trunnion Distance: | 14,640 mm |
| Bogie axle base: | MD: 3600 mm LD: 3,200 mm |
| Service mass: | 90,000 kg |
| Top speed: | 110 km / h |
| Indexed performance : | 2 × 150 hp |
| Number of cylinders: | 4th |
| Boiler overpressure: | 120 bar |
| Evaporation heating surface: | 19 m² |
| Locomotive brake: | Westinghouse |
| Seats: | 74 |
| Classes : | 2nd / 3rd |
The LBE DT 2000 steam multiple unit was a vehicle operated by the Lübeck-Büchener Eisenbahn (LBE) and was intended to rationalize express traffic between Hamburg and Lübeck from 1934 onwards . From 1938 on it was given the DR designation DT 63 . In 1943 the vehicle was destroyed by acts of war.
history
In order to minimize the operating costs for the express train operation on its route between Hamburg and Lübeck, the Lübeck-Büchener Eisenbahn ordered a steam railcar from the companies Waggonfabrik Wismar , Linke-Hoffmann-Busch and Henschel , which can be operated on the route with control cars with speeds of up to 110 km / h should run. The railcar and control car were connected to one another by an electrical remote control.
After the vehicle had been delivered in 1933, trial operation began in 1934. A speed of 115 km / h was reached during test drives. The railcar needed 49 minutes for the route between Hamburg and Lübeck, 5 to 10 minutes less than the steam trains. After 7,000 kilometers in trial operation, the unit was used from March 15, 1934 three times a day on the Hamburg – Lübeck – Hamburg route. The use of the fast unit increased the number of passengers. However, the almost 150 seats in the car were not sufficient. For this reason, steam-driven trains were used again during rush hour, which ultimately led to the procurement of LBE No. 1 to 3 and the double-decker trains .
The railcar had a daily mileage of 400 kilometers. It had covered 75,000 kilometers by 1935 and 125,000 kilometers by March 1936. The advantages were that the boiler system could be overloaded and that it was ready for operation at short notice. It only took five minutes to heat up the boiler. From March 1936 on, the railcar was prepared for use on the Lübeck – Lüneburg route , with a luggage compartment behind the machinery. This led to the loss of 16 seats.
DR 63
With the nationalization of the LBE, the railcar came to the Deutsche Reichsbahn and was given the number 63 . The DR stationed the railcar in the Kassel area . The railcar was destroyed in an air raid on the city on October 22, 1943.
technical description
The railcar was created as a joint design between the LBE and the companies mentioned. The vehicle received a larger machine bogie and a smaller running bogie. The steam railcar had a capacity of 50 passengers in 3rd class and 24 in 2nd class. All seats were designed as side aisle seats. In 2nd class, the seats were grouped together in the form of a compartment with a door, while those in 3rd class were without a compartment.
The engine system of the railcar came from the Henschel company. Originally it was planned to use a machine system based on the Doble system with 300 hp. Since Henschel had no experience with such systems, two machine systems with 150 hp each were used for the railcar. The steam pressure was 120 bar, and domestic brown coal tar oil was used as fuel . The kettles were arranged vertically. Each of them generated the steam for a two-cylinder compound steam engine on one axle each of the machine bogie.
The steam engines were designed according to the design of the pawl bearing drive , the moving part was connected to the axle via a cross-disk coupling and the other side was elastically suspended in the bogie frame. They ran at a speed of 1700 rpm and a top speed of 110 km / h. In the event of malfunctions, it was possible to drive with just one drive or in a train without its own drive.
The fuel used made it possible for the railcar to run in one-man operation. The regulator valve and the control were connected to each other with electric motors and set up to be remotely controllable. Corresponding controls and monitoring systems were located in the driver's cabs of the railcar and the control car.
The consumption of fuel averaged 1.8 kg of tar oil per kilometer. Operational problems arose with the lubrication in the high pressure area, with the evaporation oil removal and with the combustion chamber sheet. The exhaust steam from the machine ran through the furnace fan and the cooling turbine in the roof before it was deposited in the condenser and returned to the boiler by piston pumps . This condensation system was too tight, so that a raw water evaporator had to be installed.
literature
- Rüdiger Otahal: Lübeck-Büchener Railway . GeraMond Verlag, Munich 2002, ISBN 3-7654-7130-5 .
- Alfred B. Gottwaldt: The Lübeck-Büchener Railway . Alba-Verlag, Düsseldorf 1975, ISBN 3-87094-029-2 .
Web links
- Data sheet about the Lübeck-Büchener Railway with mention of the DT 2000
- Website about the Lübeck-Büchener Eisenbahn with mention of the DT 2000
Individual evidence
- ↑ a b c d e Rüdiger Otahal: Lübeck-Büchener Railway . GeraMond Verlag, Munich 2002, ISBN 3-7654-7130-5 , p. 98.
- ^ A b Rüdiger Otahal: Lübeck-Büchener Railway . GeraMond Verlag, Munich 2002, ISBN 3-7654-7130-5 , p. 100.
- ↑ Data sheet about the DT2000
- ↑ a b c Alfred B. Gottwaldt: The Lübeck-Büchener Railway . Alba-Verlag, Düsseldorf 1975, ISBN 3-87094-029-2 , p. 68.