LBE VT 12

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LBE VT 12
LBE VT 12
LBE VT 12
Numbering: LBE : VT 12
DR : VT 822
PK T 502
DR : 135 526
Number: 1
Manufacturer: Waggonfabrik Uerdingen Uerdingen
Year of construction (s): 1936
Retirement: 1956
Type : AA dm
Genre : CvT
Gauge : 1435 mm ( standard gauge )
Length over buffers: 13,560 mm
Length: 12,200 mm
Height: 3,480 mm
Width: 3,145 mm
Fixed wheelbase: 6,500 mm
Empty mass: 20,090 kg
Service mass: 26,040 kg
Wheel set mass : 10,240 kg
Top speed: 85 km / h
Installed capacity: 2 × 85 kW (2 × 115 PS)
Motor type: 2 × VOMAG GR 1060
Motor type: 2 × six-cylinder four-stroke diesel engines
Rated speed: 1,800 rpm
Power transmission: mechanical with Mylius gear
Tank capacity: 140 l
Brake: Compressed air brake type Knorr
Seats: 53 + 5 folding seats
Floor height: 1,070 mm
Classes : 3.

The LBE VT 12 railcar was procured by the Lübeck-Büchener Eisenbahn (LBE) for operation by the company on its non-electrified routes, starting from Lübeck .

history

The vehicle was procured with a two-engine system and the high drive power of 230 hp. It was put into service after the LBE VT 11 and manufactured by the Uerdingen wagon factory . In 1941 the vehicle was handed over to the Brandenburg State Transport Authority and made its way to the Prenzlauer Kreisbahnen .

The railcar was taken over by the Deutsche Reichsbahn after the Second World War and designated as VT 135 526 . In 1956 it was converted into a sidecar and was in operation in this form until 1970. It was retired in 1970 and is no longer available.

The stationing between August and December 1945 in Prenzlau is known . Then the railcar switched to the Reichsbahndirektion Greifswald . He was spotted there on January 1, 1950. In 1956 the vehicle was converted into a sidecar and was given the designation VB 140 525 . The locations were Barth and the island of Usedom . During one of these missions the car suffered an accident and was parked. It was supposed to have the new number 190 845 , but was retired in 1970.

Constructive features

The railcar had a modern exterior due to the large front windows and the rounded corners. Compared to the WUMAG railcar, the outer doors of the vehicle were designed as sliding doors with a clearance of 760 mm. The modern exterior was created with the help of an architectural office that had already contributed to the design of the LBE double-decker train.

The car body was made of lightweight steel and had the relatively low floor height of 1,060 mm in the passenger compartment. In the entry room, the floor height was lowered to 980 mm. As a result, another outer step in the entrance area was avoided.

The two machine systems were arranged below the floor. They consisted of two six-cylinder four-stroke diesel engines from VOMAG as well as an associated Mylius gearbox and were mounted on a common support frame with rubber springs to the main frame. The machinery was easily accessible through flaps in the floor of the car body. The fuel tanks were arranged under the floor in this vehicle.

Great importance was attached to the running gear, its running characteristics and noise reduction in the vehicle. The axes could not rotate about the vertical, they were stiffly guided in a narrow torsion-resistant frame with ample rubber bearings.

literature

Web links

See also

Individual evidence

  1. ↑ a b Wolf Dietger Machel: Kleinbahnen in der Uckermark , VBN-Verlag, ISBN 978-3-933254-88-7 , page 115
  2. ^ Alfred Gottwaldt : Die Lübeck-Büchener Eisenbahn , Alba-Verlag, Düsseldorf 1975, ISBN 3-87094-235-5 , page 100
  3. ^ Alfred Gottwaldt : Die Lübeck-Büchener Eisenbahn , Alba-Verlag, Düsseldorf 1975, ISBN 3-87094-235-5 , page 99