LEAG T 1 and T 2

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LEAG T1 and T2
VT 102 and VS 201II of the Westerwaldbahn
VT 102 and VS 201 II of the Westerwaldbahn
Numbering: LEAG T 1 and T 2
DR 833 and 834
Weba VT 101 and VT 102
Number: 2
Manufacturer: Dessau wagon factory
Year of construction (s): 1935/36
Retirement: T 1 1946, T 2 1961
Type : 1A dm
Genre : C Pwi
Gauge : 1435 mm ( standard gauge )
Length over buffers: 13,160 mm
Fixed wheelbase: 7,000 mm
Empty mass: 17,100 kg
Service mass: 20,500 kg
Top speed: 60 km / h
Installed capacity: 99.5 kW (135 hp)
Wheel diameter: 900 mm
Motor type: Originally DWK
after conversion KHD
Motor type: Six-cylinder four-stroke diesel engine
Power transmission: mechanical with TAG gear
Brake: Indirect brake type Knorr as a block brake
Seats: 47
Standing room: 25th
Classes : 3rd / after 1956 2nd

The LEAG T 1 and T 2 diesel multiple units were built by the Dessauer Waggonfabrik in 1935 and delivered to the Lausitzer Eisenbahn-Aktien-Gesellschaft (LEAG). They were railcars from the LEAG T 1 – T 3 series . The railcars became part of the Westerwaldbahn in 1941 and were given the designations VT 101 and 102 . The last vehicle there was the VT 102 in 1961 to be retired and scrapped. Although belonging to the same delivery series, both vehicles had different dimensions compared to the LEAG T 3 .

History and commitment

LEAG T 1 and T 2

The vehicles were inspected brand new by the Lausitzer Eisenbahn (LEAG) in 1935/36. Two control cars from the same manufacturer that matched their appearance were supplied with the railcars . The vehicles were delivered to Sommerfeld . After the test drive, they were stationed at the Teuplitz depot until June 30, 1939 and used on the LEAG routes.

DR 833 and 834

When the LEAG was taken over by the Deutsche Reichsbahn , both railcars with the designations 833 and 834 came into their inventory and were stationed in the Forst Bahnbetriebswerk . Both cars were transferred to Scheuerfeld in 1941 .

Westerwaldbahn VT 101 and VT 102

At the Westerwaldbahn , the vehicles could not initially be used due to the diesel quota. The company therefore decided to convert both railcars at Deutsche Werke to run on propellant gas . From August 1942, both vehicles were able to start operating after being approved by the Giessen machine office . The railcar operation lasted until the end of 1944, when gas was no longer available for civilian operations. After the start of operations in May 1945, both cars were initially used as passenger cars. At the beginning of 1946, the frame was reinforced and a new Saurer brand diesel engine was installed. In the same year the VT 101 fell victim to a fire in the railcar shed. The number was reassigned in 1951 to a four-axle railcar from France.

After the shed fire, only the VT 102 and a control car were available to the company. In the event of failure, a steam locomotive had to provide replacement services. Since the Saurer engine of the VT 102 was very susceptible to damage, it was exchanged for one of the KHD brand in 1952 .

The VT 102 was in operation on the Westerwaldbahn until the end of passenger traffic, then it was parked and scrapped in 1961. The control car has been preserved. It was parked in Bindweide and was sold to the model railway club in Essen in 1975 . Today the car is owned by the German Railway Association and is stored in Bruchhausen-Vilsen .

Constructive features

With a seven-meter wheelbase and a length of 13.16 meters over buffers , the railcar was one of the larger of the railcars produced in Dessau . It was designated as a two-axle heavy-duty diesel multiple unit at the Deutsche Reichsbahn . However, it was one of the lightweight vehicles . The Deutsche Reichsbahn only had numbers available for LEAG vehicles in this vehicle category.

The car body was a self-supporting body and made of lightweight steel. The rear anteroom was designed for the transport of loads. For this, it had external doors with a clear width of 750 mm, which could be enlarged to 1000 mm using additional fold-out wall parts. The outer doors in the other anteroom could not be widened. The rear entry area in the direction of travel was used as an additional luggage compartment during normal operation. The driver's desk that was not in use could be closed with a roller shutter. The railcars had only one transition door in one end for the control car operation. The partition walls inside the car were equipped with sliding doors. All side wall windows except the one in the toilet could be lowered by means of a crank drive.

An engine from Deutsche Werke in Kiel was installed on delivery . In 1948 the engine in the VT 102 was swapped for one of the Saurer type, which was again replaced by a KHD engine in 1952. The mechanical power transmission took place via the TAG gearbox . The entire machine system was stored in a machine support frame and attached to the vehicle frame. The engine protruded into the passenger compartment and was covered with a bench. In contrast to the LEAG T 3 , the railcar kept its roof cooler until the end of its use, only a different type of French production was used. During the renovation work, the previously used coke oven was replaced by hot water heating.

literature

Web links

Individual evidence

  1. ↑ a b c Willi Merzhäuser: The Westerwaldbahn . EK-Verlag, Freiburg 1986, ISBN 3-88255-578-5 , p. 81 .
  2. ↑ a b c d Willi Merzhäuser: The Westerwaldbahn . EK-Verlag, Freiburg 1986, ISBN 3-88255-578-5 , p. 82 .
  3. ^ Inventory list of the DEV with mention of the VS 202 of the Westerwaldbahn
  4. ↑ Willi Merzhäuser: The Westerwaldbahn . EK-Verlag, Freiburg 1986, ISBN 3-88255-578-5 , p. 52 .