Langensalzaer Kleinbahn T 1
| Langensalzaer Kleinbahn T 1 | |
|---|---|
| Numbering: |
Langensalzaer Kleinbahn : T 1 DR : 135 521 from 1970: 186 015 |
| Number: | 1 |
| Manufacturer: | WUMAG Görlitz |
| Year of construction (s): | 1935 |
| Retirement: | 1972 |
| Type : | A1 dm |
| Genre : | CvT |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 12,260 mm |
| Length: | 11,200 mm |
| Height: | 3,450 mm |
| Width: | 3,100 mm |
| Fixed wheelbase: | 6,000 mm |
| Service mass: | 11,500 kg |
| Top speed: | 50 km / h |
| Installed capacity: | 48 kW (65 hp) |
| Wheel diameter: | 900 mm |
| Motor type: | Daimler-Benz OM 65 after conversion Horch |
| Motor type: | Four-cylinder four-stroke diesel engine |
| Rated speed: | 2,000 rpm |
| Power transmission: | mechanical with Mylius gear |
| Brake: | Compressed air brake type Knorr |
| Seats: | 52 |
| Standing room: | 12 |
| Floor height: | 1,240 mm |
| Classes : | 3. |
The LSK T 1 railcar was procured for operation from Langensalzaer Kleinbahn AG (LSK). Since its engine output was insufficient there, it was continued to be operated by Delitzscher Kleinbahn AG . The vehicle was later given the designation T 29 by the small railroad department of the Provincial Association of Saxony . The actual technical data may differ, since according to the literature the log book could only be found with incomplete data. He is one of the first vehicles were procured by the narrow-gauge railway department of the Provincial Association of Saxony and was named after the sketch sheet WUMAG VT A 3099 of the wagon and engineering Görlitz made. After the Second World War it was taken over by the Deutsche Reichsbahn as VT 135 521 and given the EDP designation 186 015-4 from 1970 . He was employed in operations until 1972.
history
The first railcar for the Langensalzaer Kleinbahn was manufactured by WUMAG Görlitz. It had a drive system with an engine output of 65 hp. The vehicle was delivered on March 9, 1935 and put into service on March 12, 1935. With its only 65 hp output, the car was no longer sufficient for the operation of the Kleinbahn soon after it was put into service, so that in 1940 it was sold to the Delitzscher Kleinbahn .
The railcar was used in the Lutherstadt Wittenberg depot from 1951 to 1952 and in the Halle P depot from 1954 to 1957 . After that it was available in the Bitterfeld depot and was used again on the Delitzscher Kleinbahn . The end of his period of service he experienced from 1970 in the Falkenberg depot .
It was retired around 1972 and then scrapped.
Constructive features
The railcar belonged to a series of railcars for the small railroad department of the Provincial Association of Saxony, of which Waggon- und Maschinenbau Görlitz (WUMAG) in Görlitz had created the design as early as 1933. This vehicle was similar to the T 1 of the Kleinbahn Heudeber-Mattierzoll , which was known as the T 28 from 1940 and was destroyed by fire in 1944.
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. In return, they initially had no pulling and buffing equipment . They were later fitted with light pulling and bumpers for sidecar operation. As a brake, he had a one-way brake of the Knorr type , which was intended for a sidecar operation. The axles were only braked on one side. The drive axle was sent. 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 52 padded seats with armrests. In contrast to the vehicles from Lindner Ammendorf , this vehicle had additional side windows in the entry areas, and the front was designed somewhat differently. The vehicle had a toilet from the start.
The vehicle was powered by a four-cylinder four-stroke diesel engine OM 65 from Mercedes-Benz . In the 1950s, the worn out original engine was replaced by one from the Vehicle Manufacturing Association (IFA). 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
- Hartmut Schöttge: The Delitzscher Kleinbahn. Kenning Verlag, Nordhorn 1992, ISBN 3-927587-14-1
- Günther Fromm and Harald Rockstuhl: The history of Langensalzaer Kleinbahn-AG 1913–1969. Rockstuhl Verlag, Bad Langensalza 1990, ISBN 3-932554-54-X
- Andreas Knipping The 6000 series of the Deutsche Reichsbahn. EK-Verlag 2001, ISBN 3-88255-160-7
See also
Individual evidence
- ↑ a b Günther Fromm and Harald Rockstuhl: The history of the Langensalzaer Kleinbahn-AG 1913–1969. Rockstuhl Verlag, 1990, ISBN 3-932554-54-X , page 135
- ↑ a b Hartmut Schöttge: The Delitzscher Kleinbahn. Kenning Verlag, ISBN 3-927587-14-1 , page 50
- ↑ Andreas Knipping: The 6000 series of the Deutsche Reichsbahn. EK-Verlag 2001, ISBN 3-88255-160-7 , page 308
- ↑ Andreas Knipping: The 6000 series of the Deutsche Reichsbahn. EK-Verlag 2001, ISBN 3-88255-160-7 , page 311
- ↑ Dirk Endisch: Small and private railways in the northern Harz foreland. Verlag Dirk Endisch, Korntal-Münchingen 2004, ISBN 3-936893-11-X , page 100
- ^ Günther Fromm and Harald Rockstuhl: The history of Langensalzaer Kleinbahn-AG 1913–1969. Rockstuhl Verlag, 1990, ISBN 3-932554-54-X , page 142