MEG T12 and T13

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MEG T12 and T13
Dimensional sketch of the T12
Dimensional sketch of the T12
Numbering: MEG T12 – T13
Inselbahn Juist 21
Number: 2
Manufacturer: Wismar wagon factory
Year of construction (s): 1938 and 1941
Retirement: until 1982
Axis formula : B'B 'dm
Genre : C 4 VT
Gauge : 1000 mm ( meter gauge )
Length over buffers: 13,220 mm
Length: 12,400 mm
Height: 3,300 mm
Width: 2,550 mm
Trunnion Distance: 8,950 mm
Bogie axle base: 1,600 mm
Total wheelbase: 10,550 mm
Empty mass: 17,000 kg
Service mass: 22,000 kg
Top speed: 65 km / h
Installed capacity: 110.5 kW (150 PS)
Braking force: 17 t
Motor type: MAN WV 15/18
Motor type: Six-cylinder four-stroke diesel engine
Power transmission: mechanical with Mylius gear
Brake: Single-chamber compressed air brake type Knorr, one hand spindle brake per bogie
Locomotive brake: Knorr St 60
Train brake: Knorr St 60
Train control : Deadman pressure switch in the throttle
Train heating: Hot water over the stove
Seats: 41 + 10 folding seats
Standing room: 29
Classes : 3

The MEG T12 to T13 combustion railcars of the Mittelbadische Eisenbahn-Gesellschaft (MEG) were diesel-mechanical railcars with the B'B 'wheel arrangement.

The T12 came to the Inselbahn Juist in 1970 after passenger traffic ceased . Here it was used as a sidecar until 1982 under number 21 with an expanded drive system and was then retired. The T13 was still in use as a tow car until 1973 and is today (2019) owned by the Interest Group Historischer Eisenbahnverkehr e. V. (IHS).

history

The MEG T 1 to T 8 previously procured from the Gotha wagon factory were no longer sufficient to cope with the increasing traffic of the Mittelbadische Eisenbahn-Gesellschaft . Since the larger T11 did not prove to be sufficiently reliable, the company procured two four-axle railcars from the Wismar wagon factory in 1938 and 1941 . The railcars were larger and stronger than the Gothaer railcars and, in contrast to the T11, had a single-engine system.

The railcars proved their worth, they could now be used to drive passenger trains with up to three four-axle sidecars. They could also be used in freight transport, including transporting standard-gauge freight cars jacked up on trolleys . The T13 was used after 1945 by the Compagnie des transports strasbourgeois (CTS) on the Boofzheim – Marckolsheim route; it was bought back in 1950 by MEG. He received a new Renault engine from CTS, and then a MAN engine again in 1953.

The vehicles were used on the narrow-gauge railways of the MEG until 1970. The T12 came to the Juist island railway after partial discontinuation. Here the drive system was expanded and the car was used as a sidecar until the end of 1982. The whereabouts are unknown.

The T13 was used as a tow car on the remaining part of the MEG. After giving up the meter-gauge operation in 1973, he came to the IHS, which initially transferred him to the Brohltalbahn, before joining the Selfkantbahn in 1975 . There he was used from 1976, where he suffered an engine failure. After installing a replacement motor and thoroughly refurbishing it, it has been in use again since 2003.

Constructive features

The vehicles corresponded to the principles of lightweight construction of the time. The car body, welded from profiles and sheet metal, had retracted ends. In this area were the two-leaf, outward-opening entrance doors, which could additionally enlarge the clear width for the entrance area. In the entry area there was the luggage compartment and five folding seats per compartment. The underframe was made of longitudinal and transverse profiles. The form of construction offered the wagon factories the opportunity to produce variants of the vehicles on customer request. Between the entry areas there was the passenger compartment with 41 seats in two compartments for smokers and non-smokers. There was a partition between the two compartments; the entry area was not separated from the passenger compartment. Because of the short distances on the MEG, there was no toilet.

The machine system, consisting of the MAN WV 15/18 engine and the Mylius gearbox , was located below the floor and powered the inner axle of the railcar via cardan shafts. The engine protruded into the passenger compartment up to about seat height. In this area, some space has been left between the backs of the seats to install the hot water heating. The equipment of the wagons also included electrical lighting, warning whistles, bells, indirect brakes and the pulling and buffing device used by MEG with central buffers and draw hooks, as well as the emergency coupling next to the buffers. In these wagons, the buffers were attached to the main frame of the vehicle, while the other tow hooks were attached to the bogie frame . The bogies were pulled far to the ends and gave the vehicles a squat look.

literature

  • Günther Steinhauer, Hans Schweers, Henning Wall: The vehicles of the Selfkantbahn . Ed .: Interest group for historical rail traffic e. V. 2nd completely revised edition. Schweers + Wall, Aachen 1980, ISBN 3-921679-14-1 , pp. 20-21; 44 .
  • Klaus-Joachim Schrader: Motor coaches on small railroad tracks . Wolfgang Zeunert, Gifhorn 1971, p. 6-7 .
  • Gerd Wolff, Hans-Dieter Menges: German small and private railways, Volume 2: Baden . Ed .: Railway Courier. EK-Verlag, Freiburg 1992, ISBN 3-88255-653-6 , p. 186-221 .

Web links

Individual evidence

  1. ^ Gerd Wolff, Hans-Dieter Menges: German small and private railways, Volume 2: Baden . Ed .: Railway Courier. EK-Verlag, Freiburg 1992, ISBN 3-88255-653-6 , p. 203 .
  2. ^ Gerd Wolff, Hans-Dieter Menges: German small and private railways, Volume 2: Baden . Ed .: Railway Courier. EK-Verlag, Freiburg 1992, ISBN 3-88255-653-6 , p. 201 .
  3. ^ Gerd Wolff, Hans-Dieter Menges: German small and private railways, Volume 2: Baden . Ed .: Railway Courier. EK-Verlag, Freiburg 1992, ISBN 3-88255-653-6 , p. 215 .
  4. ↑ a b Klaus-Joachim Schrader: Motor coaches on small railroad tracks . Ed .: Wolfgang Zeunert. Wolfgang Zeunert, Gifhorn 1971, p. 8 .
  5. ↑ Vehicle website of the IHS, accessed on May 28, 2019