MKB T6
| MKB T6 | |
|---|---|
 Company picture at MKB
|
|
| Numbering: | MKB T6 |
| Number: | 1 |
| Manufacturer: | MKB workshop |
| Year of construction (s): | 1951 |
| Retirement: | 1980 |
| Axis formula : | B'B ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 20,230 mm |
| Length: | 18,930 mm |
| Height: | 3,894 mm |
| Width: | 2,995 mm |
| Trunnion Distance: | 12,000 mm |
| Bogie axle base: | 3,000 mm |
| Service mass: | 30,000 kg |
| Top speed: | 60 km / h |
| Installed capacity: | 2 × 106.7 kW (2 × 145 PS) |
| Wheel diameter: | 900 mm |
| Motor type: | 2 × KHD A8L614 |
| Motor type: | Eight cylinder four-stroke diesel engine |
| Power transmission: | mechanical with 2 Mylius gears |
| Seats: | 70 + 10 folding seats |
| Standing room: | 60 |
| Floor height: | 1,200 mm |
| Particularities: | air-cooled engine |
The MKB T6 railcar was a vehicle of the Mindener Kreisbahnen (MKB). It was created in their workshop in Minden-Stadt in 1951 by converting an Altenberg express train car . He was in service with the company until the end of passenger traffic in 1975. The car was then passed on to the Veluwsche Stoomtrein Maatschappij museum railway in the Netherlands . The railcar was still in use there for about five years. After a serious gearbox damage, it retired from service and was scrapped in February 1980.
history
As a replacement in the event of a railcar failure, the standard gauge Mindener Kreisbahnen needed a second vehicle to replace the main standard gauge railcar in order to forego steam replacement traffic . A used vehicle should not be rented or bought. In order to minimize the costs of purchasing a new vehicle at the same time, the company decided to convert a used express train car into a railcar.
The 73478 C4i car , an express train car that remained with the Deutsche Bundesbahn and manufactured in 1936 by Linke-Hoffmann-Werke for the Heidenau – Kurort Altenberg railway line , was selected as the donor vehicle . This car remained with the DB as a splinter class after the Second World War and, thanks to its design, was suitable for conversion with the large luggage compartment and the central entrance.
MKB converted the vehicle over a period of two years. After testing, the car was used for the first time at the opening of the last section of the standard-gauge Mindener Kreisbahnen. The performance requirements for the vehicle were: a maximum speed of 60 km / h, when driving up inclines of 25 ‰, two sidecars should be able to be pulled to replace the steam locomotives during peak traffic times. These requirements were met and exceeded in places. The railcar was able to carry three sidecars with a total of 38.2 tons on the above-mentioned incline and start with this load in curves.
The vehicle had proven itself well in everyday operation and was used until passenger traffic was discontinued. In 1975 it was passed on to the Veluwsche Stoomtrein Maatschappij museum railway in the Netherlands . The car ran there for a few years. After a gearbox damage, the car was parked and scrapped in early 1980.
Constructive features
The Altenberger was converted into a railcar by the Mindener Kreisbahnen workshop. The total length of the donor car was 17,830 mm, which increased to 18,930 mm after the conversion through the addition of a semi-circular driver's cab, which was slightly inclined vertically. The design of the roof light and the curved front window were striking. During the renovation, the underframe was lengthened, because while the buffer dimensions remained the same, the length over the buffers was increased by 100 millimeters. Otherwise, the floor plan with the shape of the car with the middle entrance and the entrance in the luggage compartment with double sliding doors and the entrance at the other end of the car with single sliding doors were retained. There was a driver's cab at the short entrance, the other was in the luggage compartment. The toilet originally located in a passenger compartment was relocated there, which increased the number of seats. All other structural parts such as bogies continued to be used.
A sophisticated double diesel-mechanical drive system was used for the motorization, but for the first time the air-cooled diesel engine KHD A8L614 with an output of 145 HP was installed. Due to the many mountainous routes on the Mindener Kreisbahnen, both axles of the bogie were driven. At the MKB, the railcar was painted dark red / cream, at the VSM it was painted green / yellow.
literature
- Schütte: Die Mindener Kreisbahn , Verlag Uhle and Kleimann, Lübbecke 1990, ISBN 3-922657-77-X
Web links
- Data sheet of the Mindener Kreisbahnen with mention of the MKB T6
- Website of the Veluwsche Stoomtrein Maatschappij with MKB T6
Individual evidence
- ^ Schütte: Die Mindener Kreisbahn , Verlag Uhle and Kleimann, Lübbecke 1990, ISBN 3-922657-77-X , page 203
- ↑ Schütte: Die Mindener Kreisbahn , Verlag Uhle and Kleimann, Lübbecke 1990, ISBN 3-922657-77-X , page 181
- ^ A b Schütte: Die Mindener Kreisbahn , Verlag Uhle and Kleimann, Lübbecke 1990, ISBN 3-922657-77-X , page 202
- ↑ Data sheet about the vehicles of the Mindener Kreisbahnen with mention of the MKB T8
- ↑ Schütte: Die Mindener Kreisbahn , Verlag Uhle and Kleimann, Lübbecke 1990, ISBN 3-922657-77-X , page 200
- ↑ Picture of the MKB T6 at the VSM
