Neumarkter Kleinbahn T1 and T2
| Neumarkter Kleinbahn T1 and T2 | |
|---|---|
 Shrew VWE
|
|
| Numbering: |
Neumarkter Kleinbahn : T1 and T2 KMT : T2 NME : T3 VWE : T151 |
| Number: | 2 |
| Manufacturer: | DWK Kiel |
| Year of construction (s): | 1923 |
| Retirement: | 1949 and 1969 |
| Type : | (1A) (A1) bm |
| Genre : | C4vT |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 14,400 mm |
| Length: | 13,250 mm |
| Height: | 3,850 mm |
| Width: | 2,750 mm |
| Trunnion Distance: | 8,550 mm |
| Bogie axle base: | 1,550 mm |
| Service mass: | empty: 16,000 kg |
| Top speed: | 45 km / h |
| Installed capacity: | 73 kW (100 PS) after conversion: 95.7 kW (130 PS) |
| Wheel diameter: | 750 mm |
| Motor type: | DWK type T IVab after conversion: KHD F6M517 |
| Motor type: | Four-cylinder four-stroke benzene engine after conversion: six-cylinder four-stroke diesel engine |
| Power transmission: | mechanically |
| Brake: | Compressed air brake type Knorr |
| Seats: | 42 |
| Standing room: | 14th |
The Neumarkter Kleinbahn T1 and T2 railcars belonged to a series of railcars of the Deutsche Werke Kiel and were built in 1923.
The railcars corresponded to the vehicles that were colloquially known as shrews or submarines . Contrary to the MFWE T II of the Mecklenburgische Friedrich-Wilhelm-Eisenbahn-Gesellschaft , these are from a later series and are slightly different in size.
A whole series of narrow-gauge and standard-gauge vehicles were built by the DWK from these railcars . Their design features were:
- single-engine machinery
- All-steel car body with triangular car ends
- Bogie construction
- Roof cooling system
history
Neumarkter Kleinbahn
The two railcars were built by Deutsche Werke in 1923 and were initially sent to various private railways as demonstration cars . Finally, in 1925, the company Smoschewer & Co in Breslau bought both vehicles and used them to operate on the Neumarkter Kleinbahn . Since the traffic on the tram-like route, which is only about five kilometers long, did not pay off, both railcars were sold to the Vering & Waechter group of companies for use on their small railways in 1936 via an intermediary .
Vering and Guardian
They were used on the lines of the Königs Wusterhausen-Mittenwalde-Töpchiner Kleinbahn and the Neukölln-Mittenwalder Railway , each of which mentions a railcar.
These vehicles survived the Second World War , whereby one speaks of an intermediary of the Vering und Wächter, Wolff & Co group. Military service has not been proven. A railcar was scrapped after an accident in 1949, and a railcar from Wolff & Co of the Verden-Walsroder Railway was offered for sale.
Verden-Walsroder Railway
In 1949 the company put the car back into service after repair work and primarily served the route between Verden and Stemmen . In 1951 his drive system was rebuilt, he received a diesel engine from KHD and a Mylius gearbox . The Verden-Walsroder Railway owned a historic fleet of vehicles; In addition to the DWK oldtimer, it also had a Wismar rail bus and an AEG benzene railcar . In 1962, the railcar was involved in a serious accident when it hit a car at an open level crossing near Hohenaverbergen . After the end of passenger train traffic to Stemmen, the railcar was only used occasionally.
In 1969 the railcar was retired and scrapped with other vehicles that were no longer needed.
Constructive features
The vehicles corresponded to the DWK type series IV built in 1923 in the pointed shape.
The car body was welded and riveted from sheet steel. The framework consisted of steel beams, the roof of aluminum. Inside, an insulated cavity was clad with wood. With great stability, the weight of the car was comparatively low. The car was designed with the typical pointed end wall that gave it its nickname. Outwardly visible, the windows of the car body were made in the so-called church window architecture. These were subdivided into a fixed, rounded skylight and a lowerable rectangular window. The skylight was later covered with sheet metal.
The two-axle bogies were welded. The car body was placed on the bogies by means of spiral springs and could easily be lifted off after loosening a few connections. The axles of the wheel sets ran in ball bearings. The axle bushings were guided in axle forks and supported on spiral springs. When negotiating bends, the wheel sets shifted axially, which increased the cornering mobility. They were returned to their original position by means of return springs.
The interior was designed in the so-called wood class and designed with 2 + 1 seating facing each other. There were two fans in the roof for each seat compartment. The interior was completed by luggage racks and sun protection. The passenger compartment was separated from the entry areas by partition walls, in which the driver had his standing workplace. The car was originally heated by the engine cooling water.
The machine system initially consisted of the four-cylinder four-stroke benzene engine DWK Type T IVab and a mechanical transmission from the same manufacturer. The engine had two igniters with spark plugs . As a four-cylinder engine, it had a carburetor . The engine was started electrically, to be on the safe side there was still a possibility of starting with a hand crank on the side. The clutch was operated by a foot pedal, the gearbox had four gears for forward and reverse. The engine room was closed at the bottom so that dust and soiling was avoided. The entire machine system could be removed from below for maintenance work. The fuel consumption was stated in the catalog as 40 l / 100 km of driving distance.
This machine system was replaced on the Verden – Walsroder railway by a diesel engine F6M517 from KHD and a Mylius gearbox. In addition, storage areas similar to those on Wismar rail buses were attached to the body, making it easier to take bulky goods such as bicycles with you.
literature
- Rolf Löttgers: The railcars of the Deutsche Werke Kiel . Uhle and Kleimann, Lübbecke 1988, ISBN 3-922657-61-3
- Author collective: Kleinbahn Verden – Walsrode . Lührs and Röver GmbH, Verden 2010, ISBN 3-00-025126-X
- Bernd Neddermeyer: Neuköln - Mittenwald Railway . Verlag B. Neddermeyer, Berlin 2000, ISBN 3-933254-14-0
Web links
Individual evidence
- ↑ a b Rolf Löttgers: The narrow-gauge railway time in color . Franckhsche Verlagsbuchhandlung, Stuttgart 1983, p. 19 .
- ↑ Rolf Löttgers: The railcars of Deutsche Werke Kiel . Uhle and Kleimann, Lübbecke 1988, p. 3 .
- ↑ Rolf Löttgers: The railcars of Deutsche Werke Kiel . Uhle and Kleimann, Lübbecke 1988, p. 28 .
- ^ Author collective: Kleinbahn Verden-Walsrode . Lührs and Röver GmbH, Verden 2010, p. 60 .
- ↑ Data sheet about the Königswusterhausen-Mittenwalde-Töpchiner Kleinbahn with mention of a Tw of the DWK
- ↑ Data sheet about the Neukölln-Mittenwalder Railway with mention of a Tw of the DWK
- ^ A b c d Author collective: Kleinbahn Verden-Walsrode . Lührs and Röver GmbH, Verden 2010, p. 62 .
- ^ Bernd Neddermeyer: Neuköln - Mittenwald Railway . Verlag B.Neddermeyer, Berlin 2000, p. 159 .
- ↑ Rolf Löttgers: The railcars of Deutsche Werke Kiel . Uhle and Kleimann, Lübbecke 1988, p. 156 .
- ↑ Data sheet about the Verden-Walsroder Railway
- ^ Author collective: Kleinbahn Verden-Walsrode . Lührs and Röver GmbH, Verden 2010, p. 40 .
- ^ Author collective: Kleinbahn Verden-Walsrode . Lührs and Röver GmbH, Verden 2010, p. 59 .
- ↑ a b Rolf Löttgers: The railcars of Deutsche Werke Kiel . Uhle and Kleimann, Lübbecke 1988, p. 45 .
- ↑ Rolf Löttgers: The railcars of Deutsche Werke Kiel . Uhle and Kleimann, Lübbecke 1988, p. 46 .