Niederbarnimer Railway T 3
| NEB T 3 | |
|---|---|
 Factory photo
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| Numbering: | NEB : T 3 |
| Number: | 1 |
| Manufacturer: | Christoph & Unmack Niesky |
| Year of construction (s): | 1935 |
| Retirement: | 1946 |
| Type : | B'2 'dm |
| Genre : | BC4vT |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 21,940 mm |
| Length: | 20,700 mm |
| Height: | 3,610 mm (top edge of roof) |
| Width: | 3,060 mm |
| Total wheelbase: | 17,500 mm |
| Service mass: | 36,000 kg |
| Top speed: | 60 km / h |
| Installed capacity: | 156 kW (210 hp) |
| Motor type: | MAN W 6 V17.5 / 22 |
| Motor type: | Six-cylinder four-stroke diesel engine |
| Rated speed: | 1,500 rpm |
| Power transmission: | mechanical with Ardelt gear |
| Brake: | Compressed air brake type Knorr |
| Seats: | 16 2nd class 50 3rd class |
| Floor height: | 1,125 mm |
| Classes : | 2nd, 3rd |
The Niederbarnimer Eisenbahn T 3 railcar was a vehicle of the Niederbarnimer Eisenbahn . It was procured for the suburban transport with diesel drive on the private railway in order to rationalize the operation on the lines of the company after the world economic crisis . The railcar was considered innovative at the time, as it was the first vehicle to be operated with diesel-mechanical power transmission thanks to the Ardelt transmission being equipped with a fully automatic mechanism . The T 3 was parked in 1946 due to fire damage and retired a little later.
history
In 1935 this railcar was put into service with the Niederbarnimer Railway . Since the vehicles with hydrodynamic power transmission still had to be shifted manually at the time, it is referred to in many articles of the time as the first vehicle with a fully automatic gear shift. What was new was that the Ardelt gearbox meant that each gear had its own clutch, which resulted in a significant reduction in wear and tear and faster acceleration.
This was particularly important because the routes on the Niederbarnimer Railway at that time had an average distance between stops of 3.5 km, which made frequent trips necessary. In addition, the company already owned two vehicles with diesel-electric power transmission . The railcar operated with these vehicles. After two years, the transmission was examined closely during an inspection (the vehicle had covered around 240,000 km during that time) and found to be without any signs of wear. The prognosis was then made that the car could still cover a multiple of the mileage without any malfunction. In addition, significantly better driving dynamics and faster acceleration were achieved compared to other mechanical railcars.
When the Niederbarnimer Eisenbahn T 4 was added to the company, both mechanical railcars were mostly controlled together via the multiple controls. Further operating information and operations are not known. The number VT 137 527 was provided for the railcar in the Deutsche Reichsbahn in the GDR in the tracing plan . During the war, however, the car had suffered major damage including fire damage and was consequently retired in 1946. The designation VT 137 527 was then given to a motor coach of the Mosel type .
technical description
The car body consisted of the light-weight frame construction usual at the time . In the middle was a large 3rd class compartment with 50 seats. from one end there were two 2nd class compartments for smokers / non-smokers with eight seats each, and a luggage room on the other side. The boarding areas were arranged in such a way that 2nd class passengers did not have to cross the 3rd class compartments. In the entry room next to the 2nd car class, there was a toilet with flushing water. The flat design of the Ardelt gear enables an extremely low floor height of 1,125 mm. No elevation was necessary in the luggage compartment under which the gearbox was located. Only the diesel engine protruded from the driver's cab under the floor of the car and was covered with a hood. In the entrance area, only two steps were required to access low platforms (380 mm above the top of the rails ).
The machine system consisted of the six-cylinder four-stroke diesel engine W 6 V17.5 / 22 from MAN and the Ardelt transmission. The gearbox drove the rear axle of the motorized bogie, while the front axle was driven by a connecting rod drive, as can still be seen today in the VT 137 322 . Behind the Ardelt gear was a reversing gear mounted on the drive axle , it was controlled pneumatically. The bogies were designed as bottom bracket bogies and had triple suspension.
The switching devices were housed in separate driver's cabs in both driver's cabs, which could be locked with roller shutters. The railcar reached a top speed of 75 km / h, the maximum speed allowed in operation was 60 km / h. The multiple control was implemented electrically. The control lines were routed in cable ducts that ended at the end of the railcar with multi-pole sockets.
literature
- Dipl.-Ing. Marquardt: Diesel-mechanical railcars from Niederbarnimer Eisenbahn AG. In: Diesel locomotives and railcars in Glaser's Annalen 1937–1953 , Transpress-Reprint, Berlin 1987, ISBN 3-344-00128-0
- ROR Boehme: A new frictional transmission for internal combustion engines. In: KR Repetzki: Diesel Locomotives in Glaser's Annalen 1895-1936 , Transpress Reprint, Berlin 1987, ISBN 3-344-00127-2 , pages 186 ff.
- W. Matthes: Diesel powered rail car with gear transmission of the Niederbarnimer Railway. In: Verkehrstechnik Heft 19, 19352, page 518 ff.
- Walter Kraetsch: New diesel-mechanical railcar from Niederbarnimer Eisenbahn AG. In Verkehrstechnik Heft 5, 1938, page 112 ff.
- Andreas Knipping: The 6000 series of the Deutsche Reichsbahn. EK-Verlag, 2001, ISBN 3-88255-160-7
Web links
Individual evidence
- ↑ Dipl.-Ing. Marquardt: Diesel-mechanical railcar of the Niederbarnimer Eisenbahn AG. In: Diesel locomotives and railcars in Glaser's Annalen 1937–1953 , Transpress-Reprint, Berlin 1987, ISBN 3-344-00128-0 , page 12
- ↑ a b Walter Kraetsch: New diesel-mechanical railcar from Niederbarnimer Eisenbahn AG. In: Verkehrstechnik Heft 5, 1938, page 116
- ↑ Andreas Knipping: The 6000 series of the Deutsche Reichsbahn. EK-Verlag, 2001, ISBN 3-88255-160-7 , page 118
- ^ A b W. Matthes: Diesel railcar with geared power transmission of the Niederbarnimer Railway. In: Verkehrstechnik Heft 19, 1935, page 518 ff.
- ↑ Andreas Knipping: The 6000 series of the Deutsche Reichsbahn. EK-Verlag, 2001, ISBN 3-88255-160-7 , page 130