Niederbarnimer Railway T 4

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NEB T 4
Factory photo
Factory photo
Numbering: NEB : T 4
DR : 137 528
Number: 1
Manufacturer: Wismar wagon factory
Year of construction (s): 1937
Retirement: 1966
Type : (1A) (A1) dm
Genre : BC4ivT
Gauge : 1435 mm ( standard gauge )
Length over buffers: 23,500 mm
Length: 22,560 mm
Height: 3,673 mm
Width: 2,800 mm
Trunnion Distance: 15,740 mm
Bogie axle base: 3,700 mm
Total wheelbase: 19,740 mm
Service mass: 36,100 kg
Top speed: 65 km / h
Installed capacity: 2 × 110 kW (2 × 150 PS)
Wheel diameter: 900 mm
Motor type: 2 × MAN W 6 V15 / 18 A
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: 98
Floor height: 1,180 mm
Classes : 2nd, 3rd

The Niederbarnimer Eisenbahn T 4 railcar was a vehicle of the Niederbarnimer Eisenbahn . It was procured as a diesel-powered railcar for suburban transport on the private railway in order to rationalize operations on the company's lines after the global economic crisis . The railcar was considered innovative in its time; he could be one of the first vehicles with diesel mechanical power transmission equipment thanks Ardelt transmission with fully automatic are appointed. A railcar at the company was equipped with this transmission as early as 1935. The T4 was in 1945 by the German National Railroad as VT 137,528 transferred and retired 1966th

history

Arrangement of the machinery of the NEB T4

As early as 1935, the Niederbarnimer Eisenbahn had put a railcar with a fully automatic gearbox from the Ardelt works , produced by Christoph & Unmack , into operation. This vehicle was designated as T 3 and was retired in 1946 after fire damage. Since this vehicle had run flawlessly for over a year with a mileage of approx. 125,000 kilometers, the company decided to purchase a second railcar with this drive configuration.

The vehicle was manufactured by the Wismar wagon factory . A type designation is not known. In contrast to the T 3 , the T 4 was designed with a two-machine system and was intended for operation with bus stops of three kilometers in length with gravel bedding . The car's ability to pull away when shifting gears without interrupting the tractive effort was emphasized. In addition, the railcar was intended for operation with multiple controls with the T 3 . Since diesel engine operation was not yet fully mastered at the time, the two machine systems provided additional security for trouble-free operation. According to the company, the railcar had driven 183,000 kilometers in its first year of operation without any signs of wear on the overrunning clutches, the main wear parts of the transmission.

The car had its original machinery when it was taken over by the Deutsche Reichsbahn . So he couldn't have made great mileage in wartime. In 1950 it was still at home in the RBD Berlin , in 1955 the Bw Berlin-Karlshorst is given as the home office. From 1960 the vehicle was at home at the Stendal depot until it was retired .

technical description

Driver's desk of the NEB T4

The driver's cab. It means:

  • a: Alternator control
  • b: brake pressure gauge
  • c: engine oil inspection
  • d: Cooling water temperature measuring instruments
  • e: Measuring instruments engine speed
  • f: engine starter switch
  • g: engine stop buttons
  • h: glow plug control
  • i: Reverse gear control of twin-engine wagons
  • k: Reverse gear control of single-engine cars
  • l: control panel
  • m: speedometer
  • n: travel switch (gear crank) with dead man
  • o: filling adjuster (fuel control)
  • p: order counter
  • q: chime
  • r: dead man's lamp
  • s: sand spreader
  • t: brake release valve
  • u: Typhon
  • v: Monitoring of the transmission gears
  • w: bell
  • x: driver's brake valve

The car, similar in design to the BStB No. 304 to 306, was equipped with a two-engine system in contrast to its predecessor T 3 . Consistent lightweight construction was implemented in the construction of the car body; When it was commissioned, the railcar had the lowest weight per number of seats, and that with a two-engine system. The space weight of the railcar was only 360 kilograms. In comparison, the space weight of an express train car at that time was 540 kilograms, and that of an express train car was 430 kilograms. The predecessor models of the vehicle, the Niederbarnimer Eisenbahn T 1 , weighed 427 kilograms, the Niederbarnimer Eisenbahn T 3 even 555 kilograms.

The underframe, the box frame and the outer sheet metal were electrically welded. The cladding of the car was made with 2 mm thick sheet metal below the parapet and 1.5 mm thick sheet metal above the parapet as well as in the roof area. As the majority of the seats corresponded to the 3rd carriage class , the wooden slat construction was mainly used for the interior .

The most notable feature of the vehicle was the propulsion system. As with the previous vehicle, the entire drive system was arranged in the machine bogie. This had the advantage that the floor height could be kept comparatively low at 1,180 mm. In contrast to the predecessor vehicle , in which the Ardelt transmission was designed in the form of a pawl bearing drive , the T 4 had an Ardelt transmission placed diagonally and transversely in the bogie and the drive of the individual drive axles in the bogie via a cardan shaft.

The gearbox could be switched either fully automatically or manually. With the fully automatic switching option, the engine driver only had to move the gear lever to position A. The gearbox was switched fully automatically depending on the speed and the engine load. The switching process for the four gears was determined by a contact tachometer , four solenoid valves controlled the gears in question according to the signals from this tachometer. All gear pairs of the mechanical transmission were constantly in mesh, the required gear was engaged via overrunning clutches controlled by these solenoid valves. During the switching process, the engine driver did not have to take any action during the switching process and was not distracted from monitoring the route. When switching by hand, the engine driver could set the desired gear with the crank, the switching process was monitored with the contact tachometer. This ruled out incorrect switching.

In the photo of the driver's desk, there are not only three switches for starting and stopping the engine, but also controls for oil pressure, cooling water temperature and engine speed. The reason for this was the multiple control of the railcar with the T 3 . In addition, depending on the route profile, the train driver should be able to switch on or off individual engines of the train composition. 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. The gear crank was designed as a dead man's device . It was not possible to start the railcar without depressing the gear crank, if the gear crank was released while driving, the power transmission was immediately interrupted and the train was braked.

literature

  • 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

  1. ↑ Andreas Knipping: The 6000 series of the Deutsche Reichsbahn. EK-Verlag, 2001, ISBN 3-88255-160-7 , page 118
  2. ^ Walter Kraetsch: New diesel-mechanical railcar of the Niederbarnimer Eisenbahn AG. In: Verkehrstechnik Heft 5, 1938, page 113
  3. ↑ a b c d Walter Kraetsch: New diesel-mechanical railcar from Niederbarnimer Eisenbahn AG. In Verkehrstechnik Heft 5, 1938, page 116
  4. ↑ Andreas Knipping: The 6000 series of the Deutsche Reichsbahn. EK-Verlag, 2001, ISBN 3-88255-160-7 , page 130
  5. ↑ Andreas Knipping: The 6000 series of the Deutsche Reichsbahn. EK-Verlag 2001, ISBN 3-88255-160-7 , page 317
  6. ↑ a b Walter Kraetsch: New diesel-mechanical railcar from Niederbarnimer Eisenbahn AG. In Verkehrstechnik Heft 5, 1938, page 118
  7. ^ Walter Kraetsch: New diesel-mechanical railcar of the Niederbarnimer Eisenbahn AG. In Verkehrstechnik Heft 5, 1938, page 115