Prussian VT 21
| VT 21 | |
|---|---|
 KPEV VT 21
|
|
| Numbering: | VT 21 |
| Number: | 1 |
| Manufacturer: | mech .: Norddeutsche Waggonfabrik Bremen el .: Bergmann |
| Year of construction (s): | 1909 |
| Axis formula : | Bo |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 11,030 mm |
| Length: | 9,700 mm |
| Height: | 3,880 mm (with fan) |
| Width: | 2,960 mm |
| Total wheelbase: | 6,370 mm |
| Service mass: | about 20 t |
| Top speed: | 50 km / h |
| Installed capacity: | 50 HP (37 kW) |
| Motor type: | Deutz four-stroke petrol engine |
| Rated speed: | 700 rpm |
| Power transmission: | electric |
| Number of traction motors: | 2 |
| Brake: | Westinghouse air brake |
| Seats: | 28 |
| Classes : | 2nd / 3rd |
The VT 21 was a two-axle benzene - electric railcar of the Prussian State Railways . It was built by the Norddeutsche Waggonfabrik Bremen and Bergmann Elektrizitätswerke Berlin on their own account; the vehicle did not produce a series.
history
From 1909 to 1914, the Prussian State Railroad procured a total of 20 similar four-axle vehicles with gasoline engines , which proved themselves in service, but were not used for long. In addition to these vehicles, this vehicle is mentioned in the 3rd edition of the KPEV edition 1921 . Therefore only the designation VT 21 is known of him, although it was built in 1909.
The vehicle was built by Bergmann Elektrizitätswerke in cooperation with the Norddeutsche Waggonfabrik Bremen on their own account. It was made as a two-axle vehicle. In 1910 it was exhibited at the World Exhibition in Brussels .
Bergmann tried to find buyers and reorders for the vehicle with promotions. These were only successful for the prototype. It was handed over to the Cassel Railway Directorate in 1915 and is based in Kassel East . In the 1920s it was converted into a tower railcar and named 724 000 HANNOVER .
technical features
The railcar had a 2nd class compartment with eight seats and a 3rd class compartment with 20 seats. Between these compartments there was an entry room with recessed entrance doors, slightly off-center. Entry rooms were also located at the ends of the railcar. These were designed as driver's cabs. It can be seen from the sketch that the driver of this vehicle was on the left-hand side.
As with the VT 152 to VT 161, the drive system was located at one end of the vehicle, separated from the car body.
See also
literature
Günther Scheingraber: AT 7 battery powered rail car . In: Eisenbahn-Journal Archiv 1/96 Volume No. 9 Prussia Report, ISBN 3-922404-84-7 .
Individual evidence
- ↑ a b Günther Scheingraber: Combustion railcars. In: Eisenbahn-Journal Archiv 1/96 Volume No. 9 Preußen-Report, ISBN 3-922404-84-7 , page 54