RAG VT 01, VEE VT 101

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RAG VT 01
VEE VT 101
RAG VT 01
RAG VT 01
Numbering: RAG VT 01
VEE VT 101
Number: 2
Manufacturer: Waggon construction Dessau
Year of construction (s): 1938
Retirement: 1984
Axis formula : (1A) (A1)
Type : dm
Genre : CPwPost4Vt
from 1956 BPwPost4
from 1978 BD4
Gauge : 1435 mm ( standard gauge )
Length over buffers: 21,950 mm
Width: 2900 mm
Trunnion Distance: 15,000 mm
Bogie axle base: 2,500 mm
Total wheelbase: 17,500 mm
Empty mass: 36,500 kg
Service mass: 50,500 kg
Top speed: 75 km / h
Installed capacity: 2 × 129 kW
later 2 × 175 kW
Wheel diameter: 900 mm
Motor type: KHD A8M517
Power transmission: mechanical with 2 Mylius gears
Brake: Block brake from Knorr
Seats: 50
from 1956 66
from 1978 72
Standing room: 41
Classes : 3rd class, (from 1956 2nd class)

The RAG VT 01 and VEE VT 101 railcars are a series of diesel railcars for private railways developed by Waggonbau Dessau in 1938 and delivered to the Regentalbahn in 1940 and to the Vorwohle-Emmerthaler Eisenbahn-Gesellschaft in 1942 . Both types of railcars were used by their railroad administrations as tow cars for freight and passenger train services. The RAG VT 01 has been preserved in the Dessau Railcar Museum today.

History and technical parameters

RAG VT 01

Although the AG Lokalbahn Gotteszell – Viechtach had good experiences with the internal combustion railcars acquired in 1902 and 1908, there was no need for new vehicles after the end of the First World War . The trains were well used and the railcars used by other companies did not yet have the performance that the Regentalbahn demanded. It was not until the development of flatter drive motors that could be arranged under the floor that the idea of ​​railcars re-emerged in society.

In 1938 Waggonbau Dessau developed a railcar with two underfloor arranged diesel engines, which were mounted between the axles and each driven the inner axle in the bogie with a Mylius gearbox and a cardan shaft. The engine and gearbox were attached to the floor of the car in three-point bearings and could be lowered during revisions. This vehicle was offered for sale to the Regentalbahn, among others, under offer number 39/3233. Equipping the main rail car with two drive units and mechanical power transmission was not common at the time, but the Regentalbahn-Gesellschaft chose it for reasons of operational safety and maintenance options.

Due to economic difficulties, the completion and delivery of the vehicle was delayed until the Second World War , so that it was only delivered in 1940. The car body was specially built for the Regentalbahn and equipped with two driver's cabs, a baggage compartment and a mail compartment.

When it was put into service, the railcar had 50 3rd class seats , 50 standing places and eight folding seats. The mail compartment was provided with mail slots on both sides and was suitable for general mail traffic. In 1956 the 3rd class was renamed 2nd class. In 1978 the mail compartment was omitted and the railcar had 72 seats from then on.

On September 25, 1940, the railcar, which was first designated as the T 1 and later as the VT 01, took its first test drives between Blaibach and Viechtach and then went into regular service. In terms of performance and operation, the railcar was designed so that it could carry two two-axle passenger cars. One reason for the acquisition of the railcar was the transport of schoolchildren to Cham . The vehicle performed very well; the then operations director attested it a third less operating costs compared to steam-driven trains and featured it in advertising brochures as an observation railcar .

Little is known about its operating time and other performance parameters. Initially with two headlights in operation, it later received two headlights with integrated tail lights. The propulsion system became an operational problem in later years. While drive motors could still be exchanged relatively easily, from the 1970s onwards it became increasingly difficult to obtain spare parts for gearboxes.

A main inspection was planned in 1984 . Before that, however, the railcar suffered severe transmission damage. A repair was considered, but parts of its propulsion system were used to repair the VT 13 . The railcar was then taken out of service and parked in a preserved state.

VEE VT 101

VEE T101 as it was in the 1950s

The Vorwohle-Emmerthaler Eisenbahn-Gesellschaft procured an identical railcar to the RAG VT 01 with the VT 101 . The railcar was ordered in 1939, but could not be delivered until 1942 due to war events. The railcar was the company's third railcar. It was bought because she was very satisfied with the twin-engine VEE T 1 she had previously purchased . The car could only reach the top speed of 75 km / h on the main line between Emmerthal and Hameln . Its pulling power was so high that it could pull several freight cars. This earned the railcar the nickname Jumbo . Up until 1945, his main area of ​​responsibility was school and commuter traffic in some places through to Hameln.

In 1945/46 he was confiscated by the military administration and stationed in Bad Oeynhausen . Recommissioning the VEE turned out to be difficult because the railcar was transferred with only one built-in motor when it was returned. The second engine was in the luggage compartment with the cooling water not drained off. The crankcase , which had become unusable due to frost damage, had to be replaced by a new one from KHD . Then he continued to handle rush hour traffic at VEE until passenger traffic was stopped. The car was later used on a rental basis at the Vorwohle-Emmerthaler Eisenbahn-Gesellschaft . These missions lasted until 1969, a gearbox damage ended the use of the vehicle. The vehicle parked in a scrap deal burned out and was taken out of service.

sale

In 1995 the RAG VT 01 was sold to the Dessau-Wörlitzer Railway and since then has been externally refurbished. The headlights of a V 15 were attached. In 2019, the railcar is externally refurbished, but not operational, in the railcar museum in Dessau .

literature

  • Andreas Fried, Klaus Peter Quill: Regentalbahn . BUFE-Fachbuch-Verlag, Egglham 1999, ISBN 3-922138-72-1 .
  • P. Ramsenthaler, T. Schreiber: The Regentalbahn AG, 2nd part: Locomotives and railcars . In: Railway courier . No. 7/89 , 1999, pp. 38-43 .
  • Meinhard Döpner: The Deutsche Eisenbahn Betriebs-Gesellschaft AG . Lokrundschau Verlag GmbH / Verlag Zeit und Eisenbahn, Gülzow 2002, ISBN 3-931647-13-7 .
  • Klaus Uwe Hölscher: "Jumbo", Kirchbrak and the wide world . In: Railway history . No. 62 . DGEG media, p. 44 .

Web links

Individual evidence

  1. ^ A b The Regentalbahn AG, 2nd part: Locomotives and railcars . In: Railway courier . No. 7/1989 , August 31, 2017.
  2. ↑ a b c Meinhard Döpner: The German railway operating company AG . Lokrundschau Verlag GmbH, Gülzow 2002, ISBN 3-931647-13-7 , p. 152 .
  3. ^ A b Andreas Fried, Klaus Peter Quill: Regentalbahn . BUFE-Fachbuch-Verlag, Egglham 1999, ISBN 3-922138-72-1 , p. 79 .
  4. ^ Andreas Fried, Klaus Peter Quill: Regentalbahn . BUFE-Fachbuch-Verlag, Egglham 1999, ISBN 3-922138-72-1 , p. 51 .
  5. ^ Andreas Fried, Klaus Peter Quill: Regentalbahn . BUFE-Fachbuch-Verlag, Egglham 1999, ISBN 3-922138-72-1 , p. 2 .
  6. ^ Andreas Fried, Klaus Peter Quill: Regentalbahn . BUFE-Fachbuch-Verlag, Egglham 1999, ISBN 3-922138-72-1 , p. 39 .
  7. ↑ Klaus Uwe Hölscher: "Jumbo", Kirchbrak and the wide world , in: Eisenbahn Geschichte 62, p. 44.