SHE VT 02

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SHE VT 02
SHE VT 02 at the former Brunnenbachsmühle station
SHE VT 02 at the former Brunnenbachsmühle station
Numbering: SHE VT 02
Number: 1
Manufacturer: Main workshop SHE
Year of construction (s): 1931
Retirement: 1963
Axis formula : Bo'2 '
Gauge : 1000 mm ( meter gauge )
Length over coupling: 16,100 mm
Length: 15,000 mm
Width: 2,500 mm
Trunnion Distance: 10,000 mm
Bogie axle base: 2,000 mm
Empty mass: 27,500 kg
Service mass: 32,200 kg
Top speed: 65 km / h
Installed capacity: 200 hp
Motor type: MAN W8 / V 16/22
Motor type: Eight cylinder four-stroke diesel engine
Rated speed: 900 rpm
Power transmission: electric
Seats: 26th
Standing room: 10
Classes : 2nd / 3rd

The railcar SHE VT 02 was a vehicle of the Südharz-Eisenbahn-Gesellschaft (SHE). It was created in their workshop in Braunlage in 1931 by converting a narrow-gauge car. He was in service with the company until it closed in 1963. The VT 02 was the first narrow-gauge diesel-electric multiple unit in Germany and was destroyed in an accident when the SHE was dismantled and later scrapped.

history

The railcar is based on the designation scheme of the secondary railways by Herrmann Bachstein . During the Great Depression, the company was forced to streamline operations on its routes. After a passenger car had already been converted into a railcar with the OWE T 01 , a new narrow-gauge railcar was built in the SHE's Braunlage workshop to handle traffic on low-traffic routes.

Under the direction of the government master builder Ahrens, a donor vehicle, the car body of which had to be replaced anyway, was turned into a 28-ton railcar with a luggage compartment. After completion, it was tested with test drives, which also included Brocken station . After approval by the private railway supervisory authority in Hanover , the vehicle was put into operation in August 1931. After that, the neighboring Nordhausen-Wernigeroder Eisenbahn-Gesellschaft with the NWE T 1 to 3 and the Gernrode-Harzgeroder Eisenbahn-Gesellschaft with their GHE T 1 decided to purchase multiple units.

At the end of 1933, after 29 months of taking over services from steam locomotives, the railcar had driven 162,092 km, in 1933 alone 62,000. The SHE management estimated that the investments for the construction of the SHE VT 02 would have paid off after three years of operation through savings. The railcar proved to be very reliable thanks to its robust machine system from MAN ; in three years he had only 43 days lost, 34 of which were due to scheduled revisions. The railcar was mainly used on the route to Tanne . He often traveled with a four-axle passenger coach, sometimes also with a two-axle freight wagon for transporting luggage and general cargo.

With the use of the VT 14 procured in mid-1960 , the railcar became a reserve vehicle. After the cessation of passenger traffic, it was turned off. When the route was demolished, it had an accident and was scrapped in 1963.

Constructive features

The donor car for the construction of the railcar was a four-axle SHE passenger mail baggage car, which had to be replaced in the workshop. A wooden skeleton with the outlines of the car body was placed on the undercarriage. This was covered with sheet metal. One third of the car body required the drive unit. This room could be used for luggage and was soundproofed from the passenger compartment and the adjacent driver's cab. The remaining passenger compartment still had space for 20 3rd class seats in wood and 6 for 2nd class with upholstered seats. There were also 10 standing places.

The engine system of the railcar was attached to a foundation frame that was placed over the removable front wall in the interior of the car above the engine bogie. The system consisted of a diesel engine from MAN that developed 200 hp (147 kW) at 900 rpm or 220 hp (162 kW) at 1000 rpm. It was connected to AEG's main generator via a disc coupling, which supplied power for the two drive motors in the other bogie .

The engine was started with compressed air, the air bottles for this were attached above the engine. The main tank of the railcar was under the car body. Before the start of duty and during intermediate stops, fuel had to be pumped with a hand pump into another container above the engine. The railcar had no fuel pump , the fuel supply was ensured via the natural gradient. Therefore the railcars always had to be set up with the engine side facing the mountain side.

literature

Web links

Individual evidence

  1. ↑ a b c Winfried Dörner: Die Südharz-Eisenbahn , Museumsgesellschaft Braunlage, 2007, ISBN 978-3-89720-929-9 , page 178
  2. ↑ a b c Winfried Dörner: Die Südharz-Eisenbahn , Museumsgesellschaft Braunlage, 2007, ISBN 978-3-89720-929-9 , page 179
  3. ^ Winfried Dörner: Die Südharz-Eisenbahn , Museumsgesellschaft Braunlage, 2007, ISBN 978-3-89720-929-9 , page 177