Waggonfabrik Dessau - railcar with 5.80 m axle base

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Railcar with 5.80 m wheelbase (Waggonfabrik Dessau)
VT 135 518
VT 135 518
Numbering: different depending on the company
Number: 9
Manufacturer: Dessau wagon factory
Year of construction (s): 1932-1937
Retirement: 1970
Type : A1 dm
Genre : CvT
Gauge : 1435 mm ( standard gauge )
Length over buffers: about 11,660 mm
Length: 10,600 mm
Width: 3,000 mm
Fixed wheelbase: 5,800 mm
Service mass: about 12,000 kg
Top speed: 60 km / h
Installed capacity: 48 kW (65 PS)
70 kW (95 PS)
Wheel diameter: 900 mm
Motor type: Daimler-Benz OM 65
Daimler-Benz OM 67
Motor type: Four-cylinder four-stroke diesel engine
Six-cylinder four-stroke diesel engine
Rated speed: 2,000 rpm
Power transmission: mechanical with Mylius gear
Brake: Compressed air brake type Knorr
Seats: 36-50
Floor height: 1,240 mm
Classes : 3.

The railcars with an axle base of 5.8 m from the Dessauer Waggonfabrik were procured for some small railways of the small railroad department of the Provincial Association of Saxony and by the Zschipkau-Finsterwalder Railway Company in Niederlausitz .

The vehicles were later given a uniform, consistent designation by the small railroad department of the Provincial Association of Saxony . All vehicles that were still preserved after the Second World War were taken over by the Deutsche Reichsbahn after 1945 and designated as the VT 135.5 series. Some vehicles were given the EDP designation DR series 186 after 1970 . The last vehicle was taken out of service in 1972, none have survived.

Constructive features

Outline sketch of a Dessau small railcar on a blueprint from the Stendal City Archives

The first known vehicle in this series was procured in 1932 by the Zschipkau-Finsterwalder Railway Company . Originally they were designed without pulling and buffing equipment and only designed for single-car operation. Versions with pulling and buffing equipment resulted from the operational requirements when the number of seats was insufficient and it was necessary to carry a sidecar.

Additional railcars were delivered for operation with sidecars, initially with the same engine. Delivery data such as serial numbers are rarely known. External features such as window divisions or outward opening doors in the vestibules speak for a small series.

In terms of the external dimensions (length of the car body, width, wheelbase), all vehicles are the same. There were differences in the equipment (different number of seats, baggage, mail room, buffers) with the consequence of different weights and the length over buffers .

The vehicles were powered by a four-cylinder four-stroke diesel engine OM 65 from Mercedes-Benz . Its engine output was only 48 kW (65 hp), which was too low for operation with a sidecar. For this reason, as early as 1936, individual vehicles were factory-fitted with the six-cylinder four-stroke OM 67 diesel engine from the same manufacturer, which had an output of 70 kW (95 hp). In the 1950s, the worn out original engine of most railcars was replaced by one from the Vehicle Construction Industry Association (IFA). The power was transmitted via the Mylius gearbox and an axle reversing gearbox, which was provided with a torque bracket. They were heated with a hot water heater, which was designed in such a way that an indoor temperature of +20 ° C could be achieved at an outside temperature of −20 ° C.

history

Kyffhäuser Kleinbahn T 1

This vehicle was the second railcar to be used as the KhKB T 1 on the Kyffhäuser Kleinbahn AG (KhKB) from 1935 . Before that, the later VT 137 516 was in use from 1925 to 1927. The railcar from Dessau was procured together with Kleinbahn-AG in Genthin and Altmärkische Kleinbahn . The vehicle was later given the designation T 32 by the small railroad department of the Provincial Association of Saxony .

The vehicle was too weak in terms of performance, so it was replaced by the Genthiner Railway T 31 in 1937 . After a conversion, this vehicle already had an engine with 59 kW (80 PS) output. The KhKB T 1 was then mainly used as a solo vehicle in times of low traffic.

During the Second World War it was equipped with a wood gasifier , which was associated with a loss of performance. After the takeover by the Deutsche Reichsbahn in 1950, the railcar, now known as the VT 135 518 , was based in Nordhausen . There it remained in service for over two decades. In 1969 it was shut down and retired in 1970 after it had received the EDP designation 186 012-1 .

Altmärkische Kleinbahn T 2 and T 3

Altmärkische Kleinbahn T 2 was the second railcar that was used on the Altmärkische Kleinbahnen in 1935. The later VT 137 516 had already been in use before. The Altmärkische Kleinbahn T 2 was procured together with the Kyffhäuser Kleinbahn AG (KhKB), as the company's finances were insufficient for the procurement of a railcar. In 1937 the second Altmärkische Kleinbahn T 3 railcar was bought. Both railcars were later given the designation T 33 and T 35 by the small railroad department of the Provincial Association of Saxony .

The vehicles were similar to the T 1 of the Kyffhäuser Kleinbahn and the T 2 of the Stendaler Kleinbahn . The T 2 was the parent vehicle of the Altmärkische Kleinbahnen and was used until the end. There is a company photo from 1936; the railcar was included in a vehicle inspection in 1946. In 1952, the railcar had an accident with a motorcyclist at a level crossing . In 1950, 1955 and 1960 the RBD Magdeburg is given as the home service district , in 1965 and 1970 the Aschersleben railway depot is named as the responsible department.

Operationally, the T3 was based in the Stendal depot and used there together with the T 2 of the Osterburg – Pretzier small railway . In 1966, the railcar designated after 1945 as VT 135 532 was parked, and it was withdrawn in 1969. The railcar is mentioned during a 1946 inspection, and there is also a photo from 1965.

The T 2 was in service longer than the T 3, which was delivered two years later . At the DR this was given the number VT 135 522 and later the EDP designation 186 016-2. The decommissioning date is given as 1971. The vehicles were replaced by the DR series VT 2.09 .

Stendaler Kleinbahn T 2

This vehicle was created in 1935 as the second vehicle for the Stendaler Kleinbahn . Before that, the Kleinbahn had owned the Stendaler Kleinbahn No. 97 since 1925 . Obviously, a supplement was to be procured for this vehicle, because in 1937 the T 1 railcar was exchanged for another DWK railcar. The Stendaler Kleinbahn T 2 was later given the designation T 34 by the Kleinbahnabteilung of the Provincial Association of Saxony

The railcar was in use on the Stendaler Kleinbahn route network and was the parent vehicle there. When it was taken over by the Deutsche Reichsbahn (new name: VT 135 523 ), its output was 90 hp. The railcar was based in Stendal until 1970 and was given the EDP designation 186 017-0 . The vehicle was taken out of service in 1971. There are no scrapping data.

Genthiner Kleinbahn T 1 and T 2

The Genthiner Kleinbahn T 1 was the first vehicle to be procured by Kleinbahn-AG Genthin-Ziesar in 1935 . As early as 1930, the company was interested in alternative drive systems. However , the double-decker rail buses used on the Gardelegen-Haldensleben-Weferlinger Railway did not meet the requirements. For cost reasons, the T 1 from Dessau was bought together with Kyffhäuser Kleinbahn AG and Altmärkische Kleinbahn. The engine power of the vehicle was chosen too weak for the sidecar operation with 65 HP. The railcar therefore had to operate mostly as a solo vehicle. It was later given the designation T 31 by the small railroad department of the Provincial Association of Saxony .

After the war, the car, designated as VT 135 524 , was at home in the Stendal depot. It was retired in 1971 after it had received the designation 186 018-8 .

The Genthiner Kleinbahn T 2 was bought two years after the T 1 . It was factory-fitted with an engine with an output of 95 hp. A matching two-axle sidecar was also supplied by the Sachsenwerk Stendal. The railcar was later given the designation T 38 by the small railroad department of the Provincial Association of Saxony .

1950 the vehicle is shown in the stationing register as unknown . The railcar was operated by the Deutsche Reichsbahn under the number VT 135 546 . In 1955 and 1960 it was based in Jerichow , in 1965 it was conducted in Bad Langensalza , and most recently it was based in Güsten . In 1971 the railcar, which was still given the EDP designation 186 033-7 , was parked. The Z position and retirement followed a year later.

Zschipkau-Finsterwalder Railway No. 31 and 32

In 1932 and 1933, the Zschipkau-Finsterwalder Eisenbahn-Gesellschaft (ZFE) bought a railcar of this type from Waggonfabrik Dessau to replace locomotive-hauled trains with railcars. Due to their limited space, they could only be used in times of low traffic. When they were delivered they did not have a pulling and buffing device, but an undated photo shows a railcar with buffers. Storage and retirement dates are not known.

literature

  • Andreas Knipping: The 6000 series of the Deutsche Reichsbahn . EK-Verlag, 2001, ISBN 3-88255-160-7 .
  • Joachim Schweichler: 100 years of Genthiner Kleinbahn and that's it . In: railway magazine . No. 5 , 1999, ISSN  0342-1902 .
  • Günther Fromm: Railway at Kyffhäuser . In: railway magazine . No. 9 , 1994, ISSN  0342-1902 .
  • Wolfgang List, Andreas Kühn: The Altmärkische Kleinbahn AG . VBN-Verlag, Berlin 2011, ISBN 978-3-941712-18-8 .
  • Wolfgang List: Stendal and the Railway, Volume 2 . VBN-Verlag, Berlin 2008, ISBN 978-3-936893-12-0 .

See also

Individual evidence

  1. ↑ a b c Norbert Jurk: ... next stop Senftenberg II: A trip with the Zschipkau-Finsterwalder railway through our homeland . Glück auf, Buchhandlung, 2015, ISBN 978-3-944316-12-3 , pp. 17 .
  2. ^ A b c Günther Fromm: Railway at Kyffhäuser . In: railway magazine . No. 9 , 1994, ISSN  0342-1902 , pp. 45 .
  3. ↑ Joachim Schweichler: 100 years of Genthiner Kleinbahn and the end . In: railway magazine . No. 5 , 1999, ISSN  0342-1902 , p. 26 .
  4. ↑ Andreas Knipping: The 6000 series of the Deutsche Reichsbahn . EK-Verlag, 2001, ISBN 3-88255-160-7 , p. 129 .
  5. ↑ Andreas Knipping: The 6000 series of the Deutsche Reichsbahn . EK-Verlag, 2001, ISBN 3-88255-160-7 , p. 117 .
  6. ↑ a b c d e f g Andreas Knipping: The 6000 series of the Deutsche Reichsbahn . EK-Verlag, 2001, ISBN 3-88255-160-7 , p. 308 .
  7. ^ A b c Wolfgang List, Andreas Kühn: The Altmärkische Kleinbahn AG . VBN-Verlag, Berlin 2011, ISBN 978-3-941712-18-8 , pp. 250 .
  8. ^ Wolfgang List, Andreas Kühn: The Altmärkische Kleinbahn AG . VBN-Verlag, Berlin 2011, ISBN 978-3-941712-18-8 , pp. 115 .
  9. ↑ a b Wolfgang List, Andreas Kühn: The Altmärkische Kleinbahn AG . VBN-Verlag, Berlin 2011, ISBN 978-3-941712-18-8 , pp. 146 .
  10. ^ Wolfgang List, Andreas Kühn: The Altmärkische Kleinbahn AG . VBN-Verlag, Berlin 2011, ISBN 978-3-941712-18-8 , pp. 161 .
  11. ^ Wolfgang List, Andreas Kühn: The Altmärkische Kleinbahn AG . VBN-Verlag, Berlin 2011, ISBN 978-3-941712-18-8 , pp. 251 .
  12. ↑ a b The route death knows no tradition . In: Railway magazine . May 1999, p. 27 .
  13. ↑ Norbert Jurk: ... next stop Senftenberg II: A trip with the Zschipkau-Finsterwalder railway through our home . Glück auf, Buchhandlung, 2015, ISBN 978-3-944316-12-3 , pp. 89 .
  14. ↑ Data sheet of the Zschipkau-Finsterwalder Railway with reference to numbers 31 and 32