TWE VT 31
| TWE VT 31 | |
|---|---|
| Numbering: | TWE VT31 |
| Number: | 1 |
| Manufacturer: | WUMAG Görlitz |
| Year of construction (s): | 1935 |
| Retirement: | 1967 |
| Type : | A1 dm |
| Gauge : | 1435 mm ( standard gauge ) |
| Length: | 11,440 mm |
| Height: | 3,320 mm |
| Width: | 3,100 mm |
| Total wheelbase: | 6,200 mm |
| Top speed: | 70 km / h |
| Installed capacity: | 107 kW (145 hp) |
| Wheel diameter: | 900 mm |
| Motor type: | 8-cylinder four-stroke diesel engine |
| Power transmission: | mechanical with Mylius gear |
| Brake: | Indirect brake as block brake type Knorr |
| Floor height: | 920 mm |
| Classes : | 3. |
The diesel multiple unit VT31 of the Teutoburger Wald-Eisenbahn (TWE) was manufactured in 1935 by Waggon- und Maschinenbau Görlitz in Görlitz . It was the company's first diesel multiple unit and had been in service for around 35 years. It was retired in 1967 and scrapped in 1968.
History and commitment
The railcar was initially used in test operation on the Teutoburg Forest Railway in 1935. There was already experience from other companies such as Ahaus-Enscheder Eisenbahn AG and Bentheimer Eisenbahn , which used similar railcars. The small two-axle wagon, called the car, proved itself well, so that it was purchased in the same year.
The cleaner operation compared to the steam traction was positive. He was given a day-to-day check-up once a week. The slightly low engine power was negative. So it was mainly used as a single vehicle, but occasionally with a two-axle passenger car as a reinforcement. That is why it remained a one-off until the end of the Second World War and mainly used the Gütersloh – Hövelhof route when there was little traffic .
After 1945 it shared these services with the TWE VT 51 , which had become a master multiple unit on this route after 1945. From 1958 to 1961 the railcar was leased to the Farge-Vegesacker Railway . After his return he came back to his regular route, although numerous larger vehicles such as Esslingen railcars were in use by the company. In 1967 the railcar was parked and taken out of service; it was scrapped in 1968.
Constructive features
The railcar with the serial number 21.461 belonged to a series of vehicles for the small railways in Germany , of which Waggon- und Maschinenbau Görlitz (WUMAG) in Görlitz had created the design in 1933. It belongs to the WUMAG type 2 .
The underframe and the box frame were made of lightweight frame construction. They were clad on the outside with 1.5 mm thick sheet metal and consisted of electrically welded structural steel profiles . The vehicle was designed as a solo vehicle. It had a single-release Knorr type brake , which was intended for sidecar use. The axles were only braked on one side. The drive axle was sent. The interior was divided into the passenger compartment and the two driver's cabs. These were separated from each other by partitions and revolving doors. The floor was made of pine wood covered with linoleum. The machine system could be serviced via flaps in the floor.
The drive of the railcar was made up of disc wheels with a wheel diameter of 900 mm, which were designed with plain bearings according to the Peyinghaus system or roller bearings . The carriage body was cushioned by the running gear with long, soft leaf springs.
The vehicle had an eight-cylinder four-stroke diesel engine with an output of 145 hp. The power was transmitted via the Mylius gearbox and an axle reversing gearbox, which was provided with a torque bracket. The engine and gearbox were stored in a separate frame that was suspended from the main frame of the vehicle. The vehicle was heated by a coke-fired hot water heater, which was able to heat the interior of the vehicle to +20 ° C at an outside temperature of −20 ° C. The heater could be used to preheat the engine cooling water to a temperature of 70 ° C.
Photographs from the 1960s show that the lighting was converted to triple headlights with the entry into force of the Peak Signal Ordinance of July 26, 1957 (Federal Law Gazette II p. 1268, announced on August 29, 1957) . The side windows were designed as hinged windows.
literature
- Gerd Wolff: German small and private railways . Volume 6: North Rhine-Westphalia / northeastern part edition. EK-Verlag, Freiburg 2000, ISBN 3-88255-664-1 .
- Josef Högemann: The Teutoburg Forest Railway . Uhle and Kleimann, Lübbecke 1986, ISBN 3-922657-53-2 .
See also
Web links
- Reproduction of a newspaper article from the museum railway with mention and photo of the TWE VT31
- Photo of the TWE VT 31 in the Joachim Schmidt Railway Foundation
Individual evidence
- ↑ a b c Josef Högemann: The Teutoburg Forest Railway . Uhle and Kleimann, Lübbecke 1986, ISBN 3-922657-53-2 , p. 157 .
- ^ Josef Högemann: The Teutoburg Forest Railway . Uhle and Kleimann, Lübbecke 1986, ISBN 3-922657-53-2 , p. 108 .
- ^ Josef Högemann: The Teutoburg Forest Railway . Uhle and Kleimann, Lübbecke 1986, ISBN 3-922657-53-2 , p. 169 .
- ^ A b Josef Högemann: The Teutoburg Forest Railway . Uhle and Kleimann, Lübbecke 1986, ISBN 3-922657-53-2 , p. 186 .
- ↑ Wolfgang Theurich: From old archives , in: Eisenbahn-Magazin 4/95, page 22
- ^ Wolfgang Theurich: 160 years of wagon construction in Görlitz , EK-Verlag, Freiburg 2009, ISBN 3-88255-564-5 , page 302
- ↑ Wolfgang Theurich: 160 years of wagon construction in Görlitz , EK-Verlag Freiburg 2009, ISBN 3-88255-564-5 , page 304