Talbot type Aachen

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Talbot type "Aachen"
Numbering: RLE T3 and T5
MKB T9
Hümmlinger Kreisbahn T1 and T3
MHE T11 and T12
EEB T1
Number: 5
Manufacturer: Talbot wagon factory in Aachen
Year of construction (s): 1953, 1955
Retirement: Remaining with museum railways in NL and Emsland Railways
Axis formula : 1A
Gauge : 1435 mm ( standard gauge )
Length over buffers: 12,600 mm
Length: 11,700 mm
Height: 3,702 mm
Width: 2,900 mm
Total wheelbase: 6,700 mm
Service mass: 14,200 kg
Top speed: 65 km / h
Installed capacity: 106.7 kW (145 PS)
Wheel diameter: 900 mm
Motor type: KHD A8L614
Motor type: Eight cylinder four-stroke diesel engine
Power transmission: mechanical with Mylius gear
Brake: Indirect brake
Seats: 40 +9 folding seats
Standing room: 40
Classes : 3.
Particularities: air-cooled engine

The two-axle diesel multiple units of the Talbot type Aachen were developed by the Talbot wagon factory around 1950. There are five known vehicles that were built for private railways in Lower Saxony , the Meppen-Haselünner Railway , the standard-gauge Hümmlinger Kreisbahn and the Ruhr-Lippe Railway .

Further stations were the Mindener Kreisbahnen , again the Hümmlinger Kreisbahn and the Emsland Railway . The only known preserved railcar can be found there, the former Hümmlinger Kreisbahn T1 (normal gauge), which is called T1 at the EEB.

The vehicles of the Ruhr-Lippe-Eisenbahnen were used on museum railways in the Netherlands after they were retired . The last owner named was the Chemin de fer à vapeur des 3 vallées in Belgium for the T3 and the Museumstoomtram Hoorn-Medemblik for the T5 , where the car is noted as scrapped.

History and commitment

Meppen-Haselünner Railway T11 and T12

Talbot railcar type Aachen as MHE T11 in the original version

The railcars of the Talbot wagon factory were named after the Second World War, similar to those of the Wismar wagon factory before the war, based on geographical names. They were procured because there was a severe shortage of vehicles in the company after the war. The first two railcars of the series were delivered here. The T11 prototype still had an angular front like the Frankfurt-type railcars acquired at the same time . The second car already had the rounded front. The vehicles served here for about 15 years. The T11 was converted into a sidecar in 1967 and became the property of Museum Buurtspoorweg in the Netherlands in 1973 . There the vehicle was scrapped in 1982. The T12 drove until 1971 and came into the possession of the German Society for Railway History . There it was scrapped in 1975.

Ruhr-Lippe Railway T3 and T5

The Ruhr-Lippe-Eisenbahn received the T3 and T5 . They served on these routes for 10 or 15 years and were then transferred to other companies.

Hümmlinger Kreisbahn T1 and T3

In 1957, the Hümmlinger Kreisbahn received a brand new railcar from Aachen with its T1 (standard gauge). Passenger traffic got off to a very good start with the new vehicles, and the number of passengers carried rose sharply compared to narrow-gauge operation. This railcar has been preserved. Although passenger traffic on the route was ended in 1970, the vehicle was not scrapped. In 1993 it became part of the Emsland Railway and is occasionally used for special trips.

In 1966 the former T5 of the Ruhr-Lippe-Eisenbahn was taken over as the second Aachen railcar by the Hümmlinger Kreisbahn, where it stayed for about five years. It was sold in 1970 to the Museumstoomtram Hoorn-Medemblik. The railcar had the internal designation M 1503 and the nickname Uil . In 1982 the car was taken out of service and passed on to the Veluwsche Stoomtrein Maatschappij . At an unknown time, the car was scrapped.

Mindener Kreisbahnen T9

When the MKB T8 was badly damaged in an accident on June 4, 1968 , the company took over the former T3 of the Ruhr-Lippe Railway as a replacement and called it the T9 . The railcar was in service here for eight years before it was handed over to the Noordnederlandse Spoorbaan Assen-Rolde in 1975 . From there, the car was passed on to the Chemin de fer à vapeur des 3 vallées in Belgium . Its whereabouts are unknown, there is a note on the data sheet that it was still there in 1987.

Constructive features

The railcar, which was designed according to a modular system, was considered very modern when it was built. Last but not least, maintenance spoke in favor of lightweight construction; In the railcars exported before the war, for example, increased rust damage from rainwater was recorded in the window pockets. In the new lightweight construction, the windows were designed in two parts; the fixed lower window part was sealed with the car body, the movable upper window part was 2/3 window height and was designed as a sliding window. The simple and clearly designed vehicle was characterized in particular by the pleasing forehead section and successful lines. In the prototype (MHE T11) the car body was angular in the shape of the Frankfurt design.

From the second vehicle onwards, the curved front windows already used in the BOE T162 were used. The entry area was provided with space-saving sliding side doors. The variant was used from 1972 in the ČSD series M 152.0 with over 900 copies. The railcar driver had his workplace in the middle of the driver's cab; if the customer wanted, he could be moved to the right-hand side in order to install a middle transition door. This variant was not carried out.

The driver's cab was separated from the entry and passenger compartments by a glass wall. The rear entry area could be converted into a luggage compartment. Between the entry areas was the passenger area with double bench seats and seating arrangements 2 + 3. The side wall had five windows; the three inner side windows were designed as hinged windows, the outer windows were permanently glazed. The railcar was equipped with a toilet. Sidecars were procured for the railcars.

The air-cooled eight-cylinder four-stroke diesel engine A8L614 from KHD was mounted in a rubber-sprung machine support frame, which delivered its power to one driven axle via the Mylius gearbox, a cardan shaft and an axle drive. Nevertheless, the Talbot wagon factory had little success on the market with this product.

literature

  • Klaus-Joachim Schrader: Motor coaches on small railroad tracks . Ed .: Wolfgang Zeunert. Wolfgang Zeunert, Gifhorn 1971, p. 18-19 .
  • Ingrid and Werner Schütte: The Mindener Kreisbahn . Uhle and Kleimann, Lübbecke 1990, p. 206 .
  • Gerd Wolff: German small and private railways . EK-Verlag, Freiburg 2005.

See also

Web links

Individual evidence

  1. ↑ Data sheet about the Emsland Railway with mention of the former Hümmlinger Kreisbahn T1
  2. ↑ a b Ingrid and Werner Schütte: The Mindener Kreisbahn . Uhle and Kleimann, Lübbecke 1990, p. 296 .
  3. ↑ Data sheet about the Meppen-Haselünner Railway with mention of the T11 and T12
  4. ↑ a b data sheet of the Hümmlinger Kreisbahn
  5. ↑ a b data sheet of the Mindener Kreisbahn with mention of the VT3
  6. ↑ a b Klaus-Joachim Schrader: Motor coaches on small railroad tracks . Ed .: Wolfgang Zeunert. Wolfgang Zeunert, Gifhorn 1971, p. 18-19 . 2
  7. ^ Photo of the MHE sidecar VB 21 at the Joachim Schmidt Railway Foundation