VEE T 201 and T 202
| VEE T 201 and T 202 | |
|---|---|
 Factory photo
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| Numbering: | VEE T 201 and T 202 |
| Number: | 2 |
| Manufacturer: | DWK Kiel |
| Year of construction (s): | 1924 |
| Retirement: | 1930 |
| Axis formula : | (1A) (A1) |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 13,250 mm |
| Length: | 11,870 mm |
| Height: | 3,650 mm |
| Width: | 2,070 mm |
| Bogie axle base: | 1,550 mm |
| Total wheelbase: | 10,100 mm |
| Service mass: | 22,000 kg |
| Top speed: | 35 km / h |
| Wheel diameter: | 750 mm |
| Motor type: | DWK T VIa |
| Motor type: | Four-cylinder four-stroke petrol engine |
| Rated speed: | 1,000 / min |
| Power transmission: | mechanically |
| Train brake: | Vacuum brake , hand brake |
| Control: | Travel switch with dead man's mechanism |
| Seats: | 42 |
| Standing room: | 8th |
| Classes : | 3. |
| Particularities: |
Suction gas engine originally Niebaum & Gutenberg Herford after Pintsch conversion |
The VEE T 201 and T 202 were test railcars of the Deutsche Eisenbahn-Betriebsgesellschaft . They used suction gas motors as the drive motors . Various tests were carried out with them on the Vorwohle-Emmerthaler Eisenbahn-Gesellschaft . After the end of the tests, both vehicles were converted into benzene railcars and continued in operation until around 1930.
History and commitment
After positive results could be achieved with suction gas engines in stationary systems, the Deutsche Eisenbahn-Betriebsgesellschaft decided in 1923 to order two railcars from Deutsche Werke in Kiel for trial operation. The vehicles corresponded to the DWK type IV ; the Niebaum & Gutenberg type from Herford was originally chosen as the suction gas generator . Both vehicles with the serial numbers 49 and 50 were first subjected to a detailed examination. Then they were set in June 1924 at the Vorwohle-Emmerthaler Eisenbahn-Gesellschaft as T 201 and T 202 in public transport.
The route to Bodenwerder was well suited for testing the railcars due to their incline and curve conditions in order to gain knowledge of maximum performance. During the test, only the knowledge required for regular operation was recorded. The test drives were carried out as a single vehicle and with one or two sidecars. The sidecars were loaded with weights on every journey and the driving speeds as well as the coal and water consumption were determined.
The vehicles occasionally exceeded the permitted driving speeds. With a trailer, they reached a speed of 25 km / h on an incline of 20 ‰ and in curves of 200 m radius. The handling of the vehicle could be undertaken by the driver and lasted no more than three minutes at stations en route. It took 10 to 15 minutes to heat up the generator for the first time. The burning time of one filling was sufficient for the route conditions of the VEE for a distance of 20 km. The vehicles were driven on the routes with favorable inclination and curvature conditions with two sidecars, in the upper section of the route with a sidecar and achieved a mileage of around 3,000 kilometers in 1.5 months.
These rather favorable operating results contrasted with a series of negative experiences that resulted in an overall unfavorable assessment of the vehicles. The suction gas generators were unsatisfactory and were replaced by the Pintsch type . Initially it was not possible to start up with suction gas alone. Benzene was often required for this, and the changeover was carried out from the driver's cab. A problem was the tar deposits in the gas generation. To change the machine system, the entire car body had to be lifted. The machine system could then be exchanged for a reserve system. This entire process took about two hours.
Since the company was not satisfied with the vehicles overall, they were converted into benzene railcars . The T 201 was then used on the Münstertalbahn and the T 202 on the Kandertalbahn . The vehicles there were also unsatisfactory. In 1930, both railcars were no longer in service and were sold.
Constructive features
The basis of the railcars were constructions of DWK type IV from Kiel . This type of construction did not have a special underframe, but the lower part of the side walls was used for stiffening and reinforced accordingly. The T 201 had a toilet, the T 202 not.
The railcar had two suction gas generators, each of which had a diameter of one meter and a height of 1.3 meters. There was also the coal funnel, so that the total height was 1.8 m. The gas generator had a weight of two tons and was placed in the middle of the vehicle in the T 201 and accessible from the outside, in the T 202 in the vicinity of a driver's cab and operated from a special room. Anthracite coal was chosen as the fuel . With charcoal , at least four times the amount of fuel would have been necessary. By changing the suction gas system, there were better options for cleaning.
Since a diesel engine is much more robust, equipping rail vehicles with suction gas engines was no alternative. The practical test showed poor web strength.
literature
- Meinhard Döpner: The Deutsche Eisenbahn Betriebs-Gesellschaft AG . In: Verlag Zeit und Eisenbahn . Lokrundschau Verlag GmbH, Gülzow 2002, ISBN 3-931647-13-7 , p. 145 .
- Wolfram Bäumer: Offer of the DEBG 201 and 202 railcars . In: The Museum Railway . No. 3/2002 , p. 37–43 ( museumseisenbahn.de [PDF; accessed on March 17, 2019]).