Schleswiger Kreisbahn T3 and T4
| Schleswiger Kreisbahn T3 and T4 | |
|---|---|
 Original version
|
|
| Numbering: | Schleswiger Kreisbahn T3 and T4 |
| Number: | 2 |
| Manufacturer: | DWK Kiel |
| Year of construction (s): | 1926 |
| Retirement: | 1973 |
| Type : | 2'B 'bm from 1949: 2'B' dm from 1962: B'B 'dm |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 18,400 mm |
| Length: | 17,100 mm |
| Height: | 4,090 mm (with cooler) |
| Width: | 2,980 mm |
| Trunnion Distance: | 11,500 mm |
| Bogie axle base: | 2,000 mm |
| Service mass: | 31,000 kg after conversion: 40,000 kg |
| Top speed: | 60 km / h |
| Installed capacity: | 150 hp from 1949: 220 hp from 1962: 2 × 138 hp |
| Wheel diameter: | 850 mm |
| Motor type: | DWK T VI 158 from 1949: MAN diesel engine from 1962: 2 × Holmag diesel engines |
| Motor type: | Six-cylinder four-stroke benzene engine from 1949: six-cylinder four-stroke diesel engine |
| Rated speed: | 1,000 / min |
| Power transmission: | mechanically |
| Brake: | Compressed air brake type Knorr |
| Seats: | 83 |
| Standing room: | 25th |
| Classes : | 2nd and 3rd |
The benzene railcars Schleswiger Kreisbahn T3 and T4 were built in 1926 by the German works in Kiel . They were procured by the Schleswig district railway and were intended for the rationalization of traffic.
The T4 , which was extensively rebuilt after 1962 , lasted the longest in operation . In 1973 the car was parked and in 1980 it was scrapped.
history
A whole series of narrow-gauge and standard-gauge vehicles were created from this type of railcar at the DWK . Their design features were:
- single-engine machinery
- All-steel car body with trapezoidal car ends
- Bogie construction
- Roof cooling system.
The vehicles were the second delivery after two AEG benzene railcars , which were mainly used on the route from Schleswig to Satrup , and were to be used primarily for cross-country skiing between Friedrichstadt and Kappeln . The T3 had a short operating life . After a fire in 1933, the machinery was expanded. It operated as a sidecar until the 1950s. After that it was used as a roost accommodation.
The T4 put to 1934 often with a passenger car as a gain in total 325,000 kilometers back. After 1949 the railcar was modernized and received a machine system with a diesel engine from MAN. In 1962 it was rebuilt again and equipped with two Holmag diesel engines.
The railcar ran until 1973, after which it was parked and offered for sale. When there was no sale, it was scrapped in Hamburg in 1980.
Constructive features
In the original version, both vehicles were considered DWK type V , but had a few deviations. In the case of the T3 , the weight was set as too low, the axle sequence was specified as 2'B 'instead of the usual (1A) (A1) used by DWK.
The car body was made of all-steel construction as a rivet construction and had the typical head shape of DWK cars. It was made from sheet steel, welded and riveted , based on the regulations of the Central Railway Authority. The framework consisted of steel girders, the roof of galvanized sheet metal. The interior was clad with plywood with an insulated cavity. The windows were rectangular and had a skylight. The lower part could be lowered. The seats were made of wood. The capacity of the car was about 110 people. The entry areas with the driver's cabs were connected to the compartment. The interior fittings included two fans per seat compartment, luggage nets and sun protection.
In 1962 the car body was redesigned and adapted to the shape of the MAN rail buses. The outer walls were reinforced with additional steel plates, increasing the total weight to 40 tons. Outwardly, only the roof ventilators customary for DWK indicated the original design. The interior was rebuilt, the windows were given lower fixed glazing with hinged skylights. There were also more comfortable seats and lighting with fluorescent lamps .
The benzene-mechanical machine system was mounted in a machine support frame, which was seated in the pans of the bogie frame. As a result, one-sided loading of a bogie could be avoided, resulting in favorable loading of the inner drive axles. The entire drive system could be lowered downwards. The motors passed their torque on to a mechanical four-speed gearbox of type TAG , which was switched pneumatically. The clutch was operated with the foot. The power transmission to the drive axles took place with cardan shafts.
In 1949 the drive system was rebuilt. Instead of the benzene engine, the car received a six-cylinder four-stroke diesel engine from MAN with an output of 220 hp with the same wheel arrangement of 2'B '. At the end of 1962, the company purchased two Holmag diesel engines, each with 138 hp, so that the railcar then had a two-engine system.
On the roof there were several lamellar coolers for water cooling and the two fuel tanks. The passenger compartment was heated by the engine cooling water. The fuel was fed to the gasifier via protected pipes through the natural gradient. The interior of the car and the headlights were illuminated by two alternators. There were also two batteries of 100 Ah each. Batteries and alternators could be put into operation alternately if required.
literature
- Gerd Wolff: German small and private railways Part 1 Schleswig-Holstein Hamburg, Verlag Wolfgang Zeunert, Gifhorn 1972
- Rolf Löttgers: The railcars of the Deutsche Werke Kiel , Uhle and Kleimann, Lübbecke 1988, ISBN 3-922657-61-3
Web links
- Photo of the Schleswiger Kreisbahn T4 1972 on the Joachim Schmidt Railway Foundation
- Photo of the Schleswiger Kreisbahn T4 1972 in Süderbrarup
- Photo of the Schleswiger Kreisbahn T4 1976
- Website about the Schleswig circular railway
Individual evidence
- ↑ a b c d e f Internet site about a model railway of the Schleswig circular railway
- ↑ Rolf Löttgers: The railcars of Deutsche Werke Kiel. Verlag Uhle and Kleimann, Lübbecke 1988, ISBN 3-922657-61-3 , page 124
- ↑ a b Rolf Löttgers: The railcars of Deutsche Werke Kiel. Uhle and Kleimann Verlag, Lübbecke 1988, ISBN 3-922657-61-3 , page 123
- ^ Gerd Wolff: Deutsche Klein- und Privatbahnen , Part 1: Schleswig-Holstein - Hamburg, Verlag Wolfgang Zeunert, Gifhorn 1972, page 42
- ^ Photo of the interior of the converted T4 at the Joachim Schmidt Railway Foundation
- ↑ Rolf Löttgers: The railcars of Deutsche Werke Kiel. Uhle and Kleimann Verlag, Lübbecke 1988, ISBN 3-922657-61-3 , page 52
- ↑ Rolf Löttgers: The railcars of Deutsche Werke Kiel. Verlag Uhle and Kleimann, Lübbecke 1988, ISBN 3-922657-61-3 , page 54
