WLE DT1
| WLE DT1 | |
|---|---|
 Delivery condition
|
|
| Numbering: |
WLE : DT1 WLE VT 1011 KVG VT 56 |
| Number: | 1 |
| Manufacturer: | WUMAG Görlitz |
| Year of construction (s): | 1935 |
| Retirement: | 1967 |
| Type : | (A1) (1A) dm |
| Length over buffers: | 16,800 mm |
| Length: | 15,560 mm |
| Height: | 3,650 mm |
| Width: | 3,000 mm |
| Trunnion Distance: | 9,600 mm |
| Bogie axle base: | 3,200 mm |
| Total wheelbase: | 12,800 mm |
| Empty mass: | 24,000 kg |
| Top speed: | 70 km / h |
| Installed capacity: | originally 2 × 70 kW (2 × 95 PS) after conversion 2 × 77 kW (2 × 105 PS) |
| Wheel diameter: | 900 mm |
| Motor type: | originally 2 × Daimler-Benz OM 67 after conversion 2 × KHD F6M 513 |
| Motor type: | Six-cylinder four-stroke diesel engine |
| Rated speed: | 2000 rpm |
| Power transmission: | mechanical with Mylius gear |
| Train brake: | Indirect brake as a block brake |
| Seats: | 71 + 5 folding seats |
| Standing room: | 30th |
| Floor height: | 1,225 mm |
| Classes : | 3. |
The WLE DT1 diesel multiple unit of the Westfälische Landes-Eisenbahn was produced in 1935 by Waggon- und Maschinenbau Görlitz (WUMAG) Görlitz . It was purchased to rationalize passenger traffic and was in use until 1962. Then he was used until 1967 at the Kahlgrund-Verkehrs-Gesellschaft and was retired in 1967.
history
After the initial experience with the VT 1 and VT 2 , which had been in use since 1928 , the Westphalian State Railroad wanted to purchase additional railcars from the mid-1930s in order to face the increasing competition from road traffic on its rail network. When ordering, great importance was attached to the effective use of space and the possibility of coupling with several vehicles.
On the basis of the vehicles built for the Deutsche Reichsbahn , WUMAG developed a diesel multiple unit suitable for operation on private railways , which was given its primary task with tourism in the region.
The railcar was delivered in 1935 and stationed in Warendorf . The purchase price of the railcar was 60,000 Reichsmarks . Several sidecars and driving cars were bought with him ; a three-axle in connection with the WLE DT2 as well as a four-axle in use with the Reichsbahn railcar used here .
After 1950 it was subjected to a general inspection in which the engines were exchanged and various auxiliary units were improved. The appearance was adapted to the new scheme of the Westphalian State Railway. When new railcars were delivered by the Uerdingen wagon factory after 1953 , it was moved to Stadtlohn . In between it had been given the new designation VT1011 .
KVG VT 56
After the cessation of passenger traffic on the Ahaus-Burgsteinfurth railway line , the motor coach was delivered to the Kahlgrund-Verkehrs-Gesellschaft in 1962. He was called there as VT 56. In 1967 the car was retired and scrapped in 1973.
Constructive features
The railcar was developed as a special design for private railways and was characterized by its low dead weight, low procurement and operating costs, and economical management. The underframe was welded from lightweight steel profiles. The car body with its short length was also made as a welded construction using the frame construction developed in Görlitz . The railcar could be coupled with several others if necessary. There were transition doors on the front sides for the transition. The driver's cab was therefore on the right-hand side of the vehicle and was separated from the passenger compartment by a door. This was about the same size as a smoker / non-smoker compartment. The railcar carried 3rd class .
One drive system was easily accommodated in each Görlitz III bogie . With the relatively large wheelbase of 3,200 mm, the railcar ran smoothly. The machinery consisted of a Daimler-Benz OM 67 diesel engine , which was followed by a Mylius four-speed gearbox. After the main repair around 1953, the engine system consisted of the KHD F6M 513. During this investigation, the fuel tanks were enlarged and the 2nd class was introduced. Both engines were water-cooled and started electrically.
The railcar was equipped with a pulling and buffing device and was controlled electro-pneumatically. Two batteries with 150 Ah each contained the energy for the starting circuit and the intermediate circuit. It had hot water heating, two bells and two horns. The sand spreading device was designed with eight sand spreading nozzles with compressed air.
literature
- Friedrich Risse: The diesel locomotives and railcars of the WLE, Volume 2 . DGEG Medien, Hövelhof 2011, ISBN 3-928959-28-X .
Web links
- Vehicle register of the vehicles of the WLE with mention of the DT1
- Photo of the WLE DT1 at the Joachim Schmidt Railway Foundation
Individual evidence
- ↑ a b c Friedrich Risse: The diesel locomotives and railcars of the WLE, Volume 2 . DGEG Medien, Hövelhof 2011, ISBN 3-928959-28-X , p. 186 .
- ↑ Data list of the WLE with mention of the DT1
- ↑ Data list of the KVG with mention of the DT1