WLE DT2
| WLE DT2 | |
|---|---|
 Factory photo
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| Numbering: |
WLE : DT2 WLE: VT 1021 |
| Manufacturer: | WUMAG Görlitz |
| Year of construction (s): | 1936 |
| Axis formula : | (1A) (A1) |
| Genre : | CPw4ivT after conversion BPw4ivT after conversion ABD 4ivT |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 21,440 mm |
| Length: | 20,500 mm |
| Height: | 3,710 mm |
| Width: | 2,997 mm |
| Trunnion Distance: | 14,000 mm |
| Bogie axle base: | 3,000 mm |
| Total wheelbase: | 17,000 mm |
| Service mass: | 37,500 kg |
| Top speed: | 70 km / h after conversion 60 km / h |
| Installed capacity: | 2 × 154 kW (2 × 210 PS) |
| Wheel diameter: | 900 mm |
| Motor type: | 2 × KHD BA 8 M 517 |
| Motor type: | Eight cylinder four-stroke diesel engine |
| Rated speed: | 1,500 rpm |
| Power transmission: | hydraulic |
| Tank capacity: | 540 l |
| Train brake: | Indirect brake as a block brake |
| Seats: | 76 + 8 folding seats |
| Floor height: | 1,280 mm |
The WLE DT2 diesel multiple unit of the Westfälische Landes-Eisenbahn was manufactured in 1936 by Waggon- und Maschinenbau Görlitz (WUMAG) in Görlitz . It was in use until 1970. It was then converted into a sidecar and used until 1973. In the same year it was scrapped.
history
One year after the purchase of the WLE DT1 , WUMAG in Görlitz purchased a motor coach that was much larger in size and was intended to further rationalize the seasonal excursion traffic on the Westphalian State Railroad. This led to the Möhnetalbahn in summer and to the Sauerland ski areas in winter . The railcar had an extra luggage compartment and was operated with a three-axle control car , which meant a space of around 130 seats. The purchase price of the vehicle was 134,000 Reichsmarks .
Like the DT1, it was designed for integrated operation and had transition doors in the end walls. In about 35 years of operation, several changes were made that affected the car body and the drive system. Thanks to the double drive power compared to the DT1 , it was able to operate with several sidecars. The engines were removed from the railcar during the Second World War .
During the renovation work in 1952, improved engines were installed in the railcars, now known as the VT1021 . He received 2nd class and a luggage room. After 1953, new railcars were delivered by the Uerdingen wagon factory. Nevertheless, in 1959 he received another general inspection , during which a newer fluid transmission was installed. As a result, the top speed had to be reduced to 60 km / h. The railcar received a 1st class compartment during this conversion. Line closures and newer vehicles made the railcar superfluous in 1970. In the main workshop, the drive systems were removed, it was used as a sidecar until 1973 and scrapped after it was shut down.
Constructive features
In contrast to the DT1, the railcar was built with a significantly larger car body and diesel-hydraulic drive . At one end of the vehicle he had a luggage compartment with an area of 11 m²; a driver's cab was placed in this. The entry areas were separated from the driver's cabs by partition walls. The passenger compartment had two roughly equal-sized smoking / non-smoking compartments. Originally this was an open-plan compartment with a central aisle and seats in the so-called wood class. In 1965 the front wall door on the A-side of the car was removed.
The machine system was designed as a diesel-hydraulic system. The engines were placed under the floor between the bogies. The drive engine was an eight-cylinder four-stroke diesel engine and developed 210 hp. After the renovation in 1952, it was slightly weaker (180 hp), both engines had water cooling. The hydraulic transmission could be switched automatically by oil pressure control.
The power setting of the motor was done with a mechanical / pneumatic adjustment. The railcar had two alternators with 1400 W, eight batteries with 162 Ah each, an underfloor hot water heating system, two bells and two horns.
Originally the paintwork of the vehicle was the same as that of the Deutsche Reichsbahn : the roofs were painted aluminum, the underframes black, the upper part of the box between the windows ivory and the lower part dark red. After the main inspection, it received the usual WLE color combination in signal red with several horizontal white decorative stripes.
literature
- Friedrich Risse: The diesel locomotives and railcars of the WLE, Volume 2 . DGEG Medien, Hövelhof 2000, ISBN 3-928959-28-X .