Schlawer circular orbit T 1 and T 2

from Wikipedia, the free encyclopedia
Schlawer circular orbit T 1 and T 2
Stralsund-Tribsees No. 1031
numbering Schlawer Kreisbahn : T 1
DR : 135 512		 Schlawer Kreisbahn : T 2
DR : 135 520
from 1970: 186 014-7
Manufacturer WUMAG Görlitz
Years of construction 1934 1935
Retirement 1970 1973
number 2
design type A1 dm
genus CvT
Gauge 1,435 mm
Top speed 70 km / h 60 km / h
Length over buffers 12,500 mm
length 11,440 mm
height 3,320 mm
width 3,100 mm
Fixed wheelbase 6,200 mm
Wheel diameter 900 mm
Service mass 12,500 kg 12,300 kg
Brakes Compressed air brake type Knorr
Parking brake Handbrake
Installed capacity originally 70 kW (95 PS)
after conversion 79 kW (107 PS)		 originally 70 kW (95 PS)
after conversion 88 kW (120 PS)
Engine type originally Daimler-Benz OM 67
after conversion Horch
Engine type Six-cylinder four-stroke diesel engine
Power transmission mechanical with Mylius gear
Tank capacity 100 l
Seats 50 44
Floor height 1,240 mm
Classes 3.

The Schlawer Kreisbahn T 1 and T 2 were railcars that were developed by Waggon- und Maschinenbau Görlitz in 1934 and could be combined as one design with an axle base of 6.2 meters. A third railcar is of this design, the Görlitzer Kreisbahn No. 1031 , but this railcar appeared from the beginning with pulling and buffing equipment . The two mentioned railcars were delivered to the Schlawer Kreisbahn in 1934 . The railcars were added to the DR series VT 135.5 by the Deutsche Reichsbahn in 1948 . One of the vehicles in the series has been given an EDP numbering with 186 014-7 . The vehicles were retired until 1973 and are no longer available today.

history

On the occasion of the change of gauge from the Schlawer Kreisbahn to standard gauge , these two vehicles appear in the railway company's inventory. There are different dates in the literature for the year of construction of the second railcar: either 1935, or like T 1 1934. It is not clear how the Pomeranian State Railroad carried out the drawing . Both vehicles can only be clearly tracked as VT 135 512 and VT 135 520 with the DR designation .

VT 135 512

In 1938 the vehicle is listed as one of two vehicles on the Schlawer Kreisbahn. Its use there does not seem to have lasted until the line was shut down, because in 1945 the railcar was associated with the Kreuz – Schloppe – Deutsch Krone small railway as a location. The railcar was then used as a return vehicle on the Kröslin-Wolgast railway line . There the car was on the move with an extra red-beige molded sidecar. The car was stationed at Barth station until 1955 .

The vehicle was also stationed in Prenzlau in 1960 and 1965 , after which the railcar was located in the Stralsund depot , where it was parked in 1967. The retirement followed in 1970.

VT 135 520

This vehicle was part of the Schlawer Kreisbahn in 1938. The railcar is then connected to the Stralsund – Tribsees railway line .

In contrast to the VT 135 512 , this railcar was the parent vehicle on the Stralsund – Tribsee railway line. This is shown by the further stationing data, where from 1950 the Stralsund depot is continuously specified. This railcar carried out the regular passenger traffic on the Stralsund – Tribsees railway line with some old railcars until they became superfluous through the allocation of the new VT 2.09 series .

The railcar received the EDP designation 186 014-7 . It was retired in 1973 and scrapped in the RAW Wittenberge in the same year .

Constructive features

Dimensional sketch of the WUMAG railcars with 6.2 meters wheelbase

The railcars belonged to a series of railcars for the small railways in Germany , of which Waggon- und Maschinenbau Görlitz (WUMAG) in Görlitz had created the design in 1933.

In comparison with other vehicles from WUMAG, there is a great similarity with the railcar No. 1031 of the Görlitzer Kreisbahn . Compared to this, the series had a slightly reduced length over buffers . The wheelbase of the Görlitzer Kreisbahn AG vehicle was specified as 6,120 mm, but the data on the photo from the archive from Waggon- und Maschinenbau Görlitz results in 6,200 mm. Thus, all three vehicles can be viewed as one type series and only differ in the use of different buffers . They all had sliding doors as entry doors and simple hinged windows. The same design was shown by a WUMAG railcar without pulling and buffing equipment as early as 1934.

The underframe and the box frame were made of lightweight construction using the so-called frame construction. They were clad on the outside with 1.5 mm thick sheet metal and consisted of electrically welded structural steel profiles. The vehicles were designed as solo vehicles. As a brake, they had a one-way brake of the Knorr type , which was intended for a sidecar operation. The axles were only braked on one side. The drive axle was sent. The interior was divided into the passenger compartment and the two driver's cabs. These were separated from each other by partitions and revolving doors. The floor was made of pine wood covered with linoleum. The machine system could be serviced via flaps in the floor. The vehicles had upholstered seats with armrests and no side windows in the vestibules.

The drive of the railcars was formed by disc wheels with a wheel diameter of 900 mm, which were designed with plain bearings according to the Peyinghaus system or roller bearings . The carriage body was cushioned by the running gear with long, soft leaf springs.

With regard to the motorization, a contemporary advertising poster indicated that there was a free choice among the brands offered on the market. Only the installation dimensions were taken into account in order to place the engine under the car floor or a bench if possible. Before the takeover by the Deutsche Reichsbahn, the drive system must have been replaced, because there the vehicle was specified with a drive motor from Horch . The power was transmitted via the Mylius gearbox and an axle reversing gearbox, which was provided with a torque bracket. The engine and gearbox were stored in a separate frame that was suspended from the main frame of the vehicle. The vehicle was heated by a hot water heater, which was designed as a coke heater and designed so that the inside of the car could be heated to +20 ° C at an outside temperature of −20 ° C. The heater could be used to preheat the engine cooling water to a temperature of 70 ° C.

literature

See also

Individual evidence

  1. ^ Wilfried Rettig: The Görlitzer Kreisbahn AG , Eisenbahn-Kurier 1/95, EK-Verlag, Freiburg, page 44
  2. ↑ Andreas Knipping : The 6000 series of the Deutsche Reichsbahn. EK-Verlag, 2001, ISBN 3-88255-160-7 , page 117
  3. ↑ Wolfram Bäumer / Siegfried Bufe: Eisenbahnen in Pommern , Bufe-Verlag, 1988, ISBN 3-922138-34-9 , page 226
  4. ↑ a b Wolfram Bäumer / Siegfried Bufe: Eisenbahnen in Pommern , Bufe-Verlag, 1988, ISBN 3-922138-34-9 , page 223
  5. ^ A b Peter Wilhelm: Die Franzburger Südbahn , EK-Verlag, 1997, ISBN 3-88255-424-X , page 109
  6. ↑ Werner Hormann / Wolf-Dietger Machel: Greifswalder Kleinbahnen , VBN Verlag, 2014, ISBN 978-3-941712-37-9 , page 189
  7. ↑ a b Andreas Knipping : The 6000 series of the Deutsche Reichsbahn. EK-Verlag, 2001, ISBN 3-88255-160-7 , page 306
  8. ↑ Wolfram Bäumer / Siegfried Bufe: Eisenbahnen in Pommern , Bufe-Verlag, 1988, ISBN 3-922138-34-9 , page 130, p. 116
  9. ↑ a b Andreas Knipping : The 6000 series of the Deutsche Reichsbahn. EK-Verlag, 2001, ISBN 3-88255-160-7 , page 308
  10. ↑ a b Andreas Knipping : The 6000 series of the Deutsche Reichsbahn. EK-Verlag 2001, ISBN 3-88255-160-7 , page 129
  11. ^ Siegfried Bufe: Railways in Silesia , Bufe Fachverlag, Egglham, ISBN 3-922138-37-3 , page 191
  12. ^ Wolfgang Theurich: 160 years of wagon construction in Görlitz , EK-Verlag, Freiburg 2009, ISBN 3-88255-564-5 , page 302
  13. ^ Wolfgang Theurich: 160 years of wagon construction in Görlitz , EK-Verlag, Freiburg 2009, ISBN 3-88255-564-5 , page 303
  14. ↑ Wolfgang Theurich: 160 years of wagon construction in Görlitz , EK-Verlag Freiburg 2009, ISBN 3-88255-564-5 , page 304