Wismar type Hanover wagon factory
| Wismar rail bus / type Hanover | |
|---|---|
 Wismar rail bus T2 of the DGEG
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| Numbering: | DR 133 009-012, DR 135 077-080; DB VT 88 900-902, DB VT 89 900; DR (from 1949) 133 505-507, 509-510, 513-515; 135 542 (1435 mm) , DR (from 1949) 133 524–525 (750 mm) |
| Number: | 57 |
| Manufacturer: | Wismar wagon factory |
| Year of construction (s): | 1932-1941 |
| Retirement: | different |
| Axis formula : | A 1 |
| Gauge : | 750 mm, 900 mm, 1000 mm, 1435 mm |
| Length over buffers: | 10,100 mm * |
| Height: | 2,865 mm |
| Width: | 2,430 mm |
| Fixed wheelbase: | 4,000 mm |
| Empty mass: | 6.1 t * |
| Friction mass: | 3.05 t * |
| Top speed: | 56 km / h * |
| Installed capacity: | 29 kW, 37 kW (40 PS / 50 PS) |
| Wheel diameter: | 650-700 mm |
| Motor type: | Ford AA, Ford BB |
| Power transmission: | mechanically |
| Brake: | drum brake |
| Seats: | 24 * |
| Standing room: | 18 * |
| Classes : | 3. |
| The data marked with * refer to VT 133 009/010. | |
The Hanover type from the Wismar wagon factory - also known as the Wismar rail bus - is a rail bus developed in the early 1930s for low-cost passenger transport on small trains .
history
As early as the 1920s, the small railways were looking for ways to operate low-capacity routes as cheaply as possible. The mostly mixed trains used were quite slow because of the shunting times. There were also only a few trains a day. In order to be able to offer faster and more frequent journeys, railcars were procured. Due to individual production and not always fully developed technology, these were often too expensive. Therefore an attempt was made to bring in experience and components from bus construction. The use of buses converted to rail chassis was unsuccessful because they did not have high-performance gearboxes, and a reversing gearbox , which was necessary for driving at the same speed in both directions, was also unknown in car manufacturing.
After the first attempts with the single-engine DSB M 1-3 (1925) and the twin-engine DSB M 21-22 (1926) by the Danish locomotive factory Triangel in Odense , the Wismar AG railcar and wagon factory built a light, two-axle railcar from 1932 onwards the use of numerous components from road vehicle construction could be manufactured cheaply. For example, were Ford - petrol engines fitted with 40 hp and gearbox. The use of motor vehicle transmissions with four forward gears and one reverse gear made the installation of one motor per direction necessary. These were arranged in front of the actual vehicle body and gave the railcar an unmistakable appearance. Because of its low costs, the Wismar rail bus became particularly interesting for small and private railways . In 1932 a prototype for the Lüneburg – Soltau small railway was delivered. The experience with it was so good that the Hanover State Small Railroad Authority ordered a series of nine copies for various small railways.
After the first major customer, this type of railcar received the code word Hanover to order . Due to the structural similarities to the omnibus and the manufacturer, it was soon also referred to as the "Wismar rail bus".
Advantages were the low price (at around 25,000 Reichsmarks, it was half of a normal railcar), its ease of maintenance (the engines were easily accessible and spare parts were available from any Ford dealer) and its comfort (although it only had 3rd class, the seats were padded).
In 1936 the wagon factory offered five different types:
| Type A | Type B | Type C | Type D | Type E | |
|---|---|---|---|---|---|
| Track width (mm) | 1,435 | 1,435 | 1,435 | 1,000 | 1,000 |
| Wheel base (mm) | 4,400 | 4,000 | 3,500 | 4,000 | 3,500 |
| Wheel diameter (mm) | 700 | 700 | 700 | 650 | 650 |
| Length (mm) | 11,610 | 10.100 | 10.100 | 11,150 | 10.100 |
| width (mm) | 2,902 | 2,902 | 2,902 | 2,430 | 2,430 |
| Weight (kg) | 6,600 | 6,200 | 6,600 | 6,200 | 5,800 |
| Seats | 40 + 16 | 30 + 16 | 26 + 14 | 22 + 13 | 24 + 14 |
| particularities | Abortion charcoal gas |
Luggage storage room |
In practice, only a few vehicles have been delivered of a single type. As a rule, the vehicles were manufactured according to the wishes of the customer. Only about a third of the vehicles can be assigned to exactly one of these types.
Regardless of the gauge, the railcar was delivered with two different car bodies. The narrower version (2050 mm to 2430 mm) had the same width throughout with straight side walls, the wider version (2900 mm to 2902 mm) tapers diagonally in the area of the entry areas, while the width in the seating area was the same and the side walls therefore remained straight . Only the railcars with 750 mm and 900 mm gauge all had the same width throughout. The sliding doors sat at the very ends of the car body next to the driver's cabs, the revolving doors installed in a few examples were offset a little towards the middle of the car body.
By 1941, 57 railcars and two sidecars had been produced and delivered in different gauges to various railway companies in Germany and abroad. In 1935, the Deutsche Reichsbahn took over eight railcars from the Saarland railways , which they also called 133 009 and 010 (4000 mm wheelbase, 40 hp petrol), 133 011 and 012 (4000 mm wheelbase, 50 hp petrol, with wide doors and folding bench seats Luggage railcars can be used) and lined up 135 077 to 080 (6000 mm wheelbase, 50 hp diesel). They were delivered in 1933 as T 71 and 72 and in 1934 as T 81 and 82 and T 73 to 76. The latter had a Mylius reversing gear and could be driven with both motors at the same time. While some of the cars were destroyed in the war or remained abroad after the end of the war, four multiple units of this origin came to the German Federal Railroad , which gave them the numbers VT 88 900 to 902 (long wheelbase, ex 135 077, 080, 078) and VT 89 900 (ex 133 010).
Due to the nationalization of private railways in the GDR, some copies came to the Deutsche Reichsbahn in April 1949 and were given the numbers VT 133 505–507, 509–510, 513–515 (1,435 mm) and 524–525 (750 mm). The VT 133 513-514 newly motorized in the early 1960s with 47 HP truck diesel engines of the Granit 32 phenomenon were initially designated as VT 135 501-502.
Because of its long engine stems, which took on a separate engine for each direction, this design was also nicknamed "pig's nose". The vehicles turned out to be real “small railroad savers” because the high costs of the deficit passenger transport, which previously operated exclusively with steam locomotives , could be reduced considerably on the predominantly northern German small railways. The “rail buses” of the Hanover type often replaced trains that consisted only of the locomotive and one or a few cars and therefore caused high operating costs. According to the advertising at the time, the railcar drove profitably from six paying passengers.
Between 1933 and 1937, a total of 25 railcars and three sidecars were also delivered to various private railways in Spain. Of the vehicles taken over by the Red Nacional de los Ferrocarriles Españoles (RENFE) after the nationalization of the railways in Spain , four railcars were converted and equipped with more powerful engines. Others were converted to unpowered vans . At the end of the 1960s, all railcars in Spain were retired.
Under the license of the Wismar wagon factory, the Spanish company Material Móvil y Construcciones (MMC) built fourteen broad-gauge railcars, which were delivered in 1934 to the Compañia de los Caminos de Hierro del Norte de España, which was incorporated into RENFE in 1941. The Zaragoza vehicles looked completely like the Hanover type. Two of them were rebuilt in 1963, they received new 83 hp diesel engines and lost the characteristic engine stems. One of these railcars was restored by the Madrid railroad enthusiasts AREMAF and presented in working order on October 29, 2016 in the railway museum Museo del Ferrocarril de Madrid .
construction
The car body rests on a frame made of two lattice girders that come together at the front and rear. The supports were provided with holes to save weight. The entire construction was welded, making the railcar the first completely welded rail vehicle. The profiles were beaded. The railcar weighed a total of six tons. The suspension springs were mounted on pieces of rubber. A special feature of this type are the rubber-sprung wheels, in which the rubber elements are arranged between the wheel tire and the wheel body. This design feature is by no means a modern invention in connection with the ICE . Due to the small wheelbase of only 3.5 m to 4 m, however, the vehicle tends to roll slightly.
At each end there is an identical machine system with Ford carburetor engines, which acts on the first axle via a four-speed gearbox and cardan shaft; only the front engine in the direction of travel is used and operated from the associated front driver's cab. Reverse gear can also be used for maneuvering or if an engine fails.
The prototype had revolving doors, most production vehicles got 740 mm wide sliding doors. Bauhaus students participated in the interior design . This was noticeable in the clear shapes and the design of the fabric covers. The walls were clad with plywood , the floor with linoleum . The seats were padded. Some of the windows could be rolled down.
The driver's seat that is not in use is folded up so that the entry area remains free. The heater was initially a fresh air heater using engine heat, later Webasto heaters were installed. The interior is electrically illuminated.
Initially, Ford AA engines (the truck version of the Ford Model A ) were used, but from 1935 more powerful Ford BB engines were installed, which allowed the top speed to be increased from 50 km / h to 60 km / h. These rail buses can be recognized by the vertical bars of the radiator. Only two copies of the variant with wood gasifier were produced. Instead of a group of seats, a wood gasifier was installed inside the car. This was recognizable by the missing window. Later on, various other engines were installed in the course of conversions, four-cylinder diesel engines from the Robur truck ( 4 KVD 12.5 SRL ) for the Deutsche Reichsbahn .
In order to be able to transport larger pieces of luggage and goods, many rail buses were fitted with roof racks, as was the case with omnibuses. The space next to the built-in motors was often used to attach wire baskets or bicycle racks. The color scheme with red car bodies and beige ribbon windows was new. Various passenger and luggage sidecars were offered, but only the List Fliegerkommandantur received one of these sidecars from the Wismar wagon factory.
The railcars for the railway management of the Saar area deviated particularly from the type plan . After two railcars corresponding to the standard version, two more with widened doors and longitudinal benches were purchased, as well as four rail buses with a six-meter wheelbase and diesel engines with a shared Mylius gearbox , which enabled both engines to be driven simultaneously and both axles to be driven. They also received diesel engines with 50 hp from Humboldt-Deutz .
Individual vehicles
Steinhuder Meer-Bahn SK 1
| Steinhuder Meer-Bahn SK 1 | |
|---|---|
 DEV T 41 in the Asendorf engine shed
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| Numbering: | SK 1; T 41 |
| Year of construction (s): | 1932 |
| Axis formula : | A1 |
| Genre : | VT2 bm |
| Gauge : | 1000 mm ( meter gauge ) |
| Length: | 10,000 mm |
| Height: | 2,700 mm |
| Width: | 2,450 mm |
| Fixed wheelbase: | 3,500 mm |
| Service mass: | 5.8 t |
| Top speed: | 45 km / h |
| Installed capacity: | 37 kW (50 PS) |
| Driving wheel diameter: | 650 mm |
| Motor type: | Ford AA, today: Ford BB |
| Motor type: | Petrol engine |
| Brake: | drum brake |
| Seats: | 24 + 8 folding seats |
| Standing room: | 18th |
The Steinhuder Meer-Bahn Wunstorf – Bad Rehburg – Uchte suffered particularly from the economic crisis of the 1920s. In the western part, the newly opened state railway line Stadthagen – Stolzenau had taken away some of the passengers. The economic crisis also brought about declines in freight transport. Only the excursion traffic to the Steinhuder Meer at the weekend was still lucrative. For example, a railcar in Wismar was ordered by the regional small railway authority. On January 5, 1933, he arrived in Wunstorf. It was designated as SK 1, it was the first meter-gauge railcar of this type and the first railcar in series production. He stayed on the Steinhuder Meer-Bahn until passenger traffic was discontinued. By the first general inspection on October 16, 1933, it had already covered 65,057 km, i.e. around 271 kilometers a day. In our own workshop, a massive V-shaped ram protection was attached to the ends to protect the engine stems, which was replaced in the 1930s by a somewhat more elegant solution with two side supports for fish baskets on each side. An electric bell has also been retrofitted.
In 1935, the western section of the sea-railway line was shut down, cutting it by around half. A second railcar of the Frankfurt type was bought, which now carried the main load, the rail bus remained for the low-traffic traffic. The daily performance decreased to about 120 km.
The first engine was replaced in 1938, the second in 1940. It was calculated that the engines would run for five years.
In 1950 the vehicles in the area of the Kleinbahnamt were uniformly numbered, the narrow-gauge Wismar railcars were given the numbers T 41 ff., The SK 1 as the oldest T 41.
Before 1955 he had a Webasto bus heater, before that only the engine heat was used for heating. A third headlight was retrofitted. From 1953 the railcar was hardly used any more, so it was sometimes only four to five days of operation per year. In 1963 it was parked in the locomotive shed in Bad Rehburg. Although it had been secured for a museum operation since 1964, it suffered vandalism damage there. It was acquired by DEV in 1966 and came to the Bremen-Sebaldsbrück repair shop in 1969 , where it was refurbished in the apprentice workshop until April 1970. Among other things, one of the AA engines was replaced by the BB engine from the T 25 operated by Sylter Verkehrsgesellschaft . This railcar was purchased in order to obtain spare parts. Fittings that were no longer usable were replaced in some cases during the refurbishment. Some of the seats were replaced with leather-covered seats from the T 25, while others were repaired with synthetic leather.
From May 1, 1971, the overhauled T 41 could be used on the museum railway.
In 1984 the roof rack with side access ladders, which had already been removed at the StMB, was rebuilt.
1996-2000 the railcar was extensively restored. Instead of the existing Ford AA engine, a Ford BB engine was installed at the other end of the railcar, and the driver's cabs were restored to the original version. The floor was re-laid with linoleum, the interior was renewed according to the original plans. The T41 has been used again since 2001, but only rarely to protect the historical substance.
Wilstedt-Zeven-Tostedter Railway SK 1
| Wilstedt-Zeven-Tostedter Railway SK 1 | |
|---|---|
| Numbering: | SK 1; T 145; T 1 |
| Year of construction (s): | 1933 |
| Axis formula : | A1 |
| Genre : | VT2 bm |
| Gauge : | 1435 mm ( standard gauge ) |
| Length: | 10,100 mm |
| Height: | 2,740 mm |
| Width: | 2,430 mm |
| Fixed wheelbase: | 4,000 mm |
| Top speed: | 45 km / h |
| Installed capacity: | 29 kW (40 hp) |
| Wheel diameter: | 700 mm |
| Motor type: | Ford AA |
| Motor type: | Petrol engine |
| Seats: | 26 + 16 folding seats |
In 1933 the standard gauge Wilstedt-Zeven-Tostedter Eisenbahn received a Wismar rail bus, which they designated as SK 1. It was the short version with three windows. The revolving doors at the entrances were a special feature. One compartment only had folding seats and could be used for luggage. He also had a roof rack that was accessible via a side ladder. The leaf springs were not cushioned with rubber buffers, as is usually the case, but with spiral springs. The later purchased SK 2 and SK 3 differed in their construction. In 1939 it was converted to run on LPG. Two gas bottles with a capacity of 79 liters each were placed next to the side members. In the event of malfunctions, however, operation with gasoline was also possible. After the end of the Second World War, the gas bottles were removed again. In 1949 it was renumbered to T 145. In the end it was only used as a tour vehicle, the two-tone paintwork was replaced by a coat of paint in red.
In 1978, the Minden Museum Railway bought the vehicle and restored it to a large extent in its original state with the old paint scheme. From 1985 it was used as the T 1, in 1989 it had to be parked due to a defect in the axle drive. After a thorough overhaul, it has been back in service on the routes from Preußisch Oldendorf since 2012.
Borkum small train T1
| Borkum small train T1 | |
|---|---|
 Wismar rail bus T1 of the Borkumer Kleinbahn in Borkum roadstead
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| Numbering: | T1 |
| Year of construction (s): | 1940 |
| Retirement: | 1976, back in operation since 1998 |
| Genre : | B. |
| Gauge : | 900 mm |
| Length: | 11,350 mm |
| Width: | 2400 mm |
| Fixed wheelbase: | 4000 mm |
| Service mass: | 6.4 t |
| Wheel set mass : | 3.5 t |
| Top speed: | 30 km / h |
| Installed capacity: | from 1940: 2 × 37 kW (55 PS) from 1998: 2 × 40 kW (60 PS) |
| Motor type: | Ford BB from 1998: Daimler-Benz |
| Motor type: | Petrol from 1998: diesel |
| Seats: | 40 |
| Classes : | 2 |
history
In 1940 was railcars type "Hannover D" factory of the Borkum small train for beach traffic on the North beach path on the North Sea island of Borkum bought. The vehicle ( serial number 21145) was ordered by the Inselbahn as early as 1936. Until 1976 it drove as planned in the small railroad , since 1971 mainly in times of low traffic. Until 1971 it was partly with the slightly smaller 1947 by the airbase used -Kommandantur acquired the island T2 design "Hannover E" Year 1939 together, sometimes coupled with intermediate sidecar.
In 1977 the T1 was sold in good condition with a new general inspection to the German Society for Railway History (DGEG) , which, however, could not be used or presented on a permanent basis. It should therefore initially be used on the Jagsttalbahn , but never drove on this route and came to Viernheim a little later . The railcar was bought back in 1997 by the Borkumer Kleinbahn and extensively restored, including new engines, in our own workshop. Since 1998 he has been working regularly on Borkum again.
technology
The railcar is 11,350 millimeters long and 2,400 millimeters wide. The snouts, under which an engine is housed, are each 900 millimeters wide. From 1940 to 1997 he owned two liquid-cooled Ford -BB- four-cylinder - petrol engines . During the restoration in 1998 it got two diesel engines from Daimler-Benz . The gearboxes remained unchanged.
Passenger compartment
Frontal portrait
Borkumer Kleinbahn T2
| Borkumer Kleinbahn T2 | |
|---|---|
| Numbering: | T2 |
| Year of construction (s): | 1939 |
| Retirement: | 1976 - since then in changing private ownership - whereabouts unknown |
| Axis formula : | AA dm |
| Genre : | B. |
| Gauge : | from 1939: 900 mm from 1986: 750 mm |
| Length: | 10,100 mm |
| Height: | 2850 mm |
| Width: | 2300 mm |
| Fixed wheelbase: | 3500 mm |
| Service mass: | 6.0 t |
| Wheel set mass : | 3.1 t |
| Top speed: | 30 km / h |
| Installed capacity: | 2 × 37 kW (50 PS) |
| Motor type: | 2 × Ford BB |
| Motor type: | 2 × in-line four - cylinder ( Otto ) |
| Seats: | 32 |
| Standing room: | 13 |
| Classes : | 2 |
history
On April 10, 1939 by the company was waggonfabrik wismar built railcars type "Hannover E" (with the factory number 21123) factory to the then Ministry of Aviation (RLM) for the German Air Force for use in the airfield commandant's office on the East Frisian island of Borkum delivered . Here it was used shortly before and during the Second World War on the tracks of the Ostlandbahn and the Borkumer Kleinbahn (BKB) as a liaison vehicle.
On July 24, 1947, the BKB took over the vehicle, which had been largely spared from war damage, from the now disbanded flying unit in Borkum-Roadstead under the designation T2 and used it from 1949. On January 1, 1964, the Inselbahn changed its name to Borkumer Kleinbahn- und Dampfschiffahrt GmbH , but the name T2 of the railcar did not change.
Until 1976, the T2 drove as planned in the small railways, since 1971 mainly in times of low traffic. Until 1971 it was partly used together with the somewhat larger Wismar T1 type "Hannover D" rail bus (each with four side windows), which was newly delivered to the Borkumer Inselbahn in 1940, sometimes with sidecars coupled in between . In 1976 it was parked together with the T1 because it was not needed. He was also known by the nickname Little Mustache .
On August 31, 1978 the T2 was sold in good condition to the German Railway Association (DEV) in Bruchhausen-Vilsen . The planned re-gauging to 1000 mm could not be realized because of the narrow frame. The DEV sold the T2 in April 1984 to a private person in Bad Waldsee , who handed it over in 1985 to the museum railway Warthausen-Ochsenhausen (Öchsle Schmalspurbahn GmbH) called " Öchsle " in the same place.
The Oechsle could T2 but because of its different track gauge mm 900 do not use, so he in 1986 by the repair shop Bleckede the Osthannoverschen Railways (OHE) mm to the new gauge of 750 umgespurt was. The gauge change was financed with the support of the model railway manufacturer BEMO from Uhingen , known for its narrow-gauge models .
In the same year, the railcar from the Öchsle Museum Railway (now run as Öchsle Schmalspurbahn eV ) in Ochsenhausen was rebuilt slightly and repainted in red and white. From 1986 to 1990 it was used by the “Öchsle” on its own 750 mm museum narrow-gauge line between Warthausen and Ochsenhausen as a VT 1 (combustion railcar 1) - but only to a limited extent due to the lack of an operating license.
In 2001, on behalf of private individuals, the former T2 was transported from the Öchsle-Bahn to Bad Waldsee or Kanzach in order to be parked here or included in a private collection. Since then the exact whereabouts are unknown.
technology
The railcar has a length of 10,100 millimeters, a width of 2,300 mm and a height of 2,850 mm. The wheelbase is 3,500 mm, so that the T2 is one of the smallest variants of the Wismar rail bus. The snouts, under each of which a liquid-cooled series - four cylinder - a petrol engine of the type Ford BB with flathead engine and a power of 50 HP (37 kW ) is housed, are each 900 mm wide.
It can transport up to 40 passengers . The service weight is 6.4 tons.
Delmenhorst-Harpstedter Railway T 1
The standard gauge railcar with the serial number 20256 is to be assigned to type B and has Ford BB engines with 37 kW (50 hp). It was put into operation in early 1936 and was used as the T 1 on the Delmenhorst-Harpstedter Eisenbahn (DHE). It was in daily use on the railway until 1959, most recently as the T 148, then it served as a reserve. The DHE had another Wismarer, the T 2, but it switched to the Verden-Walsroder Railway in 1947 and was destroyed in a fire. In 1968, the Museum Buurtspoorweg Boekelo – Haaksbergen acquired the railcar and undertook a number of special trips. In 1971 he was turned off. The work-up has been taking place since 2002 and was only completed in 2014. The railcar was largely restored to its original state, and the original engines are still in operation. The Webasto heater installed in 1950 has also remained. The manufacturer's plate of the destroyed T 1 of the Meppen-Haselünner Railway (serial number 20220) was attached to the restored railcar .
PKKB No. 701 and 702
history
The two railcars of the Prignitzer Kreiskleinbahnen represent a special feature, as they were among the first vehicles that were designed for a gauge of 750 mm. Vehicles with a gauge of 1000 mm had been delivered since 1932, but there were fears that the vehicle could tip over with the narrow gauge in strong winds . After the Cloppenburger Kreisbahn procured a vehicle with a car body width of 2.05 m, the Prignitzer Kreiskleinbahnen also seriously considered a rail bus, but the Brandenburg State Transport Authority found this car too narrow. As a result, the design was revised in the Wismar wagon factory and they provided the arithmetic proof that this design could also run without problems at a wind force of 10. Otherwise, both railcars were of type E and arrived at the Prignitzer Kreiskleinbahnen in March 1939 . The cars were also miniature versions for narrow-gauge railways ; in the passenger compartment there was a clearance height of 1.9 meters.
A two-axle baggage trailer was supplied with the railcars, which was used for the transport of goods. During the war, the rail buses stayed in service, the reason given was the great interest of the population in the vehicles . It was also said that the railcars were attacked by low-flying aircraft much less often than steam trains.
Both railcars were taken over by the Deutsche Reichsbahn in the GDR and added to the new VT 133 series with the serial numbers 524 and 525 . Since both vehicles still had petrol engines when they were redesigned, there was obviously no mess of numbers here as with other Reichsbahn private railway vehicles. The further life of the vehicles was still connected with the Prignitzer Kreiskleinbahnen. In 1968 the VT 133 524 had a broken axle and was used as a spare part dispenser for the remaining VT 133 525 . The torso of the vehicle was scrapped in 1970. The VT 133 525 was retired when the main network ceased operations and was initially used as a gazebo. In 1994 this car body was salvaged by the Pollo Museum Association and stored in the former Wittenberge repair shop . There it was accidentally removed and scrapped in 1997 during clean-up work.
technology
At the time of its creation, the technology of the car corresponded to the Wismar type E rail buses. In each front end, the vehicles initially had a four-cylinder four-stroke gasoline engine from Ford (BB engines) with an output of 50 hp at 2200 revolutions per minute. The lightweight body was also part of the vehicle's equipment. The single-disc dry clutch was operated by the driver while seated by foot. The brake was a direct brake , it acted as a drum brake on both axles when the foot was pressed .
The interior consisted of twelve benches covered with green cowhide, ten folding seats and small luggage nets. The floor was covered with linoleum, the wall coverings were covered with plywood. The three side windows on each side were all condescending. Larger luggage and other bulky equipment could be stored on the roof rack or next to the stems.
The technology of the vehicles from the Prignitzer Kreiskleinbahnen is an additional specialty, since the vehicles were converted to drive with diesel engines by 4 KVD 12.5 SRL from Robur in the years 1962–1964 . This brought about an increase in the service weight of around 1.5 tons. Externally, the differences could be seen through the wider stem.
Whereabouts
At least eleven copies have been preserved.
| train | No. | built for | No. | Construction year | Type | engine | Gauge | comment |
|---|---|---|---|---|---|---|---|---|
| German Railway Association | T 41 | Steinhuder Meer Railway | SK 1 | 1932 | 1st series (E) | Ford AA / Ford BB petrol | 1000 mm | operational |
| Railway Museum Darmstadt-Kranichstein | T 141 | Kleinbahn Lüchow-Schmarsau | SK 1 | 1933 | (B) | Ford AA / DB Diesel | 1435 mm | operational |
| Wismar Railway Friends | VT 133 010 | Railway directorate of the Saar area | 72 | 1933 | (B) | Ford AA /? | 1435 mm | Car body in refurbishment (2019) |
| Minden Museum Railway | T 145 | Wilstedt-Zeven-Tostedter Railway | SK 1 | 1933 | (B) | Ford AA petrol | 1435 mm | Luggage compartment, revolving doors; operational again since 2012 |
| Prussian Oldendorfer Kleinbahn-Museum, 1994–2014 Chemin de fer à vapeur des 3 vallées |
T 5 | Railway directorate of the Saar area | T 74 | 1934 | (A) | Deutz diesel 50 hp | 1435 mm | inoperable |
| Museum Buurtspoorweg Boekelo – Haaksbergen | T 148 | Delmenhorst-Harpstedter Railway | T 1 | 1936 | B. | Ford BB | 1435 mm | operational, 2002–2014 in preparation |
| Association of traffic amateurs and museum railways | VT 509 | Bleckeder Kleinbahn | SK 2 | 1936 | C. | Ford BB | 1435 mm | operational |
| Bochum-Dahlhausen Railway Museum | T 2 | Small train Bremen – Thedinghausen | T 2 | 1936 | A. | Ford BB / DB Diesel | 1435 mm | 900 mm wheels, operational |
| OHE , since 2012 Erixx | T 0508 | Small train Winsen – Evendorf – Hützel | T 3 | 1937 | A. | Ford BB / Diesel | 1435 mm | operational; known as "anteater" |
| Private | Borkum Air Base Command | T 2 | 1939 | E. | Ford BB | 900 mm | Whereabouts? | |
| Borkum small train | T 1 | Borkum small train | T 1 | 1940 | D. | Ford BB / DB Diesel | 900 mm | operational |
VT 508 of the OHE (Type A) in Soltau on July 24, 2006
VT 5 des Chemin de fer à vapeur des 3 vallées , formerly Wittlager Kreisbahn , with 6 m wheelbase and two Deutz engines
literature
- Dieter-Theodor Bohlmann: The Wismar rail buses of the Hanover type . Zeunert, Gifhorn 2001, ISBN 3-924335-27-3 .
- Rolf Löttgers: Rail buses in Germany. The series cars from Henschel, Wismar, Uerdingen and MAN . Franckh, Stuttgart 1982, ISBN 3-440-05044-0 .
- Rolf Löttgers: "Hannover" becomes "Zaragoza" - the Spanish Wismar rail buses . In: Jörg Sauter (Ed.): Eisenbahn-Kurier . No. 4 . EK-Verlag , 2018, ISSN 0170-5288 , p. 50-55 .
- Hans Schweers: The Borkumer Kleinbahn and the ships of the AG "Ems" . Schweers + Wall, Cologne 2007, ISBN 978-3-89494-132-1 .
Web links
- Private vehicle overview of Wismar and other rail buses
- DEV's Wismar rail bus
- The T2 railcar at borkumer-kleinbahn.de with picture
Individual evidence
- ↑ Alexander Goretzky: Wismar rail buses. Retrieved September 6, 2013 .
- ↑ A Wismarer in Spain in: LokMagazin 1/2017, p. 31
- ↑ On the history of SK 1: Wolfram Bäumer: Wismar rail bus T 41 of the Lower Saxony Small Railway Museum Bruchhausen-Vilsen. In: The Museum Railway . No. 4 , 2001, ISSN 0936-4609 , p. 12-21 .
- ^ Wolfram Bäumer: Wismar rail buses at museum railways and railroad museums . In: The Museum Railway . No. 1 , 2002, ISSN 0936-4609 , p. 26 .
- ^ Hans Schweers: The Borkumer Kleinbahn and the ships of the AG "Ems" . Schweers + Wall, Cologne 2007, ISBN 978-3-89494-132-1 , p. 48.
- ↑ Guus Ferrée: The rebirth of the biscuit tin . In: eisenbahn-magazin 6/2014, pp. 28–29.
- ^ A b Ludger Kenning: Kleinbahnreise durch die Prignitz , Verlag Kenning, Nordhorn 2013, ISBN 978-3-933613-60-8 , page 253
- ^ Ludger Kenning: Kleinbahnreise durch die Prignitz , Verlag Kenning, Nordhorn 2013, ISBN 978-3-933613-60-8 , page 315
- ^ Ludger Kenning: Kleinbahnreise through the Prignitz , Verlag Kenning, Nordhorn 2013, ISBN 978-3-933613-60-8 , page 255
- ^ Ludger Kenning: Kleinbahnreise through the Prignitz , Verlag Kenning, Nordhorn 2013, ISBN 978-3-933613-60-8 , page 256
- ^ Ludger Kenning: Kleinbahnreise through the Prignitz , Verlag Kenning, Nordhorn 2013, ISBN 978-3-933613-60-8 , page 12
- ↑ Rolf Löttgers: The narrow-gauge railway time in color . Franckh'sche Verlagsbuchhandlung, Stuttgart 1983, ISBN 3-440-05235-4 , p. 31 .