Wismar type Mosel wagon factory

from Wikipedia, the free encyclopedia
Wismar railcar type Mosel
Moselle railcar
Moselle railcar
Numbering: different numbering of the railway companies
Number: 11
Manufacturer: Wismar wagon factory
Year of construction (s): 1936-1940
Retirement: until 1971
Type : (1A) (A1) dm
Genre : C4vT
Gauge : 1435 mm ( standard gauge )
Length over buffers: 16,950 mm
Length: 15,500 mm
Height: 3,520 mm
Width: 3,000 mm
Trunnion Distance: 10,600 mm
Total wheelbase: about 13,100 mm
Service mass: 23,700 kg
Top speed: 65 km / h
Wheel diameter: 930 mm
Motor type: 2 × four-stroke diesel engine
Power transmission: mechanical with 2 Mylius gears
Brake: Compressed air brake type Knorr
Seats: 70-80
Floor height: 1,240 mm
Classes : 2nd, 3rd

The railcar of the type Mosel were railway vehicles of the car Wismar . They got their name because the first three vehicles were delivered to the Moselbahn and the wagon factory traditionally named its railcar types after the first customer.

They were procured for operation on various small railways in order to rationalize operations after the global economic crisis . At the time of their construction they were a highly regarded vehicle and featured on numerous advertising posters. A total of three railcars were taken over by the Deutsche Reichsbahn in the GDR in 1949 as VT 137 523 , VT 137 524 and VT 137 527 . The VT 137 527 still received the EDP designation 185 256-5 . One vehicle has been preserved: the VT 137 527 in the Gramzow Railway Museum .

history

The Mosel type is one of several successful vehicle designs from the Wismar wagon factory . A total of eleven vehicles of the type were produced between 1936 and 1940 for various small railways in Germany. Four vehicles were also ordered from the company. These were not completed or construction was not started.

The client could choose between several equipment variants for the vehicles. There was variant A with a large and a small vestibule (the larger one usually had a toilet) and variant B with two smaller, equally large vestibules. Variant A was preferred . With the railcars, the companies were offered two-axle sidecars for sale, but they were not ordered. The cheaper option of converting existing passenger cars was chosen.

Manufactured vehicles

When ordering vehicles, changes were made to the number of seats, the engine equipment, the bogie axle base and the length over buffers using different types of buffers, which are listed in the table below.

Vehicle overview of the delivered railcars of the Mosel type
delivered vehicle Serial number delivery Motor type at delivery

Motor power on delivery

Seats Axle base in the bogie DR designation, if available
Moselle Railway T1 20,267 08/28/1936 Humboldt-Deutz diesel engine 2 × 125 hp 84 2,500 mm -
Moselle Railway T2 20,276 05/01/1937 Humboldt-Deutz diesel engine 2 × 125 hp 84 2,500 mm -
Moselle Railway T3 20,277 05/06/1937 Humboldt-Deutz diesel engine 2 × 110-130 hp 84 2,500 mm -
NHS T2 21,100 03/11/1938 Humboldt-Deutz diesel engine 2 × 110-130 hp 90 2,800 mm -
Celle – Soltau T24 21,101 03/29/1938 Humboldt-Deutz diesel engine 2 × 125 hp 84 2,500 mm -
Rinteln – Stadthagen T1041 21,115 02/23/1939 Humboldt-Deutz diesel engine 125 hp 84 2,500 mm -
Oldenburg Railway District 21,122 04/07/1939 Humboldt-Deutz diesel engine 2 × 110-130 hp 56 2,500 mm -
Prenzlauer Kreisbahnen T 04 21,128 06/03/1939 Humboldt-Deutz diesel engine 2 × 110-130 hp 84 2,500 mm VT 137 527
Osthavelländische Kreisbahnen VT 5 21,129 09/11/1939 Junkers diesel engine 2 × 90 hp 84 2,500 mm VT 137 523
Osthavelländische Kreisbahnen VT 6 21,130 09/11/1939 Junkers diesel engine 2 × 90 hp 84 2,500 mm VT 137 524
Oderbruchbahn VT 105 21,146 December 13, 1940 Humboldt-Deutz diesel engine 2 × 110-130 hp 84 2,500 mm

In addition to these vehicles, another four vehicles were ordered: two vehicles for the Pomeranian state railway , one vehicle for the Celler Kleinbahnen and one vehicle for the Merzig-Büschfeld railway . These orders were no longer carried out due to the Second World War .

vehicle description

The standard form of the Mosel type railcar was a standard gauge vehicle with a diesel-mechanical drive system in welded steel construction. The car body was consistently 15.5 meters long. It had either 60 or 70 seats in two open-plan compartments. These were set up in the 2 + 3 arrangement and were very comfortable at the time. The additional seats in the vehicle were folding seats. The customer could choose between a vehicle with or without a toilet. The length over buffers varied slightly due to the use of different buffers. The pivot spacing was the same for all vehicles ordered. The entry areas were separated from the two passenger compartments, which were also the driver's workstations and which were designed to be tapered over a length of 1.7 m. The Mosel type railcars were characterized by their sliding entry doors and the front with one larger central window and two smaller windows on the side. In the period that followed, the railway companies partially converted the vehicles, so that there were numerous changes, especially in the front section. Vehicles with a front cooler or a one-piece windshield were not uncommon.

The majority of the machinery consisted of two Humboldt-Deutz diesel engines mounted underfloor. The engine was enough to carry two sidecars. Junkers diesel engines were only used in the vehicles of the Osthavelländische Kreisbahnen . The power was transmitted by a Mylius gearbox . The inner drive wheel of the neighboring bogie was driven from the gearbox output via cardan shafts. The machinery was accessible via flaps in the floor of the car. Slits were made in the side of the car body to ventilate the machinery. The passenger compartment was ventilated via roof ventilators. The car was heated by an underfloor hot water heater, which used the cooling circuits of the diesel engines.

Use places of the vehicles

Moselle Railway

The Moselbahn received the first three vehicles and was responsible for the naming. From 1937 onwards, the company handled most of its passenger traffic. In 1951 two vehicles were destroyed on the railway, one by fire, the second by an accident. Replacement came via a DUEWAG railcar and a Mosel railcar , which was vacated on the Rinteln – Stadthagen railway line .

The vehicles became dispensable in the 1960s due to line closures and increased access by newer vehicles of the Esslingen type . They were retired in 1964 and 1967.

Neheim-Hüsten-Sundern

The vehicle was procured from Kleinbahn Neheim-Hüsten-Sundern as the second railcar after a two-axle Gotha type. This railcar had an axle base of 2.8 m in the bogie, which was different from the others. Obviously, the vehicle was used very intensively by the company because on the one hand the first railcar had been sold after 1945 and on the other hand replacement by new vehicles was not yet to be expected. In the literature, for example, a covering with two sidecars with a speed of 40 km / h is specified. The railcar was awarded several times; to the Reichsbahndirektion Wuppertal and the Teutoburg Forest Railway . The railcar officially ended its career there and was retired and scrapped in 1973.

Kleinbahn Celle-Soltau, Celle-Munster

The originally independent Kleinbahn Celle-Soltau, Celle-Munster brought the railcar into the OHE. There it was given the number DT 501. In 1965 the vehicle received a new drive system with 150 hp. This also resulted in an increase in the service weight to 25 t. With this conversion, the railcar received a new front with rubber-framed front windows. In 1973 the vehicle was retired.

Rinteln-Stadthagener Railway Company

The Rinteln-Stadthagener Eisenbahn-Gesellschaft acquired a vehicle for operation on the Rinteln - Stadthagen railway line , where it was used until 1952. Then it became more and more redundant due to the procurement of new vehicles. After a few leases, it was handed over to the Mosel Railway as a replacement, where it remained until operations ceased.

Oldenburg Railway District

The vehicle of the district of Oldenburger Eisenbahn had a different layout from all other railcars. It only had 56 seats and also had a luggage compartment with two sliding side doors. It was used on the island of Fehmarn . In 1941 the route was nationalized. Since the railcar was a single vehicle, it did not have a Reichsbahn number. In 1948 it came to the Birkenfeld Railway as T 2 , where it was not used, in 1949 it was sold to the Niederweserbahn , where it was used as the VT 161. 1965 came to the Osthannoverschen Eisenbahn and got the road number DT 0503 in the second occupation. There the railcar was mainly used in the Soltau area until it was later used on other OHE routes. At the end of the 1960s, it was rebuilt, the luggage compartment and door were removed and the vehicle was painted red and beige instead of red. In 1978 it was scrapped.

Prenzlauer Kreisbahnen

A railcar was the first larger railcar to reach the Prenzlauer Kreisbahnen , where previously some small WUMAG railcars and a Wismar rail bus were in use. The railcar was first designated as T 04 , towards the end of the Second World War the designation was changed to T 02 . This was not taken over by the Deutsche Reichsbahn . Its further whereabouts are unclear.

Oderbruchbahn

A railcar was set on the Oderbruchbahn , which previously only used smaller vehicles with the Talbot standard gauge railcars . When it was nationalized in 1949, the car was taken over by the Deutsche Reichsbahn as VT 137 527 .

After 1945, the vehicle was used by the Soviet military administration in Germany as a courier vehicle in Schwerin and Luckau . It had been the official vehicle of the President of the Reichsbahndirektion Schwerin since 1961 , until a defect in the engine forced it to be shut down. From 1972 the vehicle was used as a holiday home in Graal-Müritz station and is now an exhibit in the Gramzow Railway Museum .

Osthavelländische Kreisbahnen

The railcars of the Osthavelländische Kreisbahnen were the only ones in the series that were factory-fitted with Junkers engines. These 90 hp engines must not have been sufficient in terms of power, because for the redesign in 1949 2 × 96 kW (130 hp) were specified as power with standard Deutz engines. Both vehicles were taken over as VT 137 523 and VT 137 524 and retired in 1967 (VT 137 524) and 1970 (VT 137 523).

literature

  • Rolf Löttgers: The Mosel railcars from the Wismar wagon factory . In: Lok-Magazin . 1995, ISSN  0458-1822 .
  • Andreas Knipping: The 6000 series of the Deutsche Reichsbahn. EK-Verlag 2001, ISBN 3-88255-160-7

Web links

See also

Individual evidence

  1. ↑ Internet page with photo of the VT 137 527
  2. ↑ Rolf Löttgers: The motor coaches of the type of car Mosel Wismar . In: Lok-Magazin . 1995, ISSN  0458-1822 , p. 357 .
  3. ↑ Rolf Löttgers: The motor coaches of the type of car Mosel Wismar . In: Lok-Magazin . 1995, ISSN  0458-1822 , p. 358 .
  4. ↑ Gerd Wolff: German small and private railways. Volume 1: Rhineland-Palatinate / Saarland . Eisenbahn-Kurier, Freiburg 1989, ISBN 3-88255-651-X , p. 109 .
  5. ↑ Ingo Hütter, Thorsten Bretschneider: The East Hanoverian Railways . EK-Verlag, Freiburg 2010, ISBN 978-3-88255-730-5 . P. 186
  6. ↑ Gerd Wolff: German small and private railways. Volume 11: Lower Saxony 3 . Eisenbahn-Kurier, Freiburg 2009, ISBN 978-3-88255-670-4 , p. 37 .
  7. ↑ Vehicle list Gramzow, accessed on May 31, 2019
  8. ↑ Rolf Löttgers: The motor coaches of the type of car Mosel Wismar . In: Lok-Magazin . 1995, ISSN  0458-1822 , p. 364 .
  9. ↑ a b Rolf Löttgers: The railcars of the Mosel type of the Wismar wagon factory . In: Lok-Magazin . 1995, ISSN  0458-1822 , p. 365 .
  10. ↑ Rolf Löttgers: The motor coaches of the type of car Mosel Wismar . In: Lok-Magazin . 1995, ISSN  0458-1822 , p. 359 .
  11. ↑ Rolf Löttgers: The motor coaches of the type of car Mosel Wismar . In: Lok-Magazin . 1995, ISSN  0458-1822 , p. 350 .
  12. ↑ Rolf Löttgers: The motor coaches of the type of car Mosel Wismar . In: Lok-Magazin . 1995, ISSN  0458-1822 , p. 362 .
  13. ↑ Rolf Löttgers: The motor coaches of the type of car Mosel Wismar . In: Lok-Magazin . 1995, ISSN  0458-1822 , p. 363 .
  14. ↑ Wolf Dietger Machel: Kleinbahnen in der Uckermark , VBN-Verlag, ISBN 978-3-933254-88-7 , page 115
  15. ↑ a b c Andreas Knipping: The 6000 series of the Deutsche Reichsbahn. EK-Verlag, 2001, ISBN 3-88255-160-7 , page 317
  16. ↑ Andreas Knipping: The 6000 series of the Deutsche Reichsbahn. EK-Verlag, 2001, ISBN 3-88255-160-7 , page 130