Weimar-Berka-Blankenhainer Railway T10
| WBBE T 10 | |
|---|---|
 |
|
| Numbering: |
WBBE T 10 OWE T 10 FVE T10 MAG T 10 |
| Number: | 1 |
| Manufacturer: | Düsseldorfer Waggonfabrik |
| Year of construction (s): | 1938-1940 |
| Retirement: | 1963 |
| Axis formula : | B'B'B ' after conversion 2 drive and 1 bogie |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 37,720 mm |
| Length: | 36,570 mm |
| Height: | 3,705 mm |
| Width: | 2,920 mm |
| Trunnion Distance: | 2 × 15,170 mm |
| Bogie axle base: | 2,600 mm |
| Total wheelbase: | 32,940 mm |
| Service mass: | 58,500 kg |
| Top speed: | 65 km / h |
| Installed capacity: | originally 3 × 132 kW (3 × 180 PS); after conversion 2 × 138 kW (190 PS) |
| Wheel diameter: | 900 mm |
| Motor type: | originally 3 × DWK 2 × 4 V18V; after 1947 2 × MaK; after 1953 2 × Büssing U15 |
| Motor type: | Eight-cylinder four-stroke diesel engine; after conversion, six-cylinder four-stroke diesel engine |
| Rated speed: | 1,500 rpm |
| Power transmission: | mechanical with 3 Mylius gears, later conversion to 2 gears |
| Brake: |
Compressed air brake type Knorr handbrake |
| Seats: | 176 |
| Floor height: | 1,240 mm |
| Classes : | 3. |
The WBBE T 10 was a railcar of the Weimar-Berka-Blankenhainer Eisenbahn (WBBE), which was delivered in 1940 by the Düsseldorf wagon factory . The railcar is based on the designation scheme of the Herrmann Bachstein secondary railway company . In contrast to the outwardly almost identical WBBE T05 , the railcar was equipped with a diesel-mechanical power transmission. The railcar remained with various West German private railways after 1945 and ended its active business life with the Moselbahn . It is no longer there today.
history
After the company had already received a railcar from the Düsseldorfer Waggonfabrik in 1935 with the WBBE T 05 , it ordered an almost identical vehicle in 1936. In contrast to the T 05 , the railcar was designed with a triple diesel-mechanical power transmission. The production dragged on due to the priority of foreign orders and the outbreak of the Second World War until 1940, so that it was not delivered until 1941. The railcar was located at Kranichfeld station , and its first operations were between Kranichfeld and Bad Berka .
As with the T 05 , malfunctions occurred in the T 10 which were due to the control of the machine system, which was not working entirely synchronously. The triple system required sensitive operation. Maintenance and operating errors led to failure several times. Test drives were made with the T 10 , the T 05 and sidecars in between. Due to a lack of fuel, the T 10 was discontinued as a sidecar in steam trains. At the end of 1941, after an engine failure, it was towed to Blankenhain and parked.
The railcar was used as a trailer car when the Weimar – Buchenwald railway was opened . In 1944 it was implemented as a sidecar for the Osterwieck-Wasserleben railway . After the end of the war it came to the Bentheimer Eisenbahn and was used there as a sidecar with the generic symbol 6 CvdmT . In 1947 he received two engines from MaK again . So he took over services on the Farge-Vegesacker railway . After an overhaul in 1951 by the Moselbahn workshop , in which the interior fittings, the machinery, the electrical equipment and the paintwork were renewed, it was put into operation in 1952 between Trier and Bullay . The railcar was given the nickname Klingender Moselländer and was popular with passengers, especially due to the loudspeaker system and the Moselle railway line painted on the roof of the car. He had received the unflattering nickname Armored Cruiser Scharrenbach from operational service. This shows the appreciation of the car, which has had numerous unscheduled repairs, especially on the engines, the running gear and the fluid drives . In 1963 it was parked in Trier and used again as a sidecar from 1965 to 1968. Then it was dismantled.
technical features
The external dimensions of the railcar were just as long as the WBBE T 05 . The floor plan was a little different, there were no transition doors on the front sides. Thanks to the machinery with the smaller diesel engines, the luggage and service compartments could be moved to one side of the vehicle. The number of seats increased to 176 compared to the T 05 . Other differences are the side skirts on the middle bogie. The machine system was controlled electrically from the driver's cab and was transferred pneumatically to the transmission. This results in difficulties due to the switching delays with the synchronization of the machine system. A machine system was damaged after a short period of operation.
The machinery originally consisted of three diesel engines with Mylius gears , which were stored under the floor. Originally, a DWK engine was chosen. After 1947, the railcar received two MaK engines . So the car was operated until 1953, then the engines were exchanged again for those of the Büssing U 15 type .
literature
- Michael Kurth, Ulf and Waldemar Haußen: The Weimar-Berka-Blankenhainer Railway , EK-Verlag Freiburg, 2007, ISBN 978-388255-589-9
See also
Web links
Individual evidence
- ↑ a b c d e f g h Michael Kurth, Ulf and Waldemar Haußen: Die Weimar-Berka-Blankenhainer Eisenbahn , EK-Verlag, Freiburg 2007, ISBN 978-3-88255-589-9 , page 111
- ↑ a b data sheet with mention of the vehicles of the WBBE with mention of the T10
- ↑ a b c Miachel Kurth, Ulf and Waldemar Haußen: Die Weimar-Berka-Blankenhainer Eisenbahn , EK-Verlag, Freiburg 2007, ISBN 978-3-88255-589-9 , page 112
- ^ A b Ludger Kenning, Manfred Simon: The Mosel Railway Trier-Bullay . Kenning Verlag, Nordhorn 2003, ISBN 3-927587-36-2 , p. 161 .