Weimar-Berka-Blankenhainer Railway T 05
| WBBE T 05 | |
|---|---|
 |
|
| Numbering: |
WBBE T 05 DR 137 555 |
| Number: | 1 |
| Manufacturer: | Düsseldorfer Waggonfabrik |
| Year of construction (s): | 1934-1935 |
| Retirement: | 1968 |
| Type : | 2'Bo'2 'de |
| Genre : | C6 vT Post |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 37,720 mm |
| Length: | 36,570 mm |
| Height: | 3,705 mm |
| Width: | 2,920 mm |
| Bogie axle base: | Machine bogie : 3,650 mm motorized bogie: 2,850 mm running bogie: 2,850 mm |
| Total wheelbase: | 33,190 mm |
| Empty mass: | 52,000 kg |
| Service mass: | 62,100 kg |
| Top speed: | 75 km / h |
| Installed capacity: | 302 kW (410 hp) |
| Wheel diameter: | 900 mm |
| Motor type: | MAN W6V 22/30 |
| Motor type: | Six-cylinder four-stroke diesel engine |
| Rated speed: | 1,000 / min |
| Power transmission: | electric |
| Tank capacity: | 250 l |
| Brake: |
Compressed air brake of the Knorr type as a drum external shoe brake, later changed to block brake |
| Seats: | 143 |
| Floor height: | 1,240 mm |
| Classes : | 3. (from 1956: 2.) |
The WBBE T 05 was a railcar of the Weimar-Berka-Blankenhainer Eisenbahn (WBBE), which was delivered in 1935 by the Düsseldorf wagon factory . The railcar is based on the designation scheme of the secondary railways by Herrmann Bachstein . From 1950 the vehicle was taken over by the Deutsche Reichsbahn and designated as VT 137 555 . The vehicle can be described as one of the first with a self-supporting body . It is no longer there today.
history
In 1935 this vehicle was delivered to the Weimar-Berka-Blankenhainer railway and accepted by the Jena machine office at the main workshop in Weimar .
The vehicle was not always satisfactory when it was used. There were some major inadequacies in the machinery and brakes. The railcar suffered an engine failure just two months after it was put into service, which was followed by two more by 1941. A broken wheel disc and some rear-end collisions are recorded in the log book. Obviously, the storage of the diesel engine generator set in the machine bogie had not proven itself, because during one of these workshop visits the machine system was relocated to the car body. In addition, the originally used crankshaft caused malfunctions several times; when it was repaired, it was replaced by one with a mass balance.
Considerable performance was achieved with this vehicle. A total of 380,252 kilometers were covered in the period from 1935 to 1940. From 1941 to 1945 there were 25 repairs in the workshop in Weimar, each lasting from one day to two months. This means that the railcar was used during the time of the Second World War .
The vehicle was in operation on January 1, 1950 and January 1, 1955 at the Weimar depot . Then it was handed over to the Templin depot in 1958 and was active there until 1963. Then it was parked and after a long period of storage it was retired in 1968. A defective large wheel on a drive axle and damage after a cable fire are given as reasons for retirement. Spare parts for the drive motor were no longer available, a new motor was not installed.
technical features
The car body was built according to principles of aviation technology that were not yet used in rail vehicle construction at that time and can be described as one of the first self-supporting body. The side walls were provided with several beads to better stiffen the load-bearing construction . The floor of the car body was made of corrugated sheet metal. The individual segments of the body were spot welded. Both railcar halves were connected in the middle with a Jakobs bogie .
The three bogies were designed differently. The machine bogie, which had an asymmetrical pivot point and originally supported the machine system, consisting of the diesel engine and the main generator, was located under the machine system. In the Jakobs bogie, as is usual with the express railcars, the traction drive motors were mounted, the third bogie was a normal carriage frame under the control car.
The machinery consisted of the medium-speed diesel engine W6V 22/30 from MAN and the electrical power transmission supplied by BBC Mannheim . Originally the diesel engine and main generator were stored in a support frame in the machine frame. This storage must have been unreliable, because according to the log book a new construction was first installed by the manufacturer, and later the machine system was stored in the car body. The vehicle's output must have been throttled, because when it was taken over by the Deutsche Reichsbahn, the diesel engine output was only given as 265 kW.
The interior was designed as an open-plan system, one compartment was almost 16 meters long. The engine driver sat in the control car without any separation from the passenger compartment; in the machine car he had the machine system behind him. There was also a baggage and mail compartment that was separated from the travelers. There were transition doors with steps on both ends of the railcar so that an attached sidecar could be accessed during the journey. The interior consisted of a veneer coating made from Canadian birch. The interior of the passenger compartment ceiling was painted white, and the lower side walls were clad in green linoleum . The interior was illuminated by two rows of incandescent lamps, the windows were designed as translating windows.
literature
- Rolf Steinicke: Double motor car T05 of the Weimar-Bad Berka-Blankenhainer Railway , in: Der Modelleisenbahner 9/1980, VEB transpress Verlag Berlin
Web links
Individual evidence
- ↑ a b c Rolf Steinicke: Double motor car T05 of the Weimar-Bad Berka-Blankenhainer Railway , in: Der Modelleisenbahner 9/1980, page 249
- ↑ Rolf Steinicke: T05 double multiple unit of the Weimar-Bad Berka-Blankenhainer Railway , in: Der Modelleisenbahner 9/1980, page 250
- ^ Andreas Knipping Die 6000er of the Deutsche Reichsbahn , EK-Verlag, Freiburg 2001, ISBN 3-88255-160-7 , page 308
- ↑ Internet site with the vehicle logbook
- ^ Andreas Knipping Die 6000er of the Deutsche Reichsbahn , EK-Verlag, Freiburg 2001, ISBN 3-88255-160-7 , page 308