Wittlager Kreisbahn T1 and T2
| Wittlager Kreisbahn T1 and T2 | |
|---|---|
 Dimensional sketch
|
|
| Numbering: | WKB : T1, T2 |
| Number: | 2 |
| Manufacturer: | Dessau wagon factory |
| Year of construction (s): | T1 1935, T2 1936 |
| Retirement: | T1 1943 War loss T2 1971 |
| Type : | A1 dm |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 12,800 mm |
| Height: | 3,870 mm |
| Width: | 3,150 mm |
| Fixed wheelbase: | 7,000 mm |
| Empty mass: | 13,800 kg |
| Top speed: | 65 km / h |
| Installed capacity: | originally 70 kW (95 PS) after conversion 77 kW (105 PS) |
| Wheel diameter: | 950 mm |
| Motor type: | originally Daimler-Benz OM 67 after conversion KHD F6 L 514 |
| Motor type: | Six-cylinder four-stroke diesel engine |
| Rated speed: | 2,200 rpm |
| Power transmission: | mechanical with Mylius gear |
| Brake: | Drum brake type Knorr |
| Seats: | T1 36 + 10 folding seats T2 40 + 10 folding seats |
| Standing room: | 30th |
| Floor height: | 1,240 mm |
| Classes : | 3. |
The diesel railcar WKB T1 and T2 of the Wittlager circular path received from the 1935 and 1936 Dessauer railway car factory produced.
The T1 railcar was lost in 1943 after an accident due to the effects of the war, the T2 was in service until 1966 and was retired in 1971.
history
In 1934, the Wittlager Kreisbahn decided to increase the maximum line speed from 30 km / h to 50 km / h for railcars on its company's lines and to order a diesel railcar from the Dessauer Waggonfabrik for passenger transport .
On February 28, 1935 the inspection and test drive of the T1 railcar delivered with the serial number 3068 took place by the board of the Kreisbahngesellschaft. The large windows of the railcar and the upholstered seats were judged to be particularly pleasant, as only wooden seats were previously in use. In terms of performance, the railcar could carry up to two sidecars. In the same year, an existing car was converted into a post / passenger car and used together with the T1 .
Wittlager Kreisbahn had good experiences with the railcar, so that on May 15, 1936, the sister vehicle T2 with the serial number 3111 from the same manufacturer was put into service. While the T1 cost 36,000 Reichsmarks , the company had to pay 43,000 RM for the T2 . With the two railcars, a significant acceleration of passenger traffic could be achieved.
Constructive features
The railcars largely corresponded to the HzL VT1 and VT2 built in 1934 , but they were motorized differently. They (12.8 m overhead , 13.8 t empty weight) offered more comfort thanks to their padded seats. The windows in the passenger compartment were very large. The passenger compartment was divided into a large smoking compartment with 26 seats and a small non-smoking compartment with 10 seats. The T1 had a small mail compartment. In T2 this was missing, thus were more seats available. The floor was covered with linoleum and covered with extendable rubber mats. The car was heated by a hot water heater placed under the floor.
While the first diesel railcars manufactured in Dessau were equipped with the four-cylinder four-stroke diesel engine Daimler-Benz OM 65, the T1 was equipped with the six-cylinder four-stroke diesel engine Daimler-Benz OM 67, designed from 1935 for express buses for operation on the Reichsautobahn . This developed 70 kW (95 hp) at 2,200 rpm. It worked according to the pre-chamber method and had a specific consumption of 210… 215 g / PSh.
Due to its low overall height, it could be installed under the floor without parts protruding into the passenger compartment. A four-speed Mylius gearbox was used as power transmission .
The railcar was equipped with a light pulling and buffing device and an automatic brake from Knorr in the form of a drum brake so that one or two sidecars could be carried .
commitment
With the railcars a separation of freight and passenger trains could be achieved. On weekdays only the early and late trains ran with steam, the passenger trains in between were covered by the railcars. This enabled a significant reduction in travel times. The cruising speed was now 36 km / h.
On the evening of January 6, 1943, the fully occupied T1 ran into a steam locomotive in Bad Essen station . The railcar was so badly damaged that it had to be taken to Waggonbau Dessau for repairs. After the handover, the traces were lost, so that it can be classified as a war loss.
The T2 had immediately after the war to the military administration of the British Army are delivered, where he was used as a saloon car. In May 1946 it was returned unusable to the Wittlager Kreisbahn and rebuilt in the workshop in Oldenburg . In 1948 he received reinforcement for the first time with the former VT 135 060, which was newly designated as the T3 . With this also two-axle 1A railcar, the T2 carried railcar trains with sidecars on special occasions.
The outdated propulsion system had a negative impact on the T2 . In 1963 the drive motor was changed for the last time; Instead of the water-cooled original engine, it received an air-cooled 6-cylinder four-stroke diesel engine from KHD with an output of 105 hp. In addition, the axles, the axle drives and the manual gearbox were overhauled.
In 1966 the T2 was parked and retired in 1971.
literature
- Hans Schweinfuss, Bernhard Uhle: The Wittlager circular path . Uhle and Kleimann, 2000, ISBN 3-928959-28-X .
Web links
Individual evidence
- ^ A b c Hans Schweinfuss, Bernhard Uhle: The Wittlager Kreisbahn . Uhle and Kleimann, 2000, ISBN 3-928959-28-X (data sheet).
- ↑ a b Hans Schweinfuss, Bernhard Uhle: The Wittlager Kreisbahn . Uhle and Kleimann, 2000, ISBN 3-928959-28-X , p. 97 .
- ↑ a b Hans Schweinfuss, Bernhard Uhle: The Wittlager Kreisbahn . Uhle and Kleimann, 2000, ISBN 3-928959-28-X , p. 99 .
- ↑ Hans Schweinfuss, Bernhard Uhle: The Wittlager circular path . Uhle and Kleimann, 2000, ISBN 3-928959-28-X , p. 100 .
- ↑ a b Hans Schweinfuss, Bernhard Uhle: The Wittlager Kreisbahn . Uhle and Kleimann, 2000, ISBN 3-928959-28-X , p. 98 .
- ↑ Hans Schweinfuss, Bernhard Uhle: The Wittlager circular path . Uhle and Kleimann, 2000, ISBN 3-928959-28-X , p. 103 .
- ↑ Hans Schweinfuss, Bernhard Uhle: The Wittlager circular path . Uhle and Kleimann, 2000, ISBN 3-928959-28-X , p. 112 .
- ↑ Hans Schweinfuss, Bernhard Uhle: The Wittlager circular path . Uhle and Kleimann, 2000, ISBN 3-928959-28-X , p. 122 .
- ↑ Hans Schweinfuss, Bernhard Uhle: The Wittlager circular path . Uhle and Kleimann, 2000, ISBN 3-928959-28-X , p. 123 .
- ↑ Hans Schweinfuss, Bernhard Uhle: The Wittlager circular path . Uhle and Kleimann, 2000, ISBN 3-928959-28-X , p. 138 .
- ↑ Hans Schweinfuss, Bernhard Uhle: The Wittlager circular path . Uhle and Kleimann, 2000, ISBN 3-928959-28-X , p. 166 .