DR 137 347 ... 396
| DR 137 347–366 and 377–396 DB VT 60.5 / 660 ČSD M 150.0 |
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| Numbering: | DR 137 347-366, 377-396 DB VT 60.5 / 660 |
| Number: | 40 |
| Manufacturer: | West wagon , Bautzen |
| Year of construction (s): | 1939-1940 |
| Retirement: | until 1972 |
| Axis formula : | (1A) '2' |
| Genre : | BCPw4itrvT |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 22,080 mm |
| Height: | 3950 mm |
| Trunnion Distance: | 14,140 mm |
| Bogie axle base: | 3600 mm / 3000 mm |
| Total wheelbase: | 17,440 mm |
| Service mass: | 37.4 t |
| Wheel set mass : | 12.0 t |
| Top speed: | 80 km / h |
| Installed capacity: | 166 kW, with DB: 242 kW |
| Traction power: | 151 kW |
| Driving wheel diameter: | 900 mm |
| Wheel diameter: | 900 mm |
| Rated speed: | 1450 rpm |
| Power transmission: | hydraulic |
| Seats: | 6/43, remodeling DB: 18/31 |
| Classes : | 2nd, 3rd |
The railcars 137 347 to 366 and 137 377 to 396 were used for passenger traffic on branch lines of the Deutsche Reichsbahn . A total of 40 vehicles were built in 1939 and 1940. After the Second World War, 32 railcars remained with the Deutsche Bundesbahn . They were given the series designation VT 60.5, from 1968 660. They received new 330 hp engines and were used until 1972, most recently in Rheine . Three vehicles remained with the Deutsche Reichsbahn in the GDR and the Czechoslovak State Railways (ČSD) took over five as M 150.0.
history
In the years 1939 and 1940 the Deutsche Reichsbahn purchased 40 railcars with hydraulic power transmission. The series of railcars previously procured were equipped with a mechanical power transmission and had an output of 129 kW and 155 kW. Due to its top speed of 80 km / h, it could also be used on main lines.
After the beginning of the Second World War , the railcars were parked or used for the Wehrmacht. 137 350 was converted to smoldering coke in 1942 . The smoldering coke generator was on the two-axle generator car 139 001. In June 1946 it was dismantled.
After 1945 four vehicles (137 348, 349, 366, 387) remained with the Deutsche Reichsbahn. The 137 366 was planned to be changed to 185 023-9 in 1970, but was taken out of service beforehand. The railcars 137 388 to 137 392 remained in Czechoslovakia. The remaining 31 vehicles were part of the Deutsche Bundesbahn. Some (VT 60 504, 511, 513 and 514) were used for the US military administration. In 1947, the railcars were given the class designation VT 60.5. In the early 1960s, a 243 kW diesel engine from MWM was installed. The layout of the passenger compartments has been changed for some vehicles. Some vehicles received an Indusi . In 1969 it was renamed the 660.5 series. In 1971, 660 506 and 660 531 were converted into radio measuring power units 723 002 and 723 003. The 660 516 was the last of its type to be retired on August 1, 1972.
The radio measuring railcar 723 003 was retired on May 27, 1979 and sold to the Hammer Eisenbahnfreunde in March 1980. In 1996 the Aschersleben Railway Club acquired the vehicle and from 2003 the "Friends of the Dessau-Wörlitzer Railway" was the owner. The railcar has been part of the Osnabrück Steam Locomotive Friends since August 2006.
Use in Czechoslovakia
The vehicles VT 137 388 to 392 remaining in Czechoslovakia were renamed by the Czechoslovak State Railways in 1946 as M 150.001–005. They remained in use there until 1952, during which time they provided express train services on the Plzeň - Jihlava and Plzeň - Děčín routes . After the machinery was expanded, three vehicles were later used as sidecars.
The M 150.004 and M 150.005 railcars were converted into electric railcars by the České Velenice repair shop in 1954 and 1955. (1500 volts direct current) They were used on the Rybník – Lipno nad Vltavou railway line as EM 411.001 and EM 411.002 from 1956 . In 1973 they were retired there.
Constructive features
The car body consisted of a welded steel structure. The rounded front ends had transition bridges. The Görlitz type bogies had rolling gear set bearings. The wheel sets were sprung with leaf and coil springs, the cradle with leaf springs.
In addition to the driver's cab with engine room, the vehicles had a luggage compartment with a double-leaf revolving door, as well as a 2nd class compartment and a third class open-plan compartment with two compartments. The second class compartment had six seats. The open-plan compartment had a seating arrangement of 2 + 3 and 43 seats. The entry area was connected to the load compartment. In the load compartment there were two fixed benches and four folding seats . The sliding doors were single-leaf. The heating was carried out by hot water heating with an oil boiler.
The diesel engine was located in the motor bogie and partially protruded into the engine room. The 6-cylinder four-stroke in-line engine was water-cooled. The power transmission took place with a two-converter fluid transmission T 25MW. The railcars had multiple control with five speed levels. The vehicles had a multi-release block brake and a spindle handbrake.
The units were used with the control car 145 184-213, later DR 195.6.
literature
- Rainer Zschech: German Locomotive Archive: Steam and combustion railcars . transpress, Berlin 1993, ISBN 3-344-70766-3 .
- Jindřich Bek, Josef Janata, Jaroslav Veverka: Malý atlas Lokomotiv 2. Elektrická a motorová trakce. Nadas Publishing House, Prague 1969
