DR 137 094… 223

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DR 137 094… 223
"Standard railcar with standard layout"
VT 137 100 Photo Otte revised.jpg
Numbering: DR 137 094-110 and DR 137 164-223
Number: 77
Year of construction (s): 1935-1936
Type : Bo'2 'de
Genre : BC4ivT
Length over buffers: 21,873 mm
Trunnion Distance: 14,270 mm
Bogie axle base: Machine
bogie: 3,500 mm. Motor bogie: 3,000 mm
Total wheelbase: 17,520 mm
Wheel diameter: 900 mm
Motor type: several
Motor type: 1 × 12-cylinder 4-stroke
Power transmission: electric
Number of traction motors: 2
Brake: Air brakes of the Hildebrandt-Knorr type
Classes : 2nd, 3rd

The DR 137 094… 223 are railcars that were originally built with 302 kW of power for the Deutsche Reichsbahn-Gesellschaft as a standard railcar with a standard layout. 77 railcars were produced in six series. After the Second World War, several of these vehicles were used by both German railway administrations and occasionally throughout Europe. The end of service was at the latest in the 1970s, when the last vehicles of the Deutsche Reichsbahn were withdrawn until 1978. One vehicle has been preserved. The VT 137 099, which was the service car of the President of the Reichsbahndirektion Greifswald , is now in the collection of the DB Museum and is in the Mecklenburg Railway and Technology Museum in Schwerin.

history

Reichsbahn time

Route network of the routes traveled

The railcars emerged from the findings with the previously published Essen layout and express train layout , which by and large had proven themselves in operational service. For a faster flow of passengers , the floor plan of the Essen coaches has been revised for the new vehicles so that the storage space in the central entrance has been increased overall. In addition, the toilet was moved from the passenger area to the entry area. The floor plan changed in this way formed the basis for all motor coaches numbered from 137 094 onwards. A total of 77 railcars of the series mentioned were produced in six different series.

The vehicles exhibited some essential differences in terms of machine equipment and vehicle structure, which are mentioned in the table in the vehicle description. All vehicles were delivered with control cars and were intended from the outset for multiple operation in complete multiple units, which is possible due to the multiple control . Five different drive motors and several variants of the braking equipment were also used on a trial basis. A variant with even more powerful engines were the 137 156 to 159 . The 137 160 and 161 and 137 271 and 272, which were equipped with fluid drives, were also unit railcars with a unit layout according to drawing 1902 III . A total of 35 additional vehicles of the 302 kW class were planned in the procurement program of 1937, which were to receive the numbers 137 397-431 . Due to the upcoming political events, their production was no longer realized.

The vehicles were delivered in 1935 and used on the specified routes in passenger and express train service. The vehicles intended for the Ruhr Schnellverkehr only had a top speed of 90 km / h for better acceleration. When the war broke out, all vehicles were initially shut down, and later they were reactivated and converted for various purposes by the Wehrmacht. 55 vehicles survived the war, of which 23 remained in the area of ​​the later Deutsche Bundesbahn , 23 in the area of ​​the Deutsche Reichsbahn , one in the area of Czechoslovakia , two in France and six in Norway . The remaining vehicles were war losses.

Post war era

German Federal Railroad

Of the 23 vehicles that came to the Deutsche Bundesbahn , six were converted into hydrodynamic railcars . The vehicles were converted in the same way as the 137 160 and 161. These vehicles were designated as the VT 25.5 series. The remaining vehicles remained diesel-electric, the vehicles with the Maybach engines were designated as the VT 33.2 series , those with the MAN systems as the VT 32.0 . The 137 190 was given the new designation VT 30 001 . Some VT 32.0s received the MB 836 machine system from Mercedes-Benz during a major repair , the cabling was renewed, but the old wooden slatted seats were retained until the end. The vehicles were reused in Munich , Bielefeld , Münster and Kempten as well as in Landau in their pre-war missions.

The decommissioning of the vehicles began in the mid-1950s, by 1967 all vehicles had been decommissioned. No vehicle has received a computer number.

German Reichsbahn

The obtained VT 137 099 at a vehicle exhibition in Radebeul Ost

As before the war, the remaining vehicles of the Deutsche Reichsbahn in the GDR were housed in the Dresden-Pieschen , Neustrelitz , Seddin , Stralsund and Karlshorst depot. The VT 137 099 and VT 137 100 were used as saloon railcars in Stralsund and Dresden, respectively . The other vehicles were used with the other old railcars for the most varied of uses. An outstanding mission in the 1950s and 1960s was the Dt 179/180 from Dresden via Berlin to Stralsund. The deployment took place with two VTs and two VBs running in between. The consideration was taken over in three parts by a unit VT Ruhr .

In 1970, 14 vehicles were redesignated as the 185 series for the introduction of the EDP number system . The VT 137 101 (new: 185 012) was the longest in service until 1978. The other vehicles were eliminated after 1975. Some vehicles were still used as lounges for some time, such as B. the VT 137 100 (new: 185 255) in the Dresden-Friedrichstadt depot .

The VT 137 099 (today 688 136) was still classified in the DB AG and is still preserved today as a museum railcar in the Mecklenburg Railway and Technology Museum in Schwerin.

M 283.101 of the Československé státní dráhy

The DR 137 221 stayed with the ČSD after the World War . It was first designated as M 283.101 . In 1951, the vehicle was converted into the Ca 4-5789 sidecar and continued to be used. The whereabouts of the car is not known.

France

The DR 137 168 and DR 137 175 remained with the Société nationale des chemins de fer français in France . They were given the names 2-XR 5302 and 2-XR 5311 . The further whereabouts are not known.

Norway

Six vehicles, the VT 137 170 , the VT 137 187 , the VT 137 200, VT 137 201 , VT 137 202 , and VT 137 208 remained in Norway after 1945 and were sold to the NSB as the Cmdeo 10 series with the vehicle numbers 18 295 to 18 300 designated.

technical description

The vehicles were built according to the so-called standard floor plan. This resulted in different technical data within the six series, which are summarized in the following table.

Company number DR 137 094-096 DR 137 164-187 DR 137 097-110 DR 137 210-223 DR 137 188-190 DR 137 191-209
Seats (classes) + folding seats 16/40 + 4 16/40 + 5 16/40 + 4 or 5 16/40 + 4 16/40 + 3 16/40
Standing room 44 45 44 or 45 45 45 45
Delivery year 1935 1936 1935 1935-1936 1936 1935-1936
further whereabouts DB VT 33 213
DR 185 011
DB VT 33 215, 216, 222
DR 185 014
SNCF 2-XR 5302, 5311
NSB Cmdeo 10
DB VT 25 501–503,
DB VT 32 005, 007, 010, 011
DR 185 012, 013, 254, 255
DB Museum 688 136
DB VT 25 504, 505, 506
DB VT 32 012, 015, 016
DB VT 33 231, 232
DR 185 020-022, 026,
ČSD M 283.101
DB VT 30 001
DR 185 015
DB VT 33 224, 225, 227
DR 185 016-019
NSB Cmdeo 10
Retirement -1974 -1973 - -1975 -1976 -1977
Delivery company West car Westwaggon , Wismar
Düwag , Talbot
Westwaggon , Düwag West wagon , MAN West car West car
Service mass empty 47,367 kg
occupied 51,567 kg
empty 46,274 kg
occupied 50,474 kg
empty 48,129 kg
occupied 52,329 kg
empty 46,895 kg
occupied 51,775 kg
empty 45,125 kg
occupied 49,530 kg
empty 46,385 kg
occupied 51,265 kg
Top speed 110 km / h 90 km / h 110 km / h 210–217: 90 km / h
218–223: 110 km / h
90 km / h 90 km / h
Engine type Maybach GO 5 Maybach GO 5 110: MAN L 12V 17.5 / 18
others: MAN L2x6V 17.5 / 18
MAN L2x6V 17.5 / 18 Mercedes-Benz OM 86 Maybach GO 5
Engine power 302 kW 302 kW 309 kW 309 kW 331 kW 302 kW
Supplier of el. Equipment AEG AEG , SSW AEG , SSW AEG , SSW BBC AEG , SSW , BBC

Compared to the 137 031 ... 093, the vehicles were equipped with an even larger central entrance. At the same time, the toilet was relocated from the passenger compartment to the middle entry area. The entrance doors to the passenger compartments were sliding doors with a clear width of 1,000 mm (central entrance) or 760 mm clear width (end entrance), the access doors to the driver's cabs and the front transition doors were revolving doors that opened inwards. The forehead has been designed more modern. All vehicles were delivered with a streamlined apron. After the war this was dismantled for practical reasons at both German railway administrations.

The car body was a welded construction made of rolled sections and the outer sheet metal, which had been given a copper additive for corrosion protection . The roof, however, was riveted; while the inner skin was made of plywood with a thickness of three millimeters, the outer skin had sheets of sheet metal one millimeter thick. It was constructed as a riveted connection. The underframe carried a pulling and pushing device of the lightweight design at both ends . The permissible tensile and impact force was 80 kN. Some of the vehicles could be rigidly connected to a control car with a close coupling; these vehicles had a bumper plate, a bumper and a tab coupling at the end of the luggage compartment. The bogies were of the Görlitz type. The machine bogies could be exchanged with the Maybach GO 5 and MAN engines . In the case of the motor bogies, it was not always possible to exchange them. The reason was the different design of the handbrake.

The drive system was diesel-electric . In addition to the mostly used Maybach GO 5s with counterweights, the two-shaft motor MAN L2 × 6V 17.5 / 18, which was used for the first time in the DR 137 074, was used as drive motors upon delivery . One vehicle received the MAN L 12V 17.5 / 18 single-shaft engine and some vehicles received the MB OM 86 . After the war, the vehicles received exchange engines. The electrical power transmission consisted of the elements main generator, auxiliary generator and electric traction motors. All vehicles were equipped with multiple controls and had the emergency control, in which the battery-powered railcar could still clear the route after the diesel generator unit failed.

The brake system was a multi-release air brake of the Hildebrandt-Knorr type, which was designed as an external drum brake. In addition to this type of brake, tests with a disc brake were carried out on two vehicles . The handbrake was designed as a pressure oil brake.

literature

  • Heinz R. Kurz: The railcars of the Reichsbahn types . EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 .

Web links

Individual evidence

  1. a b data sheet about the VT 137 101 at www.roter-brummer.de
  2. Data sheet of the VT 137 099 at www.roter-brummer.de
  3. a b Heinz R. Kurz: The railcars of the Reichsbahn types . EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , p. 292.
  4. a b c d e f g h Heinz R. Kurz: The railcars of the Reichsbahn types . EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , p. 295.
  5. Heinz R. Kurz: The railcars of the Reichsbahn types . EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , p. 311.
  6. Internet page about the railcars at the Bielefelder Eisenbahnfreunde
  7. Data sheet of the VT 137 190
  8. a b Heinz R. Kurz: The railcars of the Reichsbahn types . EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , p. 315.
  9. Heinz R. Kurz: The railcars of the Reichsbahn types . EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , p. 319.
  10. Heinz R. Kurz: The railcars of the Reichsbahn types . EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , p. 330.
  11. Heinz R. Kurz: The railcars of the Reichsbahn types . EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , p. 377.
  12. Data sheet of the VT 137 100 at www.roter-brummer.de
  13. Photo of the VT 137 099 at www.roter-brummer.de
  14. Data sheet of the VT 137 221 at www.roter-brummer.de
  15. Data sheet of the VT 137 168 at www.roter-brummer.de
  16. Data sheet of the VT 137 175 at www.roter-brummer.de
  17. Data sheet of the VT 137 170
  18. Data sheet of the VT 137 187
  19. Data sheet of the VT 137 200
  20. Data sheet of the VT 137 201
  21. Data sheet of the VT 137 202
  22. Data sheet of the VT 137 208