BStB No. 301 to 303

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BStB No. 301-303
Original state
Original state
Numbering: BStB : No. 301-303
DR : 137 553/554
Number: 3
Manufacturer: Left-Hofmann
Year of construction (s): 1933-1935
Retirement: -1969
Type : Bo'2 'de
Genre : BCPw4ivT
Gauge : 1435 mm ( standard gauge )
Length over buffers: 20,840 mm
Length: 19,900 mm
Height: 3,670 mm
Width: 2,900 mm
Trunnion Distance: 13,600 mm
Bogie axle base: Machine
bogie: 3,250 mm. Motor bogie: 3,000 mm
Total wheelbase: 16,725 mm
Service mass: 35,500 kg
Top speed: 65 km / h
Installed capacity: 172 kW (235 hp)
Motor type: MAN W8 V 17.5 / 22
Motor type: Eight cylinder four-stroke diesel engine
Rated speed: 1,000 / min
Power transmission: electric
Tank capacity: 300 l
Brake: Compressed air brake type Knorr
Seats: 60
Floor height: 1,240 mm
Classes : 2nd, 3rd

The three railcars BStB No. 301-303 were diesel-electric vehicles of the Brandenburg City Railway (BStB).

They were procured as railcars for professional and excursion traffic on the extensive network of the Brandenburg city railway. The vehicles were designed similar to the 302 kW multiple units (DR 137 058… 079) of the Deutsche Reichsbahn . The railcar with the no. 302 was destroyed in the Second World War, the other two were taken over by the Deutsche Reichsbahn in the GDR as VT 137 553 and VT 137 554 after 1949 . Both were in use until the late 1960s and are no longer available today.

history

On November 9, 1932, the Brandenburg City Railway's supervisory board decided to purchase diesel-electric railcars instead of additional steam locomotives. These railcars were supposed to handle the extensive passenger traffic and, in some places, the mail traffic and were equipped with a large baggage compartment and a mail compartment. The first two vehicles were delivered in 1933. In terms of their external appearance, they are similar to the Reichsbahn railcars, but have some major differences compared to them, such as the completely different front with three windows, the recessed entrance doors and the different roof shape. The first two vehicles were delivered with silver paintwork and black decorative stripes and train route signs. After extensive testing, they were opened to the public at the end of 1933. Some four-axle passenger cars were given to the vehicles as reinforcement cars. That is why the railcars had continuous transitions to the sidecars in the middle of the front, while the transition doors on the Reichsbahn railcars were off-center. Cars 301 and 302 also had only three windows in the front when they were commissioned.

In 1935 a third railcar of the series was put into service, which in turn came from Linke-Hofmann. The vehicle had the same technical parameters as its predecessor, the front was designed similar to the Reichsbahn motor coaches and the entrance doors were no longer indented. The paint of the railcar was red-beige. The distinguishing features of the Reichsbahn railcars were the transitions in the middle of the vehicle and the differently designed headlights.

A special train formation of railcars was with former dining car of the Mitropa who converted for operation with the railcars and popularly Lange guy were called. The railcars 301 and 302 were later adapted to the 303 in terms of color and front , the indented doors were retained.

The railcars were equipped with multiple controls that allowed the formation of a train from two railcars and two sidecars placed in between. The operation with control cars , some of which the Brandenburgische Städtebahn owned, could be carried out. This brought higher acceleration in operation compared to the former dining car. The vehicles continued to operate during the war. Tests were carried out with vehicles 301 and 303 using town gas , which were very extensive, but remained largely ineffective.

Railcar 302 was destroyed in 1945 by the effects of the war. The other two were taken over by the Deutsche Reichsbahn in the GDR as VT 137 553 to VT 137 554 . The difficult maintenance of the vehicles became more and more noticeable due to the lack of spare parts. The susceptibility of the railcars to failure was very high. Thus VT 137553 parked already 1965th VT 137 554 was preserved with spare parts from the other urban railways until 1969, when it had to be parked. Together with its sister vehicle, it was retired in the same year. After the urban railways, old Reichsbahn railcars operated on the urban railway until the beginning of 1972. After that there was no more railcar traffic during the times of the Reichsbahn.

technical description

Standard equipment

The basic structure of the vehicles corresponds to that of the Reichsbahn multiple units with 302 kW (DR 137 031… 093). The service mass was about ten tons less.

Compared to the Reichsbahn motor coaches, the interior was designed for operation in rural areas. There was a two-part compartment between the entry doors that were retracted in the first two vehicles, which, with the 2 + 3 seating arrangement, offered space for 60 passengers. The seats were laid out with an off-center aisle. The space around the machine bogie was designed as a luggage compartment and offered 7.5 m 2 of space. On the other side of the railcar there was a 3.4 m 2 mail compartment above the motor bogies .

The machine system was similar to that of the Reichsbahn railcars, with the difference that the drive motor came from MAN . The control of the different speed ranges was originally carried out with compressed air. The vehicles were equipped with the dead man's device and a multiple control , which allowed driving in combination with two railcars and several trailer cars coupled in between or with the control of a control car with only one engine driver and no assistant. After installing the multiple control, the motor control was converted to electrical operation.

Trials with town gas drive

In order to be independent of the quota of liquid fuel during the Second World War, tests were carried out at the Brandenburgische Städtebahn with drives using town gas. It was planned to take the required gas from the supply of the city of Brandenburg . In order not to have to install additional containers on the car roof, a tender was constructed that carried the bunkered gas and was pulled or pushed by the railcar. There were two ways in which the motors worked; On the one hand, the external ignition of the gas, i.e. operation as a gasoline engine, or the ignition of the gas by admixed diesel fuel.

Two railcars of the city railway were converted for the trial gas drive. The 301 was fitted with a post-chamber engine that worked with post-mixed diesel fuel by ignition; the 303 was fitted with a gasoline engine. In mid-1944, both vehicles could be put into service for regular operation. Both railcars could not convince, however, with increased engine wear and tear. The 303 only achieved 20,000 kilometers in a one-year test run.

See also

literature

  • Walter Menzel: Brandenburgische Städtebahn , Verlag B. Neddermeyer, ISBN 3-933225-44-2 .
  • Andreas Knipping: The 6000 series of the Deutsche Reichsbahn. EK-Verlag, 2001, ISBN 3-88255-160-7 .

Web links

Individual evidence

  1. ^ A b Walter Menzel: Brandenburgische Städtebahn , Verlag B. Neddermeyer, ISBN 3-933225-44-2 , p. 139.
  2. ^ Walter Menzel: Brandenburgische Städtebahn , Verlag B. Neddermeyer, ISBN 3-933225-44-2 , p. 142.
  3. ^ Walter Menzel: Brandenburgische Städtebahn , Verlag B. Neddermeyer, ISBN 3-933225-44-2 , p. 140.
  4. ^ Walter Menzel: Brandenburgische Städtebahn , Verlag B. Neddermeyer, ISBN 3-933225-44-2 , p. 186.
  5. ^ A b c Walter Menzel: Brandenburgische Städtebahn , Verlag B. Neddermeyer, ISBN 3-933225-44-2 , p. 143.
  6. ^ Walter Menzel: Brandenburgische Städtebahn , Verlag B. Neddermeyer, ISBN 3-933225-44-2 , p. 149.
  7. ^ Walter Menzel: Brandenburgische Städtebahn , Verlag B. Neddermeyer, ISBN 3-933225-44-2 , p. 147.