BStB No. 304 to 306
| BStB No. 304-306 | |
|---|---|
 Factory photo
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| Numbering: |
BStB : No. 304-306 DR : 137 556-558 |
| Number: | 3 |
| Manufacturer: | Left-Hofmann |
| Year of construction (s): | 1937-1940 |
| Retirement: | -1968 |
| Type : | (A1A) 'Bo' de |
| Genre : | BCPw4ivT |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 22,640 mm |
| Total wheelbase: | 18,800 mm |
| Service mass: | 58,100 kg |
| Top speed: | 65 km / h |
| Installed capacity: | 2 × 195 kW (265 hp) |
| Motor type: | 2 × MAN W8 V 17.5 / 22 |
| Motor type: | 2 × eight-cylinder four-stroke diesel engines |
| Rated speed: | 1,000 / min |
| Power transmission: | electric |
| Tank capacity: | 2 × 300 l |
| Brake: | Compressed air brake type Knorr |
| Seats: | 38 |
| Floor height: | 1,240 mm |
| Classes : | 2nd, 3rd |
The railcars BStB No. 304-306 were diesel-electric vehicles of the Brandenburgische Städtebahn (BStB).
They were procured as tow cars for professional and excursion traffic on the extensive network of the Brandenburg city railway and were the further development of the BStB 301–303 . The vehicles were designed similar to the 302 kW multiple units (DR 137 058… 079) of the Deutsche Reichsbahn . They were shown on numerous advertising brochures and with their diesel-electric two-engine system were the most powerful private railcars in Germany at the time. All vehicles were taken over by the Deutsche Reichsbahn in the GDR as VT 137 556 to VT 137 558 after 1949 . The vehicles were in use until the end of the 1960s and are no longer available today.
history
After the prerequisites for the procurement of additional diesel multiple units had been created by the Brandenburg city railway, a vehicle was again bought by Linke-Hofmann in 1937. Compared to the predecessor vehicles 301 to 303, the railcar was equipped with a two-engine system. In contrast to its predecessor, four axles were driven. As a result, both machinery stood next to each other at the front end of the railcar. In order to meet the required axle load, the bogie under the machine system had to be designed with three axes. When it was commissioned, the railcar was considered a test vehicle due to its size. During the test, the increased wear on the tires of the middle wheel set on the three-axle bogie turned out to be a major defect. Then the flange of the middle wheel set of the three-axle bogie was removed. The railcar was able to carry a trailer load of 300 tons on a 10 ‰ gradient at 60 km / h. For economical operation with a low trailer load, it was operated with only one machine system.
At the same time as the railcar, new four-axle trailer cars with a capacity of 96 seats were employed. After three years of testing, Linke-Hofmann was able to order two more five-axle railcars that corresponded to the 304 except for small changes. So they had a multiple control ex works . The logbook of railcar 304 has been preserved and provides information about the following mileages: 1937 19206 km, 1938 122.9354 km, 1939 95.946 km, 1940 44.469 km, 1941 27.528 km, 1942 19606 km, 1943 22.269 km, 1944 42.400 km, 1945 2.036 km, 1946 22,135 km, 1947 39,908 km, 1948 no mileage, 1949 31,809 km and 1950 55,711 km.
The vehicles, which were designated VT 137 556 to VT 137 558 from 1949 , were in service with the Brandenburg city railway during the GDR era . Due to the lack of spare parts, all three vehicles had to be parked in 1966. The decommissioning and scrapping followed two years later.
technical description
The basic structure of the vehicles corresponds to the BStB 301–303, only with the differences of the double machine system, the five-axle drive, the four drive axles and the two exhaust hoods over the machine systems. The service weight of the vehicles increased by 20 tons. The obvious difference to the railcars of the DR 137 031… 093 series was the transition door in the middle of the vehicle.
The interior had been redesigned compared to the previous models. They had about 20 seats less, but the luggage space had been enlarged to a size of 11.6 m 2 . The mailroom capacity remained the same.
The machine system was the twin-engine version of the predecessor vehicles 301 to 303. In the meantime, the output of the MAN diesel engine W8 V 17.5 / 22 had been increased to 265 hp. The engine and generator were arranged side by side in the trunk of the railcar.
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
- ^ Walter Menzel: Brandenburgische Städtebahn , Verlag B. Neddermeyer, ISBN 3-933225-44-2 , p. 145.
- ^ A b Walter Menzel: Brandenburgische Städtebahn , Verlag B. Neddermeyer, ISBN 3-933225-44-2 , p. 142.
- ^ A b Walter Menzel: Brandenburgische Städtebahn , Verlag B. Neddermeyer, ISBN 3-933225-44-2 , p. 141.
- ↑ Andreas Knipping: The 6000 series of the Deutsche Reichsbahn. EK-Verlag, 2001, ISBN 3-88255-160-7 , p. 320.
- ^ Walter Menzel: Brandenburgische Städtebahn , Verlag B. Neddermeyer, ISBN 3-933225-44-2 , p. 143.