DR 137 156 to 159
| DR 137 156-159 | |
|---|---|
 historical photo
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| Numbering: |
DR 137 156–159 DB : VT 38 000–003 |
| Number: | 4th |
| Manufacturer: | MAN Nuremberg |
| Year of construction (s): | 1935/1936 |
| Retirement: | until 1965 |
| Type : | Bo'2 'de |
| Genre : | BC4ivT |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 21,880 mm |
| Trunnion Distance: | 14,270 mm |
| Bogie axle base: | MD: 3,500 mm TD: 3,000 mm |
| Total wheelbase: | 17,520 mm |
| Smallest bef. Radius: | 150 m |
| Service mass: | empty: 49,100 kg occupied: 53,900 mm |
| Top speed: | 100 km / h |
| Installed capacity: | originally 411 kW (560 PS) after conversion 480 kW (652 PS) |
| Driving wheel diameter: | 1,000 mm |
| Impeller diameter: | 900 mm |
| Motor type: |
MAN L2x6V 17.5 / 18A after conversion Maybach GTO 6 |
| Motor type: | 1 × twelve-cylinder four-stroke diesel engine |
| Rated speed: | 1,400 rpm |
| Power transmission: | electric |
| Tank capacity: | 1080 l |
| Brake: | Air brakes of the Hildebrandt-Knorr type |
| Train heating: | Coke heating |
| Seats: | 56 + 4 folding seats |
| Standing room: | 45 |
| Floor height: | 1,240 mm |
| Classes : | 2nd, 3rd |
The railcar series DR 137 156 to 159 were diesel-electric railcars based on the DR 137 094… 223 model , which were equipped with a supercharged two-shaft diesel engine from MAN . Due to the increased engine power, they could be used on steep slopes. The vehicles came into the inventory of the Deutsche Bundesbahn after 1945 and were designated as the VT 38.0 series. Their use lasted until 1965. One vehicle from the series has been preserved, the former VT 137 158 was used as a tunnel test vehicle and is now in the Bochum-Dahlhausen Railway Museum .
history
Since Maybach-Motorenbau GmbH was able to increase the performance of its engine range through engine charging, MAN also decided to take this measure for its twin-shaft engines . The Deutsche Reichsbahn ordered four vehicles with this engine configuration in order to be able to compare their performance and driving dynamics. Special attention was paid to the operation of the driving trailer and when used in difficult topographical conditions. The vehicles corresponded to the standard floor plan and, due to the changed drive system, had some changes in the machine system. Outwardly, they were recognizable as modified standard railcars.
The vehicles were accepted at RAW Friedrichshafen at the beginning of 1936 and ended up in the area of the Reichsbahndirektion Karlsruhe , where they were mainly used on the Black Forest Railway . In the three years up to the start of the war, the railcars covered a distance of between 140,000 and 200,000 kilometers. All vehicles survived the Second World War and remained in the western zones after the end of the war . In 1947 they were given the new designation VT 38 000–003 .
After the end of the war, the railcars were parked for a long time and were put back into operation in 1949 after thorough overhaul in the Friedrichshafen repair shop. In 1954 the engine swap with the Maybach GTO 6 was ordered for the three railcars still available . It was only carried out for VT 38 002 and VT 38 003 . For the railcars with exchanged engines, the series designation remained unchanged. The VT 38 000 and VT 38 001 did not receive a new engine, the former was retired in 1952, the VT 38 001 in 1955. The remaining cars were in service until 1960 and 1962. While the VT 38 003 was dismantled after being retired , the VT 38 002 was used as a Tunnel measuring vehicle 6210 Kar and from 1968 712 001-7 continued to be used. In this form it served until 1993 and was then taken over into the holdings of the Bochum-Dahlhausen Railway Museum.
vehicle description
The vehicle frames and bodies largely corresponded to the DR 137 094 ... 223 with changes due to the arrangement of the machinery, which, contrary to the standard railcars in the DR 137 156 to 159, was not suspended in the bogie but on the body. This made it possible to set up a machine chamber sealed off on both sides, which significantly improved the working conditions for the train driver. The partition wall to the entry room was designed to be fire-proof.
The diesel engine and main generator were mounted on a machine support frame that was attached to the main frame and was sprung with rubber elements. The MAN twin-shaft motor L 2 × 6V 17.5 / 18 A was installed . This had two crankshafts that worked with a pinion gear on a common output. The performance could be increased by 120 HP compared to the basic version by charging. The engine was started by the main generator. The electrical equipment from BBC Mannheim corresponded to the principle of the standard railcars, but took into account the increased power of the diesel engine. All electrical machines were self-ventilated. If the diesel generator unit failed, the vehicle could clear the route with a battery-controlled auxiliary control.
literature
- Heinz R. Kurz: The railcars of the Reichsbahn types. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 .
Web links
- List of built railcars of the VT 137 series
- Website with a mention of the railcars on dampflok-bilder.jimdo.com
- Website about the Bochum-Dahlhausen Railway Museum with a mention of 712 001-7
- VT 137 159 as DB VT 38 003 1962 on the Joachim Schmidt Railway Foundation
See also
Individual evidence
- ↑ Photo of the tunnel measuring vehicle 712 001-7 on www.roter-brummer.de
- ↑ Heinz R. Kurz: The railcars of the Reichsbahn types. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 334
- ↑ a b c Heinz R. Kurz: The railcars of the Reichsbahn types. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 338
- ↑ Data sheet of the VT 137 159 at www.roter-brummer.de
- ↑ Data sheet of the VT 137 158 at www.roter-brummer.de
- ↑ Heinz R. Kurz: The railcars of the Reichsbahn types. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 333
- ↑ Heinz R. Kurz: The railcars of the Reichsbahn types. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 336
