DR 137 117 to 120

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DR 137 117 to 120 and 296 to 300
historical photo
numbering DR : 137 117-120
DB VT 50 100-103
DEBG / SWEG VT 105e / 100e, VT 106e, VT 107e		 DR : 137 296–300
DB VT 50 200–204
DEBG / SWEG VT 200e – 203e
Manufacturer LHB Wroclaw
Years of construction 1936 1937
Retirement until 1975
number 4th 5
design type Bo'2 'de
genus BC4ivt
Gauge 1,435 mm
Top speed 90 km / h
with VS 80 km / h
Length over buffers 22,035 mm
Total wheelbase 17,800 mm 18,500 mm
Wheel diameter 900 mm
Bogie wheelbase MD = 3,250 mm
LD = 3,000 mm		 MD = 3,500 mm
LD = 3,000 mm
Pivot spacing 14,800 mm
Service mass empty approx. 44,700 kg
occupied approx. 49,700 kg		 empty 46,000 kg
occupied 51,175 kg
Brakes Air brakes of the Hildebrandt-Knorr type
Parking brake Handbrake
Installed capacity 220 kW (300 PS)
Engine type Engine works Mannheim RS 125 S
Engine type Six-cylinder four-stroke diesel engine
Rated speed 1,100 rpm
Power transmission electric
Seats 66
Standing room 44
Floor height 1,240 mm
Classes 2nd / 3rd

The motor car series DR 137 117 to 120 and 296 to 300 were four-axle motor cars that were manufactured by the Linke-Hofmann Werke in Breslau from 1936 to 1937 for the Deutsche Reichsbahn .

They were the last four-axle vehicles to be manufactured with diesel-electric power transmission before series production with hydraulic power transmission began in 1937 with the 137 241 to 270 . The vehicles all came to the Deutsche Bundesbahn after 1945 . Some vehicles are still available as sidecars on private railways. The further preservation of the former 137 118 should not yet be clarified.

history

The railcars of this series, like the 137 025 to 027 and 137 055 to 057, are classified as light four-axle railcars with a 300 hp engine; in contrast to the series mentioned, the DR 137 117 to 120 and 296 to 300 were equipped with the RS engine 125 S of the Mannheim engine works. Compared to the three test carriages and the six following vehicles, the DR 137 117 to 120 and 442 to 461 showed some differences in the layout.

The first delivered vehicle 137 117 was subjected to an extensive operational test by the Deutsche Reichsbahn in 1936, after which the vehicle was returned to the manufacturer for repairs. Then it was used for further tests from late 1936 to early 1937 at the LVA Grunewald . The other railcars 137 118 and 137 119 , which have since been delivered, had to be returned to the manufacturer for rework. After that they were mainly deployed in the Nuremberg area. All railcars survived the war and were then available in the area of ​​the Deutsche Bundesbahn. There they were given the designation VT 50 100-103 (the former 137 117-120 ) and VT 50 200-204 (the former 137 296-300 ). They were in use until 1955. Two cars were then converted into sidecars and in service until the 1960s. VT 50 101–103 and VT 50 200–204 were sold to the Deutsche Eisenbahn-Betriebsgesellschaft in 1956 and designated as VT 105e – 107e and 200e – 203e. They were transferred to Südwestdeutsche Verkehrs-Aktiengesellschaft in 1963 , but the VT 105e , which was used on the Voldagsen – Duingen – Delligsen small railroad , was not given the number VT 100e until 1967.

DEBG vehicles were withdrawn from 1966 to 1970. Two vehicles were then used as sidecars until 1985, the former VT 137 118 then came to VEFS in Bocholt and then to Rheindampf GmbH in Issum . The vehicle is present, albeit with fire damage.

Constructive features

In terms of car body, the vehicles were identical to the 137 111 to 116 except for a half-compartment . There were differences in the design of the machine bogie between the two series of the 137 117 to 120 and 296 to 300; while the 137 117–120 had bogies with asymmetrically positioned pivot pins, the VT 137 296–300 had this exactly in the middle. This results in the different axle dimensions of the bogies.

The basic structure of the machinery also corresponded to the 137 111 to 116 ; only the drive motor of the 137 117 to 120 and 296 to 300 is designed with the RS 125 S from Motorenwerke Mannheim. This is a six-cylinder four-stroke diesel engine without compression , it developed 220 kW (300 hp) at 1,100 revolutions per minute. It was started by the main generator. The control of the railcar was further developed with the RZM circuit compared to the previous vehicles .

The railcars had an on- board network of 110 V DC . This was fed by an auxiliary generator and, when the engine was stopped, by a battery with 200 Ah.

literature

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

See also

Web links

Individual evidence

  1. ↑ a b c d data sheet of the former VT 137 118
  2. ↑ a b Heinz R. Kurz: The railcars of the Reichsbahn types. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 252
  3. ↑ a b c Heinz R. Kurz: The railcars of the Reichsbahn types. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 254
  4. ↑ Data sheet of the former VT 137 300
  5. ^ Gerd Wolff, Hans-Dieter Menges: German small and private railways. Volume 2: Bathing . Eisenbahn-Kurier, Freiburg 1992, ISBN 3-88255-653-6 , p. 292-293 .
  6. ↑ Data sheet of the former VT 137 296
  7. ↑ Data sheet of the former VT 137 297