DR 135 012 to 021

from Wikipedia, the free encyclopedia
DR 135 012-021
historical photo
historical photo
Numbering: DRG : 135 012-021
DB : VT 70 000-004
Number: 10
Manufacturer: MAN Nuremberg
Year of construction (s): 1933/34
Retirement: until 1957
Type : A1 de
Genre : CvT
Gauge : 1435 mm ( standard gauge )
Length over buffers: 12,095 mm
Height: 3,570 mm
Width: 3,060 mm
Fixed wheelbase: 6,200 mm
Empty mass: 16,500 kg
Service mass: empty: 17,400 kg
occupied: 22,950 kg
Top speed: 70 km / h
Installed capacity: 110 kW (150 PS)
Wheel diameter: 900 mm
Motor type: MAN W6V 15 / 18a
Motor type: Six-cylinder four-stroke diesel engine with post-chamber
Rated speed: 1,500 rpm
Power transmission: electric
Tank capacity: 330 l
Brake: Hildebrand-Knorr air brake
Seats: 34 + 5 folding seats
Standing room: 25th
Floor height: 1,240 mm
Classes : 3.

The railcars DR 135012-021 are a 1,935-developed series of German Railway for passenger transport on branch lines . In the basic version , they go back to the DR 720 to 722 and were part of the first larger series of two-axle railcars manufactured by MAN Nuremberg . To differentiate between other railcars of the VT 135 series , they are classified as VT 135, angular design, with electrical power transmission . A railcar from the series has not been preserved.

history

This series of railcars was created in 1933/1934 at the same time as the first series of the DR 135 002 ... 059 from Waggon- und Maschinenfabrik Aktiengesellschaft vorm. Busch, Bautzen . In terms of appearance, the vehicles were similar to the DR 135 032 to 045 , which appeared two years later and were manufactured in the same plant in 1933. Externally, the vehicles differed from the cars from Bautzen by the changed head shape (smaller front windows, rounded corner pillars), the larger number of side windows and the underfloor radiators.

The railcar series was obviously intended for traffic on mountainous routes, where electrical power transmission offered some advantages over mechanical power transmission. They were used in the Reichsbahndirektion Regensburg after acceptance at RAW Nuremberg . In the six years of operation up to the start of the war, the railcars covered an average of 442,000 kilometers, which corresponds to an annual mileage of 73,300 kilometers (150 kilometers per month).

At the beginning of the war, the vehicles were initially shut down. After that, they were put back into operation for war purposes. Originally, all vehicles were intended as mobile emergency power units, but this conversion was obviously only carried out on the VT 135 013 . At the end of the war there were five railcars, the VT 135 013 , the VT 135 016 , the VT 135 018 , the VT 135 019 and the VT 135 021 . The remaining vehicles had suffered severe war damage that they had to be retired in 1946.

The remaining vehicles were assigned the numbers VT 70 000–004 . The vehicles received a more modern drive system, which allowed a slightly higher speed. All vehicles were retired by 1957. The VT 70 000 and the VT 70 001 were both scrapped after the retirement, the remaining three vehicles were converted as sidecars and were given the designation VB 140 404-406 . The vehicles were operated in this condition until 1962, then the VB 140 405 was dismantled, while the other two vehicles could be sold to private railways. The VB 140 404 was sold to the Kahlgrund Verkehrs-GmbH (KVG) and served there as VB 27 until 1979 , after which it was scrapped. The VB 140 406 was sold to a private company in Simbach am Inn , dates of retirement and scrapping are not known.

Today only photos remind of the vehicle. A model of an identical vehicle, only with higher front windows and a different drive system, exists as a model.

Constructive features

Compared to the external differences, the main difference between the cars and the first series of the DR 135 002 ... 059 was that the underframe and the car body were welded from the start. The diesel-electric machine set was mounted on a machine frame across the direction of travel. This was hung on the main frame at four points. There were considerable operational difficulties in implementing this suspension. Despite multiple welds, no satisfactory results were achieved, so that the entire machine system ultimately had to be reinforced.

The diesel engine was a six-cylinder four-stroke diesel engine from MAN and developed 150 hp at 1,500 rpm. Its idling speed was 700 rpm. Flanged to the diesel engine was a six-pole main generator from BBC , which, in addition to supplying the power for the traction motor, had an auxiliary winding for starting the diesel engine. The traction motor of the railcar was designed as a series motor and connected to the drive wheel set in a pawl bearing design . It was designed to be self-ventilated. From the drive switch with dead man's device , the different power ranges were specified via 16 speed levels, which were passed on directly to the filling adjustment of the diesel engine. The drive motor had 33 speed levels.

literature

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

Web links

Individual evidence

  1. ↑ Internet page with database on railcars in Germany, sub-page vehicle list
  2. ↑ a b Heinz Kurz: The railcars of the Reichsbahn-Bauarten , EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 124
  3. ↑ a b Heinz R. Kurz: The railcars of the Reichsbahn-Bauarten , EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 126
  4. ↑ a b Heinz R. Kurz: The railcars of the Reichsbahn-Bauarten , EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 125
  5. ↑ a b data sheet of the VT 135 013
  6. ↑ a b data sheet of the VT 135 016
  7. ↑ a b data sheet of the VT 135 018
  8. ↑ a b data sheet of the VT 135 019
  9. ↑ a b data sheet of the VT 135 021
  10. ↑ Photo of the model of the VT 135 050
  11. ↑ Heinz Kurz: The railcars of the Reichsbahn-Bauarten , EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 123