DR 137 136 to 148

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DR 137 136 - 148
description
numbering DR : 137 136-140
DB VT 63 902-903
BOE T 171		 DR : 137 141–148
DB VT 63 904–909
Montafonerbahn ET 10 104
Manufacturer Dessau wagon factory Lindner
Talbot
Years of construction 1935 1935-1936
Retirement until 1994
number 5 8th
design type B'2 'dm
genus BC4ivT
Gauge 1,435 mm
smallest traveled radius 140 m
Top speed 80 km / h
Length over buffers 21,873 mm
Total wheelbase 17,670 mm
Wheel diameter 900 mm
Bogie wheelbase MD = 3,800 mm
LD = 3,000 mm
Pivot spacing 14,270 mm
Service mass empty 33,382 kg
occupied 38,107 kg		 empty 33,400 kg
occupied 38,425 kg
Brakes Air brakes of the Hildebrandt-Knorr type
Parking brake Handbrake
Installed capacity 155 kW (210 hp)
Engine type MAN L6V 17.5 / 18
Engine type Six-cylinder four-stroke diesel engine
Power transmission mechanical with TAG gear
Seats 63 67
Standing room 43 39
Floor height 1,240 mm
Classes 2nd / 3rd

The railcars of the DR 137 136 to 148 series were four-axle railcars that were manufactured by the Dessauer Waggonfabrik , Lindner Ammendorf and Waggonfabrik Talbot Aachen companies in 1935 and 1936. They can be seen as a constructive further development of the DR 137 000… 135 and, in contrast to these, have a gearbox of type TAG and transmission to the axles by means of cardan shafts . Some vehicles have survived to this day. For example, the former DR 137 137 is not operational at the Friends of the Hamburg Railway , the former DR 137 142 was still available as an electric multiple unit on the Montafonerbahn in 2009 and the former DR 137 144 is still operational with the same railway company.

history

The thirteen vehicles were delivered in 1935 and 1936. At that time they were among the last four-axle diesel railcars with mechanical power transmission. They differed from their predecessor vehicles in the use of the body used in the standard railcars and in the use of cardan shafts instead of jackshafts for power transmission. In the literature, the purchase price was described as very cheap, which led to later attempts with higher-powered railcars and mechanical power transmission ( DR 137 235 and DR 137 236 ).

The railcars were first used in the Rheine and Landau depots. With the beginning of the Second World War , the vehicles were taken over by the Wehrmacht and used in courier or hospital service. Three vehicles suffered such damage that they had to be retired after the end of the war. Of the surviving vehicles, the DR 137 136 remained in the Soviet occupation zone , the rest in the western zones.

VT 63 901 to 909

Of the wagons remaining in the western zones, nine were refurbished and designated by the DB as VT 63 901 to VT 63 909 . The decommissioning of these vehicles began in 1956 and continued until 1962. That of the German National Railroad railcars obtained was first in the depot Dresden-Pieschen later, in Bw hitchhiker station used. This vehicle was retired in 1964.

Of the wagons that remained with the DB, the VT 63 909 was used as a 6301 bridge test car from 1962 to 1968 and then dismantled. Three railcars were immediately dismantled, four vehicles could still be sold to private railways.

Bremervörde-Osterholz Railway T 171

137 137 (VT 63 901) in the Aumühle locomotive shed railway museum

The former VT 63 902 was sold to the Bremervörde-Osterholzer Railway in 1958 . There the railcar received the designation T 171 and was passed on to the Friends of the Railroad in Hamburg in 1977 . After a fire it was dismantled there in 1994. As a replacement, the VT 63 901 was procured in 1995, which after its retirement had continued to be used as a sidecar and training signal box car. It is still there today.

Montafonerbahn ET 10.003 and 004

The VT 63 905 to 907 were sold to the Montafonerbahn in 1961 , whereby after extensive modifications in 1965 and 1974, two vehicles continued to be operated as a two-system electric drive and one (VT 63 906) as a control vehicle. The two railcars are still available as ET 10.003 and 004. The ET 10.003 is not operational and serves as a spare part dispenser, the ET 10.004 is operational.

Constructive features

The railcars were built two years after the last four-axle diesel-mechanical railcars with jackshafts, so that their design was considered mature at the time.

They received the same body as the DR 137 058… 079 built in the same year . The design of Waggon- und Maschinenbau Görlitz was used for the shape of the drive .

The machine system, consisting of the six-cylinder four-stroke diesel engine MAN L6V 17.5 / 18 and a TAG gearbox, was mounted on a machine support frame and completely housed in the machine bogie. Individual railcars later received the Maybach GO 6h engine , the six-cylinder version of the Maybach GO6 . The engine was covered with a wooden frame and protruded into the engine room of the railcar. The engine has been started electrically by a starter from Bosch , when you press the starter button, the starter pinion spurts into the starter ring gear, which was bolted to the crankshaft of the engine. The engine was controlled by the fuel crank from the driver's desk in five speed levels, one idle and one shutdown level. The transmission to the engine governor was carried out by means of a cable pull.

The TAG gearbox was switched on with compressed air. To do this, it was controlled by two cranks, once via the gear crank with four gears and idling, and the reversing crank for controlling the reversing gear. The shift was carried out in each gear by a multi-plate clutch . As a result, the railcar did not have a separate separating clutch between the engine and transmission. Each wheel set of the machine frame is equipped with a wheel set which is connected to the TAG gear with a cardan shaft. All bearings of the gearboxes and axle drives are roller bearings .

The diesel engine was cooled with water cooling. As a result, the passenger compartment was heated using hot water. The electrical energy was supplied by an on-board network of 24 V direct voltage . When the engine was running, it was fed by an alternator with an output of 1,000 W; when it was at a standstill, it supplied a battery with a capacity of 400 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 data sheet of the received DR 137 137 at www.roter-brummer.de
  2. ↑ a b data sheet of the received DR 137 142 at www.roter-brummer.de
  3. ↑ a b data sheet of the received DR 137 144 at www.roter-brummer.de
  4. ↑ a b Heinz R. Kurz: The railcars of the Reichsbahn types. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 216
  5. ↑ data sheet of 137 148
  6. ↑ Data sheet of the DR 137 138
  7. ↑ Heinz R. Kurz: The railcars of the Reichsbahn types. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 219