DR 137 149… 232

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DR 137 149–152 / 224–232 "Hamburg"
DB class VT 04.5
DR class 183.0 / 183.2
SVT 137 in Leipzig Central Station
SVT 137 in Leipzig Central Station
Numbering: DR: SVT 137 149-152, 224-232
DB: VT 04 101, 102, 106-107 and 501
DR: 183 001-003 and 183 252
Number: 13
Manufacturer: WUMAG , AEG , SSW
Year of construction (s): 1935-1936
Retirement: 1983
Axis formula : 2'Bo'2 '
Genre : B 6 VT
Length over coupling: 44,756 mm
Length: 44,256 mm
Height: 3.775 mm (apex)
Width: 2,830 mm
Trunnion Distance: 18,075 mm
Bogie axle base: 3,500 mm
Total wheelbase: 39,650 mm
Service mass: 99,300–101,500 kg (occupied)
Wheel set mass : 16,700-16,800 kg
Top speed: 160 km / h
Installed capacity: 2 × 302 kW (2 × 410 PS)
Driving wheel diameter: 1,000 mm
Impeller diameter: 900 mm
Motor type: Maybach GO 5
Motor type: 12-cylinder four-stroke diesel engine
Power transmission: electric
Tank capacity: 2 × 990 l
Number of traction motors: 2
Brake: Air brakes of the Hildebrandt-Knorr type
Seats: 77 + 4 in the refreshment room
Floor height: 1,280 mm

The express railcars 137 149 to 152, 137 224 to 232 are a series of railcars that were originally used in the FDt network of the Deutsche Reichsbahn as "Bauart Hamburg".


Reichsbahn time

Based on the model of the high-speed railcar 877 “Fliegender Hamburger”, a new development of a maximum 160 km / h fast diesel express railcar was carried out from 1933. The railcars were to be used in the express railcar network that was currently being set up, which mainly started in a star shape from Berlin.

From 1935 onwards, 13 two-part diesel-electric powered railcars were created, the car parts of which rested in the middle on a Jakobs bogie with driven axles, the train had the axle arrangement 2'Bo'2 '. The machine output in the two car parts was 302 kilowatts each. The cars were only equipped with the second class of car at the time.

In the new development, the head shape and the number of seats were changed from 98 seats in a 3 + 1 arrangement to 77 seats in a 2 + 1 arrangement compared to the 877. This required a greater length of 2.3 meters, which made the 44-meter-long vehicles heavier than the prototype.

From July 1, 1935, the railcars were used on the Berlin-Stadtbahn –Hannover – Cologne route. For this purpose, the DR introduced the new FDt (long-distance express multiple unit) train type on May 15, 1935. The connection between Berlin Anhalter Bahnhof –Leipzig – Erfurt – Frankfurt / Main followed on August 15 .

From 1936 the trains were used from Berlin Anhalter Bahnhof via Leipzig and Nuremberg to Munich and Stuttgart, with the train sets traveling in pairs from Nuremberg running separately to Munich and Stuttgart.

The "FDt" were the fastest trains in Germany at the time. The highest cruising speed was achieved on the Hanover – Hamm section at 132.2 km / h. Back then, they were considered the fastest trains in the world. Before the start of the Second World War , railcar traffic was stopped on August 22, 1939 and the trains were taken out of service. Some were later used to transport the imperial government and armed forces units.

Use after the Second World War

Headboard 137 225
Control instruments in the driver's cab of the 137 225

German Federal Railroad

The five trains that remained with the Deutsche Bundesbahn were used by the US Army until 1950 , some as a hospital train. The 137 227 (VT 04 105) received hydraulic power transmission in 1950/1951 (wheel arrangement B '+ 2' + B ') and was designated as VT 04 501. The others were classified as VT 04 101, 102, 106-107 and 501 (ex 137 149, 152, 137 231, 137 232 and 137 227). They were used in the Rheinblitz Group of the newly established F-Zug network , together with the VT 07 railcars (reconstruction of the Berlin type) and new railcars of the VT 08 series with up to four railcar units.

German Reichsbahn

In 1958/59 most of the VT 04 were handed over to the Deutsche Reichsbahn (DR) in the GDR . There they were first used again under their old DR number, from 1970 with new UIC-compliant series numbers as 183 001–003 and 183 252.

The 137 225 and 137 226 came directly to the Deutsche Reichsbahn after the war. The 137 226b was converted into an intermediate car of the 137 234 ( type "Leipzig" ) after the a-car was scrapped . By 1983 all railcars were retired. The multiple unit 183 252 (ex 137 225) had been converted into a saloon railcar for the GDR government and from 1975 a museum vehicle. In 1990 it was refurbished and is available as a museum vehicle. For the time being, it can be viewed by everyone in Leipzig Central Station on platform 24, the “traditional track”.

For the 100th anniversary of the Delitzsch rail vehicle plant on August 30, 2008, the three historic express multiple units SVT 137 856 type "Cologne", SVT 137 225 type "Hamburg" and SVT 137 234 type "Leipzig", which have been there for decades had not given anymore.

Československé státní dráhy

The 137 150, 137 151, 137 224, 137 228 and 137 230 remained in Czechoslovakia after 1945 . They were used by the Československé státní dráhy as M 297.001–006 as express railcars between Prague and Bratislava and Ostrava .

Constructive features

Essentially, the structure of the railcars with the two-part version with a central Jakobs bogie and the diesel-electric drive system with the diesel engines of type GO 5 corresponds to that of the Flying Hamburgers . The only differences to the previous version were the details. A railcar, the former DR 137 227 , later received a diesel-hydraulic drive system from the Deutsche Bundesbahn .

Car construction part

The differences between the car body part and the flying hamburger resulted from experience in operation with this vehicle. For example, the seat division 1 + 3 in the prototype was found to be insufficient and was changed to 1 + 2 at SVT Hamburg . Since the width of the car could not be increased beyond the vehicle limit line for the required space , the individual cars had to be lengthened by around 1.5 m. This resulted in a mass that was around 10 t larger.

The underframe had been reinforced to accommodate the automatic central buffer coupling. The Scharfenbergkupplung was carried out for construction nor as automatic clutch with air connection. The electrical control line was made via a socket under the headlights. In order to be able to drive in conjunction with SVT Cologne , the vehicles were later given a Schaku with a 22-pin control line.

In order to simplify the manufacture of the head shape, the Hamburg design was given a modified head shape with enlarged windows. Before 1945, this head shape was not only used in all express railcars except for the SVT Kruckenberg , but also in the high-speed electric locomotives E 18 , E 19 and ET 11 . The passenger areas were designed in the seating arrangement 1 + 2 with an open central aisle. They were formed by revolving doors towards the middle space and sliding doors with a width of 650 mm towards the outer space. The floor in the passenger area was designed as a double wooden floor with a thickness of 12 mm, in the engine room so-called xylo - tect panels with a thickness of 20 mm were used as the floor. During the painting, the forehead section was also painted in purple in order not to make the dirt visible. The flying hamburger was also painted later .

The brake was designed as a multi-release air brake of the Hildebrandt-Knorr type as well as an external drum brake. In the Hamburg type , the brake drums had a diameter of 680 mm; they were screwed to the outside of the wheel disc on each wheel set. The Hamburgers had a magnetic rail brake with brake magnets on each bogie. A railcar, the VT 137 227, later received a disc brake as a braking system on the Deutsche Bundesbahn .

Machine system

Machine frame with the
Maybach GO 5 diesel engine

The machine system was designed with the Maybach GO 5 diesel engine and a diesel-electric drive system . Later, the railcars received the replacement engines available from the respective railway administrations as replacement engines: for the DB it was the GTO 56 , for the Deutsche Reichsbahn in the GDR it was the 12 V 170 DR from ČKD . Monitoring the diesel engine was very simple. If the lubricating oil pressure was too low, the diesel engine was switched off immediately. There was also the possibility of checking the cooling water temperature and cooling water level, the engine speed and the fuel level using control elements.

The railcar could be controlled in multiple controls . Two railcars were originally connected via the separate control line, later via the 22-pin contacts of the Scharfenberg coupling. The start of the diesel engine in the second railcar and the monitoring of its machinery could not be carried out via the control line. The second machine unit therefore had to be manned by a train driver, and both communicated via a telephone system.

The electrical equipment was designed for an on-board network of 110 V. To monitor the train driver, the railcars were equipped with a time-dependent safety driving circuit and an Indusi .


  • Klaus-J. Vetter: The great manual of German locomotives . Bruckmann, Munich 2001, ISBN 3-7654-3764-6
  • Heinz R. Kurz (Ed.): Flying trains. From the “Flying Hamburger” to the “Flying Cologne”; Freiburg [Breisgau]: Eisenbahn-Kurier-Verlag, 1986; ISBN 3-88255-237-9

Web links

Individual evidence

  1. a b Heinz R. Kurz (Ed.): Flying trains. From the “Flying Hamburger” to the “Flying Cologne”; Freiburg [Breisgau]: Eisenbahn-Kurier-Verlag, 1986; ISBN 3-88255-237-9 , page 43
  2. Heinz R. Kurz (Ed.): Flying trains. From the “Flying Hamburger” to the “Flying Cologne”; Freiburg [Breisgau]: Eisenbahn-Kurier-Verlag, 1986; ISBN 3-88255-237-9 , page 34
  3. ^ View of a SVT Hamburg with a 22-pin control switch
  4. a b Heinz R. Kurz (Ed.): Flying trains. From the “Flying Hamburger” to the “Flying Cologne”; Freiburg [Breisgau]: Eisenbahn-Kurier-Verlag, 1986; ISBN 3-88255-237-9 , page 31
  5. a b Heinz R. Kurz (Ed.): Flying trains. From the “Flying Hamburger” to the “Flying Cologne”; Freiburg [Breisgau]: Eisenbahn-Kurier-Verlag, 1986; ISBN 3-88255-237-9 , page 36