DR 137 162 and 163
| DR 137 162-163 | |
|---|---|
 |
|
| Numbering: | DR 137 162 and 163 |
| Number: | 2 |
| Manufacturer: | Talbot wagon factory in Aachen |
| Year of construction (s): | 1937 |
| Retirement: | until 1965 |
| Type : | B'2 'ie |
| Genre : | BCPw4ivT |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 21,873 mm |
| Length: | 20,633 mm |
| Trunnion Distance: | 14,270 mm |
| Bogie axle base: | MD: 4,000 mm LD: 3,000 mm |
| Total wheelbase: | 17,770 mm |
| Service mass: | empty: 38,550 kg occupied: 43,250 mm |
| Top speed: | 80 km / h |
| Installed capacity: | 206 kW (280 PS) |
| Wheel diameter: | 900 mm |
| Motor type: | MAN L6V 17.5 / 18 |
| Motor type: | Six-cylinder four-stroke diesel engine |
| Rated speed: | 1,400 rpm |
| Power transmission: | hydraulic |
| Tank capacity: | 560 l |
| Brake: | Air brakes of the Hildebrandt-Knorr type |
| Seats: | 57 + 6 folding seats |
| Standing room: | 45 |
| Floor height: | 1,240 mm |
| Classes : | 2nd, 3rd |
The railcars of the DR 137 162 and 163 series were vehicles from the company Waggonfabrik Talbot in Aachen , which were delivered on a trial basis as less powerful railcars with hydraulic power transmission compared to the DR 137 160 and 161 . A vehicle came to the Deutsche Reichsbahn after the Second World War and was in operation there until around 1965. The further fate afterwards is not fully clarified.
history
With the development of the 137 160 and 161 , the Deutsche Reichsbahn ordered two less powerful vehicles from the 200 kW class with the same drive configuration in 1934. While the car body and final assembly were carried out at Talbot, the machine bogies came from DWK in Kiel . Both were only delivered in 1937 as a result of multiple modifications. Matching control cars were supplied with them , which were connected to the railcars via the 32-pin control cable. Originally both vehicles, as well as the 137 160 and 161 , were intended for use in Karlsruhe . They were ultimately used in the Reich Railway Directorate in Münster (Westf) .
Both vehicles were used by the Wehrmacht during World War II. The 137 162 was badly damaged in an air raid in 1944 and retired. The second railcar 137 163 survived the war and came into the area of the Deutsche Reichsbahn. There are different interpretations of further use. While one version questions whether the vehicles went back into operation as railcars, photos from 1963 appear that could show the railcar as VT 137 163 . The vehicle number is only indistinctly visible on it.
What is certain is that the railcar continued to be operated as a sidecar from 1965. In this form it was called VB 147 532 and from 1970 197 836-0 . In 1993 the car was sold to the North Saxon-Central German Railway Friends Association. V. submitted. There is no reliable information about the presence of the vehicle.
vehicle description
The vehicles are made of a welded lightweight steel construction and, with their box length of 20,633 mm and the length over buffers of 21,873 mm, correspond to the standard railcars. The box shape differs considerably from all standard railcars previously delivered. In terms of the car body, the vehicles would correspond to the railcars 137 068 to 073 , as shown by the lack of central entry areas as in the 137 160 and 161 as well as the sliding doors that can be easily recognized in the photograph. The headlight shape corresponds more to the 137 094 to 110 .
The passenger compartment offered 41 3rd class and 16 2nd class seats . The seats in 3rd class were designed as wooden slatted seats in the arrangement 2 + 3, in the 2nd class as padded seats in the arrangement 1 + 3. Six folding seats were available in the entry and luggage compartment.
The machinery was designed analogously to the 137 160 and 161 . This resulted in the same dimensions for the machine and trailer bogies. Only the engine was different. In the 137 162 and 163 , for example, the MAN L6V 17.5 / 18 diesel engine with supercharging was used, which, as a naturally aspirated engine, produced 70 hp more than the basic version . The basic version of the engine was used in the 137 136 to 148 . The supercharging of the engine was not designed favorably, so that the engine later had to be operated as a basic version with 210 hp. The engine was started electrically, and during the war both vehicles had a warming device for parking in the open.
The fluid transmission was essentially the same as that of railcars 137 160 and 161 . The control is specified as electro-pneumatic, only the filling valve for the hydraulic circuits is controlled by hand with a cable. The diesel engines could be controlled from the driving switch in five driving positions, this version corresponded to the RZM control . The railcar could be controlled remotely from a control car, but control of a second machine system in multiple control was not possible.
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
- Discussion on Drehscheibe-online.de about the VT 137 163
- Website of the Eisenbahnfreunde Mitteldeutschland, the owner of the vehicle since 1993
- Mention of the vehicles on dampflok-bilder.jimdo.com
See also
Individual evidence
- ↑ a b c data sheet of the VT 137 163 at www.roter-brummer.de
- ↑ a b c Heinz Kurz: The railcars of the Reichsbahn-Bauarten EK-Verlag Freiburg, 1988, ISBN 3-88255-803-2 , page 352
- ↑ a b c d e Heinz R. Kurz: The railcars of the Reichsbahn types. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 353
- ↑ Data sheet of the VT 137 162 at www.roter-brummer.de
- ↑ a b Recordings of the railcar on www.drehscheibe-online.de