DR 137 273… 858

from Wikipedia, the free encyclopedia
DR 137 273–278, 851–858
"Bauart Köln"
SVT Cologne.jpg
Numbering: DR: 137 273-278, 851-858
DB: VT 06.1
DR: 182.0
Number: 14th
Manufacturer: Linke-Hofmann AG Breslau , AEG , SSW
Year of construction (s): 1936-1938
Retirement: 1983
Axis formula : 2'Bo '+ 2'2' + Bo'2 '
Length over coupling: 70,205 mm
Length: 69,505 mm
Height: 3.775 mm (apex)
Width: 2,900 mm
Trunnion Distance: End car: 16,120 mm
Middle car: 16,135 mm
Bogie axle base: MD: 4,000 mm
LD, TD: 3,000 mm
Total wheelbase: End car: 19,620 mm
Middle car: 19,135 mm
total Vehicle: 65,305 mm
Service mass: 177.6 t (occupied)
Wheel set mass : 18.7 t
Top speed: 160 km / h
Installed capacity: 2 × 441 kW = 882 kW
Driving wheel diameter: 930 mm
Impeller diameter: 930 mm
Motor type: Maybach GO6
Motor type: 2 × 12-cylinder 4-stroke
Power transmission: electric
Number of traction motors: 4th
Brake: Air brakes of the Hildebrandt-Knorr type
Seats: 2nd class 102
dining car 30
Classes : 2.

The express railcars 137 273 to 278 and 137 851 to 858 are a series of railcars that were originally used in the FDt network of the Deutsche Reichsbahn as "Type Cologne".

Reichsbahn

Route network of the routes traveled by the express railcars

The great success of the express railcar system of the Deutsche Reichsbahn brought some shortcomings with it. The vehicles of the type "Hamburg" and "Leipzig" used up to now only had large passenger areas and a limited Mitropa service.

The newly developed vehicles were therefore designed as single-axle vehicles with closed compartments and dining cars. Despite the larger mass of the trains, the engines of the SVT "Leipzig" were retained as the drive unit. The passengers were offered 102 upholstered 2nd class seats, which were grouped into 6-person compartments. The comfortable dining room contained 30 additional seats. The designation of the vehicle parts was taken from the previous SVT types with lower case letters after the vehicle number "a / b", whereby the vehicle part with the dining area (one end car) was given an "a", the middle car a "b" and the second end car a "C" behind the vehicle number.

The "Cologne" type was the largest series of express railcars built by the DR with 14 units. In terms of space and with one more intermediate car, they were later only slightly surpassed by the prototypes of the planned "Berlin" type .

The vehicles were based in the repair shop in Wittenberge and used in the DR's express railcar network. They achieved remarkably high mileages of 25,000 to 30,000 km per month. A remarkable achievement is given for the 137 851 in July 1939 that it was in operation on all 31 days and covered a total of 36,462 km, i.e. 1160 km a day.

When the war began, the SVT were initially shut down. They later served as escort vehicles or quarters for the Wehrmacht. All vehicles survived the war, some burned out.

Use in Czechoslovakia

The 137 852 remained with the Czechoslovak State Railways (ČSD) and was used there as the M 494.001 in the express service between Prague and Bratislava . In 1949 it was returned to the Deutsche Reichsbahn .

Use by the American occupation forces

The 137 274 was brought to Virginia in the USA as booty . The remaining vehicles were initially used by the occupying powers. The VT 06 108 (ex DR 137 854, US-American name: Special-Diesel No. 222 ) served as a saloon railcar, initially for General Lucius D. Clay , then for the High Commissioner John Jay McCloy and his wife, who had been in office since 1949 Ellen. After this railcar burned out in 1951, the VT 06 106 took over the service until the McCloy family returned to the USA in July 1952. During this time, the trains were always ready to run in the Fürstenbahnhof Bad Homburg , where the residence of Clay and McCloy was located.

German Federal Railroad

Route network of the routes used in the territory of the Federal Republic of Germany

After 1947, nine vehicles of the Deutsche Bundesbahn were overhauled at WMD Donauwörth for the planned use of the pre-war SVT in FD service. The exterior front windows have been rounded off for a more pleasing appearance. The names of the three vehicle parts of the railcar, now classified as (S) VT 06.1, changed from SVT 137 ### a / b / c via SVT 06.1 ## a / b / c to VT 06 1 ## a / VM / b. They were initially painted in powder blue / gray and were changed to the old red for railcars in the mid-1950s. After the reconstruction, the vehicles were used in high-quality fast connections such as the Rheinblitz Group . The use lasted until the end of the 1950s, when the replacement appeared in the form of the series VT 08 and VT 12.5 . In 1958 four vehicles were sold to the DR in the GDR .

German Reichsbahn

Initially only two vehicles remained with the DR, the 137 273 and 278. In 1949 the returnee of the ČSD 137 852 appeared. With these three vehicles, the connection from Berlin to Hamburg was initially resumed. The travel time of four hours was not comparable to that before the Second World War. From 1955, one of the railcars served the newly introduced Saßnitz-Express, which ran two days a week between Saßnitz and Munich .

In 1958, through an exchange deal with the DB, the DR received four more vehicles from the Federal Republic of Germany , including the two hydraulic powered railcars VT 06 102 and VT 06 111. International traffic was started with the seven vehicles; there was the Neptun Express, the Vindobona Express, the Hungaria Express and the Berlin – Warsaw – Brest connection . In the course of their service the vehicles were reconstructed, some multiple units got a fourth sidecar, the drive unit was replaced by new engines of the type "K 12 V 170 DR" from ČKD.

At the beginning of the 1970s, the vehicles were given the new designation 182.0, whereby one end car and the middle car were always numbered and the second end car was given a 500 number (example: DR 137 273 a / b / c> DB SVT 06.101 a / b / c > DB VT 06 101 a / VM / b> DR 182 001, 002, 501). In the meantime, they had been ousted from international connections and preferred to use GDR internal traffic, such as the Berlin– Bautzen , Berlin– Rostock and Berlin– Leipzig routes .

Received vehicles

Two of these vehicles from the DB's inventory have been preserved to this day: The end car "b" of the VT 06 106 (a / VM / b) (ex 137 851) stands next to the clubhouse of the Eisenbahner-Hochsee-Sportfischer-Verein e. V. (EHSFV) in Lübeck-Travemünde and serves here as a guest house. The other two vehicle parts, the end car “a” and the intermediate car “VM”, of the former three-part express railcar, form the clubhouse of the water sports department of the railway sports club in Constance .

The VT 06 104 (ex 137 277), only the two power cars without an intermediate car, is with the wrong address "SVT 137 851" in the works museum of Linke-Hofmann AG Breslau in Salzgitter . The express railcar was painted in the original DR colors again, but the rounded cab windows from the DB era were retained.

The former 137 856 a / b / c was the last vehicle to be parked at the Deutsche Reichsbahn in 1983 and has since been restored to the original in the Delitzsch repair shop under the direction of the Förderverein Diesel-Schnelltriebwagen (SVT) eV association .

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

Constructive features

The three-part unit of the vehicles was Spantenbauart in lightweight construction made. The chassis of the car body was provided with an apron throughout to reduce air resistance. With a total of 132 seats including the dining car, the railcar offered most of the seats of the express railcars built to date. Only the prototype of the Berlin type had a slightly larger amount of space. The 2nd class seats were upholstered with innerspring and covered with wool plush, the seats in the dining car were covered with leather. As with express train cars, the seats were designed as compartments with side aisles. The dining car with a central aisle was originally housed in the non-powered central car. During the reconstruction after the Second World War , the dining car was placed in an end car. In the surviving SVT 137 277 in the factory museum at Alstom Transport Germany in Salzgitter , the inventory of the dining car is still in its original condition. The wall cladding of the passenger compartments was made of pearwood, the wooden coffered ceiling made of mountain maple. The compartment doors were designed in two parts and were extensively glazed so that a sufficient all-round view was guaranteed on all sides. The compartment windows were 1,200 mm wide.

The bogies were welded according to the Görlitz type and fourfold sprung with the car body. For the first time the magnets of the Indusi were attached to them, in all previous SVT they were screwed to the carriage side member. The brake was again designed as a block brake , the design as a drum brake brought problems with the previous SVT. The tests with disc brakes were not yet completed when the railcars were built. The Hildebrandt-Knorr-Bremse brake could be controlled electrically and pneumatically from the driver's cab. In addition, the vehicles had a magnetic rail brake with magnets in each bogie. The brake magnets were lifted and locked in the driving position by compressed air cylinders. Their braking effect only came into effect when the driver's brake valve was actuated in the quick braking position. At a speed of less than 20 km / h they were switched off to protect against overbraking.

The diesel-electric drive system was of the conventional design. The Maybach GO6 diesel engine was housed in the end car's machine bogies. In the motor bogies of the end car, the electric traction motors were housed in a tatzlager design , the two bogies of the intermediate car were running bogies. The machine set with diesel engine and generator was mounted in a one-piece support frame, which was supported pendulum at three points in the bogie bearing. The diesel engine and main generator were connected to each other by a fabric disk coupling. The electric traction motors had a one-way gear drive on the drive wheels with a gear ratio of 2.54. They could be operated alternately in series or in parallel , which was particularly useful when starting up and driving uphill. The railcars were controlled with the RZM multiple control , with which three railcars could be controlled and two monitored. In the SVT Cologne railcars , the control lines could be coupled independently for the first time in diesel railcars. For this, a number of control couplings were arranged in the Scharfenberg coupling . The railcars of the Hamburg type were also given these couplings during intermediate repairs in order to be able to drive together with the SVT Cologne .

Every diesel engine had an underfloor cooling system. The multiple unit was heated by oil-fired hot water systems in each car. The compressed air required for the brake and the auxiliary systems was generated by two air compressors . These were housed in the middle car and powered by two electric motors. The main air tank line had a pressure of 10 bar, the pressure of 5 bar required for the main air line was regulated by a pressure reducing valve . Both lines were fed to the Scharfenberg coupling at the end and could be connected independently when coupling.

Conversions

Conversion as diesel-hydraulic vehicles at the DB

After the Second World War, the electric power transmission of two railcars on the Deutsche Bundesbahn was replaced by a diesel-hydraulic drive . This conversion was carried out on SVT 06 102 and SVT 06 111 and carried out in the WMD . In 1950/51 the diesel engines Maybach GTO 6 and the two-converter gearboxes from Voith were installed in the machine bogie at the top of the vehicle. The former motor bogies became pure running bogies after the electric traction motors were removed. They were given the new designation VT 06 501 a / b / c and VT 06 502 a / b / c . Due to the conversion, some technical data changed, according to the

  • Wheel arrangement: B'2 + 2'2 '+ 2'B',
  • Service weight empty: 159,200 kg,
  • Service weight occupied: 168,800 kg,
  • Frictional mass: 71,400 kg and
  • Number of seats: 96 + 30 dining places.

The reduction in the number of seats was due to the fact that the intermediate car, which was designed as a seated car by the DB, also had a writing compartment.

Modernization at the DR-Ost

The five vehicles that remained with the DR in the GDR were subjected to a thorough modernization from 1963 while retaining the diesel-electric drive system.

There were 48 seats in 1st class and 72 seats in 2nd class. In addition, there were 30 seats in the dining room, which was set up in an end car. During the reconstruction, the car heater was replaced by a HETO 40 S from GDR production . Changes to the close couplings between the cars were necessary for ferry traffic to Denmark . Since switches with a radius of 150 m had to be driven on when driving on the ferries, the close couplings had to be loosened with a specially made key before driving onto the ferry and tightened again after leaving the ship. The close couplings were changed so that the intermediate cars only had buffers and the end cars only had sliding plates. Changes to the transition bridges and the bellows were also required.

The largest conversion measure was the replacement of the drive motors with type K 12 V 170 DR from the manufacturer ČKD . The engine had almost the same output as the Maybach types. The external dimensions were somewhat larger, which made different sound insulation necessary. As a baffle had to be omitted as a result, reinforced sound insulation was required for the remaining baffle . The redesign of the hood made it possible to provide better seats for the railcar crew. Further heat and sound insulation measures were carried out in the driver's cab. The ceiling of the driver's cab was clad with perforated sheets . The electrical equipment of the vehicles remained largely unchanged. In particular, the lighting with incandescent lamps was left, only set to a higher luminosity .

literature

  • Multiple units on the upswing. New riddle? (2nd part) In: Lok-Magazin ( ISSN  0458-1822 ), No. 68 (1974), pp. 362-367.
  • Heinz R. Kurz (Ed.): Flying trains. From the “Flying Hamburger” to the “Flying Cologne”. Eisenbahn Kurier Verlag, Freiburg im Breisgau 1986, ISBN 3-88255-237-9 .
  • Klaus-J. Vetter: The great manual of German locomotives. Bruckmann, Munich 2001, ISBN 3-7654-3764-6 .

Web links

Individual evidence

  1. ↑ Image of a "Köln" type express railcar as M 494.001 shown on k-report
  2. ↑ Walter Söhnlein, Gerta Walsh: Clear the way! Railways in the Taunus 1860, 1910, 2010. Frankfurt am Main 2010, ISBN 978-3-7973-1223-5 , p. 83 f.
  3. ↑ Rico Bogula: International express trains in the GDR. Eisenbahn Kurier Verlag, Freiburg im Breisgau 2007, ISBN 978-3-88255-720-6 , p. 79.
  4. ↑ Heinz R. Kurz (Ed.): Flying trains. From the “Flying Hamburger” to the “Flying Cologne”. Eisenbahn Kurier Verlag, Freiburg im Breisgau 1986, ISBN 3-88255-237-9 , page 151.
  5. ↑ Heinz R. Kurz (Ed.): Flying trains. From the “Flying Hamburger” to the “Flying Cologne”. Eisenbahn Kurier Verlag, Freiburg im Breisgau 1986, ISBN 3-88255-237-9 , page 89.
  6. ↑ a b Heinz R. Kurz (Ed.): Flying trains. From the “Flying Hamburger” to the “Flying Cologne”. Eisenbahn Kurier Verlag, Freiburg im Breisgau 1986, ISBN 3-88255-237-9 , page 91.
  7. ↑ a b Heinz R. Kurz (Ed.): Flying trains. From the “Flying Hamburger” to the “Flying Cologne”. Eisenbahn Kurier Verlag, Freiburg im Breisgau 1986, ISBN 3-88255-237-9 , page 92.
  8. ↑ Heinz R. Kurz (Ed.): Flying trains. From the “Flying Hamburger” to the “Flying Cologne”. Eisenbahn Kurier Verlag, Freiburg im Breisgau 1986, ISBN 3-88255-237-9 , page 94.
  9. ↑ Heinz R. Kurz (Ed.): Flying trains. From the “Flying Hamburger” to the “Flying Cologne”. Eisenbahn Kurier Verlag, Freiburg im Breisgau 1986, ISBN 3-88255-237-9 , page 102.