DR 137 283 to 287

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DR 137 283–287a / b / c
" Three -part railcar type Ruhr"
VT 137 283.jpg
Numbering: DR 137 283-287a / b / c
ČSD M 493.001-002
Number: 5
Manufacturer: West car
Year of construction (s): 1939
Retirement: until 1970
Type : B'2'2'B 'ie
Genre : BCPw8iütrv
Gauge : 1435 mm ( standard gauge )
Length over coupling: 53,400 mm
Height: 3,671 mm (to the top of the roof)
Width: 2,939 mm
Trunnion Distance: End car: 14,600 mm
middle car: 15,400
Bogie axle base: 3,600 mm
Total wheelbase: 48,200 mm
Service mass: empty: 102,540 kg
occupied: 114,115 mm
Wheel set mass : 15,185 kg
Top speed: 120 km / h
Installed capacity: 283-285: 2 × 302 kW (2 × 410 PS)
286-287: 2 × 331 kW (2 × 450 PS)
Wheel diameter: 930 mm
Motor type: 283-285: 2 × Maybach GO 56
286-287: 2 × Mercedes-Benz OM 86
Motor type: 2 × twelve-cylinder four-stroke diesel engines
Rated speed: 1,400 rpm
Power transmission: hydraulic from Voith
Tank capacity: 900 l
Brake: Air brakes of the Hildebrandt-Knorr type
Seats: 126 + 6 folding seats
Floor height: 1,240 mm
Classes : 2nd, 3rd

The railcars 137 283 to 287 were a series of railcars that was originally built for the Deutsche Reichsbahn as express railcars for the Ruhr express traffic. The series was created in addition to the five two-part Ruhr railcars as a comparison variant in order to also test vehicles with hydraulic power transmission for the Ruhr express traffic . After the Second World War, the VT 137 284 and 287 of the vehicles remained with the Deutsche Reichsbahn and the VT 137 283 and 286 with ČSD , where they were designated as M 493.001-002 . However, these two vehicles returned to the Reichsbahn by 1955. The last three-part Ruhr was eliminated from the Deutsche Reichsbahn in 1970.

history

Reichsbahn time

These vehicles were manufactured by Westwaggon and delivered to the Deutsche Reichsbahn in the second half of 1939 .

The railcars could no longer be used for their intended area of ​​operation, the Ruhr Schnellverkehr , but were assigned to the Reichsbahndirektion Dresden . There they were hardly used at all, up to January 1, 1940, only 3,000 to 4,000 km of mileage are known. Later they were made available to the Wehrmacht , but were only reserve vehicles there.

Two vehicles, the VT 137 284 and the VT 137 287, were to be found on the territory of the later GDR after the end of the war . The VT 137 283 and the VT 137 286 remained on the territory of the ČSD . The VT 137 285 is believed to have been burned in the bombing raids on Dresden .

Post war era

The two vehicles that remained in the Deutsche Reichsbahn were given the two-tone standard paintwork with a light gray apron after the war and were located in the Dresden-Pieschen depot . Only one of the two vehicles could only be refurbished and provided a wide variety of services. Because it was equipped with a Scharfenberg coupling , operations with express railcars could be undertaken together. In the late 1950s and 1960s, however, both railcars could run together. It was now possible to drive services that were not yet possible with a vehicle, e.g. B. to Leipzig or Bautzen . The outstanding mission was the Dt 179/180 to Stralsund via Berlin , the consideration was carried out in the absence of suitable vehicles with a unit of standard cars consisting of two VT and VB.

In 1948 a returnee from the ČSD appeared with the VT 137 283 ( M 493.001 ). It was initially parked in the RAW Wittenberge for years , but could be seen again in operations as early as 1953. He was then used by the DR until about 1969. It should also be mentioned that, unlike the other two vehicles with red paint, it was used as a peace train in 1953 . In 1962 it was back in a two-tone version. The second railcar from the ČSD ( M 493.002 , formerly VT 137 286 ) returned to Dresden in 1955 and was dismantled in the RAW Wittenberge. Its assemblies could be used as spare parts for the trains used. After the closure of the Dresden-Pieschen depot, the vehicles were handed over to Templin . Apparently there was no longer any suitable use for them, because they were parked as early as 1969 and retired a year later, while the two-part Ruhr railcars were still being renumbered by the DR in the GDR . As a result, today there are no more Ruhr railcars and memories can only be found through historical photographs.

vehicle description

The three-part vehicle consisted of two end cars and one middle car, which were connected to one another via non-powered Jakobs bogies . The outer bogies of the end cars were the machine bogies with the diesel-hydraulic drive system .

As with the standard railcars, the car bodies consisted of light steel profiles and sheets in a welded construction. At the ends of the end cars there were transition doors for the drivers with a bridge, which, however, were arranged off-center as with the standard cars. As with the express railcars, the transitions between the end and middle cars for the drivers were protected with outer and inner bellows and had transition doors with a clearance of 800 mm.

A railcar was designated with the partial letters a , b and c . In addition to the machinery and the driver's cab, end car a contained a luggage compartment with external revolving doors, a load compartment which included the entry area. From then on there was an open-plan 3rd class compartment until the end of the vehicle. Intermediate car b also had a 3rd class compartment, adjoining it was an entry area, and then was an open 2nd class compartment, which was divided into smokers / non-smokers by partition walls. At the other end was another small entry room. In the end car c, there was only one open-plan 3rd class compartment, which was separated by an entry area. Another small entry area was followed by the engine room with a driver's cab. The outer doors of the cars were designed as sliding doors of different widths, and the toilets were also located in the larger entry areas. The seat division was 1 + 3 in all compartments, all seats were upholstered. The bogies were made as a lightweight Görlitzer design series with a welded construction. Their uniform wheelbase was 3,600 mm.

The machinery was elastically mounted in the end bogies in a subframe. Outside the bogies there were only the cooling system for the cooling water and the exhaust manifold including the exhaust hood. The Maybach GO 56 was used as the drive motor in the first three vehicles and the Mercedes-Benz OM 86 in the last two vehicles . The power transmission was carried out uniformly with a two-converter transmission from Voith .

literature

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

Web links

Individual evidence

  1. ↑ http://www.beitraege.lokomotive.de/datenbank/d_datenbank.html
  2. ↑ http://www.beitraege.lokomotive.de/datenbank/d_datenbank.html
  3. ↑ a b data sheet of the VT 137 286 on rote-brummer.de.
  4. ↑ a b c data sheet of the VT 137 283 on rote-brummer.de.
  5. ↑ Heinz R. Kurz: The railcars of the Reichsbahn types. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , p. 375.
  6. ↑ a b data sheet of the VT 137 284 on rote-brummer.de.
  7. ↑ a b data sheet of the VT 137 287 on rote-brummer.de.
  8. ↑ a b c Heinz R. Kurz: The railcars of the Reichsbahn types. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , p. 377.
  9. ↑ Heinz R. Kurz: The railcars of the Reichsbahn types. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , p. 374.
  10. ↑ a b Heinz R. Kurz: The railcars of the Reichsbahn types. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , p. 376.