DR 137 288 to 295
| DR 137 288–295 "Ruhr type railcar, two-part" |
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| Numbering: | DR 137 288–295a / b from 1970: DR 184 001-005 ČSD M 296.001-002a / b |
| Number: | 8th |
| Manufacturer: | WUMAG |
| Year of construction (s): | 1938 |
| Retirement: | -1982 |
| Type : | 2'Bo'2 'de |
| Genre : | BCPw6iütrv |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over coupling: | 44,186 mm |
| Trunnion Distance: | 17,690 mm |
| Bogie axle base: | 3,500 mm |
| Total wheelbase: | 38,880 mm |
| Service mass: | empty: 99,000 kg occupied: 109,620 mm |
| Top speed: | 120 km / h |
| Installed capacity: | 2 × 310 kW (2 × 410 PS) |
| Driving wheel diameter: | 1,000 mm |
| Impeller diameter: | 930 mm |
| Motor type: | 2 × Maybach GO 56 |
| Motor type: | 2 × twelve-cylinder four-stroke diesel engines |
| Rated speed: | 1,400 rpm |
| Power transmission: | electric |
| Tank capacity: | 900 l |
| Brake: | Single chamber air brake type Ks |
| Seats: | 114 |
| Floor height: | 1,240 mm |
| Classes : | 3. |
The railcars 137 288 to 295 were a series of railcars that were originally built for the Deutsche Reichsbahn as express railcars for the Ruhr express traffic. They were equipped with two engine systems in order to increase the acceleration capacity compared to the standard railcars and a control car for the task area. After the Second World War, five of the vehicles came to the Deutsche Reichsbahn in the GDR , where they were given the EDP designation 184.0 after 1970 , and two to the ČSD , where they were designated M 296.0 . The last Ruhr railcar was in operation until 1982. One vehicle has not been preserved.
history
Reichsbahn time
In order to further accelerate the Ruhr Schnellverkehr, which did not achieve optimal acceleration values with the standardized railcars with a standard layout and a control car, eight copies of these vehicles with two drive systems were built at WUMAG in Görlitz . These eight vehicles, along with the SVT Berlin type express railcars, were the last DR diesel-electric railcars. All other vehicles had a hydrodynamic drive from this time on . Originally fifty such railcars were to be ordered from the DR in 1935 for the Ruhr Schnellverkehr , but this was not implemented due to the engine problems with the GO 5 engines .
The two engines were therefore designed as Maybach GO 56 after the many negative experiences with the predecessor types . This gave the railcars an extraordinarily high acceleration capacity and the security that they would never stop in the event of an engine failure. In addition, the speed could be increased significantly. Up to six drive units could be controlled and four monitored via the vehicle control. Three railcars could thus be controlled from a driver's cab with the existing Scharfenberg coupling , one vehicle had to be monitored by a guard. The vehicles also had an automatic door locking device.
Despite this progressive design, the vehicles could not fully satisfy the needs of the regular timetable , the storage space in the entry area was too small and the capacity of the vehicles was lower than in the VT + VS units. The Deutsche Reichsbahn therefore decided to develop a VT + VS unit with a supercharged engine (650 hp). In 1939, the DR had already ordered 30 such railcars, which were to be given the designation VT 137 470-499 . The war prevented the execution.
The eight railcars were handed over to the RBD Saarbrücken in early 1939 after only six months of operation on the Ruhr , from where they were passed on in full to the Dresden-Pieschen depot . At the beginning of the war, they were first put down and made winter-proof. At the end of the war there were six vehicles with the DR and two vehicles with the ČSD .
Post war era
Five of the six vehicles based in Dresden-Pieschen could be put back into service. The sixth was dismantled around 1956 in the RAW Wittenberge . The vehicles were initially located in Dresden-Pieschen, from 1953 in Berlin-Karlshorst . In the complicated conditions after the Second World War, they were robust vehicles for a wide variety of conditions. For example, they were used as a replacement for a failed flying train for the Berlin - Hamburg connection or were used in rush hour traffic or city express traffic (Berlin - Leipzig or Berlin - Bautzen ). The two units of the ČSD , 137 289 and 137 292, were designated as M 296.001 and 002 and used as express railcars between Prague and Bratislava (Pressburg) and Ostrava (Ostrau) . Of these vehicles, M296.001a / b was in service until 1963. This vehicle continued to be operated as the M 264.001 contact line inspection vehicle . At an unknown point in time, it was retired and scrapped. M269.002a / b was retired in 1959
The five vehicles at the DR were redrawn in 1970 and received the numbers from 184001 to 184 005. Until the phasing out (the last rail car was retired in 1982) they ran always in Bw Berlin-Karlshorst . The long period of use makes it clear that they were proven vehicles in operational service. Although some vehicles were still used as accommodation after they were taken out of service, no “Ruhr multiple unit” has survived today, and memories of this vehicle series are only possible through historical photos. It is noticeable that the old multiple units at the DR had a much longer period of use than at the DB and that vehicles with electric power transmission used at the DR were in service longer than vehicles with hydrodynamic drive .
Constructive features
The vehicle consisted of two lightweight vehicle parts that were connected to one another via the Jakobs bogie . As with the standard railcars, these vehicles also had a surrounding underframe apron to reduce air resistance. It is noticeable that the post-war railcars also kept their aprons on this model. For delivery, the vehicles had a different paint scheme than the standard railcars with a standard layout; the roof was aluminum colored, the front and side walls dark red in RAL 3009 , the apron dark gray in RAL 7022 and the color dividing lines light gray in RAL 7023.
On the end faces, which were designed like those of the standard railcars, the railcars had the Scharfenberg coupling as a coupling option . Two motor coaches could be automatically coupled mechanically, electrically and pneumatically using them. Between the closely coupled wagons on the Jakobs frame there was the possibility for the passengers to pass by means of outer and inner bellows. The outer bellows was almost flush with the outer skin of the vehicle. The passenger compartments were designed as open-plan compartments of the 2nd and 3rd carriage classes. The 2nd class had a seat division of 1 + 2 and 1,200 mm wide windows, the 3rd class 2 + 3 and the windows were 1,000 mm wide. The entrance doors were evenly distributed over the car body and could be closed electro-pneumatically from the driver's cab.
As with the Flying Hamburger , the diesel-electric drive system was distributed over the three bogies, the two motor-generator units on the outer bogies and the two electric traction motors on the Jakobs bogie. The Maybach GO 56 was chosen as the diesel engine . It can be assumed that, due to their long lifespan, the vehicles also had exchange engines from ČKD , but this is not mentioned in the literature. The other electrical equipment corresponded to the standard car. The compressed air system with a nominal pressure of 8 bar is also worth mentioning. In addition to the usual uses of railcars such as brakes, sand spreader and typhones, the door locking devices also had to be supplied with it. The air required for this was generated by two electrically powered air compressors from Knorr , which were suspended by rubber elements on the underframe of each half of the car.
See also
- Heinz R. Kurz: The railcars of the Reichsbahn types . EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2
- Bek Jindrich, Janata Josef, Veverka Jaroslav: Malý atlas lokomotiv 2, Elektrická a motorová trakce, Nadas-Verlag, Prague 1969
Web links
- Website about the existing VT 137 of the Ruhr type
- Address of the photo collection for most pre-war vehicles
- Photograph of a Ruhr railcar as ČSD M 296.002
Individual evidence
- ↑ Data sheet of the VT 137 291 at www.roter-brummer.de
- ↑ Heinz R. Kurz: The railcars of the Reichsbahn types . EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , p. 339
- ↑ a b Heinz R. Kurz: The railcars of the Reichsbahn types . EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , p. 343
- ↑ http://www.beitraege.lokomotive.de/datenbank/d_datenbank.html
- ↑ Data sheet of the VT 137 289 at www.roter-brummer.de
- ↑ Heinz R. Kurz: The railcars of the Reichsbahn types . EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , p. 344
- ↑ http://www.beitraege.lokomotive.de/datenbank/d_datenbank.html