DR 137 326… 376

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DR 137 326–331 a / b and 367-376 a / b
"Stettin" type multiple units
VT 137 331
numbering DR : 137 326–331 a / b
DB VT 45 504
from 1968: 645 104/404		 DR : 137 367–376 a / b
DB VT 45 502.503
from 1968: 645 102 / 40402,103 / 403
number 6th 10
Manufacturer WUMAG
design type (A1) 2` + 2` (1A) ie
Operating category BCtrPwPost
Seats Part a: 50 + 14 folding seats
Part b: 66
Classes 2nd / 3rd
Standing room 60
Delivery year 1940 1941
Retirement -1965 -1969
Wheel diameter 900 mm
Bogie wheelbase MD: 3,500 mm
LD: 3,000 mm
Pivot spacing 13,500 mm
Total wheelbase 36,550 mm
Length over buffers 40,690 mm
Service mass empty: 78,555 kg
occupied: 94,105 kg		 empty: 77,953 kg
occupied: 93,453 kg
Engine type Deutz A 12 M 319
DWK 12V19		 MAN W12V13 / 19
Daimler-Benz MB 807
Engine power 2 × 200 kW (2 × 275 PS)
Top speed 90 km / h
Power transmission hydraulic

The railcars 137 326–331 a / b and 367-376 a / b were a series of railcars that were originally developed for regional traffic in high-speed traffic on non-electrified lines of the Deutsche Reichsbahn as "Bauart Stettin". The difference to all four-axle diesel railcars manufactured to date was the underfloor drive system in these vehicles. After the Second World War, three vehicles were taken over by the DB as the VT 45.5 series (later 645) and retired in 1969. The vehicles that remained with the Deutsche Reichsbahn were used as double trailer cars in the mid-1960s after the drive system was expanded. Of these vehicles, the former VB 147 551 a / b has been preserved at the Aschersleben Railway Club.

history

Reichsbahn time

For suburban traffic in the Szczecin area, the DR procurement program provided for six multiple units as double multiple units with single bogies and hydrodynamic power transmission. For the first time, the machine system was designed as an underfloor system; this required the engine manufacturers to develop horizontal diesel engines. The drive system was then implemented as a boxer engine with only one driven axle. Motors from various manufacturers were ordered for comparison purposes, but they had the same connection dimensions. In the 137 331 and 370 even engines from two different manufacturers (Deutz / DWK and Daimler-Benz / MAN) were used.

The railcars ordered were only delivered by WUMAG after the start of the war. They were the last new development from WUMAG for the DR. A total of 16 double railcars were delivered. At the same time as the double railcars, 16 control cars from the 145 series were procured from Lindner in Ammendorf (145 204–213 and 229–234). The railcars were extensively tested by the manufacturer on the Zackenbahn from Hirschberg to Schreiberhau . It turned out that the drive system was a bit tight. That is why work was still being carried out during the war to increase the horizontal boxer engines by charging them to an output of 400 hp. This goal was achieved, but could not be implemented for reasons related to the war.

The vehicles were initially used temporarily in Stettin , but they were soon parked so that there could be no question of regular use before the end of the war. The vehicles were then available to the Wehrmacht , which they regarded as reserve vehicles. 14 railcars survived the war, four of them in the western and nine in the eastern occupation zone. Some of these vehicles were so damaged that the number of operational vehicles was further reduced. A vehicle that was initially lost, however, had survived at the ČSD as the M 262.101 series .

Post war era

German Federal Railroad

Of the four vehicles that came to the Deutsche Bundesbahn , only three railcars, which were designated as VT 45.502-504 , could be put back into operation due to considerable damage to individual individual cars . For a long time, the vehicles were used in Bielefeld . The vehicles were used on the routes to Osnabrück , Detmold and Altenbeken until they were replaced by newer vehicles such as the VT 24 series. The vehicles were also extensively modernized; In addition to rewiring, they received the new Mercedes-Benz MB 846 Bc drive motors , the output of which was reduced from 350 to 300 hp. They were also given fluorescent lighting .

After the railcar circulation at the Bielefeld depot in 1966 was terminated , the railcars were moved to Braunschweig . However, they were not in operation there for long. They were given the new computer number 645 102/402 to 645 104/404 , but in 1969 they were shut down and taken out of service. No vehicle has survived from the Szczecin residents on DB territory.

German Reichsbahn

The obtained VT 137.367 as a double sidecar at a vehicle exhibition

Five vehicles could be included in the service inventory of the Deutsche Reichsbahn (137 329, 331, 367, 368, 371). The railcars were used in the Berlin Anhalter Bahnhof depot , in the Stendal depot and Dresden-Pieschen depot . Motor coaches with damage to the drive system were converted into two-part sidecars between 1962 and 1964. So with the VT 137 331, 367, 369 and 371, they became the VB 147 553a / b, 551a / b, 552a / b and 554a / b. The 137 328 was dismantled in the mid-1950s, the others in 1966/67. The last operational vehicle is the VT 13 331 a / b, which was initially used in the Rbd Halle and later at the Dresden-Pieschen depot. It was equipped with DWK engines and converted into a sidecar at the end of 1964.

Of the two-part sidecars that have been preserved, three have been given EDP numbering. Namely the former VT 137 368 , which became 197 841 in 1970 . The car was still in use at the Stendal depot for a long time and was parked as a youth club in Güsten for a few years after it was retired . The former VT 137 371 and VT 137 367 also became the double trailer cars 197 841 and 197 840, respectively. The latter has been retained by the Aschersleben Railway Club to this day.

M 262.101 of the Československé státní dráhy

One of the lost railcars was the VT 137 372 , which was classified as M 262.101 by the ČSD . However, the car soon returned to Germany and was dismantled in 1951.

Constructive features

The railcars were designed as closely coupled double railcars with single bogies, in which the outer axle was the drive axle in the outer bogie. The two halves of the car were connected to each other by a screw coupling that could not be released during operation . The connection was made via shock buffers and shock plates.

As is customary with standard railcars, the car body was made of lightweight construction from load-bearing profiles and outer sheets of welded construction. The transition from one car to the other happened over bridges that were protected with bellows . All exterior doors of the vehicles were designed as sliding doors with a clear width of 900 mm, with the exception of the door to the mail room, which was designed as a double-leaf revolving door with 920 mm. For the first time on the standard railcars, the front section was modernized again; the Szczecin railcars had a centrally located middle transition door and enlarged visible areas for the train driver and train driver's workplace. Curved disks were used for this. After the war, an additional strut was drawn into each of the two German railway administrations. In the case of the vehicles, the entire vehicle floor plan was to be used for the transport of people, luggage and mail with the help of the underfloor machinery. In addition to the baggage and mail compartment, car a also had a cargo compartment and an open-plan 3rd class compartment. In carriage b there is an open plan 2nd class and an open plan 3rd class. The seating was arranged in the 2 + 3 arrangement with a central aisle, all seats were upholstered.

The machine system was designed as an underfloor system with hydraulic power transmission . The diesel engines, although from four different manufacturers, were all made with almost the same dimensions as boxer engines . The cylinder diameter and piston stroke were standardized by the Deutsche Reichsbahn . Compared to the Ruhr-Triebwagen´ , the Stettiner wagons were a little less motorized, an increase in engine performance could no longer be enforced for war reasons.

The power transmission was installed in the multiple units VT 137 326 ... 370 with a fluid transmission from Voith and for the remaining wagons by AEG . The Voith transmission was a converter / clutch transmission, the AEG was a pure two-converter transmission. The vehicles that remained with the DB were later given a converter / converter gearbox from Voith, even during revisions.

Just like the machinery, the heating and cooling systems were also located below the floor.

literature

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

See also

Web links

Individual evidence

  1. ↑ a b c d Heinz R. Kurz: The railcars of the Reichsbahn types. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , p. 387.
  2. ↑ a b List of VB 147 551 at the Aschersleben Railway Friends
  3. ↑ Heinz R. Kurz: The railcars of the Reichsbahn types. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , p. 385.
  4. ↑ a b c Heinz R. Kurz: The railcars of the Reichsbahn types. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , p. 386.
  5. ↑ a b Internet page about the VT Bauart Stettin at the Bielefelder Eisenbahnfreunde
  6. ↑ Heinz R. Kurz: The railcars of the Reichsbahn types. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , p. 378.
  7. ↑ Heinz R. Kurz: The railcars of the Reichsbahn types. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , p. 379.
  8. ↑ Heinz R. Kurz: The railcars of the Reichsbahn types. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , p. 382.
  9. ↑ Heinz R. Kurz: The railcars of the Reichsbahn types. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , p. 383.