DR 757 to 762

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DR 757-762
Factory photo WUMAG DRG 757.jpg
Numbering: DR: 757–762
DB: VT 66 900–905
BHE T 171
BHE / EVB T 175
DHE VT 172 / SWEG VT 101
WZTE VT 174
Number: 6th
Manufacturer: Waggon and mechanical engineering Görlitz
Year of construction (s): 1927-1929
Axis formula : (1A) (A1)
Length over buffers: 757-760: 21,000 mm
761-762: 21,020 mm
Length: 19,700 mm
Height: 3,950 mm (without cooler)
Width: 3,010 mm
Trunnion Distance: 13,000 mm
Bogie axle base: Machine bogie: 3,900 mm
Total wheelbase: 16,915 mm
Service mass: 41,500 kg (unoccupied car)
Top speed: 65 km / h
later 85 km / h
Installed capacity: 2 × 66 kW
later 2 × 81 kW
Driving wheel diameter: 1,000 mm
Impeller diameter: 1,000 mm
Motor type: Büssing D 2 upon delivery
Motor type: 2 × 6 cylinder 4-stroke petrol engine
Rated speed: 1,000 / min
later 1200 / min
Power transmission: mechanical with Soden gear
Tank capacity: 2 × 150 l
Seats: about 75 depending on the equipment
Standing room: about 50 depending on the equipment
Floor height: 1,375 mm above sea level

The DR 757 to 762 railcar series are combustion railcars that were manufactured by WUMAG from 1927 to 1929 and, as vehicles of the so-called heavy design, were still equipped with a gasoline engine. Together with DR 851 to 852, they are among the oldest four-axle vehicles in the DRG and were used for railcar traffic on branch lines . They were in service with the DB until the 1950s and were then used for operation on private railways. One vehicle from this series has survived to this day and is located on the Buxtehude-Harsefelder Eisenbahn as the VT 175 .

history

Reichsbahn time

After the DRG purchased various four-axle railcars with different drive systems from DWK in smaller numbers from 1925 , in the same year it ordered a series of five railcars from WUMAG , which were delivered in 1927. In 1929 a sixth multiple unit (762) was delivered. In contrast to the vehicles previously delivered, the railcars were delivered with engines from Büssing and received a mechanical transmission of the Soden type as power transmission . Outwardly, the vehicles differed significantly from the predecessor vehicles. The front and side windows were particularly noticeable due to the rounded upper corners and were based on the style of the express train passenger cars of the time. On the roof of the Görlitz car there were two large coolers, the number of which was increased to three after the first repair. The motor coaches 761–762 were also equipped with a bell .

One of the first railcars in the series was subjected to an extensive test at the Grunewald Locomotive Testing Office before delivery . The vehicles were used in the RBD East , the RBD Breslau , in Trier and Münster . They were later at various deployment sites until they moved together in Nuremberg after 1930 . The vehicles continued to be used in civilian service during the Second World War after they had been converted to LPG. That was the reason why all railcars survived the war without damage and were in the area of ​​the later DB , where they were classified as VT 66 900–905 . After 1945 the drive engines were converted, with either the OM 54 diesel engines from Mercedes-Benz or the A 8 L 614 from Deutz being installed. In the mid-1950s, four vehicles were sold to private railways and converted for their services, two were taken out of service and cannibalized as spare parts donors. After the cannibalization, one is known to have been used as a mobile sales office for a while.

Private railways

The four vehicles used for the private railways were sold to the Buxtehude-Harsefelder Eisenbahn (BHE), the Delmenhorst-Harpstedter Eisenbahn (DHE) and the Wilstedt-Zeven-Tostedter Eisenbahn (WZTE). Due to the high drive power, they were well suited for towing services on the railways mentioned. Outwardly, they differed from the original version in the enlargement of the front windows and the relocation of the radiator in the area of ​​the machine bogies. Some vehicles received shortened bogies from passenger coaches during the conversion, and all vehicles were prepared for one-man operation. By retrofitting the railcars with other bogies with a wheel diameter of 900 mm, the respective wagons were lowered 90 mm in height, whereby the pulling and bumpers had to be raised accordingly. Of the converted vehicles, the T 171 was in use at the BHE until 1955 and then burned in the company's locomotive shed. The T 174 used by the WZTE ran on the company's lines until an accident in 1974 and was then scrapped.

VT 757 as BHE T171, condition 1950
BHE / EVB VT 175, status 2010

Only the VT 175 , which had taken the place of its burned sister vehicle at the BHE, and the VT 172 of the DHE survived until recently. Both vehicles were easy to distinguish from one another; the VT 172 had a continuous windscreen and shortened bogies, the VT 175 the original bogies and two enlarged windscreens. The VT 172 was sold to SWEG in 1967 ; There it drove until 1979 as the T 101 , when it was so badly damaged in a shunting accident that it had to be retired. The VT 175 of the BHE was completely overhauled in 1980 after many years of use and brought as close as possible to its original condition. Original wheels with a diameter of 1,000 mm were used again, the former roof coolers were placed on the roof as a dummy and a dummy bell was placed on the front. The interior was restored with the original wooden seating. In this condition, the historically valuable vehicle is stored with the Buxtehude-Harsefeld railway enthusiasts . In 2005, a remnant from the private railway era, the small, narrow viewing hatch next to the driver's cab window, was removed.

technical description

The railcar has a heavy, 19,074 mm long underframe, which is riveted together from profiles. This frame carries the steel box frame, which is clad with sheet metal and also riveted. How heavy this chassis was is shown by the evaluation of the specific power, which was 2.82 kW / t for the twin-engine car (when the car was occupied). In the single-engine railcar of the DR 137 000… 135 series , which was produced in lightweight construction, this output was 3.6 kW / t. The outer entrance doors were fitted as sliding doors. The cars 757-760 had in contrast to the 761-762 also have external access doors to the cab. On the other hand, the retracted part at the tips was shorter than that of the older railcars, and the car body was slightly longer. 757–760 were designed as 3rd / 4th class cars, the 3rd class with wooden slatted benches and the 4th class with wooden benches. After 1930 they were on 2/3 Class rebuilt. 762 led the 2nd and 3rd car classes ex works. During the Second World War, the 2nd class seats on the 757 to 760 railcars were replaced by 3rd class seats. The toilet was placed in the middle of the car. The 757 to 760 had 16 Wendler roof fans, the 760 and 761 had twelve.

Originally the cars were equipped with two roof coolers. A total of eight 800 mm wide lowerable windows were built into the 75 mm thick side walls in the passenger compartment. The two side windows in the entrance area were designed as fixed glazing.

A gasoline engine and a semi-automatic gearbox per bogie were chosen as the drive system. The two drive systems were mounted on a support frame in the bogie and drove the inner axles. The drive system was designed so that it did not protrude into the entrance room. Thus the noise pollution in the passenger compartment was not excessive. The drive system was accessible from the entrance room via flaps. Motors were used by Büssing . They were designed as six-cylinder in-line engines. The throttle valves of the carburettors were controlled mechanically and pneumatically to regulate the engine speed. A pressure reducing valve was acted upon mechanically by turning the gas lever . The pressure of 0 to 6 bar applied depending on the travel switch position then adjusted the position of the throttle valve by means of a membrane switch via a linkage. In 1931/32 the drive system was revised. By increasing the engine speed to 1,200 rpm, the engine output could be increased to 81 kW. As a result, an additional radiator had to be arranged on the roof, as the vehicle still has today.

The semiautomatic transmission of the Soden type was chosen as the vehicle transmission, which was significantly lighter in weight than the transmission used in the previous types, but had the disadvantage of lacking synchronization when changing gears. Due to the remote control, the switching times were further delayed by the long pneumatic lines, so that starting up the railcar with the five gears required a lot of feeling from the driver and proceeded very slowly. In addition, the driver did not have the second machinery in his ear . The mechanical gearboxes of the Soden type did not have a clutch, the gear was selected by the driver, and when the drive switch was set to zero feed, the pneumatic system automatically changed over. In any case, this gearbox, which has proven itself in automotive engineering, was not satisfactory in this two-engine vehicle, so that it was replaced by a Mylius gearbox as early as 1939 . This gearbox is not an ideal solution for a multi-engine railcar, but it has the advantage of automatic synchronization when changing gears. When the gearbox and engine were changed, the suspension of the machinery was changed. The engine and Mylius gearbox were now suspended on a support frame attached to the floor of the car. In 1940/41 the railcars were converted for operation with bottled gas.

The electrical equipment was supplied by two Bosch alternators that fed the vehicle's 24 V electrical system. The passenger area was illuminated by ten incandescent lamps, and five lamps were also installed in the vestibules and the toilet. The speed of the vehicle and the engine speed as well as the gear engaged could be displayed in the driver's cab. In addition, the railcar had a dead man's device , which triggered the emergency braking when the drive switch was released. The ignition was not switched off when the emergency brake responded, the engines stalled to a standstill.

literature

  • Heinz R. Kurz: The railcars of the Reichsbahn types. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 .
  • Günther Dietz, Wolfgang Bdinka: Head-cooled railcars . In: railway magazine . No. 6 , 2016, ISSN  0342-1902 , p. 50-55 .

Web links

Commons : DRG 757-762  - Collection of Pictures, Videos and Audio Files

Individual evidence

  1. a b c d Heinz R. Kurz: Railcars of the Reichsbahn types. EK-Verlag, 1988, ISBN 3-88255-803-2 , p. 69.
  2. ^ A b Heinz R. Kurz: Railcars of the Reichsbahn types. EK-Verlag, 1988, ISBN 3-88255-803-2 , p. 74.
  3. ^ Photo from VT 101 1980 in Wiesloch train station
  4. Heinz R. Kurz: Railcars of the Reichsbahn types. EK-Verlag, 1988, ISBN 3-88255-803-2 , p. 75.
  5. Data sheet of the T 171 at www.roter-brummer.de
  6. a b c d Heinz R. Kurz: Railcars of the Reichsbahn types. EK-Verlag, 1988, ISBN 3-88255-803-2 , p. 71.
  7. Vehicle list of the T 174 at www.roter-brummer.de
  8. ^ Photo of the VT 175 from the late 1970s
  9. Vehicle list of the T 101 on www.roter-brummer.de
  10. Photo of the railcar after the work-up in 1980 on www.roter-brummer.de
  11. Detailed information on the VT 761 at www.roter-brummer.de
  12. ^ A b Heinz R. Kurz: Railcars of the Reichsbahn types. EK-Verlag, 1988, ISBN 3-88255-803-2 , p. 76.
  13. ↑ Detailed view of the railcar, as of 2005 ( Memento of the original from April 21, 2016 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.  @1@ 2Template: Webachiv / IABot / www.reichsbahntriebwagen.de
  14. ^ A b c Heinz R. Kurz: Railcars of the Reichsbahn types. EK-Verlag, 1988, ISBN 3-88255-803-2 , p. 64.
  15. Heinz R. Kurz: Railcars of the Reichsbahn types. EK-Verlag, 1988, ISBN 3-88255-803-2 , p. 194.
  16. ^ A b Heinz R. Kurz: Railcars of the Reichsbahn types. EK-Verlag, 1988, ISBN 3-88255-803-2 , p. 73.
  17. ^ A b Heinz R. Kurz: Railcars of the Reichsbahn types. EK-Verlag, 1988, ISBN 3-88255-803-2 , p. 66.