DR 853… 871

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DR 853 ... 871
DRG 871 factory photo Maybach.jpg
Numbering: DR: 853-861, 866-871
Number: 15th
Manufacturer: Wismar wagon factory
Year of construction (s): 1926-1928
Retirement: until 1960
Axis formula : B'2 '
Length over buffers: 21,040 mm
Trunnion Distance: 13,300 mm
Bogie axle base: Machine bogie: 3,500 mm
Total wheelbase: 16,915 mm
Service mass: 853–854: 40,200 kg
855–856: 41,000 kg
857–859: 40,300 kg
860–861: 40,450 kg
866–867: 43,100 kg
868: 41,000 kg
869: 39,800 kg
870–871: 41,000 kg (empty trolley)
Top speed: 60 km / h
Installed capacity: 110 kW
Driving wheel diameter: 1,000 mm
Motor type: Maybach G 4a (on delivery)
Motor type: 6-cylinder 4-stroke with supercharger
Power transmission: mechanically
Seats: 853–854, 857, 860–861: 40
855–856: 53
858–859: 38
866–871: 71 (on delivery)
Standing room: 853-857, 860-861: 35
858-859, 870-871: 55
866-867: 59
868-869: 44 (1932)

The DR 853–861 and DR 866–871 vehicles belong to the DR 853… 871 railcar series . These are the series vehicles that, after testing the DR 851 to 852, were delivered by the DRG as heavy-duty diesel railcars with mechanical transmissions . Compared to the prototype vehicles, there were some external differences, so they are described separately from them.

history

After the DR 851 to 852 had proven themselves during testing, the DRG ordered a total of 15 railcars of the same design from the Wismar wagon factory for branch line service in different areas.

The basic principle of the vehicles was the same riveted heavy car body that was derived from the express train car , the frame and the drive system. Compared to the prototype vehicles, the head shape was changed in the series delivery (it was designed without a bevel). There were numerous variants within the series, which were due to the fact that the 4th class was being abolished at the time . That was the reason for the large dispersion of the number of seats. The purchase price of the vehicles was 101,550 RM in 1926 and 122,409 RM in 1928.

During the construction period there were some changes to the vehicles. As with the prototypes, the diesel engine was replaced by the G 4b type . For guidance on the driver's cab facing away from the machine bogie, the engine driver received an ear tube for the engine. The vehicles received windshield wipers powered by compressed air. Due to the high air consumption when starting at short distances between stops, the drive system of the vehicles was changed so that the engine could be started with compressed air while the engine was running and the clutch could be started with the engine running. This was to the detriment of the manufacturer's description and operating instructions, the railcar could be given a larger number of sidecars at reduced speed. Some vehicles received a preheating system for the engine cooling water and a cooling water level monitor, an improved ventilation in the driver's cab and a second alternator

numbering

The vehicles were used for the same purpose as the prototype vehicles, whereby as with these up to two sidecars could be given. There were different versions of the numbering; Originally they were designated starting with the company number 100 and the place of use, later they were given the well-known numbers starting with 853 . According to the new designation scheme of the DRG from 1932, these vehicles kept their ancestral numbers. As a result, there have been repeated mix-ups with the four-axle light-weight railcars (DR 137 000… 135) in the course of their operating life, mainly because the first vehicles from them also had the numbers 862–864 . The locations were the Stuttgart , Elberfeld , Mainz , Schwerin and Frankfurt (Oder) departments . They were operated until the start of the war. In 1940 no vehicle was designated for public transport. Then they were used for war purposes, as a result of which ten vehicles had to be retired after 1945.

VT 65 903

After 1947, the vehicles were to be given the new VT 65 series with serial numbers from 900 . Ultimately, only two vehicles survived after 1950. The VT 859 was the only vehicle to get to the DB and was given the road number VT 65 903. It received a drive system from the DR 137 000… 135 series with a GO 5h engine, which enabled the vehicle to be increased to 80 km / h. It was retired in Braunschweig in 1957 .

VT 856, 857 and 871 remained in the GDR with the DR, the last railcar (856) was retired in Bitterfeld in 1960 .

findings

The operation with the Wismar railcars brought the realization that with the vehicles, which only had the low specific power of 2.2 kW / t and 60 km / h top speed, no operation on main lines was possible. In the design of the DR 137 000… 135, this led to the revision of the car body and the development of more powerful engines. They were therefore important sources of knowledge for lightweight construction in vehicle construction. The long service life of up to 30 years gives good evidence of the construction of the vehicles.

Whereabouts

A railcar from this series has not survived. It is questionable whether a drive head of a four-axle diesel railcar with mechanical power transmission was intended for the exhibition in the Dresden Transport Museum in 1970 , but it did not happen. It is unclear whether this drive head was a class DR 137 000… 135 railcar or the 856 , which ran in Bitterfeld until 1960 .

It is also known of this vehicle that it made many trips on the Delitzscher Kleinbahn AG in 1956 .

literature

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

Web links

Individual evidence

  1. ↑ Side view of the railcars ( Memento of the original from December 11, 2015 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice.  @1@ 2Template: Webachiv / IABot / www.reichsbahntriebwagen.de
  2. ↑ View of the railcars
  3. ↑ Description of the series vehicles in the section "Description of the railcar"
  4. ↑ Floor plan of the Wismar railcar ( Memento of the original from December 11, 2015 in the Internet Archive ) Info: The archive link was 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
  5. ↑ Heinz R. Kurz: The railcars of the Reichsbahn types . EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 171
  6. ↑ Heinz R. Kurz: The railcars of the Reichsbahn types . EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 183
  7. ↑ Manufacturer's operating instructions
  8. ↑ Description of the series vehicles in the section "Description of the railcar"
  9. ↑ Heinz R. Kurz: The railcars of the Reichsbahn types . EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 179
  10. ↑ Heinz R. Kurz: The railcars of the Reichsbahn types . EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 175
  11. ↑ Heinz R. Kurz: The railcars of the Reichsbahn types . EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 184
  12. ↑ Heinz R. Kurz: The railcars of the Reichsbahn types . EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 182
  13. ↑ Heinz R. Kurz: The railcars of the Reichsbahn types . EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 185
  14. ^ Rainer Zschech: Triebwagen-Archiv , 4th edition, Transpress Verlag , category 862–864
  15. ↑ Heinz R. Kurz: The railcars of the Reichsbahn-Bauarten , EK-Verlag, 1988, ISBN 3-88255-803-2 , page 185
  16. ↑ Hartmut Schöttge: The Delitzscher Kleinbahn , Verlag Kenning, ISBN 3-927587-14-1 , page 39