Prussian VT 101 to VT 103
| VT 101 to VT 103 | |
|---|---|
| Numbering: | VT 101 – VT 103 Hanover |
| Number: | 3 |
| Manufacturer: |
BBC , Mannheim Waggonfabrik Gebrüder Gastell , Mainz Gebr. Sulzer , Winterthur |
| Year of construction (s): | 1914 |
| Retirement: | ~ 1920 |
| Axis formula : | 3'B ' |
| Genre : | BCCi |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 21,100 mm |
| Service mass: | 62 t |
| Top speed: | 75 km / h |
| Installed capacity: | 160 PS (118 kW) |
| Driving wheel diameter: | 1000 mm |
| Impeller diameter: | 1000 mm |
| Motor type: | Sulzer four-stroke diesel engine |
| Rated speed: | 500 rpm |
| Power transmission: | electric |
| Number of traction motors: | 1 |
| Brake: | Westinghouse air brake |
| Seats: | 61 |
| Classes : | 2nd / 3rd |
The VT 101 to VT 103 were five-axle diesel - electric multiple units of the Prussian State Railways .
history
Between 1909 and 1914, the Prussian State Railroad had already procured a total of 20 similar vehicles with gasoline engines that proved themselves in service. The disadvantage, however, were the high operating costs due to the benzene fuel used .
In 1913 the Prussian State Railways ordered three vehicles with diesel engines from the Gastell brothers' wagon factory in Mainz . Brown, Boveri & Cie (BBC) in Mannheim supplied the electrical equipment, the four-stroke diesel engine came from the Swiss company Sulzer Brothers in Winterthur . The three railcars ordered were delivered in 1914, right at the start of the First World War . They were given the numbers VT 101 Hanover to VT 103 Hanover . The VT 101 was presented at the Baltic Transport Exhibition in Malmö in 1914 .
Largely identical vehicles were also acquired by the Royal Saxon State Railways in 1914 as DET 1–2 from the Rastatt wagon factory . The most important difference to the Prussian vehicles was the more powerful engine.
Because of the lack of fuel due to the war, the railcars were hardly ever used. At the end of the war they were shut down. Since restarting it was no longer worthwhile due to the high expenditure, they were then scrapped. They were no longer part of the Deutsche Reichsbahn , founded in 1920 .
technical features
For weight reasons, the diesel engine with the direct current generator was located above the three-axle non-driven bogie under a front structure. The electric drive motor was located in the middle of the two-axle bogie at the other end of the vehicle. It was designed as a double engine. Both drive axles in the bogie were driven via jackshaft and coupling rods. The diesel engine had a displacement of 95.5 liters .
The waste heat from the cooling water was used to heat the passenger compartment and the lighting was electrical.
See also
literature
- Andreas Wagner, Dieter Bäzold, Rainer Zschech, Ralph Lüderitz: Lokomotivarchiv Preußen 4 , transpress Verlagsgesellschaft Berlin, 1991; Pp. 171-173