Prussian VT 152 to VT 161

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VT 152-161 / VT 1-20
KPEV VT 2
model series 1st series 2nd series
numbering originally VT 152–161
from 1913 VT 1–10		 VT 11-20
Manufacturer mech .: Weyer , WUMAG , Waggonfabrik Rastatt , Gastell
el .: AEG , BEW 		mech .: Weyer , WUMAG
el .: BEW
Years of construction 1911-14 1913-15
Retirement until 1926
number 10 10
Axis formula 2'Bo '
Gauge 1,435 mm
Driving wheel diameter 1,000 mm
Impeller diameter 1,000 mm
Top speed 70 km / h
LengthOverBuffer 20,750 mm
length 19,155 mm
Pivot spacing 13,800 mm
Center distance of the chassis MD: 3,800 mm
TD: 2,500 mm
Total wheelbase 16,950 mm
Empty mass 45.3-47.6 t 53 t
Service mass 51-54.3 t 60 t
Brakes Westinghouse air brake
Installed capacity 73–88 kW (100–120 hp) 125–147 kW (170–200 hp)
Engine type NAG
Deutz		 Deutz
Engine type Four-cylinder four-stroke benzene engine
Six-cylinder four-stroke benzene engine		 Six-cylinder, four-stroke benzene engine
Rated speed 700 rpm
Power transmission electric
Number of drive motors 2
Seats 80/85 68/85
Classes 3rd / 4th

The combustion railcars of the series VT 152 to VT 161 were four-axle benzene-electric railcars of the Prussian State Railways . They were the first series-produced railcars in Germany . Like almost all railcars from the time after the turn of the century around 1900, these vehicles were not in use for long and were converted into railway service vehicles by the mid-1920s. Some cars were used in this form until the Second World War.

history

VT 152 to VT 161

After the first benzene-electric multiple unit with the series designation VT 151 was built by the Prussian State Railroad in 1908, a series was built from 1909.

First a series of ten vehicles appeared from 1909 to 1911, which were named VT 152 - VT 161 according to the designation scheme valid at the time . Compared to the VT 151 , the length of the car has been increased by almost three meters. The engine output of the benzene engine has been increased by 20 hp. As a result, the machine system could no longer be arranged below the floor. The benzene engine and the flange-mounted generator were placed on a separate machine frame that was placed in front of the car body. This resulted in the characteristic exterior of the vehicles with the long bonnet.

The vehicles were mainly used in the KED Breslau , KED Danzig , KED Altona , KED Mainz and KED Frankfurt . Their annual mileage was given as up to 40,000 kilometers.

VT 1-10

From 1913 the vehicles were given the new designation VT 1 to VT 10 . At this point in time, the first Prussian railcar VT 151 was no longer in the KPEV's portfolio as a service vehicle .

VT 11-20

From 1911 to 1913, a second series of ten vehicles with increased engine output from 170 to 200 hp was procured, which stood out from the first series with a more massive engine cover and a more compact radiator shape. A two-axle control car was procured for these vehicles. In contrast to the first series, the vehicles also had 2nd class. They were preferred at the KED Danzig , KED Altona and KED Frankfurt . During test drives, a vehicle should have reached a speed of 90 km / h forwards and 70 km / h backwards.

Company photo of AEG of the converted VT 18

The last time a vehicle was mentioned in censuses was in October 1919. After the First World War , the opinion of the vehicles had fundamentally changed. Motor power and speed were too low. The vehicles have been in use for a maximum of twelve years. One vehicle was sold to the PKP in 1922 for operation around Kraków , but it did not go beyond the experimental status. It is known of the VT 18 that it was converted into an electric multiple unit on a trial basis, whereby the machine bogie provided the drive wheels with jackshaft and coupling rod . In addition, four cars were converted into railway company cars for route electrification and used in this condition until around 1941.

technical features

Like the VT 151 , the vehicles of the first series were designed as four-axle vehicles. However, these were designed as passage cars in contrast to the compartment car that can only be accessed from the outside . The drive unit was stored in the enlarged machine bogie and placed in front of the car body. A sliding bonnet provided access to the drive system. The electric traction motors were housed in the smaller bogie on the other side of the car. This drive arrangement is exemplary for the 302 kW railcars , in which the development of more powerful engines made it possible to place the drive unit in the car body.

The cars of the first series (VT 1 – VT 10) were designed as closed cars at the front. There have been some changes to the engines; the engine power fluctuated between 100 hp and 120 hp, one engine was supplied by NAG , the rest were supplied by Deutz . In the car body design, there were different versions due to the room division through the different car classes . Characteristic for the first series were the exhaust gas duct in front of the car body and the finned cooler on the roof.

The vehicles of the second series were fundamentally different from those of the first. By taking along a control car , the side above the motor bogie was equipped with a rear door and transition device to the trailer. The engine power of the car was increased again to 170 HP to 200 HP. This resulted in a larger propulsion system, which made the bonnet clunkier. The finned coolers were replaced by upright coolers.

The waste heat from the cooling water was used to heat the passenger compartment and the lighting was electrical.

See also

literature

  • Günther Scheingraber: Combustion railcars. In: Eisenbahn-Journal Archiv 1/96 Volume No. 9 Prussia Report, ISBN 3-922404-84-7

Web links

Individual evidence

  1. ^ Günther Scheingraber: Combustion railcars. In: Eisenbahn-Journal Archiv 1/96 Volume No. 9 Prussia Report, ISBN 3-922404-84-7 , page 46
  2. ↑ a b c Günther Scheingraber: Combustion railcars. In: Eisenbahn-Journal Archiv 1/96 Volume No. 9 Prussia Report, ISBN 3-922404-84-7 , page 53
  3. ^ Günther Scheingraber: Combustion railcars. In: Eisenbahn-Journal Archiv 1/96 Volume No. 9 Preußen-Report, ISBN 3-922404-84-7 , page 49
  4. ^ Günther Scheingraber: Combustion railcars. In: Eisenbahn-Journal Archiv 1/96 Volume No. 9 Prussia Report, ISBN 3-922404-84-7 , page 47
  5. ^ Günther Scheingraber: Combustion railcars. In: Eisenbahn-Journal Archiv 1/96 Volume No. 9 Prussia Report, ISBN 3-922404-84-7 , page 52