BBÖ 1170
| BBÖ 1170 / ÖBB 1045 / MBS 1045 | |
|---|---|
 ÖBB 1045.12 in Attnang-Puchheim
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| Numbering: | BBÖ 1170.01–14 1045.01–14 (with gaps) MBS 1045.01, 03, 06 |
| Number: | 14th |
| Manufacturer: | ELIN / Vienna , Wr. Neustadt & Floridsdorf |
| Year of construction (s): | 1927-29 |
| Retirement: | ÖBB: until 1994 |
| Axis formula : | Bo'Bo ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 10,400 mm |
| Total wheelbase: | 7,100 mm |
| Service mass: | 61 t |
| Friction mass: | 61 t |
| Wheel set mass : | 15.3 t |
| Top speed: | 60 km / h |
| Hourly output : | 1140 kW at 40 km / h |
| Continuous output : | 960 kW at 48 km / h |
| Starting tractive effort: | 153 kN |
| Driving wheel diameter: | 1,300 mm |
| Motor type: | 1 ~ Rs |
| Power system : | 15 kV 16 2 ⁄ 3 Hz |
| Number of traction motors: | 4th |
| Drive: | Sécheron spring drive |
| Type of speed switch: | Electropneumatic DC contactors |
| Locomotive brake: | electric brake with braking resistors on the roof, later removed |
| Train brake: | Vacuum brake (1170.01–10), compressed air brake (1170.11–14), later all compressed air brakes |
The BBÖ 1170 was an electrically powered locomotive series of the Austrian Federal Railways (abbreviation until 1938: BBÖ ). From 1953 the designation was then ÖBB 1045 .
history
In the mid-twenties, the Austrian Federal Railways needed locomotives that could be used as universally as possible for the Mittenwaldbahn, which was difficult in terms of traction with its maximum gradients of more than 36 per thousand, and for the Attnang-Puchheim – Stainach-Irdning ( Salzkammergutbahn ) line that was electrified in 1925 . On the Mittenwaldbahn, the 1060 series took care of all traffic, for which its performance was no longer sufficient. The 1029 series was in use on the Salzkammergutbahn, which was not suitable for the winding route due to its rigid 1'C1 'construction.
technology
The decision was made in favor of a four-axle bogie locomotive with single-axle drive, which was given the series designation 1170. The rod drives that had been customary up to that point were abandoned here, as well as the type with large motors housed in the engine room. How good and correct this decision was was shown by the fact that to this day most of the mainline locomotives are of this type.
Another constraint in the design of the new locomotives was the weak superstructure in the intended area of use, which only allowed an axle load (today: axle load) of 15 t (with worn wheel tires), thus a total weight of 60 t. With a mass of around 28 tons of the electrical part, the mechanical part could not have a mass of more than 32 tons, with the hollow shaft drive alone accounting for around 5 tons. The vehicle therefore had to be built as short as possible, although it was clear that such a short bogie vehicle would tend to run unevenly. The result was a very compact series of Bo'Bo 'locomotives.
The mechanical part of the first ten machines came from the Wiener Neustädter Lokomotivfabrik , that of the last four from the Lokomotivfabrik Floridsdorf , because the Wiener Neustädter Lokomotivfabrik had meanwhile been closed. The electrical part was delivered by ELIN in Vienna in 1927.
For the first time, the cradle bearing drive was dispensed with and the fully sprung Sécheron hollow shaft spring drive with coil springs was selected. The 1170.01–10 had a vacuum brake, the 1170.11–14 had a compressed air brake, as the Mittenwaldbahn already had newer rolling stock. The first ten locomotives were later retrofitted with compressed air brakes.
commitment
The first ten locomotives were intended for the Salzkammergutbahn, the remaining four for the Mittenwaldbahn. The performance of the small machines was remarkable, they pulled freight trains up to one kilometer in length.
The Deutsche Reichsbahn designated the series as E 45 from 1938 onwards. Two vehicles were so badly damaged during the Second World War that they had to be retired.
On the Austrian Federal Railways after 1945, the remaining machines were given the series designation 1045 in the number system valid from 1953 (until today). From 1978 onwards, these locomotives were decommissioned when major maintenance measures were due. The last machine was retired from the ÖBB in 1994.
In 1980 1045.01 and 03 (later also the slightly damaged 1045.06 as a spare parts donor) were sold to the Montafonerbahn (MBS), where the first two were in operation until 2009.
1045.01 and 1045.03 came to the ÖGEG ( Austrian Society for Railway History ) after the end of their assignment with the MBS and are now based in the Ampflwang locomotive park.
literature
- Richard Rotter, Helmut Petrovitsch: Locomotives of Austrian railways - electric locomotives and railcars. Railway vehicle archive EFA A.2. alba Verlag , Düsseldorf 1990, ISBN 3-87094-132-4 .
- Klaus Eckert, Torsten Berndt: Lexicon of the locomotives . Komet Verlag, Cologne 2005, ISBN 3-89836-505-0 .
- Günter Kettler u. a .: Old Austrian electric locomotives , publisher Peter Pospischil, Vienna 1988.
- Markus Inderst : Picture atlas of the ÖBB locomotives. All traction vehicles of the Austrian Federal Railways. GeraMond, Munich 2010, ISBN 978-3-7654-7084-4 .
- Klaus Brochmann: E 44 and E 45: old-style electric locomotives for d. Person and light freight train service . Verlag Klaus Brochmann Heidelberg 1978. Monographic series Lokomotiv-Portrait . DNB 810750651
