ÖBB 4010
| ÖBB 4010 | |
|---|---|
 |
|
| Numbering: | 4010.001-029 |
| Number: | 29 |
| Manufacturer: | SGP , BES |
| Year of construction (s): | 1965-1978 |
| Retirement: | 2008 |
| Axis formula : | Bo'Bo ' |
| Length over buffers: | 16,820 mm |
| Service mass: | 283 t |
| Top speed: | 150 km / h |
| Hourly output : | 2,500 kW |
| Continuous output : | 2,265 kW |
| Starting tractive effort: | 162 kN |
| Power system : | 15 kV 16.7 Hz |
| Drive: | BBC spring drive |
The ÖBB 4010 were electric multiple units of the Austrian Federal Railways (ÖBB), which shaped high-quality express train traffic in Austria for more than three decades.
history
Originally, three railcar sets were procured in 1965 for the then parade train Transalpin of the Austrian Federal Railways , which had been running between Vienna and Zurich since June 1, 1958. The new 4010 series replaced the four-part sets of the 4130 series , which, because they were derived from the 4030 series railcars , could not meet the demands of high-quality international express train traffic.
A second series of twelve five-part sets was built from 1966 for inner-Austrian city express trains. This series differed from the first in that windows that could be opened completely, such as in the Schlieren car , a half dining car with an additional 17 second-class seats, and the lack of the first and second class compartment car, which were later added for capacity reasons, were included. In addition, the power end was extended to 16.82 meters from this series.
For the new international connections created at the end of the 1960s, Johann Strauss (Vienna – Passau – Frankfurt am Main), Lake Constance (Vienna – Bregenz – St. Gallen) and Rosenkavalier (Vienna – Munich), two further six-part sets were created in a third series the first series procured.
In the 1970s, a fourth and fifth series of a total of 12 six-part sets were finally procured, again with translating windows , but in contrast to the previous sets with an air-conditioned full dining car. At the same time, in 1977, the Transalpin era came to an end, when it was switched to a locomotive-hauled train with the new Eurofima wagons . With the simultaneous restriction of the route of the express train from Lake Constance to Vienna – Bregenz, the international service of the 4010 series temporarily ended.
In the early 1990s, the multiple units were modernized. The first set was 4010 022, leaving the corner windows here and only being removed a few years later. Among other things, the wagons received pivoting sliding doors, new seat covers, the corner windows of the driver's cabs were locked and the sets, based on the color scheme of the international passenger coaches of the ÖBB, were painted in traffic red, umbra gray and gray-white. Some of the multiple units (the fourth and fifth series) were also equipped with a closed toilet system and air conditioning so that they can be used in EuroCity traffic to Germany.
The decline of this series began in the 1990s. First of all, the dining cars were taken out of service and seated cars made of parked sets were put in their place. The mixed compartment cars, first and second class, were converted into pure second-class cars, while the half-dining cars were partially redesigned as pure seating cars. The trains were often reconfigured so that it was possible to find different types of window (translating windows, lowered windows or fixed windows / air conditioning) in the same train. Instead of the original layout, the multiple units now ran with four second-class cars. Only the control car was still in first class.
Until the end of their service, the trains were used in the inner-Austrian InterCity traffic from Graz to Vienna , Linz , Salzburg and Innsbruck , but partly also in express train traffic. Until March 2006 they could be found in the express train service on the Franz-Josefs-Bahn . However, the number of deployments decreased with every change of timetable, because trains had to be taken out of service because deadlines had expired or repairs were no longer economically viable. In the 2008 timetable, the services from Graz to Salzburg were further reduced compared to the previous year's timetable and two pairs of trains were replaced by rented wagons from Deutsche Bahn .
The class 4010 multiple units have been remembered by large circles of the population as popular and comfortable vehicles due to their distinctive design and their excellent reputation in the past. Nevertheless, in their final years of use, they were no longer felt to be up-to-date in comparison with modern vehicles, because preservation was only limited to the bare essentials with regard to the complete retirement of the series.
Retirement, sale and planned use at HKX
The mileage of the 4010 series was completely discontinued on the Graz – Salzburg, Graz – Innsbruck, Graz – Linz and Graz – Vienna Südbf routes from December 14, 2008. During the following Christmas holidays, some units were still used as repeater trains in holiday traffic. As of December 31, 2008 the trains were decommissioned.
The 4010 009 multiple unit set was intended as a museum train. The originally intended preservation through the ÖBB nostalgia did not materialize, however. The set was then sold to the Austrian Society for Railway History (ÖGEG) and transferred to the Ampflwang Railway Museum at the end of April 2010, where it is being restored.
Several train sets were sold to the American Railroad Development Corporation (RDC). RDC has a stake in Hamburg-Köln-Express GmbH, which has been offering trains between Hamburg and Cologne since July 2012. The multiple units were to be refurbished in the Delitzsch rail vehicle plant (SFW) for this purpose. In March 2011, some of the vehicles for the HKX were transferred to the H. Cegielski rail vehicle plant in Poland for reconditioning . In March 2013, a contract for the modernization of initially six wagon sets was signed with Euromaint Rail Deutschland GmbH. The wagons received approval from the Federal Railway Authority in late summer 2014 . The top speed was increased from 150 km / h to 160 km / h for use. In addition to technical adjustments, the cars received electronic reservation displays, closed toilet systems, WLAN and sockets on the square. The technical acceptance took place in January 2015 in Berlin.
The vehicles were not used. In 2018, all of the sets previously parked in Wustermark and Delitzsch were scrapped in Espenhain, including both the modernized and the non-modernized.
Multiple unit composition
The new six-part railcar set consisted of a powered end car, a second-class open-plan car, a second-class compartment car, a dining car with two additional second-class compartments, a second and first-class compartment car and a control car with a first-class open-plan compartment.
For reasons of comfort, the power cars were not given any seats for passengers. Instead, in addition to the driver's cab and the engine room, there was only a luggage compartment and a driver's compartment.
The second-class open-plan cars carried ten compartments, the second-class compartment cars had eleven compartments, and the mixed-class compartment cars had four first-class and six second-class compartments. In addition to the driver's cab, the control cars had a smaller luggage compartment and a first-class large compartment, which fictionally corresponded to seven compartments.
With these 26.4 meter long cars, the concept of the UIC type Z was anticipated, which provides ten "arithmetical compartments" in the 2nd class open seating car and eleven coupés in the compartment car, as it was only ten years later with the Corail cars in France and the Eurofima wagon was implemented in Europe including Austria.
When they went into service, the 4010 series set new standards in terms of comfort for Austrian railways. The 2 + 1 seating arrangement also in the second-class open-plan car with enough space for luggage between the chairs still seems groundbreaking today, given the trend towards seating that is increasingly closer together, regardless of the window division, based on the model of the airlines. This previously unfamiliar comfort in the second class made the trainsets of the 4010 series extremely popular with rail customers, and sometimes people also talked about the “ Trans-Europ-Express of the common man”.
In addition to the striking design by Johann Benda , the characteristic original paintwork in sapphire blue and ivory with the eye-catching headlights with a red frame also contributed to the high level of awareness of these railcar sets. In the 1970s, this was changed to ultramarine blue / ivory and the ÖBB impeller was replaced by the then new ÖBB emblem , and the large class numbers were added.
The train sets were internally coupled with central buffer couplings of the Scharfenberg type . As a result, the floor of the railcar was lower than that of normal passenger coaches. There were normal buffers and screw couplings at the ends of the train . If necessary, it was possible to carry a maximum of two normal wagons for reinforcement or, if the powered end car failed, to pull the ironed train with a locomotive . For the first time, an ÖBB vehicle featured a thyristor- controlled electric brake and single-arm pantograph (type VI). This type of construction was necessary because of the limited space on the locomotive roof, because a very large area was reserved for the braking resistors, which were cooled by the wind.
Despite all the popularity, some constructive and conceptual weaknesses became noticeable with ongoing experience in operation. Due to the rather rigid Scharfenberg coupling, the sets tended to sometimes extremely uncomfortable jerking movements in the longitudinal direction, especially when pushing and in double traction. The space available in the second class was soon too little compared to the first class, which is traditionally under-utilized in Austria, so that there were regularly overcrowded trains, although there would have been a sufficient number of seats in the first class. The frequently observed double traction, in turn, made it necessary, among other things, to operate two dining cars in an uneconomical manner, so that there were also considerations of running longer sets with one power car at each end of the train and only one dining car, but these were never implemented.
Vehicle numbers
Delivered vehicles
The following vehicles were delivered between 1965 and 1978:
| Art | series | number | numbering | comment |
|---|---|---|---|---|
| Power end | all | 29 | 4010.001-029 | with luggage compartment and driver's compartment |
| Intermediate car | all | 29 | 7010.101-129 | with open plan 2nd class |
| all | 29 | 7110.101-129 | with 2nd class compartments | |
| all | 29 | 7110.201-229 | with compartments 1./2. Class (in 2nd series afterwards) | |
| Buffet car / half dining car / dining car |
1st / 3rd 2. 4./5. |
5 12 12 |
7310.001-005 7110.301-312 7310.106-117 |
with 2nd class compartments with 2nd class compartments - |
| Control car | all | 29 | 6010.001-029 | with open plan 1st class |
Compilations
As a rule, the set was originally coupled in this way:
- 4010,000 - railcar
- 7010.100 - 2nd class intermediate car with open seating
- 7110.100 - Intermediate car with compartments, 2nd class
- 7310.000 - buffet car with 2nd class compartments or
7110.300 - half
dining car with 2nd class compartments or 7310.100 - dining car - 7110.200 - Intermediate car with 1st and 2nd class compartments
- 6010.000 - control car with open seating, 1st class
In 2008 the sets were usually put together as follows:
- 4010,000 - railcar
- 7010.100 - 2nd class intermediate car with open seating
- 7110.100 - Intermediate car with compartments, 2nd class
- 7110.200 - Intermediate car with compartments, 2nd class
- 7110.300 - intermediate car with 2nd class compartments (formerly buffet car) or
7010.100, 7110.100 or 7110.200 - further intermediate car with 2nd class compartments - 6010.000 - control car with open seating, 1st class
literature
- Viktor Köttner: The new Transalpin 4010 of the Austrian Federal Railways . Bohmann industry and specialist publisher, Vienna 1966.
- Klaus-J. Vetter: The great manual for electric locomotives . Sconto, Munich 2003, ISBN 3-7654-4066-3 .
- Klaus Eckert / Torsten Berndt: Lexicon of the locomotives . Komet Verlag GmbH, Cologne, 2005, ISBN 3-89836-505-0 .
- Markus Inderst and Franz Gemeinböck .: The ÖBB series 4010 in: Kiruba Classic (magazine) No. 1, 2009, themed edition, ISBN 978-3-9812977-0-6 .
- 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 .
- Werner Prokop: 50 years 4010. From the Transalpin to the Waldviertel Express, Volume 1, 1965–1975. RMG-Verlag, Vienna 2014, ISBN 978-3-902894-20-5 .
- Werner Prokop: 50 years 4010. From Transalpin to Waldviertel-Express, Volume 2, 1976–1989. RMG-Verlag, Vienna 2016, ISBN 978-3-902894-24-3 .
- Werner Prokop: 50 years 4010. From the Transalpin to the Waldviertel Express, Volume 3, 1990–2015. RMG-Verlag, Vienna 2017, ISBN 978-3-902894-25-0 .
Web links
Individual evidence
- ↑ Lok-Magazin May 2009 From the Transalpin to the discontinued model p. 46
- ↑ Lok-Magazin May 2009 p. 51
- ↑ "bahnorama" Interview_mit_Hermann_Hochrainer_Vereinsträger_OeGEG (video)
- ↑ Page no longer available , search in web archives: eurailpress.de
- ↑ Report in the Railway Gazette (English)
- ↑ Contract for modernization signed: HKX wagons are modernized by Euromaint Rail Germany , HKX press release
- ↑ HKX: Approval run for RDC passenger coaches "K21" ( Memento of the original from July 14, 2016 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.
- ↑ Approval for ex-ÖBB passenger coaches of the BR 4010 - use in HKX planned , abridged press release by Hamburg-Köln-Express GmbH, 23 September 2014
- ↑ a b Ö1 Images of Man: “Design beyond the Stars” - Johann Benda, railway designer. Retrieved April 14, 2013 . , sent on December 13th, 2009: The interior and exterior design of 4010, the Wiener Schnellbahn and the “Silver Arrows” of the Vienna subway, as well as the “ÖBB-Flügelrad” come from Benda.
- ↑ Lok-Magazin May 2009 p. 46
