EWA DT101
| EWA DT101 BBÖ DT2.01 ÖBB 3041.01 |
|
|---|---|
| Number: | 1 |
| Manufacturer: | Floridsdorf |
| Year of construction (s): | 1935 |
| Retirement: | 1956 |
| Type : | B2 h3t |
| Length: | 19,850 m |
| Height: | 4,638 m |
| Fixed wheelbase: | 3,400 mm |
| Total wheelbase: | 3,400 mm |
| Service mass: | 50.0 t |
| Friction mass: | 25.0 t |
| Driving wheel diameter: | 970 mm |
| Rear wheel diameter: | 870 mm |
| Number of cylinders: | 3 |
| Cylinder diameter: | 250 mm |
| Piston stroke: | 300 mm |
| Boiler overpressure: | 18 bar |
| Grate area: | 0.79 m² |
| Tubular heating surface: | 20.40 m² |
| Water supply: | 3.35 m³ |
| Fuel supply: | 1,350 l of oil |
The EWA DT101 was a steam railcar with the axle formula B2h3t, which the Vienna-Aspang Railway (EWA) procured from the Floridsdorf locomotive factory in 1935 and put into service. He had a three-cylinder - Hot steam engine , which was arranged so that overhanging masses were avoided. A brisk approach was achieved with the triple engine. The boiler developed 400 HP, which was considerable with 39 m² of evaporation area and 18 bar operating pressure. The railcar was thus able to pull up to six two-axle passenger cars. The vehicle remained a one-off.
When the BBÖ took over EWA on lease in 1937, the railcar was given the number DT2.01 . The Deutsche Reichsbahn classified it in 1938 as the C4idT 17 . In the new series designation system of the ÖBB from 1953 it was given the designation ÖBB 3041.01 .
After its commissioning, the steam railcar ran on the Aspang Railway. Despite its very narrow construction for the passengers (compartment width 1370-1074 mm, aisle width only 620 mm) it seems to have proven itself. The workplace of the train driver (one-man operation) was above the passenger rooms, around 2.20 m above the top of the rail. This caused the unusual appearance of the railcar, which is why it was also referred to as a "submarine". The Deutsche Reichsbahn brought the vehicle to Munich , where it was soon no longer used due to a lack of oil. A planned conversion to gas generator drive did not take place and the railcar remained parked at RAW Nuremberg . Damaged and repaired during the war, the railcar did not return to Austria until 1948 . It was used on the Linz - Summerau and St. Valentin - Gaisbach-Wartberg routes. When part of the latter line was closed, the railcar was withdrawn from service because of its high maintenance costs as a single unit and converted into a construction train kitchen car in 1956 . He received the new number 990.137.
Nothing is known about his current whereabouts at the moment.
literature
- Paul Slezak, Friedrich Slezak, Josef Otto Slezak: Wiener Neustädter Canal and Aspang Railway - From Ship Canal to Railway. Slezak-Verlag, Vienna 1981, ISBN 3-9001-3472-3 .
- Adolph Giesl-Gieslingen: The era after Gölsdorf. Slezak-Verlag, Vienna 1981, ISBN 3-900134-37-5 .
- Alfred Horn: steam railcars, baggage locomotives. Bohmann Verlag KG, Vienna 1972, ISBN 3-7002-0309-8 .
- Markus Inderst : Type atlas of the ÖBB locomotives. All traction vehicles of the Austrian Federal Railways. GeraMond, Munich 2011, ISBN 978-3-86245-132-6 .