BBÖ VT 10
| BBÖ VT 10 | |
|---|---|
| Numbering: | BBÖ VT 10.01 |
| Number: | 1 |
| Manufacturer: | Warchalowski / Vienna |
| Year of construction (s): | 1924 |
| Retirement: | 1939 |
| Axis formula : | 1A |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 12,800 mm |
| Fixed wheelbase: | 6,000 mm |
| Total wheelbase: | 6,000 mm |
| Empty mass: | 14.7 t |
| Service mass: | 19.9 t |
| Friction mass: | 7.5 t |
| Top speed: | 40 km / h |
| Starting tractive effort: | 15 kN |
| Driving wheel diameter: | 830 mm |
| Impeller diameter: | 830 mm |
| Number of cylinders: | 6 / row |
| Cylinder diameter: | 120 mm |
| Piston stroke: | 160 mm |
| Fuel supply: | 150 l |
| Motor type: | Büssing - NAG , NAG 6 |
| Motor type: | Gasoline engine |
| Power transmission: | mechanically with NAG railcar transmission |
| Brake: | Air brake |
| Seats: | 50 |
| Standing room: | 15th |
| Classes : | 3. |
The BBÖ VT 10 was the first internal combustion engine - railcars of the Austrian Federal Railways (BBÖ). It was built under license from the AEG benzene railcars .
The company Warchalowski, Eissler & Co . in Vienna-Ottakring built a gasoline-mechanical railcar for the BBÖ in 1924, which was intended to efficiently handle operations on branch lines. The car was built under license by the AEG benzene railcars. Waralowski, Eissler & Co also took over the drive system with gearbox and gasoline engine from NAG . Carrying the typical appearance of these cars, it looked quite similar to streetcar cars . The railcar had an air intake shaft on one side so that air could be fed into the radiator when reversing.
technical features
The entire drive system was taken over from the AEG benzene railcars . A six-cylinder NAG gasoline engine with 75 hp (55 kW) at 1000 rpm was used as the drive engine. The engine with a displacement of 10.9 liters was installed on the rear platform. The front axle was driven by a four-speed gearbox connected to compressed air (a forerunner of the TAG gearbox ) with top speeds of 7, 15, 26 and 40 km / h and a downstream reversing gear. The gear wheels of the transmission were constantly in mesh and were each switched via separate, compressed air-operated dog clutches.
The engine could be started electrically or with a crank. The fuel supply was 150 liters.
commitment
During demonstrations, the railcar traveled on the Vienna suburb line and the Semmering Railway (to Payerbach) but also on the Schneeberg Railway , which was operated by the private Vienna-Aspang railway at the time, and came to Puchberg am Schneeberg . The car was officially tested in November 1924, and trial operation between St. Valentin and Sarmingstein began in early 1925 . From March 1931 the vehicle was used on the Laxenburg Railway between Mödling and Laxenburg and drove there until passenger traffic was discontinued on March 31, 1932. It then drove on the Stammersdorfer local railway and other branch lines in the Weinviertel .
The Deutsche Reichsbahn designated the railcar from 1938 as CivT number 717 in the second lineup, but retired from it in 1939 after a fire.
literature
- Erich Doleschal, Heinz Gerl, Helmut Petrovitsch, Wilhelm Saliger: Traction vehicles of Austrian railways - diesel locomotives and diesel multiple units , alba-Verlag, Düsseldorf 1993, revised edition 1999, ISBN 3-87094-150-2 .
- Alfred Horn: Motorized multiple units in Austria , Bohmann Verlag, Vienna 1984, ISBN 3-7002-0564-3 .
- HR Figlhuber: Mödling - Laxenburg. Wing runway with Kaiserbahnhof , Slezak Verlag, Vienna 1989, ISBN 3-85416-147-6 .
- Günter Kettler: Bahn in the picture 213. Diesel multiple unit I , Pospischil-Verlag, Vienna 2007.