BBÖ VT 21
| BBÖ VT 21 DR 771 |
|
|---|---|
| Numbering: | BBÖ VT 21.01 DR 771 |
| Number: | 1 |
| Manufacturer: | German works Kiel |
| Year of construction (s): | 1925 |
| Retirement: | 1951 |
| Axis formula : | (1A) (A1) |
| Genre : | C4ivT |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 18,400 mm |
| Height: | 3,640 mm (to the top of the roof) |
| Trunnion Distance: | 12,480 mm |
| Bogie axle base: | 1,550 mm |
| Total wheelbase: | 14,030 mm |
| Service mass: | empty: 27,000 kg occupied: 33,150 kg |
| Friction mass: | 13,700 kg (occupied) |
| Top speed: | 50 km / h |
| Installed capacity: | 110 kW (150 PS) |
| Wheel diameter: | 747 mm |
| Motor type: | DWK T VIa |
| Motor type: | Six-cylinder four-stroke gasoline engine |
| Rated speed: | 1,000 / min |
| Power transmission: | mechanical with four-speed gearbox |
| Train brake: | Originally the Hardy type vacuum brake at DR: Knorr type compressed air brake |
| Train control : | Handbrake |
| Seats: | 82 |
| Standing room: | 30th |
| Classes : | 3. |
The BBÖ VT 21 was an engine - railcars of the Federal Railways Austria (BBÖ). It came from the German works in Kiel .
History and technical data
The railcar goes back to the type series V of DWK railcars and belonged to the vehicles of the series, which were colloquially known as commissary bread . The procurement of the car was preceded by several presentations by Deutsche Werke Kiel in Austria. Among other things, the vehicle was tested on the Semmering Railway . The railcar ordered had the factory number 63 at DWK . T 63 was then the first company number of the vehicle. In 1927 the name was changed to BBÖ VT 21.01 .
Mistelbach is named as the first station after acceptance . In 1938 the vehicle was taken over by the Deutsche Reichsbahn and designated as series 771 . The railcar is said to have been stationed in Krems during the Second World War . After the end of the war he was first found in Czechoslovakia and is said to have found his way back to the ÖBB via Hungary .
The railcar was converted into a sidecar on March 15, 1951. It was given the designation B4T 7629.01 and was retired on March 16, 1960.
Vehicle body
In terms of the vehicle structure, the railcar corresponds to the type V , there were some differences to other railcars of this type in the drive.
Under the car body typical of DWK railcars, the machine system was housed in its own support frame and suspended from the undercarriage. The engine protruded into the passenger compartment and was covered with a hood. The cooling system and the tank were placed on the roof.
The engine of the DWK type T VI a was a six-cylinder four-stroke gasoline engine . Its performance was 150 hp at 1,000 min -1 for a cylinder diameter of 150 mm and a piston stroke mm from 180th During the war, the railcar was converted to run on liquid gas.
The engine was connected to the four-speed gearbox from the same manufacturer via a single-disc dry clutch . This gear worked on the basis of gear shifts and was also stored in the machine support frame.
literature
- Heinz R. Kurz: The railcars of the Reichsbahn types , EK-Verlag, Freiburg 2013, ISBN 978-3-88255-162-4 .
Web links
- Photo of a copy of the ČSD series M 220.1 , a DWK type V railcar built under license, in Rychnov nad Kněžnou
- Photo of the remains of the preserved M 220.104 in the National Technical Museum in Prague - Čelákovice depot
Individual evidence
- ↑ a b c d Heinz R. Kurz: The railcars of the Reichsbahn-Bauarten , EK-Verlag, Freiburg 2013, ISBN 978-3-88255-162-4 , page 230
- ↑ Loks-aus-kiel, accessed on September 26, 2016
- ↑ Erich Hoch: Directory of traction vehicles, control cars and trailer cars of the Austrian Federal Railways since 1953 . 2nd Edition. Vienna 1973.