BBÖ VT 22
| BBÖ VT 22 DR 772 |
|
|---|---|
| Numbering: | BBÖ VT 22.01 DR 772 |
| Number: | 1 |
| Manufacturer: | Graz wagon factory |
| Year of construction (s): | 1926 |
| Retirement: | 1945 |
| Axis formula : | (1A) (A1) |
| Genre : | C4ivT |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 18,400 mm |
| Height: | 3,700 mm (to the top of the roof) |
| Width: | 3,100 mm |
| Trunnion Distance: | 11,500 mm |
| Bogie axle base: | 2,500 mm |
| Total wheelbase: | 14,000 mm |
| Service mass: | empty: 32,450 kg occupied: 38,600 kg |
| Friction mass: | 16,225 kg (occupied) |
| Top speed: | 50 km / h |
| Installed capacity: | 110 kW (150 PS) |
| Wheel diameter: | 850 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 |
| Tank capacity: | 220 l |
| Train brake: | Originally: Vacuum brake type Hardy at DR: Air brake type Knorr |
| Train control : | Handbrake |
| Seats: | 82 |
| Classes : | 3. |
The BBÖ VT 22 was an engine - railcars of the Federal Railways Austria (BBÖ). It was manufactured immediately after the BBÖ VT 21 by the Grazer Waggonfabrik and its design had a lot in common with the vehicles of the Deutsche Werke (DWK).
History and technical data
The BBÖ awarded the order for the first railcar after the BBÖ VT 21 in 1926 to the Grazer Waggonfabrik, which delivered the car in all-steel construction in 1927. The main data of the vehicle show many similarities to the predecessor, the drive motor and transmission were obtained from DWK, but the appearance of the two vehicle types was fundamentally different.
The official test drive of the vehicle took place in April 1927 on the route from Graz to Semmering on the southern runway and the Semmering south side . After the successful test drive, the railcar was used on the Krems an der Donau – Grein – Mauthausen local railway and officially accepted by the state railway on May 24, 1927.
In 1938 the car was taken over by the Deutsche Reichsbahn and designated as the 772 . He remained stationed in Krems . In 1940 it was converted to run on propellant gas. The top speed was increased to 60 km / h on the DR. Mission data are from 1942. It had been shut down since mid-1944. After the war he found himself with the ČSD . Decommissioning dates of the vehicle are not known.
Vehicle body
As with the BBÖ VT 21, the body consisted of a riveted structure made of rolled profiles and sheet metal. While the DWK railcars still had a rather box-shaped body, the difference in the car from Graz was the retracted entrance doors and the number of side windows. In addition, this car had a transition device with a transition bridge for changing the driver to a sidecar. The radiator and fuel tank were placed on the roof of the car.
The passenger compartment was placed as an open- plan compartment between the entry areas that served as the driver's cab. In addition to the bench seats for the passengers, the passenger compartment had a service room and a toilet with flushing water. The passenger compartment was heated with hot water, for which the cooling water system of the diesel engine was used. The car body ran on two bogies with a wheel base of 2,500 mm. The wheel sets were sprung in the bogie frame with leaf springs, the suspension of the bogie frame with the car body was realized with leaf and coil springs. Originally, the railcar was factory-fitted with a Hardy type vacuum brake , but in 1938 it received a Knorr type compressed air brake from the Deutsche Reichsbahn .
The engine and transmission of the car were taken over by the German works. The four-speed gearbox was called the Skandia type and had manual and reversing gearboxes in one housing. The engine was filled and the gearbox shifted mechanically using a crank or handwheel and a linkage. The clutch was operated with a foot pedal. At the end of 1940, the machinery in the St. Pölten repair shop was converted to propellant gas. Eight gas bottles were installed for the gas supply. The shut-off valves for the individual bottles could be opened and closed from the driver's cab. A collecting line led to the engine. The petrol lines and the tank were retained and could be closed when operating on gas. During the conversion, the previous carburettor had to be exchanged for a regulator of the same type. The conversion saved fuel, and the total weight increased by 2,000 kg. It is possible that the drive motor was exchanged for a motor from Graz during the conversion. Since then the speed has been 60 km / h.
literature
- Heinz R. Kurz: The railcars of the Reichsbahn types , EK-Verlag, Freiburg 2013, ISBN 978-3-88255-162-4 .
Individual evidence
- ↑ a b Photo of the BBÖ VT 22 in the digital railway archive. Retrieved September 26, 2016 .
- ↑ a b c d e Heinz R. Kurz: The railcars of the Reichsbahn-Bauarten , EK-Verlag, Freiburg 2013, ISBN 978-3-88255-162-4 , page 231
