BBÖ VT 42
| BBÖ VT 42 ÖBB 5042 |
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|---|---|
 5042.14 with a special train in Knittelfeld (2018)
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| Numbering: | BBÖ VT 42.01–14 ÖBB 5042.01–15 (with gaps; see text) |
| Number: | BBÖ: 14 ÖBB: 9 + 1 (Ub) |
| Manufacturer: | Simmering |
| Year of construction (s): | 1935-1936 |
| Retirement: | 1989 |
| Axis formula : | (1A) '(A1)' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 22,440 m |
| Trunnion Distance: | 15,500 m |
| Bogie axle base: | 3,600 mm |
| Total wheelbase: | 19,100 m |
| Service mass: | 59.12 t |
| Wheel set mass : | 14.28 / 15.28 / 15.28 / 14.28 t |
| Top speed: | 110 km / h |
| Continuous output : | 14.7 kN / 55.5 km / h (13 kN / 55 km / h) |
| Starting tractive effort: | 60 (50) kN |
| Driving wheel diameter: | 870 mm |
| Impeller diameter: | 870 mm |
| Motor type: | SGP, R8 |
| Rated speed: | 1350 rpm |
| Power transmission: | Pawbearing drive |
| Number of traction motors: | 2 |
| Drive: | diesel-electric |
| Train heating: | Steam heating, from 1961 partly Webasto |
| Seats: | 64 (78) |
The BBÖ VT 42 was an internal combustion engine series of the Austrian Federal Railways (BBÖ).
history
The diesel-electric railcars of the BBÖ series VT 41 built in 1933 had, in contrast to many gasoline railcars built around the same time, proven themselves very well from the start. It was therefore natural to develop diesel-electric long-distance railcars based on the same principles. In the summer of 1934, the BBÖ initially ordered two such railcars, designated as VT 42.01 and 02, from Maschinen- und Waggonbaufabrik AG in Simmering, which delivered these vehicles the following year. The VT 42 was also a very successful design, so that in 1935 the BBÖ ordered a total of twelve additional railcars (no. 42.03-14) from the same manufacturer.
The 42.03 and 42.04 were organized in cooperation with Ganz & Cie. ordered in Budapest shortly before May 42–14.
The twelve railcars delivered after the two prototypes differed little from the first two vehicles in terms of vehicle construction and diesel engine. However, there were bigger differences in the electrical power transmission (the table shows the values of the prototypes in brackets).
The diesel engines for all VT 42 were newly developed R8 engines from Maschinen- und Waggonbaufabrik AG in Simmering. These eight-cylinder diesel engines with a total displacement of 26.86 liters developed 210 hp (= 154 kW) at 1350 rpm over the long term. The piston compressor, the two fuel pumps and the diesel regulator were located on the crankcase between the two rows of cylinders, all of which were driven by the crankshaft via gear drives.
The electrical power transmission was very different from that of the VT 41; the VT 42 received power transmission based on the "GEBUS" system. The BBÖ decided in favor of the GEBUS system, since the power control should be done in a simple way only by changing the diesel engine speed. In the prototypes, each diesel engine drove a type GA 135 Elin generator via a flexible coupling. For the series vehicles, the Austrian Siemens-Schuckert-Werke (ÖSSW) developed a new generator with characteristics adapted to the given conditions. During normal operation, the main generator supplied the electric traction motor located in the same bogie. The railcars VT 42.01 and 02 received self-ventilated traction motors of the type GDTM 2374 from Brown-Boveri, the VT 42.03 to 14 received the externally ventilated electric motors, which were newly designed for optimal coordination and called type EDM 116. Each of these direct current series motors drove the inner axle of the bogie via a pin bearing drive .
The engine output was regulated by changing the diesel speed, for which four stages with the following idling speeds (respective maximum speed at zero load torque) were provided: 800, 1100, 1250 and 1420 / min. The fifth speed level was assigned the same speed as the fourth level, there was only an adjustment of the excitation resistors.
The VT 42 were the first Austrian diesel multiple units that could travel faster than 100 km / h. They were designed for 3rd grade. They mainly drove multiple units on the southern line and express trains in the Linz area.
After 1938 the Deutsche Reichsbahn designated it as C4ivT 890–903 and used it on the Graz - Salzburg route until 1943 .
After the Second World War, the ÖBB only took over the railcars with the numbers 01, 03-04, 07-10, 12 and 14. The railcars 05 and 06 remained in Czechoslovakia , the remaining three were retired. The series number 5042 was assigned to the nine vehicles that remained of the ÖBB . The 5042.15 was created in 1963 by converting the 5043 .01 and the damaged 5042.07. In the course of renovations (modernization), most vehicles were given half-windows and additional headlights.
The 5042s were used on the same routes as the 5044s , namely for express trains on the Westbahn until they were electrified. They were then found in Villach , Lienz and Graz. From 1966 all 5042s were stationed in Vienna North and used for regional traffic in eastern Lower Austria . In 1989 they were finally retired.
The 5042.14 was preserved as a museum vehicle and is used for nostalgic trips. In 2007 it received a general inspection. In 2012 it was removed from the ÖBB Erlebnisbahn and sold to Austrovapor. Since then it has been a listed building and is located in the Strasshof Railway Museum, where it is kept operational.
Web links
literature
- Erich Doleschal, Heinz Gerl, Helmut Petrovitsch, Wilhelm Saliger: traction vehicles of Austrian railways - diesel locomotives and diesel multiple units , alba-Verlag, Düsseldorf 1993, ISBN 3-87094-150-2
- Günter Kettler u. a. "Diesel multiple unit I", Verlag Peter Pospischil, 1020 Vienna, 2007.
- 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
- Markus Inderst : The VT 42, the ÖBB series 5042 . In: Modellbahnwelt . No. 2 , 2018, p. 27-35 .