SJ Y3

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SJ Y3
Numbering: see table below
Number: 6th
Manufacturer: Linke-Hoffmann-Busch AG (mechanical part)
ASEA (electrical equipment and bogies)
Year of construction (s): 1966-1967
Axis formula : B'B '+ 2'2' + 2'2 '+ 2'2'
Gauge : 1435 mm ( standard gauge )
Length over buffers: 19620 mm (Y3)
Width: 3120 mm
Service mass: 61.5 tons (Y3), 156.9 tons (four-part train)
Top speed: 140 km / h
Installed capacity: 910 kW
Driving wheel diameter: 920 mm
Power transmission: diesel-hydraulic

The SJ Y3 series was a diesel-hydraulic multiple unit produced by Statens Järnvägar (SJ) in Sweden . The trains had a double-decker railcar at one end , and either a control car or another double-decker railcar at the other, with intermediate cars in different numbers in between. The railcars had a passenger compartment and driver's cab on the upper floor, and the drive equipment in the lower floor. The control cars had passenger compartments on both floors, the middle cars had roof and floor level of normal passenger cars. The number of the motor vehicle was also valid for the entire motor vehicle train.

prehistory

SJ planned to use diesel-powered railcars on longer, non-electrified routes. The planning began in 1958. The original plan was to place orders with Hilding Carlssons Mekaniska Verkstad , who had built a number of rail buses . After the death of the factory owner Hilding Carlsson, however, this collaboration with SJ ended. The latter therefore ordered the trains from the German company Linke-Hofmann-Busch AG in Salzgitter in 1964 . ASEA was responsible for electrical equipment and bogies .

Construction work

Linke-Hoffmann-Busch had a largely free hand in the construction. For the most part, we worked closely with SJ on the design, both through careful control of the drawings and through representatives on site. The order was revised several times. The originally planned pure motor vehicle was dispensed with. Originally, all vehicles were planned to be single-story. The rescheduling provided for passenger compartments in both the motor vehicle and the control vehicle. In addition, the design of the engines was changed: The weaker Rolls-Royce engines with a top speed of 120 km / h were replaced by more powerful Deutz engines, which enabled the desired higher top speed of 140 km / h. However, these engines generated more heat.

The trains were delivered at the turn of the year 1966/67. The first regular use took place on February 1, 1967 on the route from Stockholm to Mora , after the trains had been tested with an extra express train on the same route on December 23, 1966.

Problems after delivery

The fact that the engine compartment was not reworked for the more powerful air-cooled Deutz engine and the resulting higher temperature initially led to overheating. The trains had a bad reputation with the fire departments in the communities along the route, and in hot summer weather, several engine compartment fires broke out. The problems persisted until 1973 when the cooling system was extensively refurbished . The change in engine type also led to problems with the transmission of power through the gearbox.

There were inner and outer bellows at the transitions between the cars . The outer bellows caused problems when the trains were moved, so they were removed between 1974 and 1975.

Coloring

Instead of the usual red-brown color scheme for the SJ, the trains were designed in red-orange with dark gray (originally green) roofs, in the same color scheme as the so-called " Paprikatågen ". Because of the higher motor and control cars at the ends of the train, the multiple units were called " camels ".

Areas of application

Initially, the trains were used on the Malmö - Karlskrona and Malmö - Stockholm - Ystad - Mora routes. In 1972 the trains on the Stockholm – Mora route were handed over to the Malmö trafikdistrikt . From 1982, when the trains got older, they were used as local trains on the Malmö – Ystad – Tomelilla route . In 1990 the railcars were taken out of service and replaced by type Y1 trains.

Car types

Technical data of the car:

designation Type Length
mm		 Height
mm		 Weight Seats built
number		 Construction year Numbers Remarks
Y3
2nd class motor car		 19620 4600 61.5 34
upstairs 		6th 1966-1967 1261-1263 (1966), 1264-1266 (1967)
UB3Y
2nd class control car		 19620 4600 37.4 78 2 1966 2160, 2161
UA3
1st class intermediate car		 21000 3700 28.6 37 2 1966-1967 1970–1972 converted into UAB3
UAB3 Intermediate car,
1st and 2nd class 		21000 3700 28.6 18/28 2 1966-1967 2169-2172
UB3
2nd class intermediate car		 21000 3700 29.4 56 3 1966-1967 2162-2164
UB3B
2nd class intermediate car		 21000 3700 29.4 42 4th 1966-1967 2165-2168 with kitchen and playroom

The railcar unit consisted of either a Y3 railcar and two intermediate cars and a UB3Y control car or a Y3 railcar and up to six intermediate cars and a further Y3 railcar. All units were 3120 mm wide.

Whereabouts

After the decommissioning, all vehicles except for one train were scrapped. This should be kept for a museum. But since no one was found who wanted to take over the train, this unit was also scrapped.

Web links

Individual evidence

  1. ↑ a b c Svenska lok och motorvagnar 1976 , Ulf Diehl and Lennart Nilsson, Svenska Järnvägsklubben, Stockholm ISBN 91-85098-18-3
  2. ↑ a b c d Description at järnväg.net (swed.)
  3. ↑ a b c d e f Rälsbussar och släpvagnar vid Statens Järnvägar , Arne Hällqvist, 1984, Svenska Järnvägsklubben, Stockholm, pages 89-93, ISBN 91-85098-38-8