SKGLB TCa 51
| SKGLB TCa 51 | |
|---|---|
 Acceptance run
|
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| Numbering: |
SKGLB TCa 51 from 1932: TCa 672 |
| Number: | 1 |
| Manufacturer: | SKGLB Itzling workshop |
| Year of construction (s): | Remodeling in 1927 |
| Retirement: | 1957 |
| Axis formula : | Bo 'Bo' |
| Gauge : | 760 mm ( Bosnian gauge ) |
| Length over buffers: | 10,600 mm |
| Length: | 9,800 mm |
| Height: | 3,400 mm |
| Width: | 2,440 mm |
| Trunnion Distance: | 7,450 mm |
| Bogie axle base: | 1,350 mm |
| Total wheelbase: | 8,800 mm |
| Service mass: | 14,000 kg |
| Friction mass: | 14,000 kg |
| Wheel set mass : | 3,500 kg |
| Top speed: | 35 km / h |
| Installed capacity: | originally 45 hp |
| Wheel diameter: | 530 mm |
| Motor type: | Originally four-cylinder four-stroke diesel engine, later several modifications |
| Rated speed: | originally 1,100 / min |
| Power transmission: | electrical system GEBUS |
| Brake: |
Hardy brake 2 spindle hand brakes on one bogie each |
| Seats: | 28 |
| Classes : | 3. |
The SKGLB TCa 51 was a four-axle diesel-electric narrow-gauge railcar operated by the Salzkammergut Local Railway for a track width of 760 mm .
The vehicle was created by converting a former saloon car for Emperor Franz Joseph I , into which a drive system based on the GEBUS system was installed. The car was rebuilt several times and was in use until the end of the Salzkammergut local railway. It was then sold to the Steiermärkische Landesbahnen as a passenger car and is used as a bar car on the Murtalbahn .
history
In the 1920s, the Salzkammergut local railway was forced to adjust its operations economically due to the higher volume of traffic, especially on the St. Lorenz – Mondsee section .
The donor car had an eventful history behind it: built in 1894 as the S51 court salon car, it was the company's first four-axle car. In 1906 it was transferred to a normal car of the 1st / 3rd. Class with the number AC51 rebuilt. Then in 1916 the first was changed to the second class and he drove as the BCa 51.
After being converted into a diesel-electric railcar in the SKGLB's main workshop in Itzling , the car was tested on March 2, 1928 and released for regular traffic. First it was used in bathing traffic from Bad Ischl to Strobl , where it was very popular with passengers. The main area of application, however, was the St. Lorenz – Mondsee route.
The machinery soon proved to be unable to cope with the requirements, and so the railcar was rebuilt several times in the SKGLB's main workshop until the outbreak of World War II .
TCa 672
In 1932 it was given the name TCa 672, which was valid until the end of operations . Due to a lack of fuel, it had to be parked in 1942.
The railcar survived the world war. After a renewed conversion of the drive system, it was put back into operation on its main line in 1949. In addition, it was used for school traffic from Mondsee to Sankt Gilgen . He could carry up to three two-axle sidecars.
Due to its sedate appearance and the deep humming sound of its signal horn, the railcar was nicknamed the Mondsee Cow . In an accident at a level crossing, the railcar collided with a truck and was severely damaged in the process.
After the SKGLB ceased operations, it was sold to the Steiermärkische Landesbahnen after the machinery was expanded . After a long period of storage, it was put back into operation on the Murtalbahn in 1970 after being converted into a bar car. The vehicle is still in use today.
technical features
When the saloon car was converted into a railcar, the old car body was scrapped and replaced by a new one with a length of 9.80 m. The engine room had a length of 3455 mm. In addition to the machinery, it housed the front driver's cab and the luggage compartment. On the other side of the vehicle was the 785 mm wide driver's cab with an entrance area. In between was the 5.36 m long passenger compartment with 28 slatted seats and a toilet.
The box frame was made of wood with angular iron ribs and clad on the outside with sheet metal. The pulling and buffing device was attached to the car body underframe at a height of 570 mm above the top edge of the rail . The running gear consisted of two bogies with wheels with a diameter of 530 mm, the wheels were mounted in cast steel bushings with bronze bearings. On each side of the bogie there was a leaf spring with eleven layers as the primary suspension. In addition, there was a leaf spring on each side of the bogie to support the car body against lateral fluctuations.
The machine system consisted of a four-cylinder four-stroke diesel engine from MAN with an output of 45 hp and a DC shunt generator connected to it , which was installed in the machine room transversely to the direction of travel. Four DC shunt motors with an output of 8 kW each and self-ventilation were used as drive motors. Due to the compact design of the vehicle, the distance between the motor axis and the wheel axis was only 130 mm.
Since diesel injection pumps were not yet fully developed, the diesel tank was attached to the underside of the car body. The driver had to pump the fuel with a hand pump into a container with a sight glass above the engine, from where the fuel flowed to the engine by gravity. This non- railway construction was soon eliminated and the railcar got a gasoline engine . This variant also only lasted a few years, then a wood gasification boiler was placed on the front platform to save fuel .
The wood gasifier also did not work satisfactorily. The railcar was again equipped with a diesel engine in the late 1930s . The freed platform was provided with a wooden wall and used as a bicycle stand. In 1949 the engine was replaced again. The fifth and last engine of the railcar was a 45 HP diesel engine from Steyr .
In the driver's cab, the car had the fuel lever , the driver's brake valve and the spindle for the handbrake. There were also levers for the horn and the sand spreader, as well as instruments such as speedometers, ammeters and voltmeters. A tachometer for the diesel engine was in the engine room. The exhaust gases of the engine were led through a pipe and with a longitudinally arranged exhaust pipe over the roof into the open air.
See also
literature
- Ing.Otto Judtmann, Vienna: Motorized multiple units with electrical power transmission according to the GEBUS system , traffic engineering , born in 1928
- Josef Otto Slezak, Vienna: From Salzburg to Bad Ischl , Verlag Otto Slezak, Vienna 1959
- Werner Schleritzko: Myth Ischlerbahn , Publishing House Railway-Media-Group, Horn 2015, ISBN 978-3-902894-21-2
Web links
Individual evidence
- ↑ a b c d e f g h i website about the TCa 51 railcar at www.schmalspur-europa.at, as of 2011
- ↑ a b Werner Schleritzko, Horn: Mythos Ischlerbahn Volume 1, 2014, Railway-Media-Group, ISBN 978-3-902894-21-2 , page 99
- ↑ Werner Schleritzko, Horn: Mythos Ischlerbahn Volume 2, 2016, Railway-Media-Group, ISBN 978-3-902894-21-2 , page 103
- ↑ Steam train rides on the Murtalbahn. In: stlb.at. Retrieved March 27, 2019 .
- ↑ Photo of the Murtalbar at http://schulen.eduhi.at
- ↑ a b c Ing.Otto Judtmann, Vienna: Motorized multiple units with electrical power transmission according to the GEBUS system in traffic engineering, year 1928, page 475
- ↑ Photo of the TCa 672 with wood gasifier
