TVT Powered Catenary Maintenance Rail Car DB Digital Sound

Item no.:  Trix-T22974
TVT Powered Catenary Maintenance Rail Car DB Digital Sound - Image 1
former RRP 2) : 479,99 (incl. VAT)
So you save at our shop:10 %
431,99
incl. VAT and excl. shipping
not suitable under 14 years
pieces
currently not available
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  • Description

Model: The unit has a digital decoder and extensive sound functions. It also has controlled, high-efficiency propulsion. The unit has a compact-design, maintenance-free motor. 2 axles powered. No traction tires. The triple headlights and dual red marker lights change over with the direction of travel, will work in conventional operation, and can be controlled digitally. The unit has the double "A" light function. Maintenance-free warm white and red LEDs are used for the lighting. The engineer's cab has interior details. The work platform can be raised, lowered, and turned in digital operation. The double arm pantograph can be raised and lowered in digital operation. The pantograph does not pick up power from the catenary. Separately applied details are: skylight window, horn, floodlights, and ladders. Length over the buffers 16.0 cm / 6-5/16".

One-time series.

Prototype: German Federal Railroad (DB) TVT (later class 701) maintenance vehicle. Movable work platform and double arm pantograph included. Used for servicing and checking catenary. The unit looks as it did after being delivered after 1957.

Class 701 Powered Catenary Maintenance Rail Car With advancing electrification, powered catenary maintenance rail cars for maintenance work on the electrified route network took on increasing importance on the new German Federal Railroad. Starting in 1954, the firm Waggon- und Maschinenbau GmbH in Donauwörth (WMD) working in a contract and in close cooperation with the German Federal Railroad‘s central office in Munich therefore developed the so-called standard powered catenary maintenance rail car (TVT, also VT 55 or VT 93, from 1968 on: 701). These units made wide use of design elements of the two-motor VT 98 rail busses. Since there was no question of electrical propulsion, combustion motors were selected as a source of propulsion. Two Büssing motors (type U9A) each with a performance of 95.5 kilowatts / 128 horsepower were still sufficient for the running gear on the first production series (701 001-010 and 024). On all of the successor series the two water-cooled motors mounted below the floor (Büssing type U10) with a total performance of 300 horsepower / 221 kilowatts were the same as the motors for the VT 98 (798). A special rpm speed regulator allowed a constant “creeping speed” of 5 km/h / 3 mph. The drive systems mounted in the frame were analogous to the VT 98 and were designed for a trailing load of 40 metric tons. In addition, this powered rail car could be used in switching maneuvers with a total trailing load of 200 metric tons. To do this the unit was equipped with standard drawbar and buffer equipment of a standard lightweight construction. There was a workshop between the two cabs of about 26 square meters / 260 square feet area, where you could climb into the viewing cupola to observe the catenary. In addition, there was a specially protected roof exit as well as a pantograph on the roof for grounding and testing. In the middle of the roof was a platform with almost 6 square meters / 60 square feet of area that could be raised and lowered in height and turned from side to side. It could be raised up to one meter / 39 inches. An extendable ladder was also present on this platform, and it could be used for work up to 15 meters / about 48 feet in height. A speaker system was installed for communication between the cab, the lookout, and the lifting platform. The car also had compressed air disk brakes, cold water heating, and two separate 12 volt power supply systems. By 1974, the DB purchased 162 dual-motored powered catenary maintenance rail cars, which were given the class designation 701 starting in 1968. Originally, all of the powered catenary maintenance rail cars had a crimson paint scheme (RAL 3004). Starting in 1975, they were successively repainted in the customary “Gold Yellow” (RAL 1004) as part of major maintenance for DB maintenance units. Starting in 2002, a lack of spare parts and the advanced age of the units led to many being retired, which was completed in 2013 with the last powered catenary maintenance rail car being put into storage. Numerous class 701 units were sold to private railroad companies and museum railroads. They are thus now and then still in use for everyone to admire.

Brand
Trix
gauge
HO gauge 16,5mm
power supply
DC
product type
diesel loco
technical & model details
light 3-Licht Spitzensignal & 2 Schlusslichter, mit Fahrtrichtung wechselnd
special features Arbeitsbühne und Stromabnehmer digital steuerbar
scale 1:87
digital & sound
factory fitted Digital Sound
country
Germany DB
era (continental)
era III
Die wechselvolle Geschichte von Trix spiegelt auch ein Stück Wirtschaftsgeschichte in Deutschland wider. Zusammenschlüsse und Übernahmen brachten immer wieder neue Besitzverhältnisse und Produktschwerpunkte. Dennoch kamen aus dem Hause Trix Entwicklungen, die zu den Meilensteinen der Modelleisenbahn zählten.
Ursprung war die 1838 gegründete Firma J. Hafner, danach die Vereinigten Spielwarenfabriken Andreas Förtner und J. Hafners Nachf. AG, die anfangs Zinnfiguren und dann auch Blechspielwaren produzierte. Zu den späteren Besitzern gehörte unter anderem Stephan Bing, der 1928 das Wissen für die Modelleisenbahn einbrachte.
Nach ersten antriebslosen Rollmodellen im Maßstab 1:180 kam 1964 Minitrix auf den Markt, die elektrische Modellbahn für die Spur N. Im gleichen Jahr erschien auch Trix International, das Zweileiter-Gleichstromsystem nach NEM. Die Trix Express-Modelle wurden nun parallel auch für International angeboten. Schon 1973 kam mit Trix e.m.s. die elektronische Mehrzugsteuerung. Trix e.m.s. verdoppelte die Möglichkeiten, Züge individuell zu steuern - beispielsweise konnten bei Trix Express mit Oberleitung sechs Lokomotiven unabhängig voneinander fahren.
1983 begann mit Selectrix das digitale Zeitalter. Die Vielzugsteuerung mit Mikroprozessor-Elektronik ist normkompatibel und läßt sich auch für andere Spurweiten und Marken einsetzen. Selectrix löste schließlich das e.m.s.-System ab.
Die Odyssee der Eigentumsverhältnisse fand ihr gutes Ende, als Trix 1997 von Märklin übernommen und Tochtergesellschaft der Märklin Holding wurde. Der Zusammenschluss der beiden Traditionshersteller verspricht eine kontinuierliche weitere Entwicklung, bei der Trix alle Vorteile und Kompetenz für Gleichstrombahnen in N und H0 umsetzen kann.
Das aktuelle Sortiment umfasst die Produktmarken Minitrix, Trix H0 (ehemals International), Express und Selectrix. Bereits seit 1978 kooperiert Trix mit Märklin bei Projekten wie zum Beispiel dem König-Ludwig-Zug und dem Kaiserzug Wilhelm II.
Gewiefte Modellbahner erkennen ein Trix-Modell, ohne auf die Marke zu schauen. "Typisch Trix" heißt es dann, was in der Regel als Kompliment gemeint ist. Tatsächlich hat die Marke ein Image, das für N und H0 gleichermaßen gilt und sich durch Epochentreue, liebevolle Detaillierung und lupenreine Bedruckungen auszeichnet.
Als Nürnberger Unternehmen haben wir uns besonders der barocken Pracht der Länderbahnen, speziell derjenigen Bayerns, angenommen. Dabei beschränken wir uns nicht etwa auf einige Parademodelle. Wer seine Anlage einer bestimmten Zeit widmet, kann komplette Reise- und Güterzüge epochengetreu zusammenstellen. Vom Glaskasten bis zur eleganten S 2/5 stehen geeignete Lokomotiven zur Auswahl.
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