Product Features and Details
Diesel locomotive series 2067 of the Austrian Federal Railways.
Model: in completely new design and many separately applied plug-in parts, elaborately worked wheel sets with low flanges. Engine with flywheel, LED lighting, white triple headlight that changes with the direction of travel. PluX 22 interface, coupler pocket according to NEM 362 standards and close coupling mechanism. Model in traffic red livery (Valousek design). Engine with substructure and pull-out hood replica. Model with digitally switchable sound functions and back-up capacitor for easy crossing of electroless sections.
Model & Prototype Information
Prototype: With 111 copies built between 1959 and 1978, the ÖBB series 2067 became the standard Austrian diesel switcher of the 2nd half of the 20th century. Some of these sturdy machines are still in service in the 21st century.
The three-axle locomotive was developed by Austrian locomotive builder SGP in cooperation with the Austrian Federal Railways (ÖBB) after existing two-axle diesel switchers of the 2060 and 2062 series proved to be no match for increasingly heavier freight and passenger cars.
Despite its relatively small size (10.5 meters in length over buffers) the 2067 proved to be a real workhorse – even with only about 600-hp output. Its small wheels and low gearing gave it good pulling power, able to move substantial strings of passenger or freight cars.
The locomotive evolved slightly during its long production run. The cab window configuration was modified for better visibility and later models had a sliding hood covering the diesel motor rather than hinged doors on the early deliveries. The exhaust was modified with an improved muffler system after production number 31. First deliveries were in the then predominant pine green livery; later models were delivered in the current shades of red or orange. (Many of the incremental improvements were applied to earlier models during subsequent rebuilds, when the earlier locomotives were also repainted into the then-current paint scheme.)
Almost every freight or passenger station in Austria where locomotives were based had one or more of these locomotives—even on electrified lines. The 2067 locomotives worked loading and maintenance tracks without overhead wire as well as industries without catenary.
The last batch, numbers 102-111, were delivered with multiple-unit (MU) controls. As the connections were only provided on the backs of the cabs, these engines could operate in tandem only back-to-back. The tandem units were assigned to hump duty in major freight classification yards—until they were replaced by the six-axle 1064 electrics.
The 2067 diesels could often be found on work trains for catenary construction or maintenance. In some cases, where a large industry did not have its own switcher and contracted with the ÖBB for internal switching, the railroad would assign one of these switchers to the industry.
Their major drawback was a top speed of only 65 km/h (about 40 mph), which posed problems when moving these locomotives on mainlines between terminals.
Power was delivered to the wheels via a multi-speed hydraulic transmission feeding a jackshaft drive, which in turn moved the wheels via siderods, giving the engines a distinctive appearance. Particularly when scooting around stations going to their next assignment, they resembled a cyclist pedaling furiously.
By the 21st century many 2067 locomotives were pushed out of their original assignments by the newer four-axle 2068 and 2070 diesels, which are true roadswitchers and more versatile due to higher top speeds.
Some of the 2067 units are now classified as reserve units and others are assigned to tunnel rescue trains based outside some of Austria’s longer tunnels.
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