The SJ Y3 series was a diesel-hydraulic multiple unit Statens Järnvägar (SJ ) in Sweden. The trains had at one end of a double-decker railcars, at the other either a control car or another double-decker railcars between intermediate cars in different numbers. The railcars were upstairs passenger compartment and driver's cabin, in the basement, the drive devices. The control car had two floors in passenger compartments, the middle car roof and floor level of normal passenger cars. The number of the motor vehicle was also true for the entire unit train.
SJ planned, with diesel-powered railcars to ride longer, non-electrified lines. Planning began in 1958. Originally it was planned to place orders at Hilding Carlsson Mekaniska Verkstad, who had built a number of rail buses. After the death of the factory owner Hilding Carlsson However, this collaboration ended with SJ. These traits therefore ordered the 1964 with the German company Linke- Hofmann -Busch AG in Salzgitter. For electrical equipment and bogies ASEA was responsible.
Linke- Hoffmann -Busch had a free hand in the construction. For the most part worked closely in the design with SJ, both through careful control of the drawings as well as by representatives on site. The contract was revised several times. On the first planned pure motor car has been omitted. Originally, all vehicles were planned story. The rescheduling now saw passenger compartments present in both the motor car as well as in the control car. 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 stronger Deutz engines, which enabled the desired higher top speed of 140 km / hr. However, these engines had a higher heat.
The trains were delivered at the turn of 1966/67. The first regular use on February 1, 1967, the route from Stockholm to Mora after the trains had been tested with an extra express train on the same track on December 23, 1966 ..
Problems after delivery
The fact that the engine compartment is not rewritten for the more powerful air-cooled and the thereby occurring Deutz Engine higher temperature led initially to overheating. The trains had several engine compartment fires originated in the fire service in the communities along the route have a bad reputation, in hot summer weather. The problems were, carried out an extensive refurbishment of the cooling system until 1973. The change of the engine type led to further problems in the power transmission through the transmission.
At the transitions between the cars, there was an inner and an outer bellows. The outer bellows caused problems moving trains, in 1974 and 1975 these were therefore removed.
Instead of the usual at the SJ red-brown color, the trains in red- orange with dark gray were (originally green ) roofs, run in the same color scheme as the so-called " Paprikatågen ". Due to the higher motor and control cars at the ends of the train, the trainsets " camels " were mentioned.
Areas of application
First, the trains were used on the routes Malmö - Karlskrona and Malmö -Stockholm - Ystad - Mora. In 1972, the trains of the relation Stockholm- Mora has been sent trafik district of Malmö. From 1982, when the trains were older, you set them as local trains on the route Ystad - Malmo - Tomelilla. In 1990, the railcars were withdrawn from circulation and replaced by trains of type Y1.
Types of cars
Specifications of the car:
The railcar unit consisted of either a railcar Y3 and two intermediate cars and a control car UB3Y or from a railcar Y3 and up to six intermediate cars and another railcar Y3. All units were 3120 mm wide.
After the decommissioning of all vehicles were scrapped except for a train. This should be retained for a museum. But since no one found who wanted to take over the train, and this unit was scrapped.