AB BCFm 2/4
| AB BCFm 2/4 | ||
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| Type designation and numbering: from 1948/49: from 1956: from 1962: |
BCFm 2/4 25 BCFm 2/4 55 ABFe 2/4 46 ABDe 2/4 48 |
BCFm 2/4 26 BCFm 2/4 56 ABFm 2/4 56 ABDm 2/4 56 |
| Manufacturer: | SIG , Sulzer , MFO | |
| Construction year: | 1928 | |
| Modification: | 1956 | - |
| Retirement: | 1983 | - |
| Axis formula : | B 0 '2 | |
| Gauge : | 1000 mm | |
| Length over buffers: | 16,400 mm | |
| Total wheelbase: | 12,900 mm | |
| Service mass: | 25 t | 32 t |
| Friction mass: | 12 t | 15.6 t |
| Top speed: | 50 km / h | |
| Hourly output : | 137 kW | |
| Starting tractive effort: | 49 kN at 32.6 km / h | |
| Hourly traction: | 19 kN at 24.8 km / h | |
| Wheel diameter: | 720 mm | |
| Installed capacity: | - | 184 kW |
| Motor type: | - | Sulzer 6 cyl. |
| Rated speed: | - | 775 rpm |
| Power transmission: | - | electric |
| Power system: | 1500 V = | - |
| Number of drive motors: | 2 | |
| Transmission ratio: | 1: 7.5 | |
| 1st class seats: 2nd class: Total: |
6 24 30 |
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| Loading area: | 12 m² | 3.6 m² |
The BCFm 2/4 of the Appenzeller Bahn (AB) are meter-gauge four - axle diesel multiple units with second-class, third-class and baggage compartments that were delivered in 1929 . In 1959, the BCFm 2/4 55 was converted to the ABFe 2/4 46 electric multiple unit . Starting in 1962, the diesel railcars as ABPM were 2.4 56 and the EMUs as ABDe 2/4 48 refers . The BCFm 2/4 56 is today a historic vehicle of the Appenzeller Bahnen (AB).
technical description
When the Appenzeller Bahn had to replace part of its steam locomotives in the 1920s, it decided to buy two diesel multiple units similar to the BCFm 2/4 of the neighboring standard-gauge Bodensee-Toggenburg-Bahn. The BCFm 2/4 25 and 26 were the first narrow-gauge vehicles of this type in Switzerland. It is driven by a four-stroke six-cylinder Sulzer in - line engine that is directly coupled to the direct current generator . Engines of this type were and are still running in ships on Swiss lakes. The DC generator also serves as a starter for the diesel engine. In a circuit similar to Ward-Leonard , the electricity generated by the generator is fed to the two self-ventilated traction motors that drive the vehicle via cradle bearings . An auxiliary generator attached to the main generator supplies power to excite the main generator and charge the accumulator . Two diesel engine speeds and switchable starting resistors enabled 15 speed levels.
The brown-red car body made of oak is clad with aluminum on the diesel engine side and sheet steel on the drive engine side . The wide window in front of the driver's desk was new. The BCe 4/4 and the CFe 4/4 of the Lausanne-Echallens-Bercher , the Bière-Apples-Morges and the Uetlibergbahn were also given such asymmetrical fronts by the end of the Second World War . The roof, which can be removed over the diesel engine, facilitates engine revision in the workshop. A dead man's device allows one-man operation of the vehicle. In 1948/49 the two railcars were given road numbers 55 and 56 and in 1956 a red / cream paint job.
commitment
The two diesel multiple units, which went into operation in 1929, made it possible to run the modest traffic economically on weekdays - especially in winter - which resulted in significant savings compared to pure steam operation. At times, the two locomotives provided 75 percent of the AB's total traction. Nevertheless, the Appenzeller Bahn switched to electrical operation as early as 1933. The two diesel railcars were used for service trains , for example for overhead line maintenance, and for shunting . They also made it possible to direct trains to Wasserauen , which was not possible until 1949 because of the lower overhead line voltage with electric railcars. When tourism increased sharply after the Second World War, the traffic between Appenzell and Wasserauen could no longer be handled with the three CFe 2/2 electric multiple units on beautiful summer weekends . With the three CFe 2/2 and one BCFm 2/4, two train compositions were formed, with the railcars running in double traction . During the very dry summer of 1947, the two diesel railcars made considerable electricity savings possible.
The ABDm 2/4 diesel multiple unit was restored from March 1973 and has been in service as the historic BCFm 2/4 56 since 1975.
Conversion of a diesel railcar to ABFe 2/4
In 1956 the Herisau workshop converted the BCFm 2/4 25 into an ABFe 2/4 46 electric multiple unit. The diesel generator group was expanded and replaced by electrical equipment. The two traction motors could still be used after one wrapping. At the same time instead of the Westinghouse one - Oerlikon - air brakes fitted. The railcar was used to transport local and service trains. In 1962 it was given the designation ABDe 2/4. When the BDe 4/4 went into operation in 1968, it was given the new number 48 and was rarely used. In 1973 it was drawn and sold to the Ballenberg Steam Railway in 1983 and later canceled.
literature
- Peter Willen: Locomotives in Switzerland 2 - narrow-gauge traction vehicles. Orell Füssli Verlag, Zurich, 1971, pp. 195–196.
- Max E. Trechsel: Diesel electr. Railcar of the Appenzellerbahn. Schweizerische Bauzeitung, Volume 93/94, 1929, Issue 4.
- Diesel-electric multiple unit BCFm 2/4 No. 56. On the website of AG 2 Verein historical Appenzeller Bahn, accessed on January 1, 2019.
Individual evidence
- ^ Yvo Buschauer: The train to Säntis. 100 years of the Appenzell – Wasserauen route. First stage of the planned railway from Appenzell via Meglisalp to the Säntis. Appenzeller Volksfreund, Appenzell 2012, ISBN 978-3-9523858-2-1 , p. 103
- ^ A b Hans Rudi Lüthy-Pavan: The Appenzeller Railway, part 5. Gossau-Herisau-Urnäsch-Appenzell- (Wasserauen) line. On: "The narrow track". Reports on narrow-gauge, rack-and-pinion and local railways. July 2008
| Meter gauge |
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| Track width 1200 mm |
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| Standard gauge (1435 mm) |