BLS BCFZe 4/6
| BLS group CFZe 2/6 and BCFZe 4/6 | ||
|---|---|---|
 |
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| Type designation: | CFZe 2/6 from 1962 BDZe 2/6 |
BCFZe 4/6 from 1962 ABDZe 4/6 from 1986 BDe 4/6 since 2011 BCFe 4/6 |
| Numbering: |
BSB 681 from 1945 GBS 751 from 1960 711 |
BLS 731 BN 736–737 from 1986 STB 102, 103 from 2011 BLS 736 |
| Manufacturer: | SIG , SAAS | |
| Construction year: | 1938 | |
| Axis formula : | B 0 '2'2' | B 0 '2'B 0 ' |
| Length over buffers: | 29,400 mm | 41,500 mm |
| Total wheelbase: | 26'150 mm | 38,100 mm |
| Service mass: | 47 t | 80 t |
| Friction mass: | 22 t | 56 t |
| Top speed: | 80 km / h | 110 km / h |
| Hourly output : | 353 kW (480 hp ) | 706 kW (960 hp) |
| Starting tractive effort: | 46 kN | 59 kN |
| Hourly traction: | 24 kN at 53 km / h | 32 kN at 79 km / h |
| Drive wheel diameter: | 920 mm | |
| Impeller diameter: | 850 mm | 870 mm |
| Number of drive motors: | 2 | 4th |
| Transmission ratio: | 1: 5.23 | 1: 3.5 |
| Seats: |
86 + 5 (3rd class) |
16 + 2 (2nd class) 106 + 9 (3rd class) |
The BCFZe 4.6 and CFZe 2/6 of the BLS Group , like other railcars BLS as " Blue arrows designated" were double railcars with three bogies . In contrast to the BCFZe 4/6, the CFZe 2/6 had only one instead of two powered bogies and only half their power.
Starting in 1962, the three vehicles were as ABDZe 4.6 and BDZe 2/6 referred . In 1985 the ABDZe 4/6 737 and one year later the BDZe 2/6 were retired. The two ABDZe 4/6 were taken over in 1985 by the Sensetalbahn (STB), where the BDe 4/6 102 served as a spare part dispenser for the number 103 and was canceled in 1997. Railcar 736 was restored as the historic BCFe 4/6 from 2011 to 2014 .
procurement
In the 1930s , lightweight vehicles for regional traffic were developed in several European countries in order to save costs compared to locomotive-hauled trains. After purchasing the successful Ce 2/4 727 and 787 single multiple units , the Bern-Lötschberg-Simplon-Bahn (BLS) and the Bern-Neuchâtel-Bahn (BN) wanted to use light railcars for regional and excursion services on more frequented routes and ordered them the Swiss Industrial Society (SIG) and the Société Anonyme des Ateliers de Sécheron (SAAS) three BCFZe 4/6. A "cooperative for the acquisition and rental of an electric light motor vehicle BSB (Bern-Schwarzenburg-Bahn) " ordered the loner CFZe 2/6. Thanks to a baggage compartment and a mail compartment, there was no need to carry a baggage and rail mail car .
The SIG in Neuhausen supplied the mechanical part, the SAAS in Geneva produced the electrical part and took care of the final assembly of the railcars. The railcars of the BLS group normally had 700 numbers: in 1938 the BLS received the BCFZe 4/6 731, the BN the BCFZe 4/6 736-737 and the BSB the CFZe 2/6, which received an unusual vehicle number with the 681 .
The possibility of procuring additional railcars was no longer possible, because the Second World War caused traffic to collapse. In contrast to the Red Arrows of the SBB , which were only given a short period of use, the BLS Group relied fully on lightweight vehicles and, after the war, procured four partial series of further developed Blue Double Arrows BCFe 4/8 until 1964 .
"At the end of March 1936, Sécheron submitted the requested offer to BLS for the delivery of 2 to 3" electric two-car trains ". Sécheron had the" Schweizerische Industrie-Gesellschaft "(Swiss industrial company) for the manufacture of the structural parts, i.e. the vehicle bodies, the bogies and all of the interior fittings "(SIG) in Neuhausen. The proposed new train was a six-axle double multiple unit with two motor bogies and a running bogie in the middle of the vehicle. It had 18 2nd class seats, 108 3rd class seats, a luggage room and a mail compartment 40 additional standing places can be offered in the luggage compartment. The empty vehicle weighed 63 tons and cost 325,000 francs. "
"The sole financing of the three new double arrows was judged by the director of the BLS, Friedrich Volmar, to be impossible. On March 11, 1936, Volmar asked the head of the Federal Post and Railway Department, Federal Councilor Marcel Pilet-Golaz for financial support from the federal government The official application to the Central Office for Employment followed on April 4, 1936. He pointed out the success of the five light-motor vehicles, the advantageous technical concept of the double arrow and the favorable offer from Sécheron. He described the difficult financial situation of the BLS. The federal government approved Fr. 59,000.00 per vehicle The cantons of Geneva and Schaffhausen - the locations of the two delivery companies Sécheron and SIG - contributed a further CHF 39,000.00 per vehicle. In total, public support amounted to an impressive 30%. The three railcars , one for the BLS, two for the BN, could be ordered "
"Train compositions procured by BLS in 1920 had a gross weight of 168 tons. They consisted of a locomotive, two passenger cars with a total of 132 seats and a baggage / mail car. That corresponded to 1.2 tons per seat. In comparison, a new light multiple unit brought along The same capacity weighs only 80 tons. Halving the train weight also halved the required traction energy and thus the corresponding electricity costs. In addition, the light multiple units eliminated the cumbersome shunting maneuvers in the terminal stations. "
description
mechanical construction
Several new technical advances were used in the construction of the Blue Arrows. The double railcars were designed as lightweight vehicles according to the then new aspects, whereby SIG was able to benefit from the experience gained during the construction of the Ce 2/4 of the BN and the CLe 2/4 of the SBB . The most important features were the self-supporting, torsion - resistant car body made of sheet steel with a low-lying floor. The use of the then new electrical welding process instead of rivets reduced the weight and made the vehicles look streamlined and elegant. The front of the driver's cabs consisted of a central transition door to possibly attached passenger coaches and two lateral front sections. In terms of color, the light railcars were given the blue-cream paint scheme introduced with the first generation of the Blue Arrows .
The two car bodies in all railcars rested on three two-axle bogies , with the middle bogie supporting both bodies . In the BCFZe 4/6 the two end bogies were driven, in the CFZe 2/6 only the one under the passenger compartment. In each of the motor bogies, there were two continuous axles in roller bearings , which were cushioned with torsion bar suspension. Different designs were installed on the running bogies. The two boxes of the BCFZe 4/6 are supported by leaf springs on the welded center bogie with two axles suspended by helical springs. The axles articulated in the bogie according to the SIG-Liechty system could be adjusted radially in the curves, which made the long wheelbase in the bogie possible. The bogie was designed in such a way that the double multiple unit could be separated in a workshop within 20 minutes.
The two running bogies of the CFZe 2/6 were duplex bogies with single wheels that had only stub axles developed by the Swiss Locomotive and Machine Works (SLM). The two bogies were suspended from the box with a new type of rocker arm suspension, which was lighter than leaf springs and promised better spring properties.
The drives also differed. In the BCFZe 4/6, a fully sprung SAAS Meyfarth spring pot drive was installed, which was suitable for a top speed of 110 km / h. The gearbox had a ratio of 1: 3.50. With the CFZe 2/6, the simpler and more cost-effective pawl bearing drive was used. Because of the gearbox with a ratio of 1: 5.23, the top speed was reduced to 80 km / h in favor of a higher tractive effort.
The blue arrows showed essential features of the Bauhaus style that emerged in the 1930s, thanks to a lot of glass and the appropriate arrangement of the interior furnishings . In the third class the seating arrangement was 2 + 3, in the second class the BCFZe 4/6 2 + 3. The lengthways arranged luggage racks made the third class compartments clearer. Their seats were lightly upholstered, which improved the comfort compared to the wooden benches customary at the time. The passage through the joint in the middle of the double railcar consisted of a bellows that protected the passage of people from moisture. Thanks to the compressed air operated flush doors, the railcars were suitable for operation as so-called trams without a driver . However, the attempt with the time-consuming ticket control by the engine driver did not prove itself.
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The railcars were set up for seated service. In contrast to the SBB , the driver's cabs were arranged on the right. The double railcar with a were delayed automatic brake according to type Westinghouse . A maneuvering brake or a switch to the slower G-brake were not available. The lack of an R brake limits the top speed to 110 km / h. A safety control had been installed since delivery; multiple controls were not required.
Electrical equipment
The electrical equipment of the BCFZe 4/6 and the CFZe 2/6 were basically the same, but the BCFZe 4/6 had duplicates. The BCFZe 4/6 had two pantographs that were connected to one another via a roof line. The CFZe 2/6 had only one pantograph, but with a double contact strip , which had already proven itself with the Ce 2/4 and the Red Arrows of the SBB.
Pneumatically operated protecting off in 15-levels, the individual taps of the transformer by means of a switch-over resistor and a choke coil . To ensure that on the BCFZe 4/6 the hopper batteries in the two halves of the car switched simultaneously, they were connected to a shaft that ran through the entire vehicle .
An electrical resistance brake with 12 braking levels allowed wear-free braking. The voltage of 1000 volts required for heating was taken from the transformer and fed to the radiators in the vehicle and the sockets of the heating cable . The BCFZe 4/6 lacked a continuous heating cable, each part of the car had an autonomous heating power supply.
Changes and modifications
In view of the many technical innovations, it is not surprising that the railcars suffered from teething problems. After the running bogies of the CFZe 2/6 with individual wheels derailed several times, they were replaced in 1944 by those of the SIG with continuous axles and torsion bar suspension. Instead of the congested SAAS Meyfarth-spring cup drives the BCFZe 04.06 received in 1945 BBC - spring drives that are already in the Ae 4/4 were proven.
On the occasion of the merger of the BSB with the Gürbetalbahn (GTB) to form the Gürbetal-Bern-Schwarzenburg-Bahn (GBS), the unusual vehicle number of the CFZe 2/6 681 was changed to 750. From 1947 to 1949 the BCFZe 4/6 731 was painted green on a trial basis .
The long shafts between the hopper batteries of the two halves of the BCFZe 4/6 have been expanded and the previous contactor control has been replaced by a new control. At the same time, the number of braking levels was reduced to 11 in order to avoid overloading the braking resistors . When the lines of the BLS Group were equipped with the Integra-Signum train protection system , the corresponding vehicle magnets and controls were installed. The BCFZe 4/6 were retrofitted with double contact strips.
Because one of the newly delivered ABDe 4/8 claimed the number 751 for itself, the BDFe 2/6 of the GBS received the number 711 in 1960. At the same time, the ventilation of the traction motors was improved. The abolition of the first car class and the renaming of the luggage compartments led to the new designations BDZe 2/6 and ABDZe 4/6 from 1962. In 1966, four tons of lead were attached to the drive bogie of the BDZe 2/6 to increase the adhesive weight . Later, the driver's cabs received fold-out rear-view mirrors.
From 1972 to 1974, the non-powered side of the BDZe 2/6 was given a new, more modern driver's cab after a collision, so that the railcar had two different front sides.
In 1985 the ABDZe 4/6 731 and 736 were sold to the Sensetalbahn (STB), where they were designated as BDe 4/6 102 and 103. Motor car number 103 was given a new green paint job and rounded window corners, the first-class and mail compartments were removed. The BDe 4/6 102 served as a spare parts dispenser and was canceled in 1997.
Operational use
The CFZe 2/6 681 was handed over to the BSB in 1938 and used on its route through the Schwarzwasser valley. The BCFZe 4/6 736 and 737 of the BN were stationed like the CFZe 2/6 in the Bern- Holligen depot and ran between Bern and Neuchâtel in regional and express train services. The BLS BCFZe 4/6 731 was presented to the population together with the Ae 6/8 205, which still exists today, at the 1939 national exhibition in Zurich. The railcar was then assigned to the Spiez depot and ran regional trains on the Lötschberg northern ramp or was used on other BLS Group routes.
After the delivery of the high-performance Ce 4/4 multiple units , the two BN BCFZe 4/6 only operated regionally. The BLS BCFZe 4/6 731 was moved from the Gürbetal to the Lötschberg northern ramp. From 1971 the BDZe 2/6 was increasingly used in suburban traffic in the Bern region and the number of kilometers traveled decreased. After the first RBDe 4/4 were delivered in 1982 , the BDZe 2/6 and the ABDZe 4/6 were used as a reserve. The BDZe 2/6 was used on the Sensetalbahn in 1983, an ABDZe 4/6 was rented to the Régional du Val-de-Travers (RVT) for one month.
Historic vehicle
In 1999, the STB discarded the BDe 4/6 103 and handed it over to the Bern Tramverein (TVB), which returned it to its original blue-cream paint. In 2011, the BLS Foundation bought the Blue Arrow, freed it from asbestos and completely refurbished the car body with a new coat of paint. Motors, transformers and bogies were overhauled, the angular windows restored and the ETM-S train protection system installed. The restored operational vehicle has been available at BLS as BCFe 4/6 736 for charter and public trips since 2014. In 2016, with the Blue Arrow, a mobile cultural asset received the Swiss Monument Prize for the first time .
The existing substance and the building history of the train are largely respected. The two post compartments and what was then the 2nd class were not reconstructed. For the authenticity of the train, however, some central characteristic features of the appearance from 1938 have been restored.
- The paint of the railcar got the appearance of 1938. The rounded corners of the window, welded in 1986, were removed again.
- As in 1938, the space next to the driver's cab was made accessible to the public again.
- Car body I: The luggage compartment and the prison cell have been restored and retain their appearance from 1938. The 2nd class compartment, created in 1984, is respected as a witness of its time and restored accordingly.
- Car body II: The toilet and passenger compartment will be restored and will retain their appearance from 1938. In the course of the partly necessary replacement of materials, an attempt was made to approximate the state of 1938 in the passenger compartment.
swell
- L. Leyvraz: Trains légers, séries BCFZe 4/6 et CFZe 2/6, de la Cie. du chemin de fer Berne-Lötschberg-Simplon (BLS) . Schweizerische Bauzeitung, Volume 113 (1939), Issue 1 (E-Periodica.ch, PDF 7.8 MB, French)
- Peter Willen: Locomotives in Switzerland, standard gauge traction units . Orell Füssli Verlag, Zurich 1972
- Kilian T. Elsasser, Thomas Hurschler, Theo Weiss. The blue arrow. Swiss art guide, Bern 2014
- Bruno Lämmli: BLS Lötschbergbahn BCFZe 4/6 and CFZe 2/6. In: www.lokifahrer.ch. 2012, accessed May 1, 2017 .
- Facts and figures, restoration and recommissioning. "Blue Arrow" double railcar BCFe 4/6 No. 736 BLS. In: Press release from BLS AG and BLS Foundation. January 12, 2016, accessed May 1, 2017 .
- BLS BCFe 4/6 736. In: Website of the Tramverein Bern. Retrieved May 1, 2017 .
- Kilian T. Elsasser, Bernhard Ledermann: Railway icon restored: BLS “Blue Arrow” is back on the road. In: Bahnonline.ch. August 5, 2014, accessed October 19, 2018 .