BLS BCFe 4/8
| BLS group BCFe 4/8 / ABDe 4/8 | ||||
|---|---|---|---|---|
| Type designation: | BCFe 4/8 | ABDe 4/8 | ||
| Numbering: |
SEZ 741 GBS 742 BN 743 |
BLS 746-748 | BLS 749-750 | BLS 751 SEZ 752 GBS 753 BN 754-755 |
| Manufacturer: | SIG , SAAS | SIG, BBC , SAAS, BLS | SIG, BBC | |
| Construction year: | 1945-1946 | 1954-1955 | 1957 | 1964 |
| Axis formula : | 2'B 0 '+ B 0 ' 2 ' | |||
| Length over buffers: | 46,800 mm | 47,800 mm | 47,300 mm | 47,800 mm |
| Total wheelbase: | 42,800 mm | 43,400 mm | ||
| Service mass: | 85 t | 90 t | 96 t | |
| Friction mass: | 55 t | 60 t | 62 t | |
| Top speed: | 110 km / h | 125 km / h | ||
| Hourly output : | 706 kW (960 hp ) | 1177 kW (1600 hp) | ||
| Starting tractive effort: | 59 kN | 98 kN | ||
| Hourly traction: | 29 kN at 86 km / h | 59 kN at 75 km / h | ||
| Drive wheel diameter: | 920 mm | 1100 mm | ||
| Impeller diameter: | 910 mm | 920 mm | 910 mm | |
| Number of drive motors: | 4th | |||
| Transmission ratio: | 1: 3.842 | 1: 4.27 | ||
| Seats: | 16 + 2 (2nd class) 120 + 6 (3rd class) |
18 + 2 (2nd class) 114 + 2 (3rd class) |
24 + 2 (2nd class) 104 + 4 (3rd class) |
24 + 2 (1st class) 88 + 14 (2nd class) |
The BCFe 4/8 , 1962 as ABDe 4/8 referred were double railcar of the BLS-group with two driven bogies in the middle of the vehicle. The railcars , called “ Blue Arrows ” like their predecessors , differed technically and visually, but represented a freely interchangeable series. They handled a large part of the regional traffic and were used for excursions to Stresa and through Switzerland .
Because the space available on the tried and tested BCFZe 4/6 and CFZe 2/6 articulated trains was not always able to cope with the number of passengers, the BLS Group procured a total of 13 ABDe 4/8 multiple units from 1945 to 1964, which for many years represented the BLS Group belonged. Most of the other Swiss private railways dispensed with double railcars and used shuttle trains with single railcars, which also allowed use as locomotives.
With the introduction of UIC numbering , the vehicles were given the designation ABDe 535 in the databases. ABDe 535 746–754 were parked between 1999 and 2004 and then scrapped.
BCFe 4/8 741-743
The three railcars of the first partial series were ordered for the SEZ , the GBS and the BN . A top speed of 110 km / h was sufficient for their routes; in terms of performance, they were designed as single drivers. These vehicles were delivered by the Société Anonyme des Ateliers de Sécheron (SAAS) and the Swiss Industrial Society (SIG) in Neuhausen am Rheinfall .
From 1947 to 1951, the BCFe 4/8 742 had a light blue instead of the ultramarine blue paint on a trial basis . In 1955, a pantograph was removed from all railcars and the seating arrangement in the second class was changed from 3 + 2 to 2 + 2. In 1966/67 the original SIG running bogies with torsion bar suspension were replaced by standard wagon bogies in the vehicles now known as ABDe 4/8 . Because of the larger wheel diameter of 910 compared to 870 mm, the ends of the car were now slightly raised. The originally existing multiple control I was removed.
From the 1970s, the railcars of the first partial series ran on the Simmentalbahn and between Spiez and Interlaken Ost . In 1991 the three vehicles could be dispensed with and they were finally parked. The ABDe 4/8 741 came in 1991 with the number 745 to the Oensingen-Balsthal-Bahn (OeBB), where it replaced the BDe 2/8 203 discarded after a collision . In 1993, OeBB took over the BDe 4/8 742, now known as number 744, as a spare parts donor. The BDe 4/8 743 came to the Régional du Val-de-Travers (RVT), where it was used as the ABDe 537 313.
BCFe 4/8 746-748
1954/55 the BLS was able to hand over the BCFe 4/8 746-748 to traffic. The three railcars were slightly longer than their predecessors, and the output was increased to 1200 hp . As a special feature, the railcars have a small 2nd class saloon compartment with two corner benches with 5 seats each, each with a small table. The mechanical part came from SIG, the electrical equipment was supplied by SAAS and Brown, Boveri & Cie. (BBC). The final assembly was carried out by the BLS Spiez workshop . The transformer and other parts of the electrical equipment came from the Ce 2/4 781–783, which was discarded in 1954 . Originally it was planned to equip the railcars with a converter 3000 V direct current / 15 kV 16 ⅔ Hz in order to be able to drive under 3000 V to Stresa. The railcars were used in regional traffic between Thun and Brig .
When the increased traffic in the Gürbetal and on the Lötschberg line required three-car trains, the electrical devices from 1910 were replaced in 1965 and the output increased from 1200 to 1600 hp. From 1970 the driver's cab of Car II was removed and replaced by a standard car platform with a rubber bead transition . At the same time, a second-class compartment was replaced by a first-class compartment in Car I. The BLS thus abandoned the concept of single-unit multiple units (until the RABe 525 was acquired ). Instead of the SAAS multiple control system , the multiple control III was installed as in the 749–755 railcars and the Bt 950… 991 control cars . The top speed was increased to 125 km / h and the pantograph was replaced by a catching pantograph .
BCFe 4/8 749-750
In 1957, BLS handed over two more double railcars from the same suppliers to the company. The performance of the two vehicles could be increased to 1600 hp.
From 1967-68, the driver's cab II was removed and replaced by a standard car platform with a rubber bulge transition, with which the single-driver railcars were supplemented with a control car. At the same time, new side doors and instead of the original running bogies with torsion bar suspension and 920 mm wheel diameter, standard wagon running bogies with 910 mm wheel diameter were installed. The maximum speed was increased from 110 to 125 km / h, so that the railcars could run according to train series R. The scissor pantograph was replaced by a single-arm pantograph.
ABDe 4/8 751-755
This last partial series, procured by all railways of the BLS Group in 1964, was a further development of the vehicles previously delivered. These five multiple units no longer had sloping fronts. In their end walls, pedestrian crossings with bellows were integrated. The increased traffic in the Gürbetal meant that the double railcars on this route were supplemented with a control car. SIG and BBC in Münchenstein came back as suppliers . First came a new BBS rubber joint drive for installation. Large parts of the control with the multiple control III came from the SAAS as a sub-supplier. The assembly work was again carried out in the main BLS workshop in Spiez.
Subsequently to the traction motors silicon were in the feed lines , rectifiers and smoothing reactors installed and the AC motors driven by wave power. So that the unpleasant were box - vibration damping provided by the torque - pulsations were excited of the traction motors. The previous pantographs were later replaced by new single-arm pantographs.
On November 9, 1993 the ABDe 4/8 755 drove with the Bt 950 control car between Spiez and Zweisimmen into a truck of the Swiss Army that had gone off the road and was loaded with fuel . As a result of the collision, the cargo caught fire and damaged all vehicles involved, whereupon they were demolished.
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- Peter Willen: Locomotives in Switzerland, standard gauge traction units . Orell Füssli Verlag, Zurich 1972
- Bruno Lämmli: BLS ABDe 4/8 No. 741-755. In: www.lokifahrer.ch. 2013, accessed May 1, 2017 .