BOB ABeh 4/4 I.

BOB ABeh 4/4 I.
ABeh 4/4 I 307 in Wilderswil station
Numbering:	304-310
Manufacturer:	SIG , SLM and BBC
Year of construction (s):	1965 and 1979
Axis formula :	Bozz 'Bozz'
Gauge :	1000 mm ( meter gauge )
Length over coupling:	17.020 m
Height:	3940 mm
Width:	2680 mm
Bogie axle base:	3050 mm
Service mass:	44 t
Top speed:	70 km / h (adhesion) 30 km / h (rack)
Continuous output :	1000 kW
Starting tractive effort:	157 kN
Hourly traction:	121 kN
Driving wheel diameter:	778 mm
Gear system :	Riggenbach / Von Roll
Power system :	1500 V =
Seats:	12 (1st class) 32 (2nd class)

The BOB ABeh 4/4 I are meter-gauge electric multiple units of the Berner Oberland-Bahn (BOB) in Switzerland for mixed adhesion and gear operation , manufactured by the Swiss Industry Society (SIG), the Swiss Locomotive and Machine Factory in Winterthur (SLM) and by Brown, Boveri & Cie. (BBC).

history

After the commissioning of the first three ABDeh 4/4 multiple units in 1949, the mileage could be increased considerably. Since you could only take over half of the power with three railcars, the HGe 3/3 21 to 28 and 29 locomotives continued to be used, although they had the disadvantage of a significantly lower maximum speed. For cost reasons, a further increase in the number of railcars was not possible.

In 1957 a new Swiss Railway Act came into force, which prescribed financial aid from the cantons and the federal government. With this financial improvement, the BOB immediately started developing and planning a suitable vehicle. In 1965, the five railcars 304 to 308 were initially delivered, which was sufficient to take over the entire operation with the railcars together with the three ABDeh 4/4, the locomotives were no longer needed in normal operation.

In 1979 two more identical railcars, the 309 and 310, were delivered, with the 309 railcar being sold to the Bavarian Zugspitzbahn in 1999 .

Technically

The ABeh 4/4 I did not have a luggage compartment in order to be able to install a larger first-class compartment. A recuperation brake was also not installed, as this never worked properly on the older railcars and had to be removed. The detachable adhesion drive on rack and pinion sections could be seen as a major innovation. With an output of 1000 kW, the nine railcars were much more powerful than the old ones.

The adhesion drive can be decoupled from the motors on the gearwheel sections. The braking equipment of the railcar consists of a resistance brake as a service brake, an adhesive block brake on all wheel sets with an additional gear brake and a gear brake acting on all four drive gears.

business

After the delivery of the new ABDeh 8/8 - trainsets the ABeh 4/4 I have been gradually withdrawn from circulation and scrapped until they scrapped in 2018, all except 304 and 310th

Railcar
designation	Installation	Image of the vehicle	coat of arms	status
ABeh 4/4 I 304	1965		Bern	new company vehicle
ABeh 4/4 I 305	1965		Gündlischwand	August 2003 Umler collision, demolition in 2018
ABeh 4/4 I 306	1965		Lütschental	Demolished in 2018
ABeh 4/4 I 307	1965		Wilderswil	Demolished in 2018
ABeh 4/4 I 308	1965		Gsteigwiler	Demolished in 2018
ABeh 4/4 I 309	1979		-	At 1999 BZB sold
ABeh 4/4 I 310	1979		Mats b. Interlaken	still received

Bavarian Zugspitzbahn

Railcar 309

In 1999, the Bavarian Zugspitzbahn acquired railcar 309 from the Berner Oberland-Bahn, together with two control cars from the Bern – Solothurn regional traffic . On the Zugspitzbahn, the railcar kept its old operating number, the + GF + couplings from Switzerland and the pure air brake equipment . The vehicle is only approved up to Eibsee (maximum incline 150 ‰) because its gear brake equipment is not designed for steep inclines and it is too wide for the subsequent Zugspitze tunnel .

In 1999 the railcar was converted by Stadler Bussnag in order to adapt it for operation with the control cars 211 and 213 . In addition to a complete renovation of the vehicle, the following modifications were made:

• Conversion of the cam controller to an electro-pneumatic contactor control
• Installation of a remote-controlled spring-loaded brake with roll-back protection
• Installation of a modern control system with CAN train bus
• Expansion of the 1st class compartment and the toilet facility

Together with the control cars 211 and 213, the railcar forms a set that is not compatible with the other vehicles on the Zugspitzbahn.

The railcar, which went into operation on June 9, 2000, was damaged the next day in the accident in the Katzenstein tunnel and could only be used at the end of 2001 after the repair. The railcar is mainly used together with the two control cars on the valley route between Garmisch-Partenkirchen and Grainau.

Web links

Commons : BOB ABeh 4/4 I  - Collection of pictures, videos and audio files

Individual evidence

1. ↑ Lökeli Journal: The ABeh 4/4 304-310 of the BOB. Retrieved September 17, 2019 . 
2. ^ Berner Oberland News, Peter Schmid, journalist, 3852 Ringgenberg. Retrieved December 18, 2017 . 
3. ↑ Vehicle list of the Bavarian Zugspitzbahn. (PDF) (No longer available online.) March 2, 2012, archived from the original on March 2, 2012 ; accessed on December 12, 2017 .  
4. ^ Karlheinz Hartung: Rack railways, SBB and private railways . In: Locomotives and Wagons . 1st edition. tape 3 . Transpress, Berlin 1994, ISBN 3-344-70842-2 .
5. ↑ Bahnonline: BOB will dispose of various rolling stock in 2018. Retrieved September 17, 2019 . 
6. ↑ Jungfrau Zeitung: 304er remains a real Oberlander. Retrieved September 11, 2019 . 
7. ^ Swissinfo.ch: head-on collision between two trains. Retrieved September 11, 2019 . 
8. ↑ Jungfrau Zeitung: Baptism for a railcar. Retrieved September 11, 2019 . 
9. ^ Rainer Weber, Anton Zimmermann: The Bavarian Zugspitzbahn and its new vehicles . In: Eisenbahn Revue International . No. 8-9 . MINIREX AG, August 2007, ISSN  1421-2811 , p. 409-415 .
10. ↑ BZB railcar repaired . In: Eisenbahn-Revue International . No.  11 . MINIREX AG, November 2001, ISSN  1421-2811 , p. 487 .