BT BCFe 2/4
| BT BCFe 2/4 | |||
|---|---|---|---|
| Type designation: | BCFe 2/4 | ||
 |
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| Numbering: | 41-42 | 43 | 44 |
| Manufacturer: | SIG , SAAS |
SLM , SWP , SAAS , BT |
|
| Construction year: | 1932 | 1938 | 1952 |
| Modification: | 1965/61 | 1948 | - |
| Retirement: | 1963 (renovation) | 1959 (renovation) | 1988 (sale) |
| Axis formula : | 2'B 0 ' | (1A) (A1) | |
| Length over buffers: | 20,600 mm | 22,000 mm | 22,530 mm |
| Total wheelbase: | 16,375 mm | 17,980 mm | 18,230 mm |
| Service mass: | 65 t | 62 t | |
| Friction mass: | approx. 41 t | 32.6 t | |
| Top speed: | 80 km / h | ||
| Hourly output : | 599 kW (815 hp ) | ||
| Starting tractive effort: | 69 kN | ||
| Hourly traction: | 39 kN at 55 km / h | ||
| Drive wheel diameter: | 1040 mm | ||
| Impeller diameter: | 1040 mm | ||
| Number of drive motors: | 2 | ||
| Transmission ratio: | 1: 4.28 | ||
| Seats: | 16 (2nd class) 50 (3rd class) |
16 (2nd class) 58 (3rd class) |
16 (2nd class) 40 (3rd class) |
The BCFe 2/4 were four four-axle electric railcars of the Bodensee-Toggenburg-Bahn (BT). Two of these vehicles were converted into commuter trains , which, as BDe 2/4 41-42, provided suburban traffic in St. Gallen for around twenty years . The third railcar was supplemented with a third drive axle and thus became the BCFe 3/4 43. With the change of class in 1956 it was renamed ABFe 3/4 , six years later ABDe 3/4. In 1968 the BT converted it to the BDe 3/4 43 and finally to the Be 3/4 43. The more modern fourth railcar BCFe 2/4 44, later ABFe 2/4 44, then ABDe 2/4 44, was created using unused ones Bogies , motors and a transformer .
BCFe 2/4 41-43
procurement
On the occasion of their electrification , BT acquired six Be 4/4 locomotives and the two BCFe 2/4 41 and 42 railcars. The electrical parts of the vehicles supplied by Sécheron and SIG were related to the Be 4/4 and had a similar motor bogie with the same engines .
In 1936, thanks to subsidies for job creation, a third, slightly enlarged BCFe 2/4 43 railcar could be reordered. The vehicle was equipped with a wooden steel box instead of a wooden box, which was recognizable by its rounder shape.
construction
The railcars had a motor bogie with two driven axles and a bogie with two running axles . Many parts of the electrical equipment that correspond to the Be 4/4, especially the traction motors, simplified the maintenance and storage of spare parts. In contrast to the Be 4/4, the transformer and the hopper control were installed under the very high car floor.
Several technical innovations have been introduced in these vehicles. In contrast to the tatzlager drive common at the time for railcars , the Sécheron spring drive was installed, with the two traction motors being mounted in the bogie. For reasons of weight, SIG chose a design for the construction of the car body that was later developed into a lightweight self-supporting body . Despite this modern design, the external shape of the car body remained traditional.
business
The Bodensee-Toggenburg-Bahn was very satisfied with the three railcars 41 to 43. They could be used as solo drivers for less crowded courses. Thanks to their output of 815 PS (599 kW ), they could also be used to transport medium-sized trains. Their trailer load on the main route was 100 tons at a speed of 75 km / h.
In view of the electrification of the Südostbahn (SOB), the BCFe 2/4 41–43 were retrofitted with an electrical resistance brake.
Since 1938 the SOB has been operated electrically, the BCFe 2/4 have been used on their 50 ‰ ramps. However, the power of the railcars was hardly sufficient. Axle breakages increased and the bogies were gradually strengthened. BT intended to equip the three motor vehicles with a third traction motor and ordered six new bogies. Because they wanted to continue to use the previous transformers, the power of the three motors could not have been used to the full.
| BT BCFe 3/4 / BDe 3/4 / Be 3/4 | |||
|---|---|---|---|
 |
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| Type designation: | BCFe 3/4 | BDe 3/4 | Be 3/4 |
| Numbering: | 43 | ||
| Manufacturer: | SIG , SAAS | ||
| Construction year: | 1938 | ||
| Modification: | 1948 | 1968 | 1982 |
| Retirement: | 2011 (sale) | ||
| Axis formula : | (1A) B 0 ' | ||
| Length over buffers: | 22,000 mm | ||
| Total wheelbase: | 17,980 mm | ||
| Service mass: | 66 t | 66 t | 68 t |
| Friction mass: | 52 t | ||
| Top speed: | 80 km / h | ||
| Hourly output : | 898 kW (1221 hp ) | ||
| Starting tractive effort: | 103 kN | ||
| Hourly traction: | 59 kN at 55 km / h | ||
| Drive wheel diameter: | 1040 mm | ||
| Impeller diameter: | 1040 mm | ||
| Number of drive motors: | 3 | ||
| Transmission ratio: | 1: 4.28 | ||
| Seats: | 16 (2nd class) 58 (3rd class) |
40 (2nd class) | 34 (2nd class) |
Modifications and renaming of railcar No. 43
In 1946 the project was started to add a third drive motor to the railcars. During a test drive, a motor of the railcar 42 was fed via a cable from the railcar 41. It was shown that the power was 30% less than with just two motors due to magnetic oversaturation of the transformer. The pulling force was only slightly better below 25 km / h. The travel time St. Gallen-Haggen - Herisau almost doubled.
In 1948, as planned, railcar 43 received two new bogies with a total of three traction motors. The converted railcar no. 43 was given the designation BCFe 3/4. The other two vehicles were not converted, and the two remaining single-engine bogies were used in the construction of the BCFe 2/4 44.
The electrical equipment had to be improved again. By 1951, the BCFe 3/4 received a new transformer, new choke coils as well as hops and instruments from converted BLS Ce 4/4 . This enabled the power of the three traction motors to be fully utilized.
With the introduction of the two-class system , the railcars were given the designation ABFe 3/4 43; from 1962 it was called ABDe 3/4 43.
In 1968 the outdated first-class compartment was converted into a second-class compartment and the luggage compartment was enlarged by removing the bench seats in the original second-class compartment. The vehicle was now designated as BDe 3/4 43.
Historic vehicle Be 3/4 43
In the course of time, the railcar was hardly used any more. In 1981 the interior was rebuilt in the style of a Ticino grotto . The brightly painted Be 3/4 43 with the name “Tino” now served as an electric locomotive for the “Amor Express” because the Eb 3/5 steam locomotive was only used cautiously due to the contamination of the contact line insulators. The "Amor-Express" consisting of five colored two-axle cars is used for wedding trips and company trips.
In 2011 the SOB sold the operational Be 3/4 43 to the Eurovapor Lokremise Sulgen. The vehicle is stationed in Romanshorn and is mainly used in Eastern Switzerland. After a derailment in November 2011, the railcar was painted in the original green and the “Grotto” was replaced by a simple interior with 50 seats.
Operation and renaming of the BCFe 2/4 41–42
Although the wooden boxes of motor coaches 41 and 42 were in poor condition, the management decided in 1948, as already mentioned, not to convert them into three-engine vehicles. In 1949, the two BCFe 2/4 received new motor bogies, although there were still two driven axles. In the course of time, the wooden box was to be replaced by a self-made steel box and two similar steel boxes were to be produced for control cars.
Motor car no. 42 stood still several times in the early 1950s due to broken axles or because its engines had to be used as a replacement for the Be 4/4 locomotives. Since the abolition of the third car class, the two railcars were referred to as ABFe 2/4.
The two vehicles ran without significant structural changes until they were retired in 1963 and 1959.
| BT BDe 2/4 | ||
|---|---|---|
 |
||
| Type designation: | BDe 2/4 | BCFe 2/4 |
| Numbering: | 41 | 42 |
| Manufacturer: | SIG , SAAS , BT | |
| Construction year: | 1932 | |
| Modification: | 1961 | 1965 |
| Retirement: | 1995 | |
| Axis formula : | 2'B 0 ' | |
| Length over buffers: | 23,700 mm | 22,850 mm |
| Total wheelbase: | 19,700 mm | 18,850 mm |
| Service mass: | 59 t | 58 t |
| Friction mass: | 33 t | 32 t |
| Top speed: | 90 km / h | |
| Hourly output : | 599 kW | |
| Starting tractive effort: | 69 kN | |
| Hourly traction: | 39 kN at 55 km / h | |
| Drive wheel diameter: | 1040 mm | |
| Impeller diameter: | 920 mm | |
| Number of drive motors: | 2 | |
| Transmission ratio: | 1: 4.28 | |
| Seats: | 48 (2nd class) | |
Conversion into suburban commuter trains BDe 2/4 41–42
The Herisau workshop built two modern BDe 2/4 multiple units from parts of the electrical equipment from the ABFe 2/4 41–42. The newly built, self-supporting car bodies in welded lightweight steel construction only received a driver's cab , because the railcars were permanently coupled to the associated control cars ABt 141 and 142. The bogies and various pieces of equipment from the Br4ü 353 buffet car were used to build ABt 142 . It is not documented where the corresponding parts of the ABt 141 equipment came from. On the second train, an electronic speed control with target braking by the BBC was installed on a trial basis .
The first so-called suburban shuttle train came into operation in 1961 as the BFe 2/4 42 and ABt 142, the second followed in 1965. The two-part compositions were mainly used on the Wittenbach - Degersheim route , where they enabled a denser timetable. Their limited tractive effort and top speed were sufficient for use on this section of the route. The reliable shuttle trains proved their worth not least thanks to their manageable traction and control equipment.
The commissioning of the RBDe 4/4 commuter trains ( Privatbahn-NPZ ) made the two-part suburban commuter trains superfluous. BT tried unsuccessfully to sell it to a railway with more modest claims. A three-part shuttle train was formed from the two railcars and a first-second class carriage AB EW I , which was able to comply with the driving regulations of the timetable designed for the RBDe 4/4 shuttle trains. This shuttle train formed in this way released an RBDe 4/4 for direct trains to Constance . The associated ABt 142 control car was sold to the Rorschach-Heiden-Bergbahn in 1986 . The ABt 141 received a new driver's cab, a remote control suitable for the high-performance multiple units and the Re 4/4 , new bogies and an additional first-class compartment. It was equipped with a video camera that transmitted the view from the driver's cab to the front first-class compartment. With the delivery of the Re 4/4 converter locomotives , BT was able to do without the two railcars and phased them out in 1995.
BCFe 2/4 44
For a planned conversion of the BCFe 2/4 41 and 42, BT ordered two single-engine bogies of the BLS type. Because this conversion was not carried out, the company's own workshop in Herisau built the BCFe 2/4 44 using a car body supplied by Schindler-Waggon Pratteln (SWP) and the original transformer from railcar No. 43.
Outwardly, the BCFe 2/4 44 stood out from its angular predecessors with its more modern appearance. The appearance of the vehicle used in local traffic was reminiscent of the CFe 4/4 of the EBT group .
When the third car class was abolished in 1956, the vehicle was given the designation ABFe 2/4. Despite its modest performance, the railcar, now known as ABDe 2/4, was leased to the Südostbahn (SOB) for a long time in 1977. In 1982 BT was able to sell the railcar with the nickname "Grandmother" to SOB, which used it in local traffic between Biberbrugg and Einsiedeln .
Individual evidence
- ^ Gerhard Oswald: The Bodensee-Toggenburg Railway, page 146.
- ↑ a b c Konrad Weibel-Andres: Bodensee-Toggenburg-Bahn Zugförderungs- und Werkstätte-Dienst (ZfW), performance record 1945 to 1982 , (1990), pages 16 and 17.
- ↑ Takeover of the "TINO" railcar from the Südostbahn. In: Info Eurovapor Lokremise Sulgen; Edition 2/2011 of April 2011. Eurovapor , April 29, 2011, accessed on January 2, 2020 .
- ^ Mathias Rellstab: BDe 3/4 as "Apple Juice Express" . In: Swiss Railway Review . No. 7 . Minirex, Lucerne 2013, p. 330 .
- ↑ BT Revue. In-house newspaper of the Bodensee-Toggenburg-Bahn. Issue 4/84, pages 16 and 17.
literature
- Gerhard Oswald: The Bodensee-Toggenburg Railway . Appenzeller Verlag, Herisau 2004, ISBN 978-3-85882-361-8 .
- Hans Waldburger: 75 years of Lake Constance – Toggenburg and Rickenbahn . In: Swiss Railway Review, issue 4/1985, ISSN 1022-7113 , p. 114
- Peter Willen: Locomotives in Switzerland, standard gauge traction units . Orell Füssli Verlag, Zurich 1972
Web links
- W. Kesselring: Electrification of the Bodensee-Toggenburg Railway . In: Schweizerische Bauzeitung . tape 98 , no. 14 , 1931, p. 172 ff . ( Available online at e-periodica.ch at ETH Zurich ).
- Our vehicles: Railcar BDe 3/4 43. Eurovapor Lokremise Sulgen, October 2018, accessed on January 2, 2020 .