FO HGe 4/4

VZ HGe 4/4 16, FO HGe 4/4 31–37
numbering	VZ 16	FO 31-37
number	1	7th
Manufacturer	SLM , machine factory Oerlikon
Commissioning	1936	1941-1956
Scrapping		from 1971
Axis formula	Bo zz 'Bo zz '
Service mass	47 t
Length over buffers	14,100 mm	14,120 mm
Maximum speed adhesion	50 km / h	55 km / h
Top speed gear	25 km / h	30 km / h
Power system	11 kV, 16.7 Hz
Number of engines	4th
drive	electric
Hourly output	736 kW (1,000 hp)	890 kW (1,200 hp)
Gauge	1,000 mm

The VZ HGe 4/4 16 and the FO HGe 4/4 31–37 are meter gauge electric locomotives for mixed adhesion and gear operation with 11,000 volts 16 2/3 Hertz alternating current . One of these was procured in 1939 by the Visp-Zermatt-Bahn (VZ), since 1962 Brig-Visp-Zermatt-Bahn (BVZ), to supplement the existing HGe 4/4 locomotives . The other largely identical locomotives with slightly higher traction power were delivered to the Furka-Oberalp-Bahn (FO) between 1941 and 1956 on the occasion of the electrification of the route from Brig to Disentis / Mustér . After the merger of BVZ with FO to form the Matterhorn-Gotthard-Bahn (MGB) in 2003 , all of the remaining locomotives came to this. They have been referred to as HGe 4/4 ^I since the BVZ HGe 4/4 ^II and FO HGe 4/4 II went into operation .

technology

VZ HGe 4/4 16 and FO HGe 4/4 31–37

The FO opted for electrification based on the model of the RhB that followed in Disentis / Mustér and the BVZ that followed in Brig, with which it has been connected since 1930 after the gap was closed by the Brig – Visp railway line, which was electrically operated from the beginning Electrification with 11,000 volts 16.7 Hertz alternating current. The FO also decided on a replica of the VZ HGe 4/4 16 locomotive, which had been delivered shortly before. The locomotives of the FO, like the VZ, were not designed for the cogwheel railway line Andermatt – Göschenen of the Schöllenenbahn (SchB) at that time, which was integrated into the former FO in 1961.

The VZ locomotive 16 and the FO locomotives 31–37 are a further development of the VZ HGe 4/4 11–15, but were given a newly designed locomotive body in lightweight steel because the aluminum body of the VZ HGe 4/4 was initially unsatisfactory. In order to reduce the resulting additional weight, among other things, the stems were omitted and all the technical equipment was relocated to the extended interior of the locomotive body. Instead of the porches, open platforms were created at the ends, as was the case with various electric locomotives at the time, for example on the Be 6/8 of the then Berner Alpenbahn-Gesellschaft Bern-Lötschberg-Simplon (BLS), which were delivered from 1926. The driver's cabs could be entered via these platforms, giving them the characteristic, non-symmetrical vehicle front. The transformers got an oil cooling again.

The original FO locomotives have a connection for the supply of the electric snow blowers Xrot e 4931-4933 supplied by SLM / MFO in 1941, 1943 and 1945.

Bogies

The locomotives have two two-axle bogies with a short wheelbase and a combined drive. The two motors outside of the two drive axles work simultaneously and inseparably on the respective drive axle and its drive gear. The pulling and pushing devices - i.e. buffers , draw hooks and coupling lugs - are each connected directly to the bogie frame. In contrast, these devices are now usually attached to the locomotive body in bogie locomotives. The tensile and compressive stresses occurring during the transport of trains initially act directly on the rear bogie in the direction of travel in the case of these locomotives, as they were usually used at the front of the train. The forces are only transferred to a bridge, which is riveted from strong profiles, via a central spherical pivot socket, and from there to the front bogie. The lightly constructed locomotive body is built on this bridge.

Whereabouts

VZ HGe 4/4 16

The number 16, which was used as a reserve for the Täsch - Zermatt shuttle trains after a conversion for shuttle train operation in 1987 , was used in 2003 and 2005 before service trains after the shuttle trains were taken over by the BDSeh 4/8 low-floor panorama multiple units. In the summer of 2007 it was fitted with the pantographs from locomotive number 37, while number 16 had two single-arm pantographs that were sold at a symbolic price to the Furka Mountain Line Steam Railway (DFB). It has been parked in Gletsch since September 10, 2007 . In 2018 the vehicle was added to the inventory of MGBahn-Historic. On August 9, 2018, the locomotive was transferred from Gletsch to the MGB workshop in Glisergrund, where it should regain its operational capability.

FO HGe 4/4 31-37

No. 32 and No. 36 of the former locomotives of the FO HGe 4/4 31–37 have been preserved.

The following parts of the section of the former locomotives FO HGe 4/4 31-37 seem since 2018 is out of date to be : In the meantime, were the MGB HGm delivered 2.2 701-704, there is no evidence that the revision of the HGe 4 / 4 16 according to Bahnonline dated August 15, 2018, it actually started.
Please help to research and insert the missing information .

The locomotive number 35 was broken off after an accident in March 1971, after delivery of the HGe 4/4 ^II , the locomotives number 31, 34 and in 2007 the locomotive number 37, and the last one to date, the number 33 in 2015 . Before they were disposed of, some of them were parked for a long time, such as numbers 31 and 34, which were only demolished in 2004 after they were damaged by masses of mud in the 1993 storm in Brig.

Machine number 32 is used in the shunting service in the Glisergrund depot. It covers the overpasses of the Kometmodule ABt 2131–2134 and the suitcase trolley BDkt 2231–2233 between Glisergrund and Brig. It is also used for maneuvers within the depot. The Tm 2/2 74 shunting tractor is used as a substitute. New, electrically powered shunting locomotives have been ordered from Stadler for shunting services, which are to replace locomotive 32.

Machine no. 36 is in better condition than no. 32, it was overhauled and repainted on January 20, 2011. The revision took place because the machine was intended for clearing snow from the Oberalp Pass. Locomotive 36 was engaged in these services until April 2015 and was held in Disentis / Mustér for this purpose. A new sling composition has been held there since the winter of 2015/2016, which ended the locomotive's snow removal operations. The vehicle was then stationed at the Glisergrund depot. It has been used in summer for special trains since 2011, for example the Swiss-Alps-Classic-Express (SACE) or the Alpine-Classic-Pullman-Express (ACPE). In 2017, locomotive 36 carried out its first run for the MGBahn-Historic association, and since December 2017 it has been held in the Göschenen depot for special trips all year round.

literature

• Heuberger / Schwabe / Werder: FO - Brig – Furka – Disentis , Pharos, 1981, ISBN 3-7230-0312-5 .
• Louis-Henri Leyvraz: Memories of the electrification and expansion of the Brig – Visp – Zermatt Railway in the years 1929–1943 . In: Swiss Railway Review 7/1991.
• Theo Stolz: Locomotives of Switzerland , Minirex, 1999, ISBN 3-907014-11-1 .
• Wolfgang Finke, Hans Schweers: The vehicles of the Furka-Oberalp-Bahn 1913-1999 . Brig-Furka-Disentis. Schöllenenbahn. Furka-Oberalp Railway. Schweers + Wall, Aachen 1999, ISBN 978-3-89494-111-6 .
• Hans-Bernhard-Schönborn: Swiss locomotives . GeraMond, 2004, ISBN 3-7654-7176-3 , pp. 70-71 .
• Theo Stolz: Locomotives in Switzerland, as of January 1, 2006 . Minirex, Lucerne 2007, ISBN 978-3-907014-31-8 .

Web links

Commons : SLM HGe 4/4 I  - Collection of images, videos and audio files

• MGBahn-Historic

Individual evidence

1. ^ Theo Stolz, Dieter Schopfer: Brig – Visp – Zermatt, history and rolling stock. Self-published 1983, ISBN 3-907976-00-2 , page 110
2. ↑ web Online: MGBahn Historic is BVZ HGe 4/4 16 operable herrichten (updated). In: Bahnonline.ch. August 15, 2018, accessed on April 13, 2019 (German).