LJB CFe 4/4
| CFe 4/4 / BDe 4/4 | |
|---|---|
| Numbering: | 1 + 2 |
| Number: | 2 |
| Manufacturer: | Ringhoffer / Alioth |
| Year of construction (s): | 1907 |
| Retirement: | 1967 (1978) |
| Axis formula : | Bo'Bo ' |
| Gauge : | 1000 mm ( meter gauge ) |
| Length over coupling: | 15,400 mm (+ GF + coupling) |
| Length over buffers: | 15,500 mm (central buffer) |
| Length: | 14,500 mm (trolley frame) |
| Height: | 3,300 mm (top edge of the roof) |
| Width: | 2,300 mm (car body) |
| Trunnion Distance: | 8,000 mm |
| Bogie axle base: | 1,850 mm |
| Fixed wheelbase: | 1,850 mm |
| Total wheelbase: | 9,850 mm |
| Payload: | 1 t (luggage compartment only) |
| Service mass: | 23.2 t |
| Friction mass: | 23.2 t |
| Wheel set mass : | 6 t |
| Top speed: | 40/50 km / h |
| Hourly output : | 180 hp / 292 hp |
| Starting tractive effort: | 4640 kg |
| Driving wheel diameter: | 800 mm |
| Power system : | 1000/1200 volts |
| Power transmission: | Pantograph |
| Number of traction motors: | 4th |
| Locomotive brake: | Spindle hand brake, automatic air brake, electrical resistance brake |
| Train brake: | automatic air brake |
| Coupling type: | Central buffer with simple screw coupling below (until 1916) + GF + coupling (from 1917) |
| Seats: | 36 + 6/4 |
| Classes : | 3rd class (from 1962 2nd class) |
| Loading area: | 4.3 m² |
| Bre 4/4 | |
|---|---|
| Numbering: | 1 (from 1989 116) |
| Seats: | 36, 30 (from 1990) |
| Classes : | Buffet, salon car (party car) |
Two electric railcars acquired by the Langenthal-Jura-Bahn (LJB) in 1907 were designated as CFe 4/4 . The vehicles with the numbers 1 and 2 were obtained from the R. Ringhoffer Smichow wagon factory in Prague, the electrical equipment comes from the Alioth electricity company .
In 1958 it was changed to BFe 4/4 , and in 1962 to BDe 4/4 . Railcar number 2 was scrapped and demolished in 1967. The railcar number 1 was in the 1978 Bre 4/4 remodeled, renamed Bre 4/4 116 in 1985 and is still in service.
history
The vehicles were purchased when the track opened on October 26, 1907. In addition to these two vehicles, two two-axle Ce 2/2 railcars with the numbers 11 and 12, two two-axle passenger cars (C 21 and 22), and four two-axle freight cars (K 31 and 32, L 41 and 42) were purchased. The purchase costs are stated at 44,976 Swiss francs and 43,978 Swiss francs.
Technical
The railcars had a closed, spacious platform at both ends, which also served as a driver's cab. This was followed by an 18-seater passenger compartment that was accessible through a sliding door from the platforms. In the middle of the vehicle was the combined mail and luggage compartment, in which there were folding seats for a further six people, later the number of emergency seats was reduced to four. The two one-meter-wide sliding doors on the inside of the luggage compartment faced each other and were mounted asymmetrically. There was a window in the sliding door and two windows in the solid walls of the luggage compartment. The entrance doors were also designed as sliding doors with windows. The passenger compartments had six 570 mm wide and 860 mm high windows on both long sides. There was a transition door in the front wall of the railcar and another window on both sides.
The vehicles originally had axle bearings that were equipped with plain bearings. These were replaced by Jaeger-Bund roller bearings in the number 1 in 1923. Number 2 received new bearings in 1934, and the car suspension was also changed. This change in suspension was made for number 1 in 1935.
The drive motors were controlled via a direct controller. Each axis had its own motor. Initially the output was 180 hp, this was increased to 292 hp in 1948 (No. 2) and 1950 (No. 1). Ocassion engines were installed, which were obtained from the StStZ (No. 2) and VBZ (No. 1). The tensile force is specified as 4640 kg upon delivery. The railcars had two lyre brackets as pantographs upon delivery; these were replaced by pantographs in 1945. However, they were placed in a new position above the pivot. This relocation also made it possible for the braking resistors, which were initially under the car body , to be relocated to the roof (1945 No. 1, 1947 No. 2).
The initially existing central buffer coupling with a simple screw coupling at the bottom was replaced by a semi-automatic + GF + coupling in 1916 in view of the joint operation with the Langenthal-Melchnau-Bahn (LMB) and Solothurn-Niederbipp-Bahn (SNB) .
In addition to a manual spindle brake on each driver's cab, the railcars have had a pneumatic and an electric brake since delivery. The original axle compressor of the pneumatic brake was replaced by a motor compressor in the number 1 in 1910. In 1919 this was also the case with number 2, which received the old compressor of the Fe 4/4 51.
In 1978 the railcar was converted to the Bre 4/4 1 buffet railcar. The luggage compartment was lifted and the sliding loading door removed. Since this conversion, the railcar has had a single, large passenger compartment.
Operational
The railcars were the actual backbone of the scheduled trains, and they usually had the highest mileage of all LJB railcars. The postal routes in particular had to be driven with these vehicles if one wanted to avoid having to bring an additional car. However, since both railcars were actually required for the timetable, other vehicles were used if one of the railcars failed.
On April 13, 1918, trains 409 and 408 collided head-on at kilometer 8.9 in wooden houses. Both railcars number 1 and 2 were badly damaged and failed for a good two or three months until they were repaired.
The buffet railcar was exhibited at the BEA in Bern in 1986 and served as the OSST Fischerstübli (April 18-28 ). Between December 17, 1986 and February 7, 1987, it served as a theater stage on Bellevueplatz in Zurich.
Whereabouts
Number 2 was canceled in 1967. The motors and controllers were used for the BDe 4/4 2 II .
The number 1 is still in active service as the Bre 4/4 116 buffet railcar.
literature
- René Stamm and Claude Jeanmaire: Oberaargauer Schmalspurbahnen. Verlag Eisenbahn, Archive No. 23, 2nd edition 1975, ISBN 3-85649-023-X
- Railway amateur: Data sheet EA No. 7/80 IX; SP Swiss private railways, Oberaargau-Jura-Bahnen, Solothurn-Niederbipp-Bahn. OJB / SNB
- Jürg Aeschlimann: Aare Seeland mobile part 1: Lines Langenthal-Niederbipp (-Oensingen) and Langenthal-Melchnau buffer stop 2008, ISBN 978-3-907579-30-5