LJB Ce 2/2
| LJB Ce 2/2 | |
|---|---|
 Ce 2/2 No. 12
|
|
| Numbering: | 11, 12 |
| Number: | 2 |
| Manufacturer: | Ringhoffer, Alioth |
| Year of construction (s): | 1907 |
| Retirement: | 1960/1966 |
| Axis formula : | Bo |
| Gauge : | 1000 mm ( meter gauge ) |
| Length over coupling: | 8,600 mm (+ GF + coupling) |
| Length over buffers: | 8'700 mm (central buffer) |
| Length: | 7'700 mm (car body) |
| Height: | 4,260 mm 3,280 mm (top edge of roof) |
| Width: | 2,300 mm |
| Fixed wheelbase: | 3'500 mm |
| Total wheelbase: | 3'500 mm |
| Service mass: | 11.8 t |
| Friction mass: | 11.8 t |
| Top speed: | 50 km / h / BC 40 km / h |
| Hourly output : | 140 PS / BC 90 PS |
| Hourly traction: | 2200 kg |
| Driving wheel diameter: | 800 mm |
| Power system : | 1000/1200 volts direct current BC 900 volts |
| Power transmission: | Pantograph |
| Number of traction motors: | 2 |
| Locomotive brake: | Spindle hand brake, automatic air brake, electrical resistance brake |
| Train brake: | Automatic air brake |
| Train heating: | 1200 volts direct current |
| Coupling type: | Central buffer from 1916 + GF + coupling |
| Seats: | 18th |
| Classes : | 3rd grade |
The two Ce 2/2 11 and 12 are electric railcars that were acquired in 1907 for the opening of the meter-gauge Langenthal-Jura-Bahn (LJB). The vehicles were built by the R. Ringhoffer Smichow wagon factory in Prague, with the electrical equipment coming from the Alioth electricity company in Münchenstein . The railcar Ce 2/2 12 has been preserved on the Blonay – Chamby (BC) museum railway in western Switzerland.
construction
The railcars, which were procured for 21,276 Swiss francs and 22,237 Swiss francs, have a spacious closed platform at both ends that also serves as a driver's cab. In between is the 18-seater 3rd class compartment with face-to-face seating and 1 + 2 seating, which is accessible through a sliding door from the platforms. The entrance doors are also designed as sliding doors. The passenger compartment had six 570 mm wide and 860 mm high windows on both long sides. In the front wall of the railcar there is a transition door with a window and another window on both sides.
They have direct controllers that control the two 70 hp motors directly. The gear ratio is 1: 4.87. The contact line voltage was originally given as 1000 volts direct current, today it is 1200 volts. In addition to a hand spindle brake, the vehicles have a compressed air brake and an electrical resistance brake. The braking resistors are installed under the car body .
From the beginning, railcar 12 had a Hasler speedometer installed, while no. 11 had none. The railcar no. 11 had not installed a speedometer, not even a non-registering speedometer.
The power supply for any suspended carriages was initially carried out via a cable attached to the edge of the roof. The roof rod was not there when it was delivered.
history
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 1930, MFO dead man equipment was installed on No. 12; this safety control was later also installed on No. 11.
On the occasion of the main overhaul in 1932, both vehicles were given a new paneling of the car body with aluminum sheets.
The suspension of both railcars was improved in 1935.
The pantograph is located on the roof in the middle of the car . This was originally a lyre bar and was replaced by a pantograph in 1950 .
The axle compressor of number 11 was replaced by a motor compressor in 1952, which, however, was replaced by a powerful Knorr compressor as early as 1958. Railcar No. 12 received this same compressor in 1959, before the No. 11 was demolished.
On the occasion of the class reform in 1956, the two small railcars were renamed from Ce 2/2 to Be 2/2.
They kept their numbers when the merger of the Langenthal-Jura-Bahn and the Langenthal-Melchnau-Bahn (LMB) into the Oberaargau-Jura-Bahn (OJB) merged in 1958.
Revisions
- Ce 2/2 No. 11: 1921, 1922 major revision (HR), 1926, 1927, 1930, 1932 major revision, 1941, 1942, 1948, 1951, 1956
- Ce 2/2 No. 12: 1921, 1922 major revision, 1926, 1927, 1930, 1932 major revision, 1940, 1942, 1946 (HR), 1950
Areas of application
The two locomotives were used on the Langenthal - Wangen an der Aare - Niederbipp - Oensingen line from the start. This railway line was opened continuously on October 26, 1907. In addition to these two small locomotives, the two four-axle CFe 4/4 1 and 2 railcars , the two two-axle passenger cars C 21 and 22, the two two-axle boxcars K 31 and 32, and the two open freight cars L 41 stood next to the opening of operations for this line and 42 available.
The railcars were intended for the less frequented trains and were used accordingly. Due to the lack of a luggage compartment, a small wooden loading platform was often attached to the transition plate, on which strollers, milk cans and the like were transported.
As a result of the technical framework and the joint operation with the directly adjoining railway companies, the two railcars were also used on the meter-gauge railway lines Langenthal – Melchnau and Solothurn – Niederbipp.
Coloring
The vehicles initially had a dark green / light green paint, from around 1930 it was green / yellow (from 1932 at the latest). Car no.11 was painted red in 1954 and car no.12 was painted red in 1950.
Whereabouts
Railcar number 11 collided with a truck on May 8, 1959, and the railcar was completely dented. As a result, it was canceled in 1960.
Railcar number 12 remained in service until the two Be 4/4 81 and 82 railcars were delivered in 1966, but was scrapped in the same year. A little later in 1967 it was given to the Blonay – Chamby museum railway. There, between 1982 and 1988, the car body and the car interior were comprehensively refurbished and returned to their original condition. It got its dark green / light green paint and a central buffer with a simple screw coupling underneath instead of the + GF + coupling. During a further refurbishment between 2004 and 2007, the chassis, the brakes and the electrical equipment were refurbished and a lyre pantograph was put on again. After the overhaul was completed, the railcar was put back into operation in approximately its original condition in 2007. On the occasion of the anniversary celebrations of the Aare Seeland mobil 2008 he was back in Langenthal for a short time.
literature
- René Stamm, Claude Jeanmaire: Oberaargauer Narrow Gauge Railways. (= Archive No. 23). 2nd Edition. Verlag Eisenbahn, Villigen 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 mobil, Volume 1 Lines Langenthal-Niederbipp (-Oensingen) and Langenthal-Melchnau . Prellbock Druck und Verlag, Leissigen 2008, ISBN 978-3-907579-30-5 .
Web links
Individual evidence
- ↑ a b Oberaargau Jura Railway
- ↑ a b Peter Willen: Locomotives and railcars of the Swiss railways. Volume 2, 1st edition, p. 112.
- ↑ Jürg Aeschlimann: Aare Seeland mobile. Part 1, pp. 29-30.
- ↑ http://www.asmobil.ch/bahnbetrieb.html ( page no longer available , search in web archives ) Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. , Aare Seeland mobil, railway operation, correct spelling: Oberaargau-Jura-Bahn (accessed on May 10, 2017)
