LPB BCFe 4/4
| BCFe 4/4 | |
|---|---|
 BCFe 4/4 No. 1 parked in Uster
|
|
| Numbering: | 1-3 |
| Number: | 3 |
| Manufacturer: | MAN, MFO (BBC, FRT) |
| Year of construction (s): | 1907 |
| Retirement: | 1966-1980 |
| Axis formula : | Bo'Bo ' |
| Gauge : | 1000 mm ( meter gauge ) |
| Length over buffers: | 16000 mm |
| Width: | 2700 mm |
| Service mass: | 28 t (29.7 t) |
| Friction mass: | 28 t (29.7 t) |
| Top speed: | 45 km / h |
| Hourly output : | 160 hp / 244 hp |
| Power system : | 5000 V / 800 V 20 Hz single-phase alternating current from 1924/25 1200 volts direct current |
| Power transmission: | Pantograph (also for side contact line) |
| Number of traction motors: | 4th |
| Brake: | Block brake (hand brake) from 1925/26 Westinghouse air brake |
| Locomotive brake: | Handbrake supported by compressed air brakes according to Böcker's two-chamber system. From 1925/26 electrical resistance brake |
| Seats: | 44 |
The three electric railcars of Ferrovia Locarno-Ponte Brolla-Bignasco ( LPB ), which were acquired when operations opened in 1907, are called BCFe 4/4 .
On the occasion of the abolition of 1st class and the subsequent class reform, the railcars were renamed ABFe 4/4 in 1956 and ABDe 4/4 in 1960 . Since 1952, they have officially been part of the vehicles of the Società delle Ferrovie Regionali Ticinesi (FRT, predecessor of FART), because of the side contact lines, they were still the only vehicles that could run on their main route between Ponte Brolla and Bignasco.
history
The vehicles were manufactured by the Maschinenbau-Gesellschaft in Munich, the electrical part comes from the Maschinenfabrik Oerlikon (MFO). The vehicles were initially set up for operation with single-phase alternating current 5000 volts 20 hertz and 800 volts 20 Hz. In connection with the construction of the Centovalli Railway , it was decided to adapt the route to 1200 volts direct current . This also required a conversion of the railcars, which was carried out between 1925 and 1926 by the LPB itself. The electrical components were supplied by the BBC. The vehicles had three pantographs, two contact rods for the side contact line and a double bracket for the urban route. The double bar was replaced by a lyre bar on the occasion of the re-electrification . In addition, the railcars received a Westinghouse type compressed air brake and an electrical resistance brake during the conversion. In 1952 the lyre bar was replaced by a pantograph .
In 1964, railcar number 1 was thoroughly renovated in the FART workshop in San Antonino and fitted with a new, welded sheet metal cladding and was the only LPB vehicle to continue to be used by the FART after the Maggia Valley line was closed. Although the designation was changed to Xe 4/4 1 , the lettering was retained as ABDe 4/4 1. The motor car in Domodossola had been parked outdoors since 1980 and came to SSIF in 1982 with the same name . In 1997 the railcar was transported by the Friends of Swiss Narrow Gauge Railways to Uster, where it was to be refurbished. At the 2009 general assembly, the association decided to hand over the railcar, as the association cannot carry out the processing itself. This levy did not materialize, which is why it was decided to scrap the railcar, which is in very poor condition.
The railcars number 2 and 3 were scrapped after the decommissioning in 1966 and 1967.
Technical
The railcar originally had a sheet metal structure with closed driver's cabs. Behind the driver's cabs are the two entry platforms from which you can enter the two passenger compartments through a sliding door. The compartment of the original third class (now 2nd class) has 8 places for non-smokers and 24 places for smokers, the compartment of the original 2nd class (now 1st class) has 12 places. Between the passenger compartments was the small baggage compartment, which could also be used as a post compartment and with its loading area of 5.40 square meters allowed a load of 3 tons. The car floor of the box was designed as a steel structure to which components such as transformers etc. were attached.
Most of the electrical equipment was located under the floor of the car, but the high-voltage part was housed in the luggage compartment in a closed box with the main switch, the two lightning protection devices, the high-voltage oil fuse and the induction coils in the luggage compartment. The high-voltage switch was operated pneumatically from the driver's cab.
The railcar had two oil transformers and a drive switch with a hand crank in each driver's cab. The voltage change between 5000 volts and 800 volts was done by applying the appropriate pantograph: The double bracket for the central contact line was coupled to the secondary coil of the two transformers, which were then connected in series, while the two contact rods for the side contact line were connected to the primary coil of the transformers connected in parallel were led. At the secondary coil, the transformer had 8 outlets for the driving voltage, which varied between 200 and 400 volts and had a voltage difference of around 28 volts. There were also three more outlets: 55 volts for the lighting, 8 volts for the speedometer and 200 volts for the resistance heating. The control was designed as a direct drive switch control, so each exit of the transformer was fed via the drive switch to the four 40 hp single-phase bearing series motors , with starting resistors still being located under the car body . The motors were resiliently connected to the bogie on one side and supported on the other side on the axle, where the power was transmitted via simple gear transmission. The bogie consisted of two pressed steel beams riveted together and had a cradle. There were leaf springs between the axle bearing bushes and the bogie frame and between the bogie frame and the cradle.
Each wheel set had 8 brake pads that were operated by hand or by means of air pressure via a Böcker two-chamber system . The compressed air brake was not one of the modern automatic compressed air brakes, but purely a support for the hand brake, which meant that the car ran away if there was no compressed air. This compressed air was generated by two mechanically operated compressors screwed to the traction motors, which feed the main air tank at 4 bar via an intermediate tank. The main air reservoir in the S. Antonio depot could be filled with a stationary compressor system.
The vehicles were originally able to run trains weighing 55 tons at 15 km / h over an incline of 33 per mille. A speed of 30 km / h was possible with this load on a flat surface.
literature
- Markus Schweyckart: Electric Railway Locarno – Ponte Brolla – Bignasco. Prellbock Druck & Verlag, Leissigen 1997, ISBN 3-907579-05-4 , pp. 81-65.
- Peter Willen: Locomotives and multiple units of the Swiss Railways, Volume 4 Private Railways, Central, Southern and Eastern Switzerland. Orell Füssli, 1983, ISBN 3-280-01301-1 , p. 51.
Individual evidence
- ↑ http://www.fss-verein.ch/neu.html Communication from January 30, 2010