LPB Ge 2/2
| Ge 2/2 | |
|---|---|
| Numbering: | 4th |
| Number: | 1 |
| Manufacturer: | MFO, SWS |
| Year of construction (s): | 1911 |
| Retirement: | 1923 (accident) |
| Axis formula : | B ' |
| Gauge : | 1000mm |
| Length over buffers: | 7500mm |
| Width: | 2700mm |
| Fixed wheelbase: | 2800 mm |
| Service mass: | 20.8 t |
| Friction mass: | 20.8 t |
| Top speed: | 40 km / h |
| Hourly output : | 240 hp |
| Power system : | 5000V / 800V 20 Hz single phase alternating current |
| Power transmission: | Pantograph (also for side contact line) |
| Number of traction motors: | 4th |
| Locomotive brake: | Handbrake supported by compressed air brakes according to Böcker's two-chamber system, electric recuperation brake |
The Ge 2/2 is the only electric locomotive on the Locarno-Ponte-Brolla-Bignasco Railway ( LPB ), which was purchased in 1911. It was given vehicle number 4.
It was the first regular locomotive from Maschinenfabrik Oerlikon (MFO) that had an electrical recuperation brake installed for the single-phase AC system.
The locomotive was subsequently purchased for freight train service to relieve the load on the three BCFe 4/4 electric multiple units . However, she had an accident on May 30, 1923 at Visletto, where she fell into the high-lying Maggia. Since the switch to 1200 volts direct current had already been decided at that time, the locomotive was completely written off. No replacement electric locomotive was procured.
Technical
The locomotive was manufactured by the Oerlikon machine factory, with the mechanical part being obtained from the Swiss Wagonsfabrik AG in Schlieren-Zurich . The purchase price was 54 496 Swiss Francs .
The locomotive had an iron car body with a sturdy outer frame undercarriage. There was a closed driver's cab on both sides, while the high-voltage room with transformer and motor was located in the middle.
The locomotive was designed for two voltages: 5000 volts 20 Hertz on the intercity route and 800 volts 20 Hertz on the urban route. While a hoop pantograph was used for the urban route, power was drawn on the overland route with two contact rods from the Oerlikon system. The voltage selection was firmly coupled with the pantographs. While the motors were fed directly from the drive switch when operating at 800 volts, when operating at 5000 volts, the voltage was first transformed down to 800 volts using a transformer. The compensated series engine with phase-shifted auxiliary field had an hourly output of 240 hp and a nominal speed of 500 to 1100 revolutions per minute. The power transmission from the motor shaft took place via a herringbone gearbox with a ratio of 1: 3.9 to the crankshaft and from there via a coupling rod to the wheels.
The drive motor control was activated directly with handwheels located on the rear of the driver's cab. The transformer also had outputs for 200 volts (heating), 100 volts (compressor motor) and 50 volts (lighting). Volt and ammeter for the drive motor were available on both driver's cabs, but the Hasler-type speedometer was only located on one driver's cab and could only be viewed from the other side via a mirror.
The two spoke wheels were sprung with leaf springs over the axle bearings. In addition, each wheel had a brake pad inside. The four brake pads were connected to each other by a linkage and could be operated either with the handbrake or with the non-automatic air brake according to the Böckersches two-chamber system . The locomotive also had an electric brake that worked until it came to a standstill. A Westinghouse brake was available for the trailer load . The necessary compressed air was generated by a Westinghouse compressor whose 5 HP repulsion motor was operated with 100 volts. The compressor motor was controlled automatically with a pressure switch during operation or manually. The compressed air generated was not only used for the brakes, but also for the sanders and the two signal whistles.
literature
- Markus Schweyckart: Electric Railway Locarno – Ponte Brolla – Bignasco . Prellbock Druck & Verlag, Leissigen 1997, ISBN 3-907579-05-4 , p. 96-99 .