MOB BCFe 4/4 21-22

BCFe 4/4 21-22
Numbering:	21 and 22
Number:	2
Manufacturer:	SIG, Alioth
Year of construction (s):	1908
Retirement:	1966
Axis formula :	Bo'Bo '
Gauge :	1000 mm ( meter gauge )
Length over buffers:	14,210 mm
Length:	13,190 mm
Height:	3340 mm (roof top edge)
Trunnion Distance:	8,610 mm
Bogie axle base:	1,780 mm
Fixed wheelbase:	1,780 mm
Total wheelbase:	10,590 mm
Service mass:	28.0 t
Friction mass:	28.0 t
Top speed:	45 later 50 km / h
Hourly output :	260 hp (192 kW)
Driving wheel diameter:	860 mm
Power system :	750 later 850 volts direct current
Power transmission:	Pantograph
Number of traction motors:	4th
Seats:	originally 12 (2nd class), 16 (3rd class) and 10 folding seats in the luggage compartment
Classes :	2nd and 3rd class
Loading area:	6 m²

The BCFe 4/4 21 to 22 are electric meter-gauge railcars . They were ordered in 1907 by the Montreux – Berner Oberland Railway (MOB) and delivered in 1908. These railcars are a replacement for two units from the MOB BCFe 4/4 7-20 series . They were practically identical in construction to the BCFe 4/4 7–20, but weighed 28 tons, 400 kg more than the average of the previous vehicle series.

These railcars were later designated as BCFe 4/4 21 ^I to 22 ^I and handed over to the Birsigtalbahn BTB, where they were initially designated as BCe 4/4 5 ^II and 6 ^II . Not to be confused with the service railcars Xe 4/4 21 ^II and 22 ^II, later designated with the same numbers, which were converted from the railcars BFZe 4/4 1004 and 1005.

Both railcars were manufactured by the Swiss Industrial Society (SIG) and provided with electrical equipment from Alioth .

history

For the opening of the Montbovon – Château-d'Oex – Gstaad section of the railway in 1904 and Gstaad – Zweisimmen in 1905, the demand for vehicles on the Montreux – Bernese Oberland Railway increased. The corresponding vehicles were ordered in 1902 and 1903. A total of 16 railcars, 21 two-axle passenger cars and 42 freight cars were procured. The 16 railcars were the 14 BCFe 4/4 7 to 20 and the two CFZe 4/4 1001 and 1002.

The subsequent procurement from 1908 concerned two more railcars BCFe 4/4 21 and 22. When they came into operation, BCFe 4/4 9 was no longer in stock due to a fire and was then rebuilt as CFZe 4/4 1003.

Both vehicles were handed over to the Birsigtalbahn in 1953, as a result of the depot fire in Therwil and the acute shortage of vehicles associated with it. At the Birsigtalbahn they were given the numbers 5 and 6 and were broken off in 1966. At first these were rented, then after receipt of the insurance payment they were sold.

technical description

The vehicles have a sheet metal box that rests on a riveted steel frame. The power is transmitted via four closed pawl bearing drives with two-part elastic gears. The four-pole direct current motor and is self-ventilated. The gear ratio was 1: 4.33 on delivery. With 700 volts on the motor terminal, one of the four motors on the shaft developed an hourly output of 65 hp (48 kW). Together the four engines developed 260 hp (192 kW).

The motors are controlled by a direct controller. The full contact line voltage is also applied to the motor terminals, depending on the speed level. They have ten driving and five braking levels. An electrical resistance brake has already been installed during vehicle construction. A Hardy type vacuum brake is installed as a railcar and train brake , which acts on all four axles. In addition, a hand-spindle brake and a magnetic rail brake fed from the catenary are available as a hand or parking brake. The vehicle is operated standing.

The initial top speed of 45 km / h was later increased to 50 km / h.

There was no multiple control . The railcars were initially used a lot in multiple traction. A bell device was installed for communication between several locomotives, through which the drivers could communicate with fixed characters.

Modifications, redrawings

• In 1926 all vehicles were equipped with a safety control for one-man operation.
• In 1943 one of the two Lyrabügel was replaced by a pantograph.
• In 1953 the two motor vehicles were handed over to the Birsigtalbahn (BTB), which was hit by a depot fire . For this purpose, the railcars were adapted to the standards of the Birsigtalbahn. So the clutch was adapted. The central buffer was removed and the hook underneath was replaced by a funnel coupling . A pantograph was also replaced by its own and the lyre bar was removed.
• In 1954, the two railcars were given a coat of paint and the designation according to the color scheme of the Birsigtalbahn. Although the luggage compartment was maintained, the railcar as BCe were 4/4 5 ^I and 6 ^I referred to.
• In 1956 there was a change in designation due to the abolition of 3rd class in ABe 4/4 5 ^I and 6 ^I.
• 1961 Conversion of side corridor 1. 1st class compartment in a center aisle compartment in the ABe 4/4 5 ^I railcar
• 1961–1962 Conversion of the side aisle 1st class compartment into a central aisle compartment in the ABe 4/4 6 ^I multiple unit , enlargement of the 2nd class compartment at the expense of the toilet and part of the luggage compartment.

Operational

On the Montreux – Bernese Oberland Railway until 1953

The vehicles were initially intended for traffic over the entire route and were also used accordingly, while the older and weaker vehicles were used in local traffic.

Most of the express trains introduced in 1910, however, carried the BFZe 4/4 23 to 26 that were procured in the same year .

The CFZe 4/4 27 and 28 , acquired in 1924, were mainly used in freight traffic.

The DZe 6/6 luggage railcars 2001 and 2002 from 1932 also carried express trains, although they were originally intended to run the Golden Mountain Pullman Express , which only operated in 1931.

With the delivery of the CFe 4/4 3001 to 3006 light railcars in the years 1944 to 46, they were transferred to subordinate services.

On the Birsigtalbahn from 1953

Immediately after the railcars were adapted to the standards of the Birsigtalbahn, they were used for passenger transport.

In 1966, railcar 5 ^I briefly received the BSI coupling for transferring the then newly purchased rolling stock (railcar ABe 4/4 11-16, control car Bt 21-27 and intermediate car B 61-62).

Whereabouts

Both railcars were scrapped and demolished in 1966.

literature

• Claude Jeanmaire: The development of the Basel trams and overland railways 1840-1969. Publishing house for railways and trams, Basel 1969.
• 75 years of MOB, 75 years of MOB, 1901–1976. (Bilingual: French and German.) Chemin de fer Montreux-Oberland Bernois (MOB), Montreux 1976, without ISBN.
• Michel Grandguillaume, Gérald Hadorn, Sébastien Jarne and Jean-Louis Rochaix: Chemin de fer Montreux Oberland Bernois. Du Léman au Pays-d'Enhaut , Volume 1. Bureau vaudois d'adresses (BVA), Lausanne 1992, ISBN 2-88125-008-4 .

Individual evidence

1. ^ Directory of the rolling stock of the Swiss Private Railways 1939, published by the Federal Office of Transport, page 52
2. ↑ Hansrudolf Schwabe et al .: BTB + BEB + TBA + BUeB = BLT Baselland Transport AG, 100 years of regional public transport in Northwestern Switzerland. Pharos-Verlag Hansrudolf Schwabe AG, Basel 1987, ISBN 3-7230-0222-6 , pages 32, 122 and 124