MOB BCFe 4/4 7–20

BCFe 4/4 7-20
BCFe 4/4 11 in Chamby-Musée (Chaulin)
Numbering:	7 to 20
Number:	14th
Manufacturer:	SIG, Alioth, MFO
Year of construction (s):	1904 to 1906
Retirement:	1914, 1956 to 1993
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:	27.6 t
Friction mass:	27.6 t
Top speed:	45 later 50 km / h
Hourly output :	260 PS (192 kW), railcars with external ventilation 340 PS (252 kW)
Driving wheel diameter:	860 mm
Power system :	750 later 850 volts direct current
Power transmission:	Pantograph
Number of traction motors:	4th
Seats:	38 (+10) 12 (2nd class), 16 (3rd class)
Floor height:	1205 mm
Classes :	2nd and 3rd class
Loading area:	6 m²

The BCFe 4/4 7 to 20, called les sept à vingt by the railway workers , are electric meter-gauge railcars . They were procured between 1904 and 1906 by the Montreux – Berner Oberland Railway (MOB). With fourteen vehicles, this series of locomotives is the largest that has been procured by the Montreux – Bernese Oberland Railway to date. However, only thirteen railcars were the same, and one had different electrical equipment. Related to these are the two CFZe 4/4 1001 and 1002 , which only differ in their box structure. Frame, base and electrical equipment are the same. Both railcar series were manufactured by the Schweizerische Industrie-Gesellschaft (SIG) and provided with electrical equipment from the Alioth electricity company , with the exception of the railcars BCFe 4/4 12 and CFZe 4/4 1002, which have electrical equipment from Maschinenfabrik Oerlikon (MFO ) received.

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.

A reorder from 1907 concerned two further BCFe 4/4 21 and 22 railcars . 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. The two subsequent vehicles were sold to the Birsigtalbahn (BTB) 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.

Technical

The vehicles have a sheet metal box that rests on a riveted steel frame. The power is transmitted via a closed pawl bearing drive with two-part elastic gears. The four-pole direct current motor 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. Each of the 860 mm driving wheels has its own motor.

Compared to their predecessor vehicles, the vehicles had a larger luggage compartment, but a smaller 3rd class compartment with 16 seats on wooden benches. The two 2nd class compartments were designed as closed side corridor compartments and had twelve padded seats. There were ten emergency seats in the 6 m² luggage compartment. There was also a toilet.

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.

The two BCFe 4/4 21 ^I and 22 ^{I, which} were subsequently procured in 1908, were practically identical in construction, at 28 tons they weighed 400 kg more than the average of the vehicles previously delivered. These railcars are 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.

Modifications, redrawings

• The railcars 9, 13 and 14 were converted into the CFZe 4/4 1003 to 1005 in 1907 and 1913. 1956 Conversion of the CFZe 4/4 1004, which has meanwhile been renamed the BFZe, to the Xe 4/4 21 ^II , 1958 Conversion of the CFZe 4/4 1005, which has since been renamed the BFZe, to the Xe 4/4 22 ^II .

• The railcars 17, 18 and 20 were equipped with a 1st class saloon compartment between 1910 and 1926, which was located in the place of the 3rd class compartment. New designation AsBFe 4/4 . In 1926 it was dismantled in BCFe 4/4 railcars.

• In the years 1925 to 1929, the engines of the four railcars number 7, 8, 10 and 11 were rewound, an external ventilation system for the traction motors was installed and the ratio changed to 1: 3.23. This increased the hourly output to 340 hp and also the driving speed. The corresponding converted railcars could now be used in multiple traction together with the railcars originally designated as BFZe 4/4 23-26 and originally designated as CFZe 4/4 27-28 . Between 1965 and 1968, this external ventilation was expanded again. In 1964, railcar 18 also received external ventilation, and here, too, the hourly output rose to 340 hp. Vehicles with built-in external ventilation were around 1 ton heavier.

• In 1926 all vehicles were equipped with a safety control for one-man operation.

• Around 1943/44, one of the two Lyrabügel was replaced by a pantograph.

• In 1948, railcar 19 was converted to BFZe 4/4 31 for the Zweisimmen – Lenk route.

• In 1953, the two motor cars 21 and 22, which were subsequently delivered in 1908, were sold to the Birsigtalbahn (BTB), which was hit by a depot fire.

• In 1956 there was a change in designation due to the abolition of 3rd class in ABFe 4/4 , in 1962 it was changed to ABDe 4/4 .

• Declassification of the 1st class compartment and redesignation in BDe 4/4 for railcars No. 18 (1964) No. 15 (1976), No. 16 (1976), No. 20 (1990)

• For the 75th anniversary of the Montreux – Berner Oberland Railway in 1976, the ABDe 4/4 11 railcar was repainted in the original colors and with the old addresses and the old name BCFe 4/4. In 1993 the railcar was stationed in Chamby-Musée (Chaulin). In 2000 it was handed over to the Blonay – Chamby (BC) museum railway , which was restored to working condition for the 2001 season. A total overhaul of the undercarriage and the bogies took place between 2003 and 2004. Between 2008 and 2012, the car body was completely overhauled with a corresponding repaint.

Operational

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.

The express trains introduced in 1910 were mainly used by the later BFZe 4/4 23 to 26. 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 intended to run the "Golden Mountain Pullman Express", but this only ran in 1931.

With the delivery of the light railcars CFe 4/4 3001 to 3006 in the years 1944 to 46, they were transferred to subordinate services and after the delivery of the double railcars ABDe 8/8 8001 to 8004 in 1968, some railcars were broken off. However, some railcars were still required for company and school trains until the end of the 1980s.

Special (accidents, etc.)

The railcar 9 burned in 1907, so that the box was broken off. It was subsequently rebuilt with a new car body, but this time as CFZe 4/4 1003. Railcar No. 17 burned in 1914 in the Jaman Tunnel and was so badly damaged that it was demolished.

Railcar no. 19 was badly damaged when the wagon shed collapsed in Lenk during the storm on July 4, 1930. However, it was restored the following year.

Whereabouts

Appearance of the BCFe 4/4 11 between 1976 and 2003

The first railcar to be scrapped was No. 17, which burned in the Jaman Tunnel in 1914 and was so badly damaged that it was demolished. The first normal scrapping took place in 1956 with the number 12. All following vehicles were abandoned; 7 (1969), 8 (1968), 9 (as BDZe 4/4 1003 1970), 10 (1968), 12 (1956), 13 (as Xe 4/4 21 ^II 1967), 14 (as Xe 4/4 22 ^II 1970), 15 (1982), 17 (1914), 18 (1987), 19 (as Xe 4/4 22 ^III 1989).

The second last railcar no. 20 was scrapped in 1995, although it was sold to the Blonay – Chamby (BC) museum railway in 1990 , where it was cannibalized for spare parts after taking over the no.

Railcar No. 16 was the last to be scrapped. For a long time it was in very bad condition at the Tramverein Bern (TVB) in Ufhusen , after it was initially parked in Hub (in Krauchthal ) and then in Liebefeld . No. 16 has been owned by the tram club since 1996, after it was taken over by the Aktion pro MOB 16 / ESZ 3 club in 1993. 2016 passed on to the Railway History Association Solothurn-Bern (BVSB). 2020 cancellation.

The following are preserved:

• No. 11 operational as BCFe 4/4 11 on the Blonay – Chamby museum railway (BC). Owned by the museum railway and has been stationed at Chamby-Musée since 1993.

literature

• Patrick Belloncle, Jürgen Ehrbar, Tibert Keller; The big book of the MOB Montreux – Bernese Oberland Railway, Le grand livre du MOB Montreux – Oberland bernois . (Bilingual: French and German), Verlag Viafer, Kerzers 2009, ISBN 3-9522494-2-4 , pages 228-233
• 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. ↑ www.trains-suisses.ch, Automotrices série BDe 4/4 7 à 20 ( Memento of the original from August 20, 2011 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. Retrieved March 21, 2013 
2. ↑ Louis Morier, translation Martin Gut Daniel Heer: Memories of my years with the MOB or: les sept à vingt in: Railway Amateur (magazine) No. 3, 2002, pages 152–155
3. ↑ 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
4. ↑ Patrick BELLONCLE, Jürgen Ehrbar, Tibert cellar; The big book of the MOB Montreux – Bernese Oberland Railway, Le grand livre du MOB Montreux – Oberland bernois . (Bilingual: French and German), Verlag Viafer, Kerzers 2009, ISBN 3-9522494-2-4 , page 229
5. ↑ 75 years MOB, 75 ans MOB, 1901–1976. (Bilingual: French and German), Chemin de fer Montreux-Oberland Bernois (MOB), Montreux, 1976, without ISBN, page 107
6. ^ Directory of the rolling stock of the Swiss Private Railways 1939, published by the Federal Office of Transport, page 52
7. ↑ Patrick BELLONCLE, Jürgen Ehrbar, Tibert cellar; The big book of the MOB Montreux – Bernese Oberland Railway, Le grand livre du MOB Montreux – Oberland bernois . (Bilingual: French and German), Verlag Viafer, Kerzers 2009, ISBN 3-9522494-2-4 , page 230
8. ↑ Patrick BELLONCLE, Jürgen Ehrbar, Tibert cellar; The big book of the MOB Montreux – Bernese Oberland Railway, Le grand livre du MOB Montreux – Oberland bernois . (Bilingual: French and German), Verlag Viafer, Kerzers 2009, ISBN 3-9522494-2-4 , page 232
9. ↑ Patrick BELLONCLE, Jürgen Ehrbar, Tibert cellar; The big book of the MOB Montreux – Bernese Oberland Railway, Le grand livre du MOB Montreux – Oberland bernois . (Bilingual: French and German), Verlag Viafer, Kerzers 2009, ISBN 3-9522494-2-4 , page 182.
10. ↑ www.trittbrett.ch, Tramverein Bern (TVB), The MOB-Triebwagen BCFe 4/4 16 ( Memento of the original from July 9th, 2012 in the Internet Archive ) Info: The archive link was inserted automatically and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. Retrieved March 21, 2013 
11. ↑ News in a nutshell (Nik), BVSB, in: Railway Amateur. (Journal) No. 4, 2020, p. 170. The BCFe 4/4 was canceled due to the very poor condition in February.
12. ↑ www.blonay-chamby.ch, Museum Railway Blonay – Chamby (BC), Rolling Stock Directory 2011 (PDF; 43 kB) accessed on March 21, 2013

Remarks

1. ↑ Dimensions from the official Rommaterial index 1939 as well as from the table for BCFe 4/4 7–22 in 75 years MOB on page 107. The drawing on the same page 107 shows a diameter of 900 mm. For all other locomotives from this period (BCFe 4/4 1 and 2, page 103; BCe 4/4 3, page 104; BCFe 4/4 4, page 105; BCFe 4/4 5 and 6, page 106, BCFe 4 / 4 7 to 22; and CFZe 4/4 1001 and 1002, page 108) only measures 860 mm. 900 mm applied to the BFZe 4/4 23–26.