MOB CFZe 4/4 1001-1002
| CFZe 4/4 | |
|---|---|
| Numbering: | 1001–1002 (–1005) |
| Number: | 2 (+3 due to conversion from BCFe 4/4 7–20) |
| Manufacturer: | SIG, Alioth, MFO |
| Year of construction (s): | 1905 |
| Retirement: | 1956-1970 |
| 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: | 45/50 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: | 16 (+10), 16 (3rd class) |
| Classes : | 3rd grade |
| Loading area: | 10 m² + 6 m² |
The CFZe 4/4 numbers 1001 and 1002 are electric meter-gauge railcars . They were procured in 1905 by the Montreux – Berner Oberland Railway (MOB). Related to these are fourteen BCFe 4/4 7–20 and two BCFe 4/4 21–22 , which differ only in their box structure. Frame, base and electrical equipment are the same. They were manufactured by the Schweizerische Industrie-Gesellschaft (SIG), number 1001 with electrical equipment from the Alioth electricity company , number 1002 (like BCFe 4/4 12) with electrical equipment from Maschinenfabrik Oerlikon (MFO).
history
For the opening of the sections Montbovon - Château-d'Oex - Gstaad (1904) and Gstaad – Zweisimmen (1905), the demand for vehicles at the MOB increased. The orders were triggered in 1902 and 1903. A total of 16 railcars, 21 passenger cars and 42 freight cars were procured. The 16 railcars are the 14 BCFe 4/4 7-20 and these two CFZe 4/4 1001 and 1002.
Three BCFe 4/4 were subsequently converted into CFZe 4/4 1003-1005.
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 DC motor has four poles and is self-ventilated. The gear ratio was 1: 4.33 on delivery. With 700 volts on the motor terminal, the first motors on the shaft developed an hourly output of 260 hp (192 kW). The motors are controlled directly via the drive switch. Depending on the speed level, the full contact line voltage is applied to the motor terminals. The control has ten driving and five braking levels. An electrical resistance brake was built in from the start. A Hardy type vacuum brake , which acts on all four wheels, is installed as the railcar and train brake . A hand spindle brake is also 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.
Instead of the 2nd class compartment of the BCFe 4/4, the vehicles had a mail compartment with its own side doors. The 3rd class compartment had 16 seats on wooden benches, they had a toilet. There were 10 jump seats in the 10 m² luggage compartment. The mail compartment was 6 m² in size. On the side of the mail compartment, instead of a continuous entry platform, there was only one side entry to the driver's cab. In contrast to the BCFe 4/4, the vehicles had double windows.
A bell device was installed for communication between several locomotives, through which the drivers could communicate with fixed characters.
CFZe 4/4 1003
The BCFe 4/4 9 suffered fire damage in 1907 and was given an identical box as the numbers 1001 and 1002.
CFZe 4/4 1004 + 1005
The BCFe 4/4 10 and 14, rebuilt in 1913, differed in some details from the 1001–1003. Because only the second class compartment was replaced by a mail compartment and no additional doors were installed, it was only indirectly accessible. The 6 m² luggage compartment remained unchanged, and the large windows and boarding platform on the mail compartment side were also retained.
The two vehicles were converted into the Xe 4/4 21 II + 22 II in 1956 and 1958 .
Modifications, renaming
In 1928, third-party ventilation of the drive motors was installed in the number 1001, increasing the hourly output to 340 hp.
The number 1001 received a safety control for one-man operation in 1951.
In 1944 a lyra bar was replaced by a pantograph.
The vehicle designations changed as follows:
- from 1956 as BFZe 4/4
- from 1962 as BDZe 4/4
Operational
The vehicles were primarily used for mixed passenger / freight trains and to transport railway personnel as a service train .
Special
Railcar 1004 was damaged in an accident in 1945 so that major repairs were necessary. The railcar 1005 was damaged in an accident in 1947, so that major repairs were necessary.
Whereabouts
All vehicles were scrapped between 1956 and 1970: 1956 (1002) 1967 (Xe 4/4 21 II ex 1004), 1968 (1001), 1970 (1003 and Xe 4/4 22 II ex 1005)
literature
- Patrick Belloncle, Jürgen Ehrbar, Tibert Keller; The big book of the MOB Montreux – Berner Oberland-Bahn / Le grand livre du MOB Montreux – Oberland bernois , Edition Viafer, Kerzers 2009, ISBN 3-9522494-2-4 , pages 234–235
- 75 years of MOB , official MOB anniversary book, self-published in 1976, page 108