NAW / Hess BGT 5-25 and BT 5-25
| BGT 5-25 and BT 5-25 | ||
|---|---|---|
|
||
| BT 5-25 number 267 and BGT 5-25 number 190 in front of the Lucerne train station | ||
| Type | BGT 5-25 | BT 5-25 |
| Manufacturer |
Chassis : NAW Body : Hess |
|
| Electrics | Siemens , BBC-Sécheron or ABB | |
| design type | Articulated trolley | Solo car |
| power | 185 kW | 155 kW |
| Auxiliary drive | Petrol unit | |
| length | 17,700 mm | 11,700 mm |
| width | 2500 mm | |
| height | 3040 mm | |
| Empty weight | 15,800 kg or 15,970 kg |
11,670 kg |
| Maximum weight | 27,000 kg | 18,500 kg |
| Entrances | four | three |
| Seats | 34 | 25th |
| Standing room | 121 | 72 |
| Total capacity | 155 people | 97 people |
NAW / Hess BGT 5-25 and BT 5-25 are the names of two Swiss trolleybus types. A distinction is made between the BT 5-25 solo car and the BGT 5-25 articulated car . The high-floor wagons were developed in the second half of the 1980s by the companies Nutzfahrzeuggesellschaft Arbon & Wetzikon (NAW), Carrosserie Hess and Ramseier & Jenzer in close cooperation with the Lucerne Transport Authority (VBL). They replaced the APG trolleybus from the 1960s and the VST standard trolleybus from the 1970s and were delivered to a total of six Swiss trolleybus companies between 1987 and 1992. A total of 87 articulated and 33 solo cars were built , but they differed from one another in terms of technical and design details. The series was then replaced by the low-floor successor Hess Swisstrolley . The BGT 5-25 and BT 5-25 are also the first Swiss trolleybuses that recuperate , i.e. can feed the electrical energy generated during braking back into the catenary .
Type designation
The type designation is broken down as follows:
| B. | bus |
|
T GT |
Trolley Articulated trolley |
| 5 | Size |
| 25th | Width (2.5 meters) |
Operations companies
| business | number | Numbers | Years of construction | Electrics |
|---|---|---|---|---|
| Trolleybus Lucerne | 20 BGT | 181-200 | 1987-1991 | 181–196: Siemens 197–200: FIG |
| 30 BT | 251-280 | 1988/1989 | Siemens | |
| Trolleybus Neuchâtel | 21 BGT | 101-121 | 1991 | FIG |
| Trolleybus Geneva | 20 BGT | 681-700 | 1987/1988 | BBC Sécheron |
| St. Gallen trolleybus | 18 BGT | 151-168 | 1991/1992 | FIG |
| Trolleybus Schaffhausen | 8 BGT | 111-118 | 1991/1992 | FIG |
| La Chaux-de-Fonds trolleybus | 3 BT | 111-113 | 1990 | Siemens |
Geneva
Neuchâtel
St. Gallen
Schaffhausen
La Chaux-de-Fonds
Similar Hess superstructures were also used by the Duo-Busses 101–112 built between 1987 and 1989 for Trolleybus Freiburg , but they had B10M chassis from Volvo .
technology
The NAW chassis is based on a modular system. It allows a continuous, level floor. The used units and axles, suspension and swivel joint originate from the standard diesel bus program of type O 405 or O 405 G of Daimler-Benz . The chassis were manufactured and the units were assembled in the workshops of the NAW bus center in Wetzikon.
The supporting structure of the Hess superstructure consists of light metal special profiles from the CO-BOLT system. The basis of the CO-BOLT system is the Alusuisse system M54 38. The highly stressed areas in the door areas are reinforced with steel inserts.
The side outer cladding consists of the load-bearing side wall profile as well as flaps in the lower area that are easy to replace. The front, rear and roof cladding are made of glass fiber reinforced plastic.
The electrical equipment is based on the principle of chopper control . Resistors are no longer used to regulate voltage and current , but rather semiconductor elements that switch on and off several times per second. Modern GTO thyristors simplify the main circuit and reduce the number of components, as the quenching circuit previously required is no longer necessary.
In contrast to the classic resistance control, the power electronics now also allow electrical regenerative braking. The braking energy that arises can be fed back (recuperated) both internally in the vehicle to supply the heating and auxiliary drives and externally to the catenary network. This recuperation brake, which was new at the time, saved 15 percent of the energy from the grid compared to the previous vehicles.
In order to save investment costs and weight, the drive motors for the standard and articulated trolleybus are designed differently. A type SIBAS 16 microprocessor control unit is used as the controller. This type of control made it easy to commission and maintain. A fault memory also made it possible to greatly reduce the time-consuming troubleshooting.
History of the Lucerne Wagons
prehistory
In the 1980s, the Lucerne transport company checked whether a retrofit on their trolleybuses, which were around twenty years old at the time, would still be worthwhile. This investigation showed that the refurbishment of the old car would make up around 70 percent of the cost of a new acquisition. In return, however, the remaining service life would be significantly shorter than with new vehicles. The VBL therefore decided to purchase a new one.
After the Lucerne residents agreed to a loan of 35 million Swiss francs on June 9, 1985 to purchase 30 two-axle trolleybuses, 16 articulated trolleybuses and eleven diesel buses, the VBL began looking for suitable vehicles.
conditions
The new trolleybuses should be designed for a service life of 25 years or a mileage of 1.5 million kilometers and take into account the latest technical developments at the time of procurement. The noise development inside and outside the vehicles and energy consumption were important criteria. Furthermore, great importance was attached to passenger comfort, good visibility for the driver, the lowest possible maintenance and upkeep expenses , corrosion protection of the chassis and body and high operational safety.
Evaluation procedure and appointment
Given the size of the investment of 35 million Swiss francs, it was important that a correct evaluation process was carried out. This resulted in three rounds of offers, with the first serving as a market study. In the second, the offers were then checked, taking into account business, technical and political aspects. Finally, in a third round of offers, other aspects were optimized and reduced.
The following key concepts were most convincing:
- Chassis: open ladder frame construction , reinforced trolleybus rear axle
- Construction: Swiss light metal construction , similar to the diesel buses
- Electrics: Drive with power electronics , control by modern car control unit
The commercial vehicle company Arbon & Wetzikon , Carrosserie Hess AG and Siemens Albis AG were ultimately selected from a selection of six chassis, three bodywork and four electrical suppliers to deliver the new trolleybuses.
Installation
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On July 23, 1989, cars 181 to 196 and 251 to 280 were presented at an official handover ceremony. As a supplement to the articulated trolleybus series, four more trolleys with the numbers 197–200 were ordered analogous to those previously supplied, but their electrical equipment was supplied by ABB. In the course of 1991, all vehicles were able to start regular service on schedule.
The solo cars have also been used in Lucerne with low-floor trailers since 1998 . Barrier-free entry can also be offered on this in conjunction with the high-floor towing vehicles. For this purpose, 19 of the 30 cars were adapted as follows:
- 1996: 270
- 1998: 271-278
- 2002: 279 and 260-262
- 2005: 263-268
Retirement and successors
In Lucerne, some of the solo and all articulated trolleys have now been decommissioned and replaced by Swisstrolleys:
Solo car
- 251: Retired after a lightning strike in July 2007 and "spare parts store" until scrapping in August 2008
- 252: Driving school vehicle, from mid-November 2008 again with scrolling displays
- 253: Driving school vehicle, again with roll-up displays from mid-November 2008, scrapped in mid-June 2011 due to a defect
- 254: Retired and scrapped at the end of 2013
- 255: Retired after a defect in October 2006 and "spare parts store" until scrapping in November 2007
- 256: was retired in July 2009 and scrapped in 2010
- 257: sold to Retrobus at the end of 2011
- 258 + 259: Retired and scrapped at the end of 2013
- 265: Retired in 2014 and sold to Valparaiso
- 266: Retired in 2014 and sold to Valparaíso
- 267: Retired and scrapped in 2014
- 268–270: Retired in 2014 and sold to Valparaíso
- 271: Sold to Retrobus in 2014 together with trailer no
- 272 + 273: retired in 2014 and sold to Valparaíso
- 275 + 276: retired in 2014 and sold to Valparaíso
- 277: Retired and scrapped at the end of 2013
- 278: Retired in 2014 and sold to Valparaíso
- 280: Reifwagen until 2014 (vbl historic)
Articulated trolley
- 181: Retired in mid-November 2008, served as a spare parts dispenser until scrapping in early January
- 182: Retired at the end of February 2009, served as a spare parts dispenser until scrapping in mid-March
- 186: Retired in mid-March 2009, served as a spare parts dispenser until scrapping in early April
- 187: Retired at the end of April 2009, served as a spare parts donor until scrapping at the beginning of May
- 192: Retired after a defect in mid-May 2009 and scrapped shortly afterwards
- 193: Retired at the beginning of July 2009 and scrapped shortly afterwards
- 194: Retired in mid-July 2009 and scrapped shortly afterwards
- 196: Retired at the beginning of August 2009 and scrapped at the end of August
- 198: Retired in mid-August 2009 and scrapped shortly afterwards
- 199: Retired at the end of August 2009 and scrapped at the beginning of September
- 195: Retired at the beginning of September 2009 and scrapped shortly afterwards
- 197: Retired at the beginning of September 2009 and scrapped shortly afterwards
- 183: Retired at the end of October 2009 and then again provided with tape displays
- 184: Retired at the end of October 2009 and then again provided with tape displays
- 185: Retired at the end of October 2009 and then again provided with tape displays
- 188: Retired at the beginning of November 2009 and then again provided with tape displays
- 189: Retired at the beginning of November 2009 and then again provided with tape displays
- 200: Retired at the end of January 2010, then cannibalized and scrapped at the end of March 2010
- 191: Retired in mid-May 2010, then cannibalized and scrapped at the beginning of June 2010
- 190: Retired after an accident on July 24, 2012
The five wagons 183, 184, 185, 188 and 189 were again equipped with roll-up displays after their retirement, which had been removed in the course of the equipping with LCD displays in 2005, and were intended for sale. After the cars had meanwhile been parked on the area of the demolished GOWA depot next to the VBL depot, they were transferred to the former army motor vehicle park in Dagmersellen on February 25, 2010 . In 2011 No. 184 was handed over to Retrobus, the other four cars were scrapped.
Conversions during the service life
From the beginning of 2005, all 50 NAW trolleybuses had a new on-board computer, the IBISplus from Siemens and new LCD displays from Gorba. In the years 2008 to 2011, the 23 BT 5-25 remaining in line operation were modernized further. The retrofit included the following points:
- Repainting in the new color scheme
- Removal of the line progression indicators inside
- Installation of two TFT screens for passenger information (route) as well as for advertising and the like
- Replacement of upholstered seats with hard shell seats
- Color matching of the walls in the vehicle
Car 265 has a new livery after its modernization
The interior before ...
... and after the modernization
literature
- Paul F. Schneeberger: Lucerne City Transport Company; Publisher Minirex; ISBN 3-907014-12-X