RG Ce 2/2
| Roll – Gimel Ce 2/2 | |
|---|---|
 Ce 2/2 1 in the winter of 1901/1902
|
|
| Numbering: | 1 to 3 |
| Number: | 3 |
| Manufacturer: |
SIG , CIE later electrics from MFO |
| Year of construction (s): | 1898 |
| Axis formula : | Bo |
| Gauge : | 1000 mm ( meter gauge ) |
| Length: | 7.3 m |
| Total wheelbase: | 1.6 m |
| Hourly output : | 2 × 25 HP = 50 HP |
| Power system : | 650 volts direct current |
| Power transmission: | Roller pantograph |
| Number of traction motors: | 2 |
| Drive: | electric |
| Seats: | 18th |
| Standing room: | 10 |
The Ce 2/2 with the numbers 1 to 3 were three motor vehicles of the overland tram Rolle – Gimel (RG), French Chemin de fer électrique Rolle – Gimel .
history
The state-of-the-art motor vehicles were delivered in 1898 by the Swiss Industrial Society (SIG) in Neuhausen and the Compagnie de l'Industrie Électrique (CIE), a predecessor of the Société Anonyme des Ateliers de Sécheron (SAAS) in Geneva.
In 1908 the electrical equipment from the pioneering days of trams was replaced. The new electrical system was supplied by Maschinenfabrik Oerlikon (MFO). At the same time, the Réal safety brake, an emergency braking device , consisting of barbed brake blocks that acted vertically on wooden beams laid lengthways on both sides outside the rails, was replaced by magnetic rail brakes . This enabled the emergency brake to take effect not only on the steepest sections of the route, which were equipped with wooden beams, but also on the entire route network.
After the Ce 2/2 1 escaped on the steep stretch in Rolle in 1921 after a maneuvering error, the car body had to be rebuilt. The six narrow side windows were replaced by three wide windows. At the same time, the opportunity was used to give the motor vehicle a new undercarriage with a wheelbase of now 2 meters. This actually corresponded to a new building. The fact that the visual impression nevertheless practically corresponded to the original version suggests that many components of the original version were still used as far as it was sensible and possible due to the accident.
One-man service was introduced in 1926. From 1927 onwards, the Ce 2/2 2 and 3 were set up for one-man service on the occasion of revisions. The controllers were modified so that when the controller's crank is released, it was automatically switched to the last and therefore strongest braking level. The braking effect could only be canceled by pressing down and resetting the crank.
When operations were closed in 1938, motor vehicles 2 and 3 were broken off. Only the motor vehicle, which was reconstructed in 1921, could be sold to the nearby Allaman – Aubonne – Gimel (AAG) interurban tram , where it was used as Ce 2/2 4 until it ceased operations in 1952, until the latter also became a bus gave way.
technology
The motor vehicles had characteristic streamlined lantern roofs, which were atypical for Switzerland, with rounded corners towards both ends of the vehicle. In contrast to the other urban trams that were delivered at the time , they already had closed platforms to offer staff and passengers protection in the harsh and snowy winter on the Jura heights . Initially, the closed platform was limited to the window front raised to the edge of the roof. The windowless folding side doors were only added a few years later.
With the two Thury - traction motors with an output of 2 x 25 hp engine car in view of this were that drove the motor car only alone, well motorized for those times. The top speed of just 18 km / h was due to regulatory requirements. The wheelbase of just 1.60 meters corresponded to a minimum that was incomprehensible for intercity trams.
The 18 seats were placed on transverse seats inside the car. Two narrow wooden frame side windows per compartment, a total of six on each side of the car, provided a good view of the landscape. The platforms were intended for the ten standing places. The passenger compartment could be heated. Initially, this was done using hot water heating. However, in 1904, due to repeated freezing of the water, this had to be replaced by an electrical resistance heater, as was common with trams at the time.
literature
- Gustav Röhr, Hans Schweers and Henning Wall: Switzerland's narrow-gauge paradise . Volume 1, Aachen 1986, ISBN 3-921679-38-9
- Michel Grandguillaume, Jean Paillard, Jean-Louis Rochaix and Gérald Hadorn: Les Tramways vaudois . BVA (Bureau vaudois d'adresses), Lausanne 1979, ISBN 2-88125-001-7
Web links
Individual evidence
- ↑ Jürg Ehrbar: Chemin de fer électrique Rolle-Gimel. In: discontinued railways in Switzerland.