SBB CLm 2/4

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SBB CLm 2/4
Numbering: 101 + 102
Number: 2
Year of construction (s): 1935
Retirement: 1964
Axis formula : Bo'2
Gauge : 1435 mm ( standard gauge )
Length over buffers: 22310 mm
Trunnion Distance: 16630 mm
Bogie axle base: 3200 mm (drive frame)
2500 mm (bogie)
Service mass: 34.2 t
Friction mass: 19.9 t
Wheel set mass : 10 t
Top speed: 125 km / h
Traction power: 214 kW
Driving wheel diameter: 900 mm
Impeller diameter: 900 mm
Motor type: Six-cylinder four-stroke diesel engine
Rated speed: 1200 rpm
Power transmission: mechanical (cardan shaft)
Tank capacity: 450 l
Seats: 70
Floor height: 710 mm
Classes : 3rd grade
SBB RBe 2/4
Numbering: 1008 + 1009
Number: 2
Year of construction (s): (1951 + 53)
Retirement: 1964
Axis formula : Bo'2
Gauge : 1435 mm ( standard gauge )
Length over buffers: 23380 mm
Trunnion Distance: 16730 mm
Bogie axle base: 3200 mm (drive frame)
2500 mm (bogie)
Service mass: 40 t
Friction mass: 21 t
Wheel set mass : 10.5 t
Top speed: 110 km / h
Hourly output : 260 kW
Driving wheel diameter: 900 mm
Impeller diameter: 900 mm
Power system : 15000 V, 16 2/3 Hz
Number of traction motors: 1
Translation levels: 2
Seats: 70
Floor height: 710 mm
Classes : (3rd class) 2nd class

The CLm 2/4 is a diesel multiple unit of the Swiss Federal Railways (SBB). The two vehicles are the diesel variant of the red arrow ( SBB CLe 2/4 ).

history

In addition to purchasing electric high-speed railcars, the SBB decided in 1933 to also purchase two diesel-powered railcars. As with the electric railcars, the elimination of the heater made considerable savings possible, and this was also possible on non-electrified routes. In addition, it was of course also expected that the trains would accelerate. Like the electric red arrows, they were used as single riders, i.e. H. built without normal pulling and pushing device. The two traction units were still delivered by industry in 1935, but not definitively accepted by SBB until 1936. These were the first vehicles (together with the electric red arrows) that were allowed to run on the R train series , which is why they were also redrawn as Rm 2/4 in 1937.

The vehicles could not really fulfill the hope placed in them, which is why a repeat order was not made. This is primarily due to the very limited space available and the lack of the possibility of attaching an additional wagon, which means that the vehicles had to be regularly removed from the circulating trains and replaced by trains hauled by locomotives because the railcars could not hold the passengers. They were also relatively prone to failure.

The railcars changed their numbers and names several times. The initial CLm 2/4 101 + 102 became the Rm 2/4 101 + 102 in 1937. In 1947/48 they were redesignated as RCm 2/4 611 + 612, with the conversion in 1951/52 to RCe 2/4 611 + 612. With the dissolution of the 3rd class in 1959, they were renamed RBe 2/4 1008 + 1009.

Technical

In contrast to the other four-axis Red Arrows, the diesel variant had two stems of different lengths. The vehicle initially only had auxiliary buffers and an auxiliary coupling under a cover - in the form that can still be found today on the Churchill arrow (SBB RAe 4/8 1021). They did not have a double roof like the electric vehicles.

The car body is designed as a load-bearing structure. This is formed from a welded frame made of light steel profiles with welded-in wall panels, which is clad on the outside with aluminum sheets. A cranked girder made of steel profiles welded together stabilized the floor of the car. This made it possible to lower the floor of the passenger compartment to 720 mm above the top of the rails.

The bogie frames were made of welded steel profiles and did not have a weighing beam. The car body was supported by four leaf springs on each bogie. Two were hung on each side of the bogie. There were eight coil springs between the bogie and the housings of the axle bearings, which were designed as roller bearings. Inside this coil spring there was a cylindrical bearing guide, which is why the vehicle did not need an axle holder. The pulling and braking forces were only transmitted via the pivot, which was justifiable for a single driver.

The diesel engine was stored directly on the extended bogie. This achieved good noise insulation as it had no direct connection to the car body. The six-cylinder four-stroke engine had an output of 215 kW (290 hp) at 1200 rpm. The engine was connected to a five-stage mechanical oil-pressure gearbox via a clutch. After the gearbox, the reversing gear was still attached. The two axles were driven from this via cardan shafts. Dynamic braking was not possible with the design, so a direct-acting compressed air brake was installed. This acted on the two brake pads that each wheel possessed. The gear steps resulted in a maximum speed of 1200 / min, a speed of 28, 49, 70, 96 or 125 km / h. In the front of the machine there were two fuel tanks with a total capacity of 450 liters. The diesel engine was started with two electric starter motors. The batteries required for this were in the rear (not engine side) stem. These batteries were charged using a charging generator powered by the diesel engine. The passenger compartments were heated with warm air, the air was heated with an oil burner, which was also used to preheat the cooling water in winter.

The driver's cab was similar to that of the CLe, except that instead of the controller wheel, there was a lever for the clutch and one as a throttle lever for speed control for the diesel engine. It was set up for seated operation and had a dead man's pedal in the footwell that had to be pressed continuously. Since the driver's cab was open and not lockable, the controls were linked in such a way that they were locked in the neutral position or mechanically separated when the vehicle key was removed.

Conversion to the electric red arrow

The two railcars were converted to electric railcars in 1951 and 1953. The main workshop in Zurich was commissioned with the renovation. The company obtained the electrical equipment from SAAS, making sure to use components that had already been used somewhere and had proven themselves. The drive motor and the hopper were identical to those of the Re 4/4 I of the 1st series (No. 401–426). The diesel engine and clutch were removed from the bogie, but the manual and reversing gears were left. In the manual transmission, however, three gears were shut down and switched to manual mode, now it could only be switched when the vehicle was at a standstill. Therefore, the railcar now had two top speeds, 75 or 110 km / h. With the conversion to an electric railcar, the light towing hooks and real buffers were attached at the same time.

The transformer was placed on the motorless front end and the pantograph above this driver's cab. The braking resistors were mounted on the roof above the engineer's cab.

Operational

As diesel railcars, they were always assigned to the Lausanne depot. A railcar was in use on the Broyelinie from 1936 and ran various trains between Lausanne, Payerne, Lyss and Solothurn. The second railcar was assigned as a reserve vehicle. This service began and ended in Payerne between 1936 and 1939 and resulted in a daily distance of 540 kilometers. The travel time saved on the approximately 100-kilometer route was a good hour compared to the steam trains, which should make it clear that the railcars were very welcome with the passengers. At the SBB itself, things looked different, because the railcars had their teething troubles that even increased. The limited space and the lack of a luggage compartment were also not conducive to economic use. The Second World War brought a lack of fuel with it, which brought the two diesel arrows to a standstill. From autumn 1945 until electrification in 1947, a railcar ran between Payerne and Friborg. The RCm 2/4 612 was moved to the Nyon-Crassier line in 1949 , where it even operated as a one-man trial on a trial basis from 1950.

After the renovation, they were primarily used in social traffic. At Pentecost 1958, the RBe 2/4 612 was used on the Gotthard in the regular passenger train service to alleviate the lack of locomotives.

During EXPO 64 , both former diesel arrows were assigned to the Olten depot. There the schedule for one of the multiple units consisted of four pairs of trains between Olten-Läufelfingen-Sissach and one pair of trains between Olten-Langental, Olten-Zofingen and Olten-Biel (daily mileage 360 ​​km), while the other formed the iron reserve of the depot.

Both railcars were scrapped and scrapped immediately after EXPO 64.

See also

literature

Web links