SBB Ce 4/6
| Ce 4/6 (from 1956 Be 4/6) First and second delivery lot, original version with laminated wooden box (different data for the second delivery lot in brackets) |
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 Ce 4/6 9808 in its original condition on Lake Geneva
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| Numbering: | 9801 to 9804 to 1947 751 to 754 from 1948 to 1959 1601 to 1604 from 1961 (9805 to 9819 to 1947 755 to 769 from 1948 to 1959 1605 to 1619 from 1961 ) |
| Number: | 19th |
| Manufacturer: | SIG, SWS, SAAS |
| Year of construction (s): | 1923 (1925 to 1927) |
| Retirement: | 1601 Demolished in 1967 as a spare parts donor |
| Axis formula : | (A1A) (A1A) |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 20,000 mm |
| Empty mass: | 79.8 t (76.9 t) |
| Service mass: | 85.3 t (82.4 t) |
| Friction mass: | 58.2 t (56.2 t) |
| Top speed: | 75 km / h towed 90 km / h |
| Hourly output : | 780 hp |
| Starting tractive effort: | 9,000 kg |
| Continuous tensile force: | 4,360 kg |
| Driving wheel diameter: | 1,040 mm |
| Impeller diameter: | 850 mm |
| Number of traction motors: | 4th |
| Seats: | 72 |
| Particularities: | Multiple control type I |
| Be 4/6 version with newly built car body in steel construction |
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| Numbering: | 1602 to 1619 Exchange number during the conversion 1619 ex 1615 (different data of the conversion prototype in brackets), 1615 ex 1619 |
| Number: | 18th |
| Manufacturer: | SBB main workshop in Zurich |
| Year of construction (s): | Reconstruction 1961 to 1966 (1957) |
| Retirement: | 1968 to 1994 |
| Axis formula : | (A1A) (A1A) |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 20,000 mm |
| Empty mass: | 72 t |
| Service mass: | 86 t |
| Friction mass: | 52 t |
| Top speed: | 90 km / h |
| Hourly output : | 854 hp |
| Starting tractive effort: | 9,000 kg |
| Continuous tensile force: | 4,360 kg |
| Driving wheel diameter: | 1,040 mm |
| Impeller diameter: | 850 mm |
| Number of traction motors: | 4th |
| Seats: | 56 |
| Particularities: | Multiple control type IIIe (type I) |
The Ce 4/6 of the Swiss Federal Railways (SBB) was a heavy electric passenger railcar with multiple controls. It was the first electric multiple unit that the Swiss Federal Railways procured itself. In the years 1923 and 1925 to 1927 a total of 19 pieces were delivered in two lots. The railcars, last known as the Be 4/6, reached a relatively old age, thanks to the replacement of the original car body in sheet metal construction with a new steel car body in the 1960s. The last copy was not taken out of service until 1995. All have been broken off in the meantime, no copy has survived.
history
Since the first lines of the SBB had already been electrified, the need arose for an electric vehicle for suburban traffic. Since this did not have to have a very high output, it could be designed as a railcar and did not have to be a locomotive.
When building the passenger railcars for the Swiss Federal Railways, the industry could not only look back on more than twenty years of experience in the construction and operation of meter-gauge railcars for operation with direct current, but also on around 10 years of experience in the construction and operation of Meter-gauge and standard-gauge railcars for operation with high-voltage alternating current. For example, with the three meter-gauge BCFe 4/4 1 to 3 passenger luggage railcars from 1907 with an output of 160 hp on the Locarno-Ponte-Brolla-Bignasco Railway (LPB), also known as the Maggia Valley Railway , the eight standard-gauge BCe passenger railcars 4/4 51 to 58 with an output of originally 360 hp from the years 1909 to 1911 of the former Seetalbahn (STB), from 1922 SBB BCe 4/4 4801 to 4808, or the three standard-gauge passenger cars Ce 2/4 781 to 783 with an output of 450 HP originally from 1910 by the Bernese Alpine Railway Company Bern – Lötschberg – Simplon (BLS).
Despite this experience, in order to be able to use secondary lines with these railcars, the weight had to be distributed over two additional running axles. Only in this way did the maximum axle load not exceed around 16 tons. All newly delivered electric locomotives at that time had an axle load of around 20 tons and were not suitable for use on secondary lines for a long time.
The railcars reached a very old age as first generation vehicles, the last one not being scrapped until 1995. Since delivery, the railcars have been able to be controlled remotely from a second railcar or, since 1925, from the control car that has just been delivered. However, they did not have an electric brake and were therefore not allowed to drive trains alone on long descents.
The initial designation until 1947/1948 was Ce 4/6 9801 to 9819. Then the number was reassigned so that it could be found under Ce 4/6 751 to 769. For several years after the discontinuation of the third class of car in 1956, their numbers also bore the designation Be 4/6. Since the reorganization of the numbers and designations in 1959/1960, they had the designation Be 4/6 1601 to 1619. The latter designation in particular led to various confusions with the Be 4/6 locomotives originally procured by the Swiss Federal Railways for express train service on the Gotthard . They were also discarded under this name.
As the last of its kind, the Be 4/6 1613, which was discarded on May 31, 1994, was used for many years as a locomotive for the school lecturer's train, for which it was given a brightly colored coat of paint.
construction
The railcar had two three-axle bogies. The two outer axles were driven, while a running axle was arranged in between to keep the axle pressure low.
The passenger railcars had a multiple control of the type Vst I right from the start and could be operated from another identical passenger railcar, from one of the somewhat later built Fe 4/4 luggage railcars or from one of the four-axle Bt4s that were added to the railcars from 1925 , BCt4 and CFt4 control cars can be controlled remotely. They did not have an electric brake and were initially used for a long time in suburban traffic in Zurich and on Lake Geneva. The railcars were designed for a trailer load of 150 t, which could pull the railcars on a gradient of 10 ‰ at a speed of 60 km / h. With a gradient of 26 ‰, the gradient of the connection across the Alps through the Gotthard summit tunnel, was still 100 t. Single windows with brass frames of 600 and 900 mm width and the lettering with enamel signs customary at the time characterize the exterior view. Initially, mostly three-axle passenger cars and three-axle baggage cars with open platforms at both ends were used as trailer or intermediate wagons, a type that the Swiss Federal Railways purchased in large numbers to renew the fleet of the predecessor companies.
The car body consisted of an iron sub-frame on which a sheet metal car body was built. The transformer was installed in the middle under the floor under the car entrance. There were two large compartments on either side of the entrance. One of them was reported as a smoker, the other as a non-smoking compartment. The oil cooling coils of the transformer attached to the outside of the car body at the level of the supporting frame, below the compartments, were striking. At both ends he had a driver's cab with front doors and no bellows. The transition between the car and the locomotive was therefore only allowed to the staff. Initially, the railcars had two pantographs, the converted railcars with steel boxes only one.
Conversions
The railcars 1602 to 1618 received a new steel car body between 1961 and 1966. This conversion was carried out by the Swiss Federal Railways themselves in the main workshop in Zurich. A multiple control of type Vst IIIe was installed instead of multiple control of type Vst I. A corresponding conversion prototype, the Be 4/6 1619, was built in 1957. This railcar retained the multiple control of the Vst I type. The Be 4/6 1601 railcar was not converted and was canceled after the conversion was completed as a spare parts donor. It should also be taken into account that in connection with the conversion, two railcars exchanged their numbers. The Be 4/6 1619 was the former Be 4/6 1615 and the Be 4/6 1615 was the former Be 4/6 1619.
Two Be 4/6 in Bellinzona
Be 4/6 with a BDt 1974 control car
Be 4/6 1613 in Muttenz
See also
- SBB type Fe 4/4 luggage railcar
- Control cars Bt4, BCt4 and CFt4 as well as double cars with control line
literature
- Claude Jeanmaire: The electric and diesel traction vehicles of Swiss railways. Volume 10: The railcars of the Swiss Federal Railways (SBB) . Archive 17. Verlag Eisenbahn, Villingen 1994, ISBN 3-85649-037-X .
- Peter Willen: Locomotives in Switzerland, standard gauge traction units. Orell Füssli Verlag, Zurich 1975, ISBN 3-280-00800-X
- Hans Schneeberger, The electric and diesel traction vehicles of the SBB, Volume I: Years of construction 1904-1955 . Minirex, Lucerne, 1995, ISBN 3-907014-07-3
- Hans Schneeberger: The first electric railcars for the SBB . in: Schweizer Eisenbahn-Revue 2/1988, pages 61–66, 4/1988, pages 142–145 and 5/1988, pages 177–193
Web links
Individual evidence
- ↑ Archived copy ( Memento of the original from April 2, 2015 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. www.seetalkroki.ch, accessed on March 30, 2015
- ↑ Archived copy ( Memento of the original from April 2, 2015 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. www.gdi-adi.ch, 100 years of Lötschbergbahn, traction power supply Lötschberg base tunnel by Gerold Kuonen, page 16, accessed on March 18, 2015
