SBB Fe 4/4
| SBB Fe 4/4 SBB De 4/4 |
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|---|---|
.jpg) SBB De 4/4 1663 in October 1985 in Basel
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| Numbering: |
on delivery: Fe 4/4 18501-18524, 18561 from 1949: Fe 4/4 801-824, 831 from 1960: De 4/4 1661-1685 |
| Number: | 25th |
| Manufacturer: |
Fe 4/4 18501-18509: SWS , SAAS Fe 4/4 18510-18524: SIG , SAAS Fe 4/4 18561: SIG , MFO |
| Year of construction (s): | 1927-1928 |
| Retirement: | 1966-1989 |
| Axis formula : | Bo'Bo ' |
| Length over buffers: | 15,200 mm 15,180 mm (steel box) |
| Height: | 4'510 mm 4'500 mm (steel box) |
| Width: | 2,970 mm (steel case) 3,125 mm (maximum) |
| Service mass: | 62/57 t |
| Top speed: | 85 km / h 75 km / h (18501-11) |
| Traction power: | 806 kW at 42 km / h |
| Starting tractive effort: | 102 kN |
| Hourly traction: | 69 kN |
The Fe 4/4 , from 1963 De 4/4 , were railcars of the Swiss Federal Railways (SBB), which were used in regional traffic on the newly electrified lines from the late 1920s . They were in use until the 1980s.
history
The SBB was looking for a light motor vehicle that was suitable for passenger trains and light freight trains on branch lines with a weak superstructure . It should have the same performance as the SBB Ce 4/6 , but be lighter and get along without running axles. The specification stipulated that a load of 160 t could be accelerated to 60 km / h on a 10 ‰ slope.
The 24 luggage railcars with wooden boxes ordered were delivered in 1927 and 1928. The electrical part came from Société Anonyme des Ateliers de Sécheron (SAAS) from Geneva , the mechanical part of the first nine railcars from the Schweizerische Wagons- und Aufzügefabrik AG Schlieren-Zürich (SWS), the rest from the Schweizerische Industriegesellschaft (SIG) from Neuhausen at the Rhine Falls .
A twenty-fifth railcar was built by Maschinenfabrik Oerlikon (MFO) on its own account, with various improvements such as a recuperation brake being introduced. This eccentric was outwardly indistinguishable from the other railcars and was only taken over by the SBB in 1930.
From 1963 the Fe 4/4 were redrawn as De 4/4. The letter F was used until then in Switzerland as a generic indicator for luggage carts or -abteile and then by the internationally valid letter D replaced.
Conversions
For use in the Seetal, the railcars 18501 to 18508 1930–32 received new transmissions (top speed 75 instead of 85 km / h) and a recuperation brake in Behn circuit. The Fe 4/4 18509 to 18511 (Vallée de Joux and Puidoux-Chexbres-Vevey) followed in 1939, but with a recuperation brake in MFO excitation current circuit.
From 1948 to 1960, the traction motors and lamellar drives were replaced in all vehicles.
The 11 vehicles for steep sections were completely rebuilt between 1966 and 1971. They received a new steel box, which reduced the weight by around 5 tons, as well as driver's cabs for seated operation. The multiple control has also been redesigned (Vst IIIe instead of Vst I).
The motor car 1685, discarded after fire damage in 1967, was converted to the Be 4/4 locomotive (road number 12001) in 1971-72 to test the converter technology with three-phase asynchronous machines , similar to the one used in the German DE 2500 . However, GTO thyristors were used for an electric locomotive for the first time in the world . It was parked defective in 1975 and canceled in 1981. A bogie has been preserved in the Lucerne Museum of Transport .
business
The Fe 4/4 had multiple controls with Ce 4/6 and Ce 4/4 as well as the Bt4, BCt4 and CFt4 control cars and ran regional trains in large parts of the country. Two railcars were also in use in a blue and white livery in front of the "Arbeiter-Pullman" trains, including the 1678 still preserved.
In western Switzerland, the railcars ran from the Lausanne depot on the steep stretch to the Vallée de Joux (40 ‰) and on the Puidoux -Chexbres – Vevey (40 ‰) route, there also together with the tire cars .
In the 1960s , shuttle trains with De 4/4 railcars from the Zurich depot ran on the Wehntalbahn , the last electrified line of the SBB standard gauge network , which mostly also carried the freight cars for general cargo traffic. They ran on this route until the 1970s before they were replaced by BDe 4/4 railcars .
The non-converted railcars with wooden boxes were scrapped from the 1970s.
In 1980 only the three depots in Lausanne , Lucerne and Rorschach had De 4/4 railcars, with Rorschach all having wooden box railcars, while the other depots housed those with steel boxes. The railcars from Lausanne were only used in the Vallée de Joux because the stronger BDe 4/4 had already taken over on the route over Lake Geneva. The Lucerne railcars only operated in the Seetal, the wooden box railcars from Rorschach were used for the St. Gallen – Gossau – Sulgen route, where they were also used in double traction for freight trains. They were predestined for this application because the bridges at Bischofszell Nord only allowed meter loads of 3.6 t and axle loads of 16 t.
In the same year, Switzerland became a time island due to the changeover to summer time in neighboring countries. As part of the hastily introduced interim timetable, more vehicles were required, so that the De 4/4 were once again given the honor of running an express train from Rorschach to St. Gallen. But it only consisted of one railcar and two 2nd class cars.
Seetal
The railcars 1661 to 1668 were in use on the Seetalbahn from 1930 to 1987 . In the mid-1950s, they were given a reddish-brown paint to make them more recognizable at the numerous level crossings. The converted De 4/4 came into operation with the exception of the first converted 1669 red. In 1977 De 4/4 1669 also became red and in 1981 the control car Bt 28-03 903 was also given a closed platform. At the beginning of the 1980s, the fronts of the railcars and control cars used in the Seetal were also covered with yellow-orange warning foils in order to be easily recognized on the dangerous route. The RBe 4/4 prototypes and DZt used afterwards also received such warning foils, but with the vehicle painted green.
Received vehicles
The operational railcar 1679 has been preserved at SBB Historic . In the Museum of Transport in Lucerne there is railcar 1678, shown as blue and white 18518, as well as a bogie from railcar 1685 converted into a converter locomotive.
See also
literature
- 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
- Peter Willen: Locomotives in Switzerland, standard gauge traction units. Orell Füssli Verlag, Zurich 1975, ISBN 3-280-00800-X
- Hans Schneeberger: The first electric baggage car Fe 4/4 of the SBB . in: Schweizer Eisenbahn-Revue 8/1989, pages 160–65, 9/1989, pages 211–215 and 10/1989, pages 222–230
Web links
- De 4/4 1679. SBB Historic(vehicle preserved in working order).
- Thomas Brian: SBB Fe 4/4 18501 - 18524. In: voepelm.de. (Description of the color variants and modifications).
Individual evidence
- ↑ a b c d Bruno Lämmli: SBB De 4/4. In: www.lokifahrer.ch. Retrieved April 6, 2019 .
- ↑ Max Hintermann: SBB route 760 Niederwenningen - Oberglatt - Zurich. In: Bahnbilder by Max. Ruth Hintermann, 2018 .
- ^ M. Brönnle: Time Island Switzerland - Renaissance of the De 4/4 . In: Railway amateur . No. 10 , 1980, pp. 655 .
- ^ Hans Schneeberger: The electric and diesel traction vehicles of the SBB, Volume 1: years of construction 1904–1955. Minirex, Luzern 1995, ISBN 3-907014-07-3 , pages 184 and 186.