SBB RABDe 8/16 1041
| SBB RABDe 8/16 1041 | |
|---|---|
| Numbering: | 1041 |
| Manufacturer: | SLM , BBC , MFO , SAAS |
| Year of construction (s): | 1964 |
| Retirement: | 1968 |
| Axis formula : | Bo'Bo '+ 2'2' + 2'2 '+ Bo'Bo' |
| Gauge : | 1,435 mm |
| Length: | 91,800 mm |
| Height: | 4,280 mm |
| Service mass: | 164 t |
| Friction mass: | 100 t |
| Top speed: | 150 km / h |
| Hourly output : | 1'680 kW at 115.5 km / h |
| Continuous output : | 1'420 kW at 124.5 km / h |
| Starting tractive effort: | 86 kN |
| Hourly traction: | 53 kN at 115.5 km / h |
| Wheel diameter: | 900 mm |
| Power transmission: | Overhead line |
| Number of traction motors: | 8th |
The RABDe 8/16 railcar was a four-part railcar of the SBB . It was created from the damaged RABFe 4/8 1031 and RABFe 8/12 1041 railcars .
prehistory
A fire on August 13, 1961 in Pfungen caused considerable damage , particularly on railcar 1 of the RABFe 8/12 1041 multiple unit . Because of the upcoming national exhibition Expo64 , which required the use of all existing rolling stock - even old two- and three-axle passenger coaches - consideration was given to rebuilding this train . The main workshop in Zurich was ultimately commissioned to plan the reconstruction of the vehicle with the least possible effort. The two former, extremely light cars, Ap4ü and B4ü, were to be installed as intermediate cars. The two railcars were to be equipped with servo control controllers and multiple controls analogous to the converted Be 4/6 railcars . The installation of pulling and pushing devices should be checked in order to be able to carry passenger cars if necessary. It was supposed to be put back into operation in spring 1964. In the autumn of 1962 the studies were pursued in a different direction. The reason for this was the decommissioning of the RABFe 4/8 1031 . The drive gears of this railcar were badly torn. The existing train parts should now be combined into a four-part train. The compilation was carried out as follows:
| Railcar 1: | 1031/1 |
| Intermediate car 2: | 1031/2, rotated 180 ° |
| Intermediate car 3: | 1041/2 |
| Railcar 4: | 1041/3 |
As a result of the rotation of the intermediate car 2, the two luggage compartments were lying next to each other in the middle of the train. The railcar 1041/1, which was badly damaged by the fire, was broken off. The parts of train 1031 had to be rebuilt on a large scale again. The motor bogies were placed under the driver's cabs again. Car 1031/2 was converted into an intermediate car without a drive. The driver's cab therefore had to be replaced by a normal part of the car. The transmission ratio of the former 1031/1 railcar was changed back to 1: 2.64. The maximum speed of the whole train was now 150 km / h again. As the SBB were about to purchase suburban multiple units ( RABDe 12/12 ), they were interested in testing an electropneumatic brake . The Oerlikon company had developed such a system. This system was a direct acting brake. The continuous feed line applied compressed air to the brake cylinders when braking. When the brakes were released, the air escaped into the open. As a single driver, the railcar was a very good test vehicle. A combination of the electro-pneumatic brake with the resistance brake was not used. In the event of a malfunction, the R brake that was left on the train could be used. In normal operation this was only used for emergency braking.
literature
- Hans Schneeberger: The electric and diesel traction vehicles of the SBB . Volume I: years of construction 1904–1955. Minirex AG, Lucerne 1995, ISBN 3-907014-07-3 .