SGA BCFeh 4/4 1-5
| SGA BCFeh 4/4 | |
|---|---|
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| Numbering: | 1-5 |
| Manufacturer: | SLM , SIG , BBC |
| Year of construction (s): | 1930 |
| Axis formula : | Bb'Bb ' |
| Gauge : | 1000 mm ( meter gauge ) |
| Length over coupling: | 14 950 mm |
| Total wheelbase: | 10 150 mm |
| Service mass: | 40.0 t |
| Friction mass: | 40.0 t |
| Top speed: | 40 km / h ( adhesion ) 24 km / h ( gear ) |
| Hourly output : | 440 kW (600 hp ) |
| Starting tractive effort: | 150 kN (gear) |
| Hourly traction: | 84 kN at 17.8 km / h |
| Driving wheel diameter: | 678 mm |
| Gear system : |
Riggenbach-Klose , Strub, Von Roll |
| Size gears: | 573 mm |
| Power system : | 1500 V = |
| Number of traction motors: | 2 |
| Seats: | 6 + 39 |
| Classes : | 1st and 2nd class |
| Loading area: | 1.5 m² |
BCFeh 4/4 was the serial designation for meter-gauge railcars with adhesion and gear drive of the St. Gallen-Gais-Appenzell-Altstätten-Bahn (SGA) with the numbers 1 to 5. The vehicles were later named ABDeh 4/4 1–5 and merged into Appenzeller Bahnen (AB) in 1988 . The BCFeh 4/4 No. 5 has been preserved as a historic vehicle.
history
On the occasion of their electrification, the SGA acquired five BCFeh 4/4 1–5 passenger railcars with 2nd and 3rd car classes and a baggage compartment. The Schweizerische Lokomotiv- und Maschinenfabrik (SLM) was designated as the general contractor. The wagon construction part was supplied by the Schweizerische Industrie-Gesellschaft (SIG) and the electrical equipment was supplied by Brown, Boveri & Cie. (BBC). The St. Gallen – Appenzell route, which largely followed the road, with many tight bends and at that time several rack and pinion sections, required various new solutions for the construction of the traction vehicles. The electric railcars with an hourly output of 600 hp were the world's most powerful railcars for mixed adhesion and gear drive .
technology
Mechanical part
The BCFe 4/4 are built as four-axle bogie railcars with combined adhesion and gear drive. The high performance of the railcars and the tight curves of the SGA made the usual installation of the traction motors in the bogies impossible . The two motors are firmly attached to the bottom of the car body and each drive a bogie via an intermediate transmission and cardan shafts . This worldwide unique solution was taken up again more than 40 years later in the construction of the TGV trains . The four spring-loaded drive gears are loosely mounted on the adhesion axles. Due to the common drive of both drive gears of a bogie, a tooth pressure compensation device is necessary to absorb the tooth pressure caused by tooth pitch errors.
The railcars are equipped with five brake systems: a wear-free resistance brake , an air brake that acts on the adhesion and gear wheels , a shunting brake , a hand brake and a band brake that acts on the cardan shaft and is only used in an emergency.
Electrical part
The two self-ventilated traction motors are permanently connected in series , because the otherwise usual series- parallel connection would not result in any great advantages under the operating conditions of the SGA. In addition to the speed level with full field excitation, two with field weakening and another with overexcited motor fields are available as economical speed levels . For this purpose, two additional field windings are connected in series in order to obtain an increased number of turns . Field weakening is used on adhesion routes to increase the driving speed. The circuit with field overexcitation allows a further economical speed level when driving uphill on rack sections, which is necessary when driving the railcar alone.
The electrical resistance brake allows the entire weight of the train to be braked on rack and pinion sections. Due to the large braking currents, a special casing for the braking resistors was necessary, which ensures good heat dissipation. The railcars were already equipped with a safety control upon delivery .
business
The railcars can carry trains with a maximum trailer load of 65 tons. The maximum speed is 40 km / h on adhesion sections, 24 km / h on the ascent and 18 km / h on the descent of rack sections. Until the ABDeh 4/4 6–8 went into operation in 1952/1953, the five BCFeh 4/4 ran all trains between St. Gallen and Appenzell .
Even after 1952, the BCFeh 4/4 continued to haul most of the trains from St. Gallen to Appenzell. From 1963 they also came regularly with the direct trains St. Gallen - Wasserauen on the route of the then Appenzell Railway . By 1981 each railcar covered around 2.6 million kilometers.
Pictures from the first years of operation
BCFeh 4/4 No. 1 in Appenzell ready for departure.
BCFe 4/4 3 on the ascent from Appenzell to the assembly point .
Railcar BCFeh 4/4 No. 1 as a single driver in Teufen .
BCFeh 4/4 No. 3 in front of the station building in Teufen, which also housed the SGA management.
Further use
With the commissioning of the BDe 4/4 II in 1981, the now ABDeh 4/4 1–5 railcars lost their original area of use. Number 3 was drawn and canceled in 1987. ABDeh 4.4 1 was redesignated in 1989 XEH 4.4 91 and for the transport of dolly trains from Gossau used, for which he was particularly suitable because of its great traction. The roll stands were transported to Wasserauen and also via Appenzell to Teufen . An ABDeh 4/4 was also used when there was a lot of traffic. Gravel for the construction of the Hundwilertobel Bridge to the Furt unloading point near Zürchersmühle was regularly transported in tandem-covered roll - up trains . After the delivery of the Ge 4/4 No. 1, the Xeh 4/4 91 was only used for business trips.
Whereabouts
The only vehicle that has been preserved is railcar No. 5 and is used for service and nostalgic trains. It had to be revised in 2012/13 because short circuits formed in the roof resistances in wet weather .
A traction motor bearing damage resulted 1997 scrapping of the rail car # 1. He came to work up in 2000 to La Traction . But his condition was so bad that he had to be canceled in 2013.
swell
- The railcars and substations of the electr. Railway St. Gallen-Gais-Appenzell In: Schweizerische Bauzeitung . Volume 100 (1932), Issue 21 (archived in E-Periodica.ch of the ETH Library , PDF; 5.0 MB).
- Josef Hardegger: 100 years of the Gaiserbahn . A chapter of eventful railway history in Appenzellerland. Schläpfer + Co., Herisau 1989, ISBN 3-85882-063-6 .
- Directory of rolling stock of the Swiss private railways. Appenzeller Bahnen AB. Swiss Rolling Stock Association, accessed on November 30, 2015 (access for association members only).
Individual evidence
- ↑ Railcar BCFe No. 5 of the St. Gallen - Gais - Appenzell Railway (SGA). (No longer available online.) Association AG 2, Gais, archived from the original on December 26, 2015 ; accessed on November 30, 2015 . 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.
- ↑ 125 years of the Appenzell tram. Multifunctional railcar from 1931. (No longer available online.) Verein AG 2, Gais, archived from the original on December 28, 2015 ; accessed on November 30, 2015 . 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.
Web links
| Meter gauge |
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| Track width 1200 mm |
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| Standard gauge (1435 mm) |