SOB CFZe 4/4

BCFZe 4/4 and CFZe 4/4 ABe 4/4
Numbering:	1–4, 11–14 (various renumbering)
Manufacturer:	SLM / ' SIG / SWS (mechanical part) MFO / BBC / SAAS (electrical part)
Year of construction (s):	1939-1940
Axis formula :	Bo'Bo '
Length over buffers:	19,600 mm
Total wheelbase:	16,800 mm
Service mass:	44 t, modernized 47 t
Top speed:	80 km / h
Hourly output :	735 kW (1000 hp )
Starting tractive effort:	86 kN
Hourly traction:	47 kN at 54 km / h
Driving wheel diameter:	900 mm
Number of traction motors:	4th
Translation levels:	1 (1: 4.93)
Seats:	9 (1st class, originally) 6 (1st class, modernized) 44 (2nd class)

The CFZe 4/4 and BCFZe 4/4 are electric multiple units that the Schweizerische Südostbahn (SOB) procured for electrification in 1939. A total of eight vehicles were procured in two versions (four BCFZe 4/4 and four CFZe 4/4), but they only differed from each other in the second (later first) class, otherwise they were identical. The remaining vehicles were later redrawn as ABe 4/4 .

history

When the electrification of the railway lines found its way into the Südostbahn, it commissioned a consortium of six companies in July 1938 to design a four-axle railcar, of which eight were vehicles. They were initially given the designations CFZe 4/4 with the company numbers 11-14 and BCFZe 4/4 with the numbers 1-4. The Swiss Lokomotiv- und Maschinenfabrik (SLM) was responsible for the running gear , while BBC , MFO and SAAS produced the electrical part. Despite the rather high output, the railcars were equipped with Tatzlager drive motors with self-ventilation. When the cars were built in 1939 and 1940, the eight railcars were given larger than average glass surfaces, which led to the nickname “ glass box” . The mechanical part comes alternately from the Swiss Industrial Society in Neuhausen am Rheinfall (SIG) or the Swiss Wagon Factory Schlieren (SWS).

Initially, it was planned to purchase eight CFZe 4/4 vehicles. For the trains of the direct traffic (today Voralpen-Express ) seats of the 2nd class were necessary. However, there was not enough money to procure a suitable 2nd / 3rd car due to the cost overruns for the renewal of the substructure and superstructure for the electrification. So in May 1939, the decision was made to change the motor vehicle order and had four motor vehicles equipped with a 2nd class compartment ex works. However, the change in the order came too late for it to be printed in the Festschrift on electrification, so that eight CFZe 4/4 are mentioned.

The glass carriage were the first vehicles with a BBC - recuperation with capacitor circuit. This regenerative brake enabled considerable energy savings compared to the auxiliary vehicles used before the delayed delivery of the railcars.

Modifications and renumbering

1. Number and first name	delivery	Conversions renumbering	Renaming (around 1957)	modernization	Scrapping	Remarks
BCFZe 4/4 1	March 9, 1940		ABe 4/4 1	ABe 4/4 14	x
BCFZe 4/4 2	Feb 20, 1940		ABe 4/4 2	ABe 4/4 13	x
BCFZe 4/4 3	May 16, 1940		ABe 4/4 3		x
BCFZe 4/4 4	Aug 1, 1940		ABe 4/4 4	ABe 4/4 11	x
CFZe 4/4 11	Nov 1, 1939	BCFZe 4/4 7	ABe 4/4 7		x	Sale to STB (1964)
CFZe 4/4 12	Dec. 27, 1939	BCFZe 4/4 5 (1946/47)	ABe 4/4 5		(2005)	Historic vehicle
CFZe 4/4 13	Dec. 1, 1939	BCFZe 4/4 12 II (1952)	ABe 4/4 12 II		x	Sale to STB (1959)
CFZe 4/4 14	Jan. 17, 1940	BCFZe 4/4 6 (1953)	ABe 4/4 6	ABe 4/4 12 III	x

SOB motor coach ABe 4/4 12 in VST standard paintwork in Biberbrugg

Be 4/4 106 in its new home at the Sensetalbahn

• Color: Only the four modernized vehicles with the numbers 11-14 received the orange-light gray VST standard paintwork, the other two with the numbers 3 and 5 kept their original green paintwork.
• On July 26, 1946, the BCFZe 4/4 number 3 and the CFZe 4/4 number 12 collided head- on in the Bennau railway accident . When the two vehicles were rebuilt, railcar number 12 became BCFZe 4/4 number 5.
• In 1952 the CFZe 4/4 13 was converted to the BCFZe 4/4 12 ^II (second number assignment), one year later the CFZe 4/4 14 was modernized to the BCFZe 4/4 6. In 1959 the CFZe 4/4 11 became the BCFZe 4/4 7.
• After the introduction of the two-class system , the designation changed to ABe 4/4 and Be 4/4 around 1957.
• In 1958, car number 12 was sold to the Sensetalbahn (STB). In 1964 the ABe 4/4 number 7 followed. They were used there as Be 4/4 106 and 107.
• In 1959, the glass boxes were largely replaced by the new BDe 4/4 railcars and deported to lower-level services.
• 1978-82 ABe 4/4 1, 2, 4, and 6 were extensively modernized and given the numbers 14, 13, 11 and 12 ^III . The modernized vehicles ran mainly between Pfäffikon and Rapperswil in regional traffic. In the late 1980s, two orange control cars were added to them.
• In March 2001 the last ABe 4/4 was withdrawn from service. The railcar number 5 will be preserved as a historic vehicle and has been refurbished since 2009.
• The railcar number 11 has been on the main line of the former Solothurn-Münster-Bahn (SMB) since June 2001 . There he is used by the IG Tunnelkino as the new owner for film screenings in the Weissenstein tunnel .

literature

• F. Wyss: The electric motor vehicles in Switzerland. Southeast railway .
  Schweizerische Bauzeitung, Volume 117 (1941), Issue 10 (E-Periodica.ch, PDF 4.3 MB)
• Peter Willen: Locomotives in Switzerland, standard gauge traction units . Orell Füssli Verlag, Zurich 1972.
• Gerhard Oswald, Kaspar Michel: The Southeast Railway, the history of a private railway. Orell Füssli, Zurich 1991, ISBN 3-280-02048-4 .

Individual evidence

1. ^ Peter Willen: Locomotives of Switzerland, standard gauge traction vehicles. P. 165.
2. ↑ The Southeast Railway. P. 84.
3. ^ F. Wyss: The electric motor vehicles of Switzerland. Southeast railway. In: SBZ. 117/10, p. 109.
4. ^ Association of Historic Triebwagen 5, report on the General Assembly of March 12, 2009 ( Memento of the original of December 7, 2013 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.