SchB HGe 2/2

SchB HGe 2/2
FO 21 near Andermatt with Gbv freight wagons, 1983
Numbering:	1–4 (SchB) 21–24 (FO)
Number:	4th
Manufacturer:	SLM , BBC
Year of construction (s):	1915
Retirement:	1985
Axis formula :	B zz
Gauge :	1000 mm ( meter gauge )
Length over buffers:	6240 mm
Height:	3820 mm
Width:	2670 mm
Fixed wheelbase:	2700 mm
Service mass:	Direct current: 22.0 t Alternating current: 25.1 t
Top speed:	Direct current: adhesion 29 km / h gear 9 km / h alternating current: adhesion 30 km / h gear: 20 km / h
Hourly output :	Direct current: 235 kW Alternating current: 429 kW
Driving wheel diameter:	712 mm
Gear system :	Abbot, two-lamellar
Number of drive gears:	2
Number of brake gears:	1
Size gears:	688 mm
Motor type:	DC: shunt motor AC: single-phase series motor
Power system :	1200 V = from November 1941 11,000 V, 16 2/3 Hz ≈
Power transmission:	Pantograph
Number of traction motors:	2
Type of speed switch:	Cam travel switch , manually operated
Brake:	Direct current: Electric recuperation brake , vacuum brake , centrifugal brake Alternating current: Electric resistance brake , vacuum- controlled compressed air brake , centrifugal brake
Train brake:	Vacuum brake
Coupling type:	Central buffer with screw coupling on both sides
Gradient:	179 ‰

The HGe 2/2 of the Schöllenenbahn (SchB) were two-axle electric locomotives for combined adhesion and cogwheel operation . The four machines built by the SLM and BBC were partly in use on their main line until the 1980s, the last one was scrapped in 1985.

history

The Schöllenenbahn was built between 1913 and 1917 as a connection between Göschenen at the north portal of the Gotthard tunnel , which opened in 1882, and the community of Andermatt in the Urserental, where it connected to the Furka-Oberalp Railway, which was also started in 1913 but was not completed until 1926 . For the electrical operation with direct current of 1200 volts , which was planned from the beginning , four small electric locomotives were purchased, which could be put into operation at the beginning of 1916. The four locomotives with the numbers 1 to 4 were initially the only locomotives on the Schöllenenbahn, so they were used in front of all trains on the steep ramp. For safety reasons, from the 1930s onwards, the locomotives were always placed in trains on the valley side; on the ascent, a conductor in the front carriage instructed the driver by ringing the bell.

The electrification of the Furka-Oberalp-Bahn in 1940 caused the Schöllenenbahn to give up its own electricity system in the interests of problem-free joint operation at Andermatt station and to switch operations to the alternating current used by the FO with 11,000 volts, 16 2/3 Hz. For this purpose, the four HGe 2/2 received new electrical equipment from the BBC, which at the same time resulted in a considerable increase in performance. Immediately before the renovation, however, the locomotives were used for the first time outside the Schöllenenbahn, as the overhead contact line on the Oberalp Pass, which had already been completed, was briefly fed with direct current. This made it possible to use the locomotives in construction work and to check the correct construction of the electrical systems. After the switch to alternating current, however, the use of the locomotives was limited to the Schöllenenbahn due to their low top speed.

In 1941, the modernized locomotives were strengthened by the BCFeh 2/4 No. 41 electric multiple unit , which was ordered together with the Furka-Oberalp-Bahn as part of a series of initially three vehicles. This enabled a noticeable acceleration of passenger traffic on the Schöllenenbahn, at the same time the slower HGe 2/2 could be used increasingly in freight traffic.

Together with the Schöllenenbahn, all four HGe 2/2 became the property of the Furka-Oberalp-Bahn in 1961. This made it necessary to change the operating numbers to 21 to 24, as the original numbers had already been occupied by the steam locomotives of the FO. In the period that followed, the light blue and ivory paintwork of the Schöllenenbahn was replaced by the dark red color scheme of the FO.

With the commissioning of the HGm 4/4 and Deh 4/4 I, which are also suitable for traffic on the Schöllenenbahn , in 1967 and 1972, the locomotives were finally no longer needed for passenger traffic. The other operations were therefore limited primarily to freight traffic and shunting services in Andermatt. In 1976, locomotive 22, the first of the series, was finally scrapped and scrapped. It was followed by locomotive no.24 in 1980, two years later locomotive 23 also had to be scrapped after a fire. The last example was locomotive 21 after a break in the frame in 1985. No HGe 2/2 was preserved, but the electrical equipment of locomotive 21 was used a second time in April 1986 in the construction of the heating car X 4929. This is still in the inventory of the Matterhorn-Gotthard-Bahn .

construction

The HGe 2/2 were specially designed for use on the Schöllenenbahn, which is steep up to 179 per thousand. Accordingly, the design included some features, such as are common in pure cogwheel locomotives. The locomotives only had a driver's cab set up for standing operation, which was located on the valley side at the end of the rectangular locomotive body. The driver's cab had access doors on both long sides. On the mountain side, there was the engine room, which took up around two thirds of the box volume and contained the traction motors and the transformer. A single pantograph was mounted above the driver's cab.

The power was transmitted from the traction motors via an interposed back gear with double transmission to the two drive gears and to two jackshafts , which drove both locomotive axles via coupling rods. For use on cogwheel routes, the adhesion drive could be completely disengaged, while the locomotives ran as pure cogwheel locomotives. The drive gears could not be disengaged, they ran constantly in adhesion mode.

In the original version, the locomotives had two DC shunt motors with a combined hourly output of 235 kW, which enabled up to 40 tons of trailer load to be transported on the maximum gradient of 179 ‰ at a maximum speed of 8 km / h. The electrical equipment installed in 1940 comprised two series motors , which increased the hourly output to 429 kW. From then on, 48 tons of load could be transported at a speed of 14.5 km / h. The new components largely corresponded to those of the BCFeh 2/4 delivered a year later .

According to the legal regulations for rack railways, the locomotives had several independent brake systems. Originally there was an electric recuperation brake as a service brake during the descent. During the modernization, this was replaced by a resistance brake, which destroyed the energy gained by resisting it instead of feeding it into the catenary. The additional vacuum brake was only retained to brake the train, the locomotives themselves were braked by vacuum-controlled compressed air brakes from 1940 . The associated vacuum container was mounted on the roof and extended over the entire length of the locomotive. A centrifugal brake was also available to automatically brake the locomotive in the event that the maximum permitted speed was exceeded. A conventional hand spindle brake was used as the parking brake.

Vehicle list

List of HGe 2/2 of the Schöllenenbahn
No. SchB	No. FO	Serial number SLM	Installation	Extent	Whereabouts
1	21st	2465	1916	1985	Discarded u. scrapped after frame breakage, electrical equipment on heating car X 4929
2	22nd	2466	1916	1976	Scrapped
3	23	2467	1916	1982	Scrapped after fire damage
4th	24	2468	1916	1980	Scrapped

Sources, further information

literature

• Wolfgang Finke, Hans Schweers: The vehicles of the Furka-Oberalp-Bahn 1913-1999 . Brig-Furka-Disentis. Schöllenenbahn. Furka-Oberalp Railway. Schweers + Wall, Aachen 1999, ISBN 3-89494-111-1 .

Web links

Commons : SchB HGe 2/2  - collection of images, videos and audio files