TB CFZe 4/4

TB CFZe 4/4 (BDe 4/4) 1-5
Type designation :     from approx. 1945 to 1956:     from 1962:	CFZe 4/4 CFe 4/4 BDe 4/4
Numbering:     from 1964:	1 23	2 -	3 1	4 2	5 -
Manufacturer:	SIG , MFO				SWS , MFO
Construction year:	1903				1906
Retirement:	1975	1964	1965	1976	1954
Axis formula :	B 0 'B 0 '
Gauge :	1000 mm
Length over buffers:	14,000 mm				14,500 mm
Total wheelbase:	9000 mm
Service mass:	18.3 - 21.0 t
Top speed:	25 km / h, from around 1945 30 km / h, from 1951 50 km / h
Hourly output from 1903/06:     from 1907–13:     from 1925/26:     from 1930–33:     from around 1945:     from 1966:	100 PS (74 kW ) 180 PS (132 kW) 216 PS (159 kW) 280 PS (206 kW) 216 PS 280 PS	100 hp 180 hp 216 hp 280 hp 280 hp -	100 hp 180 hp 216 hp 216 hp 216 hp -	100 hp 180 hp 216 hp 216 hp 216 hp 280 hp	180 hp 216 hp 216 hp 216 hp 280 hp -
Hourly traction:	at 100 HP hourly output: 20 kN at 13.5 km / h at 216 HP hourly output: 30 kN at 18.4 km / h at 280 HP hourly output: 32 kN at 22.3 km / h
Drive wheel diameter:	860 mm
Electricity system:     City route:	originally 750 V = , 1921–1928 900 V =, from 1928 1000 V = 600 V = (originally 550 V =)
Number of drive motors:	4th
Transmission ratio: from 1930–33:     from around 1945:     from 1966:	1: 5.00 1: 6.53 1: 5.00 1: 6.53	1: 5.00 1: 6.53 1: 6.53 -	1: 5.00 1: 5.00 1: 5.00 -	1: 5.00 1: 5.00 1: 5.00 1: 6.53	1: 5.00 1: 5.00 1: 6.53 -
Seats: Folding seats:	36 5
Loading area:	3.8 m²

The CFZe 4/4 1–5 of the Trogenerbahn (TB) were meter-gauge, four - axle electric multiple units with third-class and luggage compartments, four of which were put into operation in 1903 when the company opened and another in 1906. They were later designated as CFe 4/4 and from 1962 as BDe 4/4.

History, name

CFZe 4/4 2 i in storage tank with pantograph

For the start of operations in 1903, the Trogenerbahn (TB) purchased four CFZ 4/4 1-4 passenger railcars from the Schweizerische Industrie-Gesellschaft (SIG) and the Maschinenfabrik Oerlikon (MFO), most of which were the CFe 4/4 operated by the Wetzikon company. Miles orbit. Because of the steep incline - the TB was the steepest, narrow-gauge adhesion railway in Switzerland - it was decided to replace the two-axle motor vehicle originally planned for four-axle vehicles. In 1906, the CFZ 4/4 5 with the same appearance, but more powerful, came into operation, the mechanical part of which was supplied by the Schweizerische Wagonsfabrik Schlieren .

On the outside, some of the railcars were labeled with CFe ⁴ until the 1960s , but listed as CFZ 4/4 in the rolling stock directories. The letter Z indicated that rail mail was also transported in the luggage compartment . From the mid-1940s the designation was CFe 4/4 and, after the switch to the two-class system in 1956, BFe 4/4.

In 1964 the BDe 4/4 3 and 4 were given the company numbers 1 and 2. The previous BDe 4/4 1 was renumbered 23 because it was planned to be converted into a company vehicle .

Technical description, changes

CFZe 4/4 with two lyre pantographs

The motor cars 1–4 had a top speed of 25 km / h and an output of 100 hp when they were delivered , which soon no longer met the increased requirements. As with the St. Gallen tram , roller pantographs were used. The heating and lighting power was first transferred to the trailer with a heating cable and later with the reliable roof rod coupling . The car body, which was divided into two third-class compartments and a luggage compartment, was painted gray / white. The eight sand spreaders were due to the steep incline . The railcars were equipped with trumpet couplings which, in contrast to the central buffer system with screw couplings, allow driving on very tight bends. Although this restriction was eliminated in 1911 with the introduction of a new route in the city ​​of St. Gallen through the Bahnhofstrasse instead of the Poststrasse, the coupling system was not changed until 1951.

Train with CFZe 4/4 in front of the Hotel Vögelinsegg, which was later abandoned

As early as 1907 to 1913, the power was increased for the first time by converting the traction motors. The compressors for the air brakes , driven by a chain from an axle , were replaced by motor compressors from 1913 to 1920. In 1922 the tram of the city of St. Gallen (TStG) requested the conversion to lyre pantographs . In 1925/26, the driving motor power of all railcars was increased by 10 percent by installing reversing pole windings , which reduced the travel time from 42 to 40 minutes. From 1930 to 1933 all motor vehicles received new step controllers as well as numbers 2 and 1 new 70 hp engines and new gearboxes with a ratio of 1: 6.53.

In 1935, the Trogenerbahn moved the starting resistors to the roof and motor vehicle 1 received an MFO pantograph subsidized by the PTT in order to reduce interference with radio reception. It was not until 1942 that the remaining railcars on the St. Gallen side received a BBC pantograph. The second lyre current collector was left as an ice scraper. Around 1945 the traction motors of the CFZe 4/4 1 were exchanged for the weaker ones of the CFZe 4/4 5 and the maximum speed of all railcars was increased to 30 km / h. In 1951, the entire rolling stock of the TB was converted to the semi-automatic + GF + coupling , the Böcker- was replaced by the Charmilles compressed air brake, the railcars were fitted with a dead man's mechanism and the top speed was increased to 50 km / h. In 1956 and 1961, motor vehicles 3 and 4 were re-lined and provided with aprons . From 1956 to 1964, the paintwork of all railcars was changed to blue / light gray.

Use, whereabouts

In downtown St. Gallen the CFZe 4/4 operated on the tram tracks.

On beautiful winter Sundays, the people of St. Gallen took the TB to the Appenzeller Mittelland . CFZe 4/4 3 in the winter of 1906/07 near Trogen

The five railcars, together with the two freight railcars Fe 2/2 21 and 22, handled all of the Trogenerbahn's traffic until 1952, when the CFe 4/4 6–8 were put into operation. With these locomotives, the traffic peaks in the Trogener Landsgemeinde and on Sundays with good winter sports conditions were managed. As already mentioned, the heavy use of the motor vehicle required several conversions with increased engine power.

In 1953/54 the electrical equipment of the CFe 4/4 5 was expanded, resulting in the C 4 18 trailer car. In 1964, railcar 2 was scrapped and broken off after a collision. After the Trogenerbahn was able to take over the BDe 4/4 3–5 from the Transports publics de la région lausannoise (TL) in 1963 , the railcars from the early days were only rarely used. The BDe 4/4 1 (formerly 3), which had derailed at excessive speed and overturned on December 12, 1964 because of a closed brake valve on the attached B 18, was broken off in 1965. The BDe 4/4 23 (formerly 1), which was parked in 1974 with a defective air brake, was taken over by the Zurich Tram Museum a year later . There it was visually refurbished in 1986/87 as the CFe 4/4 2 of the Wetzikon-Meilen-Bahn and exhibited at various locations. It has been a memorial in Grüningen since 1992 . In 1976, no. 2 (formerly 4), which was hardly used any more, was scrapped after a compressor damage and canceled in 1977.

literature

• Jürg Aeschlimann, Hans Waldburger: St. Gallen – Speicher – Trogen tram; The Trogenerbahn . Prellbock Druck & Verlag, Leissigen 2003, ISBN 3-907579-24-0
• Peter Willen: Locomotives in Switzerland 2 - narrow-gauge traction vehicles. Orell Füssli Verlag, Zurich, 1971, p. 204.

Individual evidence

1. ↑ WMB museum car goes on a journey. In: Swiss Railway Review. No. 8/1989, pp. 177-178
2. ^ Felix Sutter, Sandro Sigrist: Electric tram Wetzikon – miles. Memories, Volume 6, Prellbock Druck & Verlag, Leissigen 1997, ISBN 3-907579-03-8