TB CFe 4/4

This article describes the CFe 4/4 6–8 of the Trogenerbahn. The railcars of the same railway, sometimes referred to as CFe 4/4 1–5, are described in the article TB CFZe 4/4 .

TB CFe 4/4 (BDe 4/4) 6-8
BDe 4/4 7 in 2017
Numbering:	6-8
Manufacturer:	SWP , MFO
Year of construction (s):	No. 6 and 7: 1952 No. 8: 1953
Retirement:	2002-2018
Axis formula :	B 0 'B 0 '
Genre :	until 1956: CFe 4/4 from 1962: BDe 4/4
Gauge :	1000 mm ( meter gauge )
Length over coupling:	15 100 mm
Total wheelbase:	9 900 mm
Service mass:	27 t
Top speed:	65 km / h
Hourly output :	380 kW (516  hp )
Hourly traction:	39 kN at 33.5 km / h
Driving wheel diameter:	750 mm
Power system :	1000 V = urban route: 600 V =
Number of traction motors:	4th
Transmission ratio:	1: 5.27
Seats:	30th
Classes :	2nd Class
Loading area:	5.5 m²

The CFe 4/4 6–8 of the Trogenerbahn (TB) were meter-gauge four - axle electric multiple units with a second-class and a luggage compartment from the years 1952/53. After the conversion to the two-class system in 1956, they were designated as BFe 4/4 and from 1962 as BDe 4/4 . In 2006 the remaining BDe 4/4 6 and 7 came into the Appenzeller Bahnen portfolio through the merger of the TB .

history

After the Trogenerbahn had decided to continue operations in 1949, it ordered two CFe 4/4 railcars and a matching control car from Schindler Waggon in Pratteln (SWP) and the Maschinenfabrik Oerlikon (MFO) to replace the rolling stock . A high- voltage remote control would have been used . The control car would have received a pantograph , starting and braking resistors and a direct controller . When the shuttle train was reversing, the traction motor voltage would have been regulated via the controller in the control car and fed to the traction motors in the railcar via a power line. In 1951, the Board of Directors changed the order and instead of the control car, commissioned a third railcar.

Before delivery, test drives were made in May 1952 with the CFe 4/4 6 on line 14 Prattel – Muttenz of the Basler Verkehrs-Betriebe .

technical description

The railcars, made of light steel construction , were equipped with a direct controller, outer frame bogies with traction motors , electromagnetic rail brakes and automatic doors. The deadman allowed a more efficient rail operations with the introduction of one-man operation. Upon delivery, the railcars were painted blue / light gray.

Changes

BDe 4/4 7 with Ostwind advertising

1955 to 1958 the rubber-sprung wheels were replaced by ordinary, rigid steel wheels. In 1957, a group of converters for charging the batteries and supplying power to the headlights, which had previously been powered by contact line voltage, was installed. In 1964 the benches were upholstered and the inscription ST.GALLEN – SPEICHER – TROGEN was replaced by the TB signet in shadow writing. In 1970 the scissor pantograph was replaced by a single-arm pantograph .

Because when ordering the BDe 4/8 21–25, the credit was only enough for five instead of the six required commuter trains, the BDe 4/4 6–8 were modernized from 1977 onwards. They received a new interior, train radio , train tail lamps , direction indicators, rubber-sprung SAB wheels and an orange VST paintwork . The renewed railcar 8 came back into operation in July 1979. Number 7 followed in March 1982 and the work on the BDe 4/4 lasted until May 1991.

In 2003 the BDe 4/4 7 was painted blue and white with advertising for the Ostwind tariff association .

Whereabouts

BDe 4/4 7 as a restaurant at Wasserauen train station

In view of the delivery of the Be 4/8 31–32, the BDe 4/4 8 was scrapped and scrapped in autumn 2002. Railcar 6 was shipped in 2005 together with vehicles from the Forch and Matterhorn Gotthard Railway to Antananarivo in Madagascar, where a light rail system was to be started on an existing line. In the absence of a reliable power supply, the railcars should be equipped with diesel engines. The political instability since 2009 prevented the implementation of the project.

The BDe 4/4 7 was initially retained and served as a company vehicle and to transport the Brs 16 “party car”. Due to a lack of space in the Speicher depot, it was transported to Wasserauen in 2018 , where it is expected to serve as a restaurant for the next three years.

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. 206.

Individual evidence

1. ^ Matthias Rellstab: Narrow-gauge vehicles to Madagascar. In: Swiss Railway Review , No. 10/2005. Minirex, ISSN 1022-7113, p. 460
2. ^ Paul Hollenstein: Trogenerbahn continues. On: Wiki Speicher, December 11, 2018
3. ^ Matthias Rellstab: Farewell trip of the BDe 4/4 7 on the Trogener line. In: Swiss Railway Review , No. 5/2017, p. 222
4. ↑ Hans Ulrich Gantenbein: Trogenerbahn BDe4 / 4 railcar transferred to Wasserauen. On; appenzell24.ch, April 11, 2018