VBZ Be 6/6
| Be 6/6 (prototype) | |
|---|---|
 |
|
| Numbering: | Be 6/6 1701 (from 1967: 1802) |
| Number: | 1 |
| Manufacturer: |
SWS (wagon construction part) MFO (electrical part) |
| Year of construction (s): | 1960 |
| Retirement: | 2015 |
| Axis formula : | Bo'Bo'Bo ' |
| Gauge : | 1000 mm ( meter gauge ) |
| Length over coupling: | 20'150 mm |
| Height: | 4000 mm |
| Width: | 2200 mm |
| Empty mass: | 36.5 t |
| Hourly output : | 6 × 63 kW = 378 kW |
| Power system : | 600 V DC |
| Power transmission: | Overhead line |
| Train control : | Integra «train stop» ZST 90 |
| Operating mode: |
One-way motor vehicle One-way sidecar |
| Coupling type: | + GF + |
| Seats: | 45 + 1 (as Gastrotram 42 + 1) |
| Standing room: | 118 (as Gastrotram 0) |
| Be 6/6 (prototype) | |
|---|---|
| Numbering: | Be 6/6 1801 |
| Number: | 1 |
| Manufacturer: |
SIG (wagon construction part) BBC (electrical part) |
| Year of construction (s): | 1961 |
| Retirement: | 1999 |
| Axis formula : | Bo'Bo'Bo ' |
| Gauge : | 1000 mm ( meter gauge ) |
| Length over coupling: | 20,450 mm |
| Height: | 3810 mm |
| Width: | 2200 mm |
| Empty mass: | 28.5 t |
| Hourly output : | 6 × 67 kW = 402 kW |
| Power system : | 600 V DC |
| Power transmission: | Overhead line |
| Train control : | Integra «train stop» ZST 90 |
| Operating mode: |
One-way motor vehicle One-way sidecar |
| Coupling type: | + GF + |
| Seats: | 40 + 1 |
| Standing room: | 130 |
Be 6/6 1801 and 1802 is the type designation for two articulated multiple units of the Zurich tram . The vehicles procured by Verkehrsbetriebe Zürich (VBZ) were two differently designed prototypes with which experience was gained for the subsequent procurement of the Be 4/6 «Mirage» .
Overview
The steadily growing number of passengers meant that even the trailer trains consisting of four-axle open-plan cars were no longer sufficient on the main lines . In 1960 the first articulated railcar 1701 ( renumbered from 1967 due to the delivery of the Be 4/6 "Mirage" to 1802) with a two-part car body and Jakobs bogie . The structure of the car body, the electrical equipment and the engines were identical to the Be 4/4 «Karpfen» . The matching sidecar with the same type of car body was also taken over from that series, or 16 instead of just 15 sidecars were procured. Due to the single-jointed construction, the vehicle protruded so far in tight curves over the clearance gauge that was common at the time that numerous crossing bans would have had to be issued in series production.
In 1962, the articulated multiple unit 1801, built in 1961, with a three-part car body and three external bearing bogies, of which the second is attached in the middle under the short middle section, was delivered. For the procurement, an order group was formed with the Basler Verkehrs-Betriebe , which had two similar but only four-engine cars (BVB Be 4/6 601-602) built. The three-part structure with a shorter middle section and a bogie mounted in the middle below, albeit with a running bogie instead of a drive bogie, was adopted for the subsequently delivered Be 4/6 “Mirage” series. With two joints it was possible to cross safely even in tight curves.
Despite the six drive axles and the decent performance, the acceleration on the mountain routes with the trailer was insufficient for both prototypes, which is why the subsequent series procurement with the Be 4/6 «Mirage» opted for less engine and double traction .
business
Car 1802 (formerly 1701) was usually used on lines 14 and 11 with the matching trailer from the B4 771–786 series, such as the VBZ Be 4/4 (carp). In 1985 the train protection for the tunnel operation to Schwamendingen was installed. In 1986, the line display was enlarged and, together with the sidecar B4 786, an operational composition was formed.
The car 1801 was used on various lines with and without a sidecar. In 1963 it was converted together with the sidecar B4 715 as the first composition for use without a conductor. In the 1980s it was initially used mostly without a sidecar on line 8 , which is still served by railcars driving alone. In 1985, like the 1802 car, the train protection for the tunnel operation to Schwamendingen was installed. In 1986 the line display was also enlarged and, together with the sidecar B4 801, an operational composition was formed, which was usually available at the main train station on the Gessnerallee loop.
Location of the vehicles
The car 1801 was taken out of service in 1999 and then canceled.
The car in 1802 was rebuilt in 1993 for gastro-Tram, including through the installation of a separate, small kitchen in the rear and the rearrangement of the seats vis-à-vis . A 2-person and a 4-person compartment with a table, similar to the Ce 4/4 Elefant No. 1330 “Party Tram” , are arranged in 7 rows. As a gastrotram, the car was nicknamed “Essmerallda” and was in use until 2015, both for private events and for publicly accessible trips with a special restaurant offer such as the “Fonduetram”. In some cases the open sidecar B4 1971 (formerly B4 731) was attached.
Car 1802 was drawn in spring 2015 because it was due for revision and finally sold in December 2015 to the recycling company Thommen in Kaiseraugst for the purpose of demolition .
Individual evidence
- ^ A b Walter Trüb, Josef Balen, Peter Kamm: A century of Zurich trams. Orell Füssli 1982, p. 102., ISBN 3-280-013232
- ↑ a b c d Peter Kamm: Zurich Transport 1882–1996. Oberstalden GL 1996, pp. 60, 61
- ↑ Dominik Madörin: The rolling stock of the Basler Verkehrs-Betriebe . EK-Verlag GmbH, 2003 Freiburg, p. 99, ISBN 3-88255-843-1
- ↑ Peter Specker: The last journey of the VBZ prototype tram Be 6/6 1802 born in 1960. In: Bahnonline.ch. December 7, 2015, accessed May 6, 2018 .