VBZ Ce 4/4 (pedal)
| Ce 4/4 "Pedal" | |
|---|---|
 |
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| Numbering: | Ce 4/4 1501–1550 Ce 4/4 1651–1652 (until 1947 Ce 4/4 401–418) (from 1956 Be 4/4 1501–1550, or Be 4/4 1651–1652) (from 1963 Be 4/4 1501–1552) |
| Number: | 52 railcars |
| Manufacturer: |
SWS , exc. 1506–1508 SIG (wagon construction part) BBC , excl. 1551–1552 MFO (electrical part) |
| Year of construction (s): | 1941–1946 1st series (1501–1518) 1949 Intermediate series (1551–1552) 1949–1952 2nd series (1519–1550) |
| Retirement: | 1980-1987 |
| Axis formula : | Bo'Bo ' |
| Gauge : | 1000 mm ( meter gauge ) |
| Length over coupling: | 13,730 mm |
| Height: | 3900 mm |
| Width: | 2200 mm |
| Empty mass: | 13.4 t (1501–1514) 14.6 t (1515–1518) 15.3 t (1519–1530) 15.0 t (1531–1552) |
| Hourly output : | 4 × 37 kW = 148 kW 1st series (1501–1518) 4 × 48 kW = 192 kW subsequent series (1519–1552) |
| Power system : | 600 V DC |
| Power transmission: | Overhead line |
| Operating mode: | Unidirectional locomotive |
| Coupling type: | + GF + |
| Seats: | 31 (after modification) |
| Standing room: | 66 |
The VBZ Ce 4/4 “Pedaler” with the road numbers 1501–1550 and 1651–1652 or from 1963 1501–1552 is a former railcar type of the Zurich tram with the designation Ce 4/4 or Be 4/4 1956. A few years later , the Association of Swiss Transport Organizations (VST) developed a concept for nationwide standard trams, the so-called Swiss ones, from the open- plan cars of the type discussed here or the parallel produced sister series Ce 4/4 (Kurbeli ) procured by the Zurich Transport Authority (VBZ) Standard car . The vehicles known under the nickname “Pedalers” corresponded to its substructures Ia and Iab . They had a light aluminum car body and a rifle control operated with pedals based on the model of the American PCC car .
overview
At the end of the 1930s it became clear that the rolling stock of what was then the Zurich urban tramway (StStZ) had to be modernized, as it consisted mostly of two-axle or heavy, four-axle VBZ Ce 4/4 (elephant) railcars , all with a wooden structure and limited capacity . Based on their own experience with the steering three- axle prototypes VBZ Ce 2/3 1031 and 1032, as well as clarifications with foreign tram operators in Milan, Oslo and the United States, who already had modern railcars in use, the StStZ decided on a proposal to enter into the BBC for light, large-capacity multiple units with simplex bogies .
First series (401-418)
In 1941, the StStZ received both the first medium-weight Kurbeli railcars and, in November, the Ce 4/4 401, the first so-called light-motor car. As the first (and also the only) type of car in Zurich, it was controlled via two “foot-operated controllers” (braking and driving), which is why this type was nicknamed “Pedalers”.
The light motor vehicles were designed for solo use or as a towing vehicle for one or two light sidecars on the flat routes . Various two-axle trailer cars were initially used as trailer cars, one or two of which were attached depending on the application, and later also the large-capacity trailer cars B4 711-770, which were purchased from 1945. In operation, however, it was found that the engine output of 148 kilowatts was very tight, especially with regard to the management of trailers. For example, when going to Höngg - at that time still part of line 4 - one of the two C2 sidecars at Escher-Wyss-Platz had to be detached.
When renumbering in 1947, the numbers 1401 ff. Were not used as planned, as it was foreseeable that these would be required by the medium-weight Ce 4/4 (Kurbeli) railcars, which were ordered in larger numbers. For this reason the pedals were given the numbers 1501 ff. It was planned to procure up to 150 pieces, which is why the following intermediate series should be given the numbers 1651 ff.
Intermediate series (1651–1652)
In 1949, the StStZ received two prototypes in addition to the second series, which had the same car body , but were equipped with MFO inner bearing bogies. These were also used in the medium-weight cranked railcars, but received weaker motors than these and an electro-pneumatic hopper control , which was also operated with pedals. The rest of the electrical equipment was also different, which ultimately led to the fact that, for reasons of uniformity, no further railcars were ordered, although the drivers were very popular with the drivers because of the stepless control.
When the VBZ Be 4/6 (Mirage) was put into operation , the numbers 1601 ff. Were required, which is why the number was renumbered 1551–1552 in 1963.
Second series (1519–1550)
For the second series, which was delivered from 1949, stronger, larger engines and specially adapted simplex bogies were used. The new engines, however, led to a higher dead weight of 15.3 tons. In addition, the distance between the bogies had to be extended by 75 mm to 1700 mm.
In order to match the final and driving speed, the transmission ratio of the first series (1501–1518) was changed from 1: 5.93 to 1: 6.93.
Although the pedals were very popular with the public, further orders were not placed because the tram was considered old-fashioned in the mid-1950s and its future was uncertain. The last vehicle went into operation in February 1952.
business
Line 4: The actual main route
From its conception as a light-motor vehicle, the use on the then only continuously flat Line 2 was predestined. At that time, however, this was not yet expanded to consist of two lanes, and in the Altstetten – Schlieren section it still had stops with only one-sided platforms , which is why rolling stock with entrances on both sides was required. This is why the first pedals were used on line 4, which until 1944 ran from Escher-Wyss-Platz to Höngg and the Wartau terminus. Due to the weak engine output, however, only a C2 trailer could be carried from Escher-Wyss-Platz. With the exchange of the route Escher-Wyss-Platz - Frankental for the route Escher-Wyss-Platz - Nordbrücke / Bahnhof Wipkingen, three-part trailer trains, and later also compositions with the B4 large-capacity trailers, could be run continuously. In 1964, the branch to the north bridge was discontinued and line 4 ran from Escher-Wyss-Platz to the Hardturm. This created the second continuous flat line. Line 4 was operated with this type of vehicle for the entire service life of the pedals, so that the last scheduled use took place on June 19, 1987 on this line.
Until the mid-1960s
With the cars of the first series, first line 4 and then line 8 were equipped with pedals. Line 8 was also used for the first time solo, with two-axle sidecars being attached during rush hour until 1964.
After the delivery of the intermediate series and the second series, line 2, which has now been expanded, was first completely converted to light-motor vehicles. From 1951 the pedals were also assigned to lines 3 and 9.
There were also deployments on lines 7, 10, 11 and 13, mostly deployments in the marginal hours with limited traffic or as reinforcements during rush hour. In some cases, it was not possible to drive the entire route during these missions, for example only to Burgwies instead of Rehalp or only to Enge station instead of Albisgütli.
With the continuous delivery of the four-axle large-capacity trailers, first line 4, then line 2 in full and line 3 in part to corresponding two-car trains, with an additional two-axle trailer being added on line 2 in the event of very heavy traffic (evening sales, holidays). The other lines continued to operate with one or two two-axle trailer cars, depending on the volume of traffic.
Until the 1980s
The commissioning of the VBZ Be 4/6 (Mirage) from March 1966 resulted in a major shift in the allocation of rolling stock. At the end of March 1968, a pedal operated for the last time on line 9 and therefore also on line 10, which is managed from the same depot. Line 15 was converted to light-motorized cars in solo operation. In addition, operational lines 21 and 22 still drove with two-axle sidecars.
With the conversion of line 2 to the new articulated multiple units of the “Mirage” type, one of the main lines was lost. In 1970 the pedals were used on lines 3, 4, 8 and 15 as well as on lines 21 and 22. With the discontinuation of the deployment lines in 1971, the first pedals appeared on line 6. In the autumn of 1972, the use on line 3 came to an end and with the vacated vehicles, line 6 was now completely converted. In 1976, the cars were assigned to lines 6, 8 and 15 in solo operation and to line 4 as trailer trains.
With the delivery of the VBZ Be 4/6 (Tram 2000) from 1976 there were further changes. First, line 6 was converted to medium-weight cranked railcars, which could also carry a trailer on the mountain route, then line 8 was operated with "Mirages" that had become vacant and solo. Some of the light-motor vehicles that were released were used on line 4, which was extended to Werdhölzli on December 17, 1976. Since fewer vehicles were now needed, extensive overhauls were dispensed with - on September 17, 1980, the last use of a vehicle from the first series took place with the 1507 vehicle.
At the end of 1980, only lines 4 and 15 were operated with pedals. With the delivery of the second series of the “Tram 2000” from 1985, lines 4 and 15 were also converted. On March 12, 1987 the last use of a pedal as a solo car was on line 15 before the last use on line 4 took place on June 19, 1987.
Whereabouts
Almost all pedals were scrapped after being taken out of service. Three vehicles from the first series were used for other purposes. Car 1501 was converted into a snow plow on the Bex-Villars-Bretaye Railway in 1980 . Wagen 1506 was first used at a playground in Schlieren , while Wagen 1517 was awarded as a competition prize as part of the centenary of the Zurich tram.
No information is available about the whereabouts of car 1506 (as of August 2014). Car 1501 was scrapped at the end of 2015. On December 15, 2015, Wagen 1517 was returned from Uster , where it had been parked for 33 years in front of the Wagerenhof - a foundation for people with disabilities - to the Zurich Tram Museum , where a restoration is being attempted.
From the second series, carriage went to the Zurich Tram Museum in 1530 and is periodically used on museum line 21. The remaining pedals and the two cars from the intermediate series were also scrapped.
gallery
Museum car no.1530
Museum tram as line 11
Car no. 1550 with trailer on line 4 at Werdhölzli
Line 4 at the entrance to Central
literature
- A. Bächtiger: Experiences in the construction and operation of the series 401 light railcar from the Städt. Zurich tram . 1942, doi : 10.5169 / SEALS-52375 .
Web links
Individual evidence
- ^ A b c Peter Kamm: Zurich Transport 1882–1996. Oberstalden GL 1996, pp. 51, 54 and 55
- ↑ a b Verein tram-museum zürich, bulletin 16 “The lightweight motor vehicles of the Zürcher Strassenbahn” , Zurich 1996, ISBN 3-909062-01-6 , chapter prehistory p. 8 ff
- ↑ Verein tram-museum zürich, bulletin 16 “The lightweight motor vehicles of the Zurich tramway” , p. 41
- ↑ a b c d e f g h Verein tram-museum zürich, bulletin 16 “The lightweight motor vehicles of the Zürcher Strassenbahn” , chapter Line use p. 81 ff
- ↑ a b c tram-museum zürich association, bulletin 16 “The lightweight motor vehicles of the Zurich tram” , pp. 59, 60 and 61
- ↑ 2015-09-04, TPC, Bex CFF, BVB Xe 4/4 1501 [1] Photo by André Knoerr, Genève
- ↑ A piece of home history goes with the «Wagi-Tram» . In: Züriost . December 15, 2015. Accessed March 24, 2019.