SBB-CFF-FFS Be 4/6 12301
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SBB Be 4/6 12301 | |
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Railroad hand brake | |
Train brakes | Air |
Performance figures | |
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Maximum speed | 75 km/h (47 mph) |
Power output | Continuous: 1,570 kW (2,110 hp) at 63 km/h (39 mph) One hour: 1,700 kW (2,300 hp) at 59 km/h (37 mph) |
Career | |
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Operators | SBB |
Numbers | 12301 |
Nicknames | Doryphore |
Delivered | 21 March 1919 |
First run | April 1919 |
Last run | 7 March 1963 |
Retired | 7 March 1963 |
Withdrawn | 7 March 1963 |
Preserved | None |
Scrapped | August 1963 |
The Be 4/6 12301 was one of four test locomotives ordered by the Schweizerische Bundesbahnen (Swiss Federal Railways) (SBB) in June 1917. For gaining experience for ordering electrical locomotives this locomotive should – as her three sisters
History
In November 1913 the executive board of the
. Due to World War One the SBB had to reduce schedules more and more because shortage of coal. Therefore, – in autumn 1918 – on Sundays only milk trains were running.That's why the SBB forced – beside other important lines – the electrification of the Gotthard railway line. This electrification was completed 1920.
For the traction on those lines the SBB urgently needed passenger- and freight locomotives.
Requirement specifications
The SBB demanded from the industry compliance with the subsequent requirements:
- Top speed of 75 km/h
- Haulage of towed load of 300 t at a gradient of 26 ‰ with 50 km/h
- Reliable run-up with this load at a gradient of 26 ‰ and acceleration to 50 km/h within 4 minutes
- Three outward and return journeys Arth-Goldau – Chiasso within 24 hours (1360 km)
- Electrical brake for deceleration of the locomotive weight at slopes
- Multiple-unit control
Commissioning and proposal
The contract was awarded as follows:
Maschinenfabrik Oerlikon (MFO). Design and construction of the passenger locomotive
Besides compliance with the requirement specifications the designers got big freedom in the work out of their designs.
Delivery date
The locomotive was delivered on 21 March 1919 as the first of the four test locomotives. One month later it was already in service for instruction trips for the locomotive personnel.
Technical details
The mechanical part
Running gear
The running gear consisted of two
Transmission of tractive force
The tractive force was transmitted from the drive-axles to the bogies. From there the force was carried over to the bogie-mounted towing hook and the buffers. In between the bogies were connected with a so-called tender coupling, which consists of one main rod and two auxiliary rods. The locomotive body was not engaged in the transmission of tractive force.
Drive
Two motors were mounted in both bogie frames. Those two motors drove big cogwheels over both-side spring-loaded
Locomotive body
The locomotive body consisted of single bridging slab. On this slab the – partly dismountable – body parts were fixed with screws.
The bridging slab laid on the bogies using pivot bearings located under the drivers cabs. Beside those two spring-loaded bearings were mounted at the outer part of the body. Additionally bearings with rolls were located inside of the body behind the motors.
On the bogies – in front of the cabs – cabinets were mounted. Those cabinets were separated by a center gangway. This gangway – as the crossover-plate and the front door – were considered as necessary to access the locomotive from the train at that time.
For the ventilation of the motors two – from both cabs –pneumatically controlled blinds were mounted at both sides of the body.
Braking equipment
The automatic Westinghouse air brake and the locomotive brake acted over a separate brake cylinder to both sides of the driving wheels of each drive-axle. The idle-wheels did not have brakes. Each cab was equipped with a handbrake which acted to the respective bogie.
Electrical part
Primary circuit
Two
Auxiliary systems
The locomotive consisted of the subsequent listed auxiliary systems operated with 220 V:
- two piston compressors in the cabinets in front and back on the left side
- a fan on the roof for the forced air ventilation of the cooling-ribs of the transformer shaft
- two fans for the ventilation of the motors
- one Motor-generatorfor battery charging in the cabinet in front/right
- cab heating
The train heating system was fed over a separate oil-propelled main switch with 1000 V.
Electrical brake
The
Multiple-unit control
The locomotive was equipped with a multiple-unit control, but it was never tested at all.
Service
The locomotive was delivered on 21 March 1919 as the first of the four test locomotives. Instruction trips were undertaken almost immediately in the region around Bern. But there were still a lot of teething troubles to cure. Therefore, the locomotive was not used for scheduled services. Another reason were the planned test with the electrical brake on the
It was soon obvious that the locomotive never would be used for planned services at the
.From 1937 the locomotive was assigned to the marshalling yard of Lausanne. Her duty was the pulling of freight trains which had to be distributed to the hump.
On 1 January 1962, the locomotive was assigned to the
References
- Schneeberger, Hans (1995). Die elektrischen und Dieseltriebfahrzeuge der SBB, Band I: Baujahre 1904–1955 (in German). Luzern: Minirex AG. ISBN 3-907014-07-3.[page needed]
- Jeanmaire, Claude. Die elektrischen und Diesel-Triebfahrzeuge schweizerischer Eisenbahnen, Die Lokomotiven der Schweizerischen Bundesbahnen (SBB) (in German). ISBN 3-85649-036-1.[page needed]