Furka–Oberalp-Bahn Ge 4/4 III

As Ge 4 /4 III Swiss Furka -Oberalp -Bahn ( FO) described their four-axle adhesion narrow gauge electric locomotives. Your legal successor Matterhorn -Gotthard - Bahn (MGB ), the locomotives only as Ge 4 /4, even though the cast plate with the type designation of the locomotive is still available.

For the carriage of the car trains through the Furka Base Tunnel, the FO procured in 1979 two -axle narrow gauge locomotives. The locomotives introduced an evolution of the Ge 4 /4 II of the Rhaetian Railway dar. Therefore, they were called Ge 4 /4 III, although the FO no further Ge 4/4 possessed. The locomotives have an output of 1700 kW, a top speed of 90 km / h and 16.7 Hz are a contact wire voltage of 11 kV, are used. The vehicles are the only line locomotives of the MGB, which do not have a gear drive.

History

The construction of the Furka base tunnel and the decision to use it for the car train, of course, the procurement of Autozugkompositionen was clarified. The detailed investigations began in 1973, were being taken of the experience of BLS and SBB. In the end, then remained for economic reasons, a conventional solution as commuter with a locomotive and car control and queued between trolley. As a necessary transport capacity 100 cars per direction and direction of travel were adopted for peak periods, resulting in the procurement of two compositions, and thus these two locomotives.

Several variants of train use were reviewed, including the use of existing vehicles with and without modernization. In this case, it was concluded that a pure Adhäsionsfahrzeug the design of the RhB Ge 4 /4 II the most cost-effective to maintain variant was, albeit to purchase the most expensive option.

The FO left in 1977 by the industry two locomotives of the type of RhB Ge 4 /4 II offer, but with enhanced electrical brake. However, the industry responded with a revised engine that could be offered even cheaper than the Ge had 4/4 II cost at that time. The changes to the model relate primarily to the box design and the drive. The fact that the FO was received to this offer, is evident already from an economic perspective.

Technical

The locomotive has a corrugated self-supporting locomotive body. For structural reasons, the entry door the cab had to be moved to the rear. The side walls have no mounting hole, but the whole internal electrical equipment is installed on the three skylights. The Luftansaugungöffungen are located on the roof and are designed for filtering out of brake dust and fine drifting snow. The drive came a SLM sliding bearing motor for use. This is an improved design of a nose-suspended drive, where the motor rests on no solid but just on a side movable bearing on the axle. The two sliding bearings allow axial movement of the drive wheel set. Thus, the wheel in the transverse direction is decoupled from the mass of the engine. The circuit of the main circuit corresponds to the far-reaching RhB Ge 4 /4 II, with some simplifications were still possible in the traction inverter by technical progress. Also in the control they are closely geared to the RhB Ge 4/ 4 II It is therefore also possible with the RhB Ge 4 / to run in multiple unit control 4 II.

The locomotive has a pneumatic brake, and the car train composition. This is equipped with a system of Lufttrockungseinrichtung Lugart so that brake failures can be avoided due to the sometimes harsh but climate change within and outside the tunnel. So that it can communicate with other vehicles, including a vacuum brake is installed. As a hand brake or parking brake coupled to the air spring -loaded brake is installed.

Operating

Between the delivery and commissioning of the Furka base tunnel they were leased to the RhB, which she used with express trains on the Albula line. Since 1982 the locomotives come exclusively from the upper car trains between Forest VS and Realp UR used.