SGA BCFeh 4/4 1–5 - SGA BCFeh 4/4 1–5

SGA BCFeh 4/4
SGA BCFeh 4-4 neu.jpg
Numbering: 1–5
Manufacturer: SLM, SIG, BBC
Year of construction (s): 1930
Axis formula : Bb'Bb '
Gauge : 1000 mm (Meterspur)
Length over coupling: 14 950 mm
Total wheelbase: 10 150 mm
Service mass: 40,0 t
Friction mass: 40,0 t
Top speed: 40 km / h ( adhesion )
24 km / h ( gear )
Hourly output : 440 kW (600 PS )
Starting tractive effort: 150 kN (gear)
Hourly traction: 84 kN at 17.8 km / h
Driving wheel diameter: 678 mm
Gear system : Riggenbach-Klose ,
Strub, Von Roll
Size gears: 573 mm
Power system : 1500 V =
Number of traction motors: 2
Seats: 6 + 39
Classes : 1st and 2nd class
Loading area: 1,5 m²

BCFeh 4/4 was the series designation for meter-gauge railcars with adhesion and gear drive of the St. Gallen-Gais-Appenzell-Altstätten-Bahn (SGA) with the numbers 1 to 5. Later the vehicles were called ABDeh 4/4 1–5 and merged into Appenzeller Bahnen (AB) in 1988 . The BCFeh 4/4 No. 5 has been preserved as a historic vehicle.


Train with BCFeh 4/4 in the Ruckhalden curve near St. Gallen with rack and 30 m curve radius.

On the occasion of their electrification, the SGA acquired five BCFeh 4/4 1–5 passenger railcars with 2nd and 3rd car classes and a baggage compartment. The Schweizerische Lokomotiv- und Maschinenfabrik (SLM) was designated as the general contractor. The wagon construction part was supplied by the Swiss Industrial Society (SIG) and the electrical equipment was supplied by Brown, Boveri & Cie. (BBC). The St. Gallen – Appenzell route, largely following the road, with many tight bends and at that time several rack and pinion sections, required various new solutions for the construction of the traction vehicles. The electric railcars with an hourly outputof 600 HP were the world's most powerful railcars for mixed adhesion and gear drive at that time .


Mechanical part

A bevel gear ratio is installed above each axle of the bogie , which is driven by a cardan shaft (not shown here).

The BCFe 4/4 are built as four-axle bogie railcars with combined adhesion and gear drive. The high performance of the railcars and the tight curves of the SGA made the usual installation of the traction motors in the bogies impossible . The two motors are firmly attached to the bottom of the car body and each drive a bogie via an intermediate transmission and cardan shafts . This worldwide unique solution was taken up again more than 40 years later in the construction of the TGV trains . The four spring-loaded drive gears are loose on the adhesion axesstored. Due to the common drive of both drive gears of a bogie, a tooth pressure compensation device is necessary to absorb the tooth pressure caused by tooth pitch errors.

The railcars are equipped with five brake systems: a wear-free resistance brake , an air brake that acts on the adhesion and gear drive wheels , a shunting brake , a hand brake and a band brake that acts on the cardan shaft and is only used in an emergency.

Electrical part

Open high-voltage cabinet with central controller , main switch , reversing switch and brake and overexcitation switch .
Type sketch

The two self-ventilated traction motors are permanently connected in series because the otherwise usual series- parallel connection would not result in any great advantages under the operating conditions of the SGA. In addition to the speed level with full field excitation, two with field weakening and another with overexcited motor fields are available as economical speed levels . For this purpose, two additional field windings are connected in series to increase the number of turnsto obtain. The field weakening is used on adhesion sections to increase the driving speed. The circuit with field overexcitation allows a further economical speed level when driving uphill on rack sections, which is necessary when driving the railcar alone.

The electrical resistance brake enables the entire train weight to be braked on rack and pinion sections. Due to the large braking currents, a special casing for the braking resistors was necessary, which ensures good heat dissipation. The railcars were already equipped with a safety control upon delivery .


The railcars can carry trains with a maximum trailer load of 65 tons. The maximum speed is 40 km / h on adhesion stretches, 24 km / h on the ascent and 18 km / h on the descent of rack sections. Until the ABDeh 4/4 6–8 went into operation in 1952/1953, the five BCFeh 4/4 ran all trains between St. Gallen and Appenzell .

Even after 1952, the BCFeh 4/4 continued to haul most of the trains from St. Gallen to Appenzell. From 1963 they also came regularly with the direct trains from St. Gallen to Wasserauen on the route of what was then the Appenzell Railway . By 1981, each railcar covered around 2.6 million kilometers.

Pictures from the first years of operation

Further use

With the commissioning of the BDe 4/4 II in 1981, the now ABDeh 4/4 1–5 railcars lost their original area of ​​use. Number 3 was drawn and canceled in 1987. ABDeh 4.4 1 was redesignated in 1989 XEH 4.4 91 and for the transport of dolly trains from Gossau used, for which he was particularly suitable because of its great traction. The roll stands were transported to Wasserauen and also via Appenzell to Teufen . An ABDeh 4/4 was also used for heavy traffic. Gravel was regularly used for the construction of the Hundwilertobel Bridge in tandem-covered roll -up trainstransported to the Furt unloading point near Zürchersmühle . After the Ge 4/4 No. 1 was delivered, the Xeh 4/4 91 was only used for business trips. [1]


BCFeh 4/4 5 restored to its original condition as a historic vehicle in Appenzell .

The only vehicle that has been preserved is railcar No. 5 and is used for service and nostalgic trains. It had to be revised in 2012/13 because short circuits formed in the roof resistances in wet weather .

A traction motor bearing damage resulted 1997 scrapping of the rail car # 1. He came to work up in 2000 to La Traction . But his condition was so bad that he had to be canceled in 2013. [2]


Individual evidence

  1. Railcar BCFe No. 5 of the St. Gallen - Gais - Appenzell Railway (SGA). (No longer available online.) Association AG 2, Gais, archived from the original on December 26, 2015 ; accessed on November 30, 2015 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.@1@2Vorlage:Webachiv/IABot/
  2. 125 years of the Appenzell tram. Multifunctional railcar from 1931. (No longer available online.) Verein AG 2, Gais, archived from the original on December 28, 2015 ; accessed on November 30, 2015 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.@1@2Vorlage:Webachiv/IABot/


Commons : SGA ABDeh 4/4 1–5 - collection of images, videos and audio files