While looking for spring images with blossoming trees, I came across two pictures in my archive that were taken a few weeks apart at the same location above Roggwil Berg. This is the occasion to take a brief look back at the vehicles involved.
The two railcars BCFe 2/4 41 and 42 were procured from SIG (or SLM for the locomotives) and Sécheron in 1932 on the occasion of the electrification of the BT alongside the 6 well known locomotives Be 4/4 11 – 16. In 1938, a third railcar no. 43 with a slightly longer body was added. They all had the same motors, and much of the electrical equipment was identical, which greatly simplified maintenance and the stocking of spare parts.
The railcars basically proved themselves very reliable, although a slightly higher output would have been desirable. However, the transformer was a limiting factor, which, according to estimates, allowed a third motor with restrictions. Therefore, 6 new bogies were procured, which should allow the installation of 3 traction motors. Railcar 43 was the first to be converted in 1948, but it became apparent that the transformer could not cope with 3 motors (electrical oversaturation), which is why the conversion of railcars 41 and 42 did not materialise for the time being and railcar 43 had to be equipped with a new transformer.
Towards the end of the 1950s, the wooden car bodies of the railcars were slowly becoming rotten and there was a need for additional trains for the Wittenbach – Degersheim suburban service. It was therefore decided to completely refurbish the two vehicles 41 and 42 and adapt them for use on suburban services. Entirely new modern car bodies were built for the railcars in the company’s own workshop in a self-supporting lightweight steel construction with only one driver’s cab and additional driving trailers on underframes of old discarded cars. In 1961 (railcar 42) and 1965 (41), the old railcar bodies were demolished and the electrical equipment was installed in the rebuilt vehicles. The previously procured replacement bogies were now also used, albeit with only 2 traction motors in consideration of the transformer. Economy and initiative were in demand at that time; today’s throwaway mentality did not yet prevail…
The vehicles remained in service until the delivery of the RBDe 4/4 71- 76 in 1982. After that, they were used for additional trains to Nesslau, rarely reinforced with a centre coach B or AB, which did not make them any sportier…
Later, one railcar was turned around and the two combined vehicles with an AB unit in the centre were kept ready as a replacement composition for new commuter trains. Only after the delivery of the inverter locomotives Re 4/4 91 – 96 were they dispensable and cancelled. The ABt 141 driving trailer received a new driver’s cab and was equipped with the IIIB multiple control system for remote control of the SAB high-performance railcars, the RBe 4/4 and Re 4/4 II of the SBB for use in Romanshorn – Lucerne through express trains. The ABt 142 driving trailer went to the RHB and today is displayed in front of the Eurovapor depot in Sulgen.
Comments and additions to this railway history can be sent to EG at sgeg dot ch, or use the form to our Vice President Edi Meier. Thank you for your help.
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