Type designations for Swiss locomotives and railcars

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As early as 1887, the Federal Post and Railway Department prescribed uniform serial names for railway vehicles. The locomotives were given class or generic names beforehand. From 1902 - the year the Swiss Federal Railways (SBB) was founded - a revised system was used. This designation system has been adapted to new requirements over time. The last modification took place in 1968 with the (last) publication of the "Directory of rolling stock of the Swiss private railways" by the Federal Office of Transport (today: Federal Office of Transport ).

From 1966 onwards, the UIC designation system was gradually adopted for the wagons. The locomotives initially retained their old Swiss type designations or series designations. In 1989 the Swiss Federal Railways introduced a new designation system that combined the old serial designation, type number and vehicle number, but was initially only used for new vehicles (the first was the SBB Re 450,000). The standard-gauge private railways soon followed the example of the SBB, and a division of the number ranges was agreed.

The narrow-gauge railways have largely retained the old Swiss series designations for locomotives and passenger coaches. However, individual additions to the system were made.

Designation system before 1887

The United Swiss Railways (VSB) and the West Swiss Railways used Roman numerals I to V for the class or generic names . The other main railways use capital letters A to F, based on the table below . A distinction between machines with and without a tender or with locomotives different number of coupling axles did not take place.

Class name meaning
A. Express train locomotives
B. Passenger train locomotives
C. Mixed train and freight train locomotives
D. Leader locomotives
E. Tank locomotives
F. Shunting locomotives

Designation system from 1887 to 1901

In 1887, a locomotive designation by class, suggested by the Railway Department and approved by the Swiss Railway Conference, came into force.

Class name Number of
coupling axles		 index
Designation type capital letter Number
z. T. subscript		 Capitals
z. T. subscript
Possible values {A; B; C; D; E; G; H} natural number missing or {E; T} Letters H and G could be combined
example A. 3 T A3T or A 3T
Explanation
example 		Express locomotive 3 coupled axles Tender Express locomotive with 3 coupled axles and a tender

Class names

The first electric locomotive in Switzerland from 1899 was originally called the BTB E2E . The index E meant here not Engerth tender but electric locomotive .
Class name meaning
A. Express locomotives with v max of 70 km / h or more
B. Passenger locomotives with v max from 60 to 65 km / h
C. Freight locomotives with v max of 50 and 55 km / h
D. Mountain locomotives with v max below 50 km / h
E. Branch line locomotives for main and local railway administrations
F. Shunting locomotives
G Narrow gauge locomotives for adhesion operation and Tramwaylokomotiven
H Gear locomotives

Indices

Tender design meaning
E. Machines with Engerth tender
T Machines with a tender
(missing) Tank locomotive

Newer series of an already existing type received the unofficial index n , e.g. B. B3Tn .

Designation system from 1902 to 1989

The naming system as it was used until 1989 is described below.

Locomotives

Series designations Type of traction Number of
drive axles 		Number of all axes index
Designation type capital letter lowercase letters 1st number 2nd number Roman numerals
often superscripted
Possible values {A; B; C; D; E; G; H; R} missing or {a; e; m} natural number natural number continuously according to type Letters can be combined
example R. e 4th 4th II Re 4/4 II
Explanation
example 		Locomotive with increased cornering speed electric 4 drive axes 4 axes 2nd series of the Re 4/4 Electric locomotive with increased cornering speed, all four axles powered (Bo'Bo '), 2nd series

In a compound multiple unit, the wagons of which cannot be decoupled, all axles are taken into account, e.g. B. RABDe 8/16 (multiple unit with 4 cars).

Series designations

Series designation meaning
A. Standard gauge locomotive with v max over 80 km / h
B. Standard gauge locomotive with v max from 70 to 80 km / h
C. Standard gauge locomotives with v max of 60 and 65 km / h
D. Standard gauge locomotive with v max from 45 to 55 km / h
E. Shunting locomotive, steam tank locomotive
F. Electric locomotives (only until 1920)
G Narrow gauge locomotive for adhesion operation
H Gear drive locomotive
R. Locomotive with increased cornering speed ( train row R) and v max at least 110 km / h (only with standard gauge)
T Tractor , fireless steam locomotive

The combination of H and G is possible. HG would therefore be a narrow-gauge locomotive with mixed adhesion and gear drive. In the editions up to 1939, however, the official rolling stock directory generally defined HG as a “locomotive for friction and gear drive” and classified the standard-gauge RHB steam locomotives as HG 1/2. For railcars and tractors , he or hm has meant pure gear drive since 1966, eh or mh mixed adhesion and gear drive. The combination of rows A, B, C, D, E, G, R and T with one another is not intended.

Tank locomotives always received an E , the speed level was indicated with a lower case letter. An Ea 3/6 was therefore a tank locomotive with v max > 80 km / h, three coupled axles and three running axles. Separate engines were indicated for steam locomotives , so a Mallet locomotive was called G 2x2 / 2 or G 2/3 + 2/2 and not G 4/4 or G 4/5.

Up to 1920 standard gauge electric locomotives received the letter F and a lower case letter for the speed level. The Be 5/7 was called Fb 5/7 and the first Be 4/6 was still called Fb 2x2 / 3 on delivery.

The series designation R (for rapid ) was originally intended for locomotives with an axle load of less than 16 tons. These light locomotives put less strain on the rails when cornering and were therefore allowed to drive on them at increased speed ( train row R). With the introduction of the Re 4/4 II , the axle load limitation was dropped after extensive test drives. Various locomotives were then approved for increased cornering speeds without their type designation having been adjusted (e.g. the BLS ABDe 4/8 or the high-performance railcars ).

With the advent of the Cisalpino Pendolino , the N train series was introduced. Thanks to the tilting technology, these in turn have a higher cornering speed compared to the train series R. The tilting train RABDe 500 (InterCityNeigezug) also fulfills this standard, but the train itself was given the series designation R. From a purely technical point of view, locomotives of the R series could also be after the train series N at certain speeds with consideration for the passengers (side pressure) the cornering speed is lower.

Type of traction

Type of traction meaning
a accumulator
e electric
f Radio remote control (unofficial extension)
H Gear drive (for railcars and tractors)
m thermal ( diesel , gas turbine )
(missing) steam

The additional letters for the type of traction can also appear in combination. Examples: Gea, Tem, Gmf

To differentiate: In pure gear- wheel vehicles, the h comes first after the capital letters, in the case of a combined adhesion and gear drive, it comes at the end. (Example: rack rail car Bhe 4/4, mixed Beh 4/4)

Railcar

Series designation Type of traction Number of
drive axles 		Number of all axes index
Designation type capital letter lowercase letters 1st number 2nd number Roman numerals
superscript
Possible values {A; B; C; D; F; R; Z} missing or {a; e; m} natural number natural number continuously
by series 		Letters can be combined
example BD e 4th 4th II BDe 4/4 II
Explanation
example 		Railcar with 2nd class (B) and luggage compartment (D) electric 4 drive axes 4 axes 2nd series of the BDe 4/4 Railcar with 2nd class and luggage compartment, all four axles powered (Bo'Bo '), 2nd series, not approved for increased cornering speed on delivery

Series designation

Series designations meaning
A, As Railcar with a first-class compartment or saloon compartment
B. Railcar with a second class compartment
C. Railcar with third class compartment (before 1956)
D. Railcar with luggage compartment (since 1962)
F. Railcar with luggage compartment (until 1961)
K closed goods railcar (all Ke were later redrawn to Fe)
L. initially used for the designation of light railcars ( red arrows ), e.g. B. CLe 2/4
O open freight railcar (Ohe 1/2 31 of the Pilatusbahn)
R (front) Railcar with increased cornering speed and v max at least 110 km / h (only with standard gauge)
R, r (after A or B) Restoration, buffet
S. Special compartment
ST self-propelled container wagon (CargoSprinter)
X Service vehicle
XT, VT self-driving company car
Z Railcar with a mail compartment

In principle, railcars also have the designations that apply to passenger cars, freight cars or company cars, but are supplemented with specific information on the motor vehicle part. An electric railcar with a first, second and luggage compartment would be given the designation ABDe ; if it is allowed to drive at higher cornering speeds, it would be designated as RABDe . In deviation from the rules presented here, the TEE multiple units were only referred to as RAm or RAe, although they also had a baggage compartment, restaurant and various other special facilities.

A separate regulation applies to railcars with gear drive. If it is a purely geared vehicle , the code letter h is placed in front of the code letter for the drive type. Example: Bhe 2/4 of the Gornergratbahn .

If the vehicle can also run in adhesion mode, the code letter h is placed after the code letter for the drive type. Example: ABDeh 8/8 of the Matterhorn-Gotthard-Bahn .

The designation XTm has long been used for self-driving company cars. Recently, however, the old Swiss designation system has been partially mixed with the UIC freight wagon designations for these and self-propelled container wagons:

  • XTmass 99 85 91 60 001-5 is composed of XTm and the letters a for bogie vehicle and ss for v max ≥ 120 km / h or Xass for a non-self-driving company car with the same properties
  • STmgmss-t 95 85 2720 901-8 is a combination of STm (analogous to XTm) and the freight wagon designation Sgmss-t

Type of traction

See above under "Locomotives". The same designations apply.

Examples

Here are some examples for clarification:

  • Ae 4/7 : Electric ( e ) standard gauge locomotive with a maximum speed of over 85 km / h ( A ) with four drive axles ( 4 ) and a total of seven ( 7 ) axles, i.e. three running axles (It could also be called a Be a railcar with a first-class compartment).
  • Bm 4/4 II : Dieselpowered ( m ) standard gauge locomotive with a top speed between 75 and 85 km / h with four axles (second 4 ), all of which are powered (first 4 ). Since an earlier series of locomotives, which corresponds to the designation Bm 4/4, already exists, it was given index II , which means that this corresponds to the second series (according to the name, it can also be a diesel-powered railcar with a second-class compartment).
  • RBe 4/4 : Railcar with increased cornering speed ( R ) with a second class compartment ( B ) with four axles (second 4 ), all of which are powered (first 4 ). It cannot be a locomotive, as the combination R and B is not possible with locomotives.
  • A 3/5 : standard gauge steam locomotive ( traction information missing ) with a maximum speed of over 85 km / h ( A ), three drive axles ( 3 ) and a total of five ( 5 ) axles, i.e. two running axles (according to the name it could also be a Be a railcar with a first-class compartment). The tender is not included in the designation.
  • Ge 4/4 III : Electric ( e ) narrow-gauge locomotive ( G ), all four axles are driven ( 4/4 ). It is the third series that corresponds to this type.

Designations according to the UIC numbering scheme

Emergence

At the end of the 1980s , SBB began to work out a new IT-compatible and UIC- compliant numbering scheme for its locomotives. Above all, the indices (Re 4/4 IV , V , VI ...) posed a problem with the planned data processing. This led to the first draft of a UIC numbering scheme in 1988, which in the end was never fully implemented. The plan was to replace the indices with the second digit in the new scheme for "identical" series. The first digit should indicate the number of driving axles (i.e. Re 4/4 II = 420) and for locomotives with running axles the fraction line of the old designation should be replaced by a 9 (i.e. Ae 4/7 = 497).

The scheme was "UIC-compliant" insofar as the self-checking number was calculated according to the UIC regulations. On the other hand, the twelve-digit number was not used in the format 9x 85 x xxx xxx-x for the SBB and 9x 63 x xxx xxx-x for the BLS. The first five digits were used by definition with zero, as did various other European railways. Numbers formed in this way could only be used nationally, which was sufficient from the point of view of the time.

The SBB Re 450 was the first newly built vehicles to receive this designation from 1989 ; the locomotive numbers (10500 ff.) were replaced by serial numbers 000 ff. and the number of axles was still prefixed in the old fraction form (Re 4/4 450 000 ff.). When they first appeared in 1991, the first SBB Re 460 had names based on the same pattern.

The scheme was fundamentally revised in 1992. The indication of the number of axles in fractional form has been abandoned, but the indication of the type of traction has been retained (accordingly, the Ae 4/7 still operational from 2016 received a 12-digit number based on the model 91 85 4  401  xxx-x). The old vehicle number was completely abandoned in favor of new serial numbers starting with 000 - the new numbering should take into account all vehicles that were still in operation with the SBB in 1988, which had previously been eliminated due to an accident, was no longer taken into account when the numbers were reassigned. The meaning of the digits in the individual places has been further diversified and can no longer be easily understood without a key table. In addition, the Swiss private railways and private vehicle owners (construction companies, siding owners) were also taken into account in the second draft. These are identified using the third and fourth digits in the scheme (50–59 BLS, 60–89 other companies). At this point in time, the SBB had already numbered a tractor series according to the new scheme, which now had numbers assigned to the BLS. However, these Tm 235 000-014 ( Robel 1991-92) kept their original numbers until they were discarded.

The '92 draft was consistently applied to new designs from 1992 to around 2004, but for a long time existing locomotives and railcars only received the new seven-digit numbers in connection with conversions as part of major overhauls (RABDe 510, RBe 540). The first series of these vehicles, which was redrawn from RBDe 4/4 to RBDe 560 during revisions in 1996, remained an exception for a long time - the replica series of these vehicles had already had new numbers since delivery and the "old" series was therefore aligned with them.

12-digit TSI number on the Ae 6/6 No. 11425 Genève of the SBB Historic

Since around 2003, the locomotives have been consistently repainted at SBBC (Re 420, Re 620, Ae 610). In the more recent redesigns of existing series (i.e. except for the RBe 540), contrary to the definition from 1992, no new numbering of the vehicles from 000 was made. The last two (Re 620) or three digits (Re 420/421, Ae 610, Ee 934) of the old number have been adopted. As a result of this only hesitant redesign, a number of traction vehicles are still running under their "old" numbers and it can be assumed that many traction vehicles will still be scrapped with their old numbers. From 2016, however, even the historic SBB locomotives will be written with the 12-digit numbers, albeit as inconspicuously as possible.

12-digit TSI number on Ae 6/8 No. 205 of the BLS

The BLS has redrawn all railcars and most of the tractors, but the ex-RM vehicles kept their old number range. All new or purchased locomotives run with new numbers, but the brown locomotives (especially Re 425 161 ff) have only been writing the new numbers since 2015, but they are also very little dominant.

Many private railways have redrawn their vehicles quite consistently. However, it is common for the last two or three digits to continue to be used as an internal number that is not used twice. However, no trace of the new numbers can be found in individual small companies.

construction

As described above, the series designations and the type of traction will continue to precede the UIC numbers in accordance with the old scheme ( RABDe 500 or Re 460).

The numbers are shown as two three-part groups of digits, supplemented by a check digit, which is separated from the number by a hyphen. The first three-digit group of digits is used to designate the vehicle series ( RABDe 500  008–8 or Re 460  003–7). Functionally, the UIC number is divided into three groups of two:

First and second digits : vehicle type / traction

  • 0: steam locomotives and museum locomotives
    • 00: steam locomotives
    • 01: Electric locomotive
    • 02: Electric multiple units / trains
    • 03: Diesel locomotives
    • 07: tractors
    • 08: Snow plows
    • 09: Special vehicles
  • 1: Narrow gauge vehicles (Brünigbahn, today Zentralbahn)
    • 10–14: Locomotives and railcars
    • 17: tractors
    • 18: Snow plows
  • 2: Tractors (shunting locomotives, power <500 kW)
    • 20: Accumulator tractor (Ta)
    • 21: Electric tractor (Te)
    • 22: Two-power tractor: electric and diesel drive (Tem)
    • 23: Diesel tractor (Tm)
    • 24: Electric tractor: catenary and battery operation (Tea)
  • 3: Electric locomotives with fewer than 4 driven axles (first used in 2016 for the historic Ae 3/5 of the SBB: 301 217-6)
  • 4: Electric locomotives with 4 driven axles
    • From 2015, historic electric locomotives with running axles will receive a 0 as the second digit and those without running axles will be given a 1, e.g. B.
      Ae 4/7 of the SBB: 4 0 1
      Ce 4/6 of the BLS, Dekretsmühle : 4 0 5
      Ae 4/4 of the BLS: 4 1 5
      Be 4/4 of the BT and the EBT group: 4 1 6
    • Second digit indicating the generation of locomotives according to the earlier index in superscript Roman numerals, e.g. B.
      • Re 4 2 0 = Re 4/4  II
      • Re 4 3 0 = Re 4/4  III
      • Re 4 5 0 = planned: Re 4/4  V (locomotive for S-Bahn Zurich)
12-digit TSI number on the blue arrow (historic BLS railcar)
  • 5: Multiple units and multiple units
    • 50: Long-distance multiple units
    • 51: Multiple units for suburban traffic
    • 52: Multiple units for regional traffic
    • 53: First and second class railcars
    • 54: Second class railcar
    • 55: Second class light railcar
    • 56: newer railcars with second class and luggage compartment
    • 57: older railcars with second class and luggage compartment
    • 58: Baggage railcar
    • 59: Diesel multiple units (originally used for the former diesel-electric GTW 2/6 of the MThB : Bm 596 671–673;
      from 2015 used for historical electric multiple units and multiple units)
  • 6: Electric locomotives with more than 4 driven axles
    • From 2015, historic electric locomotives with running axles will receive a 0 as the second digit and those without running axles will be given a 1, e.g. B.
      Be 6/8 III and Ce 6/8 III of the SBB, Krokodil : 6 0 1
      Ae 6/8 of the BLS: 6 0 5
      De 6/6 of the SBB, Seetal-Krokodil : 6 1 1
    • Ae 6/6 of the SBB: Ae 6 1 0
    • Re 6/6 of the SBB: Re 6 2 0
  • 7: intended for self-driving company vehicles and construction machinery, ultimately used for cargo sprinters
  • 8: Diesel locomotives
    • Second digit: number of driven axles
  • 9: Electric shunting locomotives
    • Second digit: number of driven axles

Third and fourth digits : owner company

The large railways (especially SBB, also BLS) have correspondingly large number ranges due to their large series of vehicles (SBB 00–49, BLS 50–59), while the smaller private railways can only handle series of up to 100 vehicles (00–99 ) number, which is usually sufficient. Since 2003, the established principles have been breached several times, in that vehicles that became the property of SBB kept their numbers in the range 60-69, and vehicles from private or private railways received numbers from the SBB area (in particular BLS Re 420 501-512)

Fifth and sixth digits : consecutive numbering

The vehicle numbers can start with 00 or 000 , provided the fourth digit is not assigned a function. BLS and most of the other private railways either assigned serial numbers starting with 01 or kept the old company numbers so that they could continue to work internally with the old numbers. Since around 2004, SBB has also been numbering its traction vehicles from 001.

Examples: Re 460 003–7, fourth locomotive of the Re 460 series (the first has the serial number “000”). Re 465 003-2, however, is the third locomotive in the series. SOB BDe 576 048 to 059, originally BT 50–53 and SOB 80–87, the two oldest SOB-BDe 80 and 81 were given serial numbers 48 and 49 during the SOB / BT merger, the newer ones 54–59, which corresponds pretty much the order of delivery. SOB Re 456 096 is the sixth locomotive in the series, originally BT 91–96.

Application since 2005

Type number adopted from RM on the RABe 526 283 multiple unit (GTW 2/8) of the SBB

With the onset of cross-border use of locomotives, it was necessary to switch to providing twelve-digit numbers for this vehicle category as well. At the same time, the 85 from the owner code SBB became the Swiss or "CH" country code. On the other hand, there was a need to be able to distinguish vehicle series in the sense of "series". The BLS numbered the Re 4/4 II they bought from the SBB not as Re 425 as intended in the scheme, but as Re 420.5. Likewise, the locomotives based on the SBB type Am 843 were also classified as Am 843 for other owners contrary to the '92 design (Am 843 151ff and 843 501ff) and the GTW 2/8 multiple units sold by the BLS to the SBB kept the original numbers the RM .

BLS Re 465 004-0 with vehicle number 91 85 4465 004-0 CH-BLS valid from 2009

If the locomotives were initially provided with twelve-digit numbers in accordance with the old UIC rule by using the second digit as a compensation number, which, however, could only be found in directories, from around 2008 TSI-compliant numbers have been assigned which (at least at the BLS) use the fifth digit as a compensation digit. The offset number is calculated so that the twelve-digit and seven-digit vehicle numbers have the same control number.

Example:

  • Delivered in 1995 as BLS Re 465 004-0
  • later referred to internally as BLS Re 465 | 9 5  63 0 465 004-0
  • 2009 definitely renumbered as Re 465 | 91 85  4  465 004-0 CH-BLS
TSI number on the rear end car (control car) of the DOSTO multiple unit 511 022
Address with TSI number on the DOSTO multiple unit 511 022 of the SBB

On the multiple units of the SBB, the fifth digit of the TSI number is used as a counter for the individual wagon units, while the multiple unit as a whole receives the number 0. This principle also applies to the historic SBB multiple units, e.g. B. the RAe TEE II :

  • Multiple unit as such: 94 85 0  591 053-9
  •  Front end car: 94 85 1 591 053-7
  • Intermediate car: 94 85 3  591 053-3
  • Dining car: 94 85 4  591 053-1
  • Machine car: 94 85 5  591 053-8
  • Intermediate car: 94 85 6  591 053-6
  • rear end car: 94 85 2  591 053-5

In contrast, the BLS use the ninth digit as a numerator for the MUTZ multiple units . This means that the corresponding seven-digit vehicle numbers again have the same control number:

  • Multiple unit as such: 94 85 7 515  0 28-9
  • Front end car: 94 85 7 515  1 28-7
  • Intermediate car: 94 85 7 515  2 28-5
  • Intermediate car: 94 85 7 515  4 28-1
  • rear end car: 94 85 7 515  6 28-6

Since all traction vehicles must now have a meaningful twelve-digit number, special vehicles are also "fitted" into the system:

  • The self-propelled container wagons, which have been used in Switzerland since 2009 as control cars for Re 420 and as thermal shunting vehicles for the cargo shuttle trains in the unloading area, were given the series number 720 ( STmgmss-t 95 85 2 720 901-8 );
  • the fireless steam locomotives ( steam storage locomotives ) imported by the DLM are classified as T 380 (first complete number T 90 85 9 380 001-8);
  • the operational historic steam locomotives of Swiss private railways, which were never used by the SBB, are given matching numbers according to the original SBB system, e.g. For example, the former Ed 4/5 no. 8 of Emmental track the number 0 00 90 85 7  708 -0 (by the JN acquired Ed 4/5 contributed to the SBB the numbers 7701 and 7702).

literature

  • Alfred Moser: The steam operation of the Swiss railways 1847-1966 . Birkhäuser Verlag Basel and Stuttgart 1967, page 62f
  • Peter Willen: Locomotives of Switzerland 1 , standard gauge traction vehicles. Orell Füssli, Zurich 1972, page XLVIIIf.
  • Peter Willen: Locomotives of Switzerland 2 , narrow-gauge traction units. Orell Füssli, Zurich 1972, page XLVIf.

References and comments

  1. ↑ The exact designation system is described in the Rolling Stock section of the Wikipedia article on the respective railway companies. See: Chemins de fer de la Suisse Occidentale , Chemins de fer du Jura bernois , Gotthardbahn-Gesellschaft , Schweizerische Centralbahn , Schweizerische Nordostbahn and Vereinigte Schweizerbahnen .
  2. ↑ SEAK: Jung steam storage locomotive 1958/12999 ( Memento from February 24, 2009 in the Internet Archive )
  3. ↑ First used in 2009 for STmgmss-t 95 85 2720 901-8 CH-MARTI, see Schweizer Eisenbahnrevue 5/2009