Standard car (Switzerland, standard gauge)
As a standard wagon (EW) are cars the Swiss Federal Railways (SBB) and various Swiss private railway designated for domestic traffic.
technical features
All series of standard cars have the following features:
- two bogies with two axles each (total of four axles)
- Entrances via the bogies, toilet and platform at the end of the car, a large passenger compartment between the entrances
- Open-plan car
- Vis-à-vis seating arrangement with a central aisle
- Separate smoking and non-smoking compartments upon delivery, initially 50% each (From December 2005 smoking was generally prohibited on trains and the swing doors between the compartments were removed.)
- Lightweight construction (up to EW III)
The standard wagons replaced the last wooden box wagons and the heavy steel wagons and were used together with the light steel wagons for a long time . After the introduction of the interval timetable in 1982, the cars were increasingly used as single types. There were four series of standard cars.
Standard car I
The standard wagons I are the successors to the lightweight steel wagons and were built between 1956 and 1967. They were originally painted in SBB green and weighed 28 to 32 tons, were 23.7 m long and had a maximum speed of 140 km / h. The first four standard cars appeared in 1956, shortly before the third car class was abolished as the C 4ü .
So that the entrances could be arranged above the bogie, the bogie frames had to be cranked in the middle. The primary suspension (between the wheel and the bogie frame) is provided by coil springs, for the secondary suspension (between the bogie frame and the car body ), two variants were used:
- Helical springs based on a SWS Schlieren construction principle ; the bogie is therefore called the Schlieren bogie;
- Torsion bars from the SIG Neuhausen development line for first-class cars.
The largest series of SBB passenger cars was the second-class standard car I, of which 1,028 were built in twelve years (three of them, however, with aluminum bodies). The seats of the EW I in the second class originally had brown synthetic leather upholstery. During their main revision in the 1970s, like the EW II, they were given a green seat cover in non-smoking compartments and red in smoking compartments. The original bellows transitions were replaced by rubber bulge transitions and the previously installed incandescent lamp lighting was replaced by lighting with fluorescent lamps as in the EW II. In addition, the cars were provided with an apparatus air line (white shut-off cocks and hose couplings) and the later installation of a UIC door and lighting control and a UIC loudspeaker system, but without intercoms in the passenger car, was prepared.
Vehicles that were equipped with the remote and multiple control line III and with an apparatus air line for shuttle trains had numbers over 500. From the beginning, these cars had door and lighting controls that were remotely operated by the locomotive driver . There were also dispatch counters on the side walls next to the entrance doors, with which the train driver could be given the departure order. The full UIC equipment described above was installed in these wagons suitable for shuttle trains in addition to the existing facilities.
In the later conversion to conductors-free operation, all of the cars selected for this purpose were also converted for operation in shuttle trains; these cars (except for the control car) have a 5 on the eighth digit of the UIC number (e.g. 50 85 20-35 000). During this conversion, the originally built-in axle generators including the charge controller were replaced by electronic battery chargers that are supplied from the train busbar, formerly known as the heating cable (ee mark in the address field).
The lowered windows are one-piece, single-glazed and frameless; When opening, the panes are sunk halfway into the side wall of the car. The B 50 85 20-33 420 to 444 cars, built in 1962, were equipped with sliding windows like the dining cars on a trial basis .
The EW I dining car differed from its lightweight steel predecessors primarily in the corrugated roof and doors; they were also 80 cm longer. All dining cars, including the light steel dining cars built from 1944 onwards, were converted similarly to the standard car I.
Improved versions for private railways and licensed buildings
This type of standard car was also procured by many private railways until 1981, although these cars differed in some details from those of the SBB in terms of details (e.g. double-glazed windows, rubber bulge transitions, tube lighting, arrangement of the ventilation grilles over the entrance doors). The private railways have thus anticipated various innovations that the SBB only introduced with the EW II. The BLS also led the way (from 1990) on installing flush doors for NPZ.
With a few adjustments like those made by private railways, the Austrian Federal Railroad also took over the prototype, but had the wagons built under license in their own country. The type of car built from 1965 to 1981 became known in Austria under the name Schlierenwagen .
Conversions
The largest modification is based on a proposal by the Swiss car industry. A new interior with a closed toilet system and air conditioning was installed in the completely cleared and asbestos-free car body; In addition, new bogies were placed underneath. BT (eight wagons) and SOB (13 wagons), today Südostbahn (SOB), procured these “Revvivo” rebuild wagons , together with the SBB (eleven wagons) for the Voralpen-Express in 1997–2000 . Two SOB wagons did not receive new bogies. All 32 Revvivo cars have belonged to the SOB since December 2013, but the prototype was parked due to its poor condition.
The BLS left by Bombardier tailor-Gelenkwagen low floor, which they as Villeneuve from 2003 car body and bogies of Einheitswagen I "Jumbo" -vans referred. The middle, low-floor section including the bogie was completely rebuilt (except for the prototype).
Numbers of EW I
| Car class | Construction year | Wagon designation | Number upon delivery |
|---|---|---|---|
| 1st class saloon | 1956, 1958 | 50 85 89-33 500 50 85 89-30 501 |
2 |
| 1st Class | 1958-1960 | A 50 85 18-33 A 50 85 18-35 |
180 |
| 1st and 2nd class (1994–1997 conversion from B) | (1959–1962) | FROM 50 85 20-35 | (39) |
| 2nd class (39 pieces 1994–1997 to AB um.) | 1956-1967 | B 50 85 20-33 B 50 85 20-34 B 50 85 20-35 |
1028 |
| Dining car | 1958-1961 | WR 50 85 88-33 | 11 |
| 2nd class luggage control car (conversion) | 1959 | BDt 50 85 82-33 | (27) |
| Control car, each with 1st and 2nd class | 1959 | ABt 50 85 38-33 | 22nd |
| Luggage and mail control cars | 1959 | DZt 50 85 91-33 | 6th |
| Total | 1249 |
As of 1997 2018 there were still 27 unit wagons I in the first class (A) fleet of SBB personnel traffic, 24 of them in the NPZ version; in the second class (B) there are 64 pieces, all in the NPZ version; there are also 19 control cars (BDt). 7 of the AB cars that were converted in the 1990s exist. The oldest car in the inventory is B 50 85 20-35 173-7 (NPZ) with delivery date December 30, 1957.
Procurement by private railways
| Type | BLS / SEZ / GBS / BN today BLS |
EBT / VHB / SMB today BLS |
BT / SOB today SOB |
GFM today TPF |
RVT today TRN |
MO today TMR |
MThB and WM | SiTB today SZU |
Total including SBB (without modifications) |
|
|---|---|---|---|---|---|---|---|---|---|---|
| 1st class saloon | As | 2 | ||||||||
| 1st Class | A. | 13 | 193 | |||||||
| 1./2. class | FROM | 18th | 4th | 22nd | ||||||
| 1st / 2nd class control car | ABt | 2 DT | 11 | 35 | ||||||
| 2nd class car | B. | 61 | 11 DT +11 AT | 23 | 2 | 2 | 2 | 6 DT | 1146 | |
| 2nd class control car | Bt | 9 | 9 AT | 3 | 3 | 3 | 3 | 4 DT | 34 | |
| Buffet / dining car | BR / WR | 3 | 14th | |||||||
| Baggage car and 2nd class baggage car | D / BD | 13 | 8 ME | 21st | ||||||
| Luggage and mail control cars | DZt | 6th | ||||||||
| TOTAL | 114 | 33 | 49 | 5 | 5 | 5 | 3 | 10 | 1473 |
DT = double door, reduced number of compartments AT = double door flush with the outside, reduced number of compartments ME = center entry
Standard car II
Standard coaches II were almost identical to standard coaches I and were also painted in SBB green. On the outside, they are noticeable through the half-height toilet and entry area windows. In contrast to the EW I, they have double-glazed, but also one-piece and retractable windows. Furthermore, they have a lower floor height than the EW I. They were built between 1965 and 1976. The passenger cars and the BDt EW II have a wheel diameter of 80 cm and bogies with an axle base of 2.50 m - this is in contrast to the baggage cars and the Dt (ex DZt), whose bogies are like those of the previously built standard car I and the light steel car have a wheel base of 2.70 m and a wheel diameter of 91 cm. This modification was necessary to lower the floor of the car (1020 mm for EW II compared to 1100 mm for EW I). Accordingly, the windows in the compartment are lower than in the EW I.
As with the Standard Car I, the first-class cars were fitted with bogies with torsion bar suspension, the remaining cars with Schlieren bogies with helical suspension. The BDt control car and some second class cars received the SWP-71 bogie from Schindler Waggon in Pratteln. In contrast to the Schlieren bogie, a series connection of Flexicoil springs and pendulums allows wear-free turning. This bogie was subsequently placed under some of the dining cars (EW I).
In the second class, the seat spacing was increased by 10 cm per compartment compared to EW I (1750 instead of 1650 mm); This also resulted in a wagon length of 24.7 m for the B EW II (compared to 23.7 m for the B EW I). In the first class, the seat divider (2060 mm) and the car length (23.7 m) remained the same.
The seats in the second class of EW II had a red upholstery in the smoking compartments and a green upholstery in the non-smoking compartments with a plastic cover. Later the seats were covered with gray patterned fabrics; the headrests are gray (cars for general use, especially long-distance transport) or blue and red (NPZ). The original inner lining of Formica was replaced in the R4 with asbestos removal by a tile imitation that might remind you of swimming pools; the end walls of the compartments were monochrome red or blue, and disabled-accessible benches were built near the entrances, which could be folded up. The luggage nets that used to be attached to the bench seats were also removed and replaced by a full-length luggage rack above the windows. In addition, the originally installed axle generators were replaced by battery chargers.
The mixed-class wagons (AB) were adapted as NPZ intermediate wagons from 1984 and converted from 1992 by means of swinging doors for conductors- less ( conductor : Swiss German for conductors) operation. The same modifications followed later to the BDt EW II.
In contrast to the standard car I series, baggage cars and mail cars (used as private cars by the SBB) were also built in the EW-II series. Almost all EW IIs were already equipped with the control line Vst III upon delivery, only thirty AB, forty D and thirty Z (parcel post) were delivered without this. The AB were retrofitted as part of the NPZ adaptation. The heavy 42-pin multiple control cable was initially also coupled in towed city express trains (which also included letter mail vans) in order to be able to remotely control the door locking and the lights. The twelve-pole UIC control line later made the same thing possible with significantly less effort.
Numbers of EW II
| Car class | Construction year | Car designation upon delivery |
Number upon delivery |
|---|---|---|---|
| 1st Class | 1965-1971 | A 50 85 18-33 560-639 | 80 |
| 1st and 2nd class | 1968-1973 | FROM 50 85 39-33 000-029 / 500-614 | 145 |
| 2nd Class | 1965-1974 | B 50 85 20-34 500-776 | 277 |
| Baggage cart | 1968-1975 | D 50 85 92-33 200-239 / 600-709 | 150 |
| Parcel post trolley Letter post trolley |
1968-1970 | Z 51 85 00-30 541-570 Z 51 85 00-30 921-960 |
70 |
| 2nd class luggage control car | 1976 | BDt 50 85 82-33 910-939 | 30th |
| Luggage control car | 1966-1971 | Dt 50 85 92-33 920-959 | 40 |
| (Private railways) | 1968, 1970 | AB 401-403, 451, 481; B 584 | 6th |
| Total | 1965-1976 | 798 |
As of 1997
As of 2018, the standard cars II, in contrast to the standard cars I, were almost completely scrapped. 12 EW in A, B and AB were still in the SBB's inventory, plus 9 BDt control cars.
The AB were converted to NPZ intermediate wagons AB 50 85 39-35 and a few ABR 50 85 84-35. As the only private railway, the EBT group procured six EW IIs in 1968-70, in addition to a B five AB with only two first-class compartments, which were later converted into a baggage compartment (BD). The BD was canceled in March 2003 and the B in March 2004. In 2006, BLS bought five BDt EW II control cars from SBB.
Use and modifications of EW I and EW II
commitment
After delivery, the EW I and EW II were used in city express trains, where they replaced the light steel wagons and supplemented them in other long-distance traffic. Initially, the city express trains were partially formed as shuttle trains with Re 4/4 I or RBe 4/4, which is why several dining cars were also given the control line. With an increasing number, EW I also dominated regional traffic, where, together with many EW II, they found their main field of activity after the emergence of EW IV. In addition, the EW II, together with some EW I, were also used in express trains and interregional trains until after the turn of the millennium.
It was not uncommon for trains to consist of wagons suitable for shuttle trains without a control car, so that the engine driver could open and close the doors. The lighting control also worked. However, when moving the locomotive, the heavy 42-pin multiple control cable had to be uncoupled, taken along and reconnected. With the twelve-pole UIC control line, with which the EW I and II are equipped, the doors cannot be locked and released selectively on the side, which makes conductors-less operation impossible.
Until 2014, standard wagons I and II that were not converted for operation without conductors were used primarily for subordinate express trains and relief trains or as relief wagons for trains with a large number of people; the green standard cars I with imitation wood and red-green interior seating were retired soon after EXPO 02; recycling by recycling companies lasted until 2006. However, numerous wagons have already been scrapped and the fleet is gradually being reduced because their comfort (no air conditioning, noisy) and their somewhat low top speed of 140 km / h no longer meet today's requirements. Converted wagons with flush doors served mainly as intermediate wagons in RBDe 560 (NPZ), RBe 540 and shuttle trains with Re 4/4 II . With the replacement of the NPZ intermediate wagons with new, air-conditioned low-floor wagons and the shutdown of the RBe 540 at the end of 2014, these wagons can only be used in commuter trains with Re 420 and the two-frequency RBDe 562 since 2015.
NPZ conversion (and for operation without a conductor)
Over 360 standard cars I and 144 standard cars II were converted for the new shuttle trains (NPZ) from 1984 onwards. They were painted according to the NPZ scheme (white-blue with yellow doors), appropriate seat upholstery and new interior fittings (red walls for smokers, blue for non-smokers). Automatic doors for conductorless operation were installed in a second step from 1992. These wagons are used in regional traffic both as NPZ and with the also converted SBB RBe 540 railcar or with Re 4/4 II . For this purpose, all control cars with passenger compartments of unit types I and II were converted accordingly. A total of 609 EW I and EW II cars (as of 1997) were converted.
The same modifications as the SBB also carried out various Swiss private railways on their EW I and the associated railcars. BLS did pioneering work in the installation of swing doors (1990).
Standard coach III
The standard car III was built from 1972 to 1975 and was used as the Swiss Express from 1975 with the unmistakable orange-light gray paintwork as city express trains (today InterCity) St. Gallen – Genève. Their maximum speed is 140 km / h and they were structurally prepared for the use of tilting technology , the side walls were also built inclined upwards for this purpose. They were the first large series of air-conditioned cars in Switzerland (until then only TEE trains and WRm UIC). Despite these modern features, the 29 to 30 tonne wagons proved unsatisfactory in daily use. In particular, the aluminum box was prone to vibrations at high speeds, which were quite uncomfortable for the passengers.
The tilting equipment was only installed in a few cars for experiments. The general introduction was not carried out because of the high costs, but also because of the insufficient savings in total travel time due to the average speeds that were not too high at that time. The air conditioning was after years of functioning properly, a problem. The reason was an error in the maintenance specification. Apparently maintenance-free components should have been replaced over time (air filter). New air conditioning systems were then installed in the remaining cars. The EW III could not be combined with the rest of the SBB wagons because of the central coupling and the tunnel crossings. 1982–1985 three cars were lost in accidents and fire. Seven B-cars were converted into control cars from 1986 to 1987 , and one A-car was converted into another end car. The control and end cars received normal screw couplings. A combination of the multiple control IIId and V / Va is installed. Converted in this way, the cars were first used as shuttle trains from Zurich to Lucerne and later also from Lucerne to Langnau-Bern-Friborg / Freiburg-Lausanne-Genève and Basel. The dining cars were provided with normal car transitions and screw couplings and used separately. A total of six cars (4 A and 2 B) were converted into exhibition cars.
A total of 72 cars were built. The remaining 57 wagons were sold to the BLS Lötschbergbahn when the timetable was changed in 2004 and the interior was then modernized. BLS had two A-cars converted into second-class control cars and two end cars. This means that there are a total of nine control cars. In addition, 3 A were set up as B (2 + 2 seating instead of 2 + 1, but the seat spacing was retained). By December 2004, all cars had been painted in the new BLS colors and since then they have been used in the RegioExpressverkehr Bern – Langnau – Lucerne and Bern – Neuchâtel (and temporarily December 2007 to December 2008 Bern – Brig). In return, the SBB bought the standard car IV from BLS. From 2004 to 2010 the wagons had BLS-UIC numbers (50 63 ...), and since then they have had TSI numbers with the country code 85; the vehicles that were not converted received their old numbers again. From December 2015 the operations to Lucerne were reduced (replaced by RABe 535), since December 2016 only RABe 535 have been operating between Lucerne, Langnau and Bern. The RE were extended from Neuchâtel to La Chaux-de-Fonds and a B was exchanged for an A on three trains for the RE Interlaken – Zweisimmen. For this, the B 032 was again labeled as a 1st class car.
Number of items EW III
| Car class | Construction year | Wagon designation | Number upon delivery |
Number at sale |
Number at BLS |
|---|---|---|---|---|---|
| 1st Class | 1972-1975 | A 50 85 18-34 000-024 | 25th | 18th | 11 |
| 2nd Class | 1972-1975 | B 50 85 29-34 000-035 | 35 | 25th | 25th |
| 2nd class (ex A) | 1975 | B 50 85 28-34 030-032 | —— | 0 | 3 |
| 1st class with luggage (end car) | 1975 | AD 50 85 81-34 000-006 | 6th | 7th | 7th |
| 1st and 2nd class (end car) | 1975 | ABS 50 85 82-34 007-008 | —— | 0 | 2 |
| Dining car | 1973-1975 | WR 50 85 88-34 000-005 | 6th | 0 | —— |
| Control car (1986–1987 ex B) | (1975) | Bt 50 85 29-34 990-996 | 0 | 7th | 7th |
| Control car (2005–2006 ex A) | (1975) | Bt 50 85 28-34 997-998 | —— | 0 | 2 |
| Total | 1972-1975 | 72 | 57 | 57 |
Standard car IV
After the rather mixed experiences with the standard car III, the wagon industry developed the new standard car IV, which was painted green-stone-gray, together with the SBB. They show construction features of both the Corail wagons of the SNCF and the Eurofima wagon on which the SBB had procured.
In 1981, 40 of the air-conditioned first class IV standard cars were delivered. Like their SNCF counterparts, these have ten windows between the pivoting sliding doors , which are offset from the center of the car, analogous to the Corail cars . In 1983, second-class cars (with eleven windows between the entrances - corresponding to eleven fictional compartments - have) and dining cars were added.
These cars have a weight of 40-43 tons and a length of 26.4 meters. On delivery, some EW IVs were given row seating that was based on the interior of airplanes or buses . Since it was not popular with the travel public, this was partially converted into four-person, face-to-face seating, but 19 A and 34 B cars still have an airplane-like seating area.
No EW IV baggage cars were designed. The EW IV trains therefore drove with baggage cars of the EW II series. These were repainted for this purpose so that they correspond to the color scheme of the EW IV.
Since the baggage cars of the EW II are no longer suitable for this purpose because of their top speed of 140 km / h, SBB had to look for another solution and therefore bought 40 used MC76 baggage cars of the Corail type from the SNCF, which externally correspond to the EW IV resemble. However, they have hinged folding doors and not pivoting sliding doors, and they cannot be prepared for 200 km / h.
The standard coaches IV were originally intended for InterCity trains. As the stock increased and after the EC car, IC 2000 and ICN were available for the IC, they were also used in other services. Today you can find them in InterRegio trains as well as in the IC . The standard car IV replaced the older standard car, some of which are still used in lower services.
A total of 540 EW IV were built, 496 of them for the SBB. Another 32 cars (12 A and 20 B) were procured by the Bern-Lötschberg-Simplon-Bahn between 1985 and 1991 . In 1990/1991 the Bodensee-Toggenburg-Bahn (BT) acquired eight cars (2 A and 6 B) and the former Swiss Southeast Railway (SOB) four cars (1 A and 3 B) for the Voralpen-Express . In 1999 BT sold three cars to BLS, the remaining five BT cars and the four SOB cars were taken over by SBB. As a result of an agreement on passenger traffic between SBB and BLS, the last 35 “private” EW IVs were also taken over by SBB in December 2004. In the meantime, however, there are already private EW IVs again, since the four dining cars from 1983 were scrapped and sold by the SBB in March and April 2006 and are now operated as private cars.
The standard car IV is the last type of standard car. Then the Eurocity wagons, the Zurich S-Bahn and the IC2000 double-deck wagons were added to the SBB wagon fleet (apart from the various multiple units).
Modernizations
Between 1995 and 1998, 300 IV standard cars were made suitable for shuttle trains . The newly acquired Bt IC control cars were designed on the basis of the SBB EuroCity cars Apm and Bpm (with identical car bodies for both car classes). Accordingly, they have the window edge higher up than the EW IV, a larger seat pitch, the door at the very end of the car and have been approved for 200 km / h since the beginning. They received the driver's cab of the SBB Re 460 "Lok 2000" and have eight seating compartments in a large room. In contrast to the EW IV and the EC cars, they received a closed toilet system ex works.
For the upcoming main revision (R4) of the EW IV, a comprehensive modernization program was drawn up in 2000 and the first revision prototypes were presented at the end of the year . The planned program included the visual renovation by means of a new white-red-black paintwork and a new interior design, the colors of which correspond to Feng Shui concepts. The technical focus was on upgrading the new Mattstetten – Rothrist line, which opened in December 2004, to a maximum speed of 200 km / h (previously 160 km / h) . The toilets were given a vacuum facility, as open systems ( downpipe toilets ) are officially prohibited on the NBS.
The ambitious program was revised several times over the years, as neither sufficient funds were available nor the Olten industrial plant had the necessary capacities. In early 2005 the program was canceled. In 2005, 35 A EW IV were revised in the DB depot Neumünster, with a service compartment being built in and the wagons being renamed AS. The transition device on the side of the service compartment was also removed. As part of a reduced modernization, all other 208 EW IV (A and B) were made suitable for shuttle trains.
| Car type | Number of V200 |
Number of V160 |
Total |
|---|---|---|---|
| A. | 78 | 106 | 184 |
| AS | 35 | 0 | 35 |
| B. | 184 | 105 | 289 |
| EW IV | 297 | 211 | 508 |
At the beginning of 2007, the SBB EW-IV fleet comprised 530 wagons (plus the two parked Coop wagons), of which 508 were A and B wagons with different levels of expansion. In future, these will form two sub-fleets, with the wagons within a sub-fleet each having the same level of expansion. The V200 fleet comprises 297 EW IV, which have already been extensively modernized and are suitable for the NBS. A package of immediate measures, which will be implemented by the end of 2007, is used for approval for operation in the Lötschberg Base Tunnel (LBT) from the time the timetable changes.
The V160 fleet will include 211 EW IV, of which 140 wagons (53 A and 87 B) have already been partially modernized, but will not be upgraded for 200 km / h. A further 71 wagons (53 A and 18 B) are still in their original condition and will be brought to a uniform level with the rest of the V160 fleet in the medium term as part of their regular overhaul.
Numbers of EW IV
| Car class | Construction year | Wagon designation | Number built | Remarks |
|---|---|---|---|---|
| 1st Class | 1981-1992 | A 10-73 85 50 1 000-219 | 220 | 35 A converted to AS 50 85 81-95 001-035 |
| 2nd Class | 1983-1990 | B 50 85 21-73 1 000-292 | 293 | |
| Dining car | 1983 | WR 50 85 88-73 000–003 2 | 4th | canceled / sold (002) |
| Dining car (catering) | 1986 | WR 50 85 88-73 1 100–116 2 WRm 61 85 88-94 200–201 |
19th | |
| McDonalds car (later Coop-Rail) | 1990 | WR 50 85 88-73 S 50 85 89-75 750-751 |
2 | discarded / sold |
| Salon car (RIC-capable) 3 | 1987 | Salon 61 85 89-90 100-101 | 2 | |
| Conversion car EW IV | ||||
| «Papstwagen» 4 (B-car body 114) | (1984) | Salon 50 85 89-73 1 000 | (1) | |
| Measuring car (B car body 199, v max 250 km / h) | (1986) | X 60 85 99-90 108 | (1) | |
| Similar wagons in use with EW IV | ||||
| Baggage trolley (from SNCF) | (1978) | D 50 85 92-75 300-339 | 40 | |
| Control car (type IC) | 1996-2004 | Bt 50 85 28-94 900-989 | 90 | |
1 After the conversion to shuttle train cars, they have the designation -75 instead of -73. Shuttle train cars suitable for 200 km / h are given the designation -95. The sequence numbers remained the same.
2 All dining cars have been converted for use abroad and redrawn as 61 85 88-94. After that, they were temporarily no longer able to commute.
3 Today labeled “le salon de luxe”.
4 Planned as 21-73 114. For the Gotthard railway anniversary in 2007, converted into “PanGottardo” cars. Today labeled “le salon liberté”.
Status 2011
Standard car V
With regard to Bahn 2000 , new rolling stock should be developed that is suitable for higher speeds. The name Einheitwagen V appeared occasionally for this project . The official name was Reisewagen 2000 . A pressure-tight, one-story vehicle 26.8 m in length was planned. In the first installment, 15 cars were to be ordered: 2 ADtm, 2 Avm, 3 Apm, 6 Bpm and 2 Bm (family cars), in the end there should be 1620 cars. In the ongoing delivery of standard car IV, two elements were tested, the A 153 and 154 received a more complete casing of the apparatus under the car floor and the A 155–158 received pressure-tight car transitions from SIG (which were later exchanged for normal rubber bulge transitions).
However, the offers from the industry showed that seat costs were too high and an order was not placed. Instead, by a decision of the Board of Directors of November 24, 1993, SBB ordered double-decker IC2000 cars , which were also 26.8 m long and went into operation from 1996. The planned head shape of the control car was adopted for the Bt IC delivered from 1996, which is derived from the EC car.
Related constructions for international traffic
Bpm RIC
From 1980 onwards, the SBB added 30 open-plan second-class cars to their fleet, which were painted in the orange and white Eurofima C1 paint scheme . Technically, they are similar to the Bpmz large-capacity type of the Deutsche Bundesbahn , but are equipped with different bogies. In addition, they have ten full 1400 millimeter wide windows on each side plus toilet or entry area windows.
These row seats were originally used in international traffic. Since the main overhaul 1999–2002, the remaining 27 cars have been converted for domestic use only (but not suitable for NBS / shuttle trains) and have been given new interior fittings with the face-to-face seating favored by Swiss travelers.
They differ from the EW IV in that the entrances are at the very end of the car, and they only have 10 instead of 11 compartments (B 50 85 20-73 000-026).
EC car (EuroCity)
The SBB's EuroCity wagons (Apm EC and Bpm EC) have been built according to similar principles, but are not referred to as standard wagons in Switzerland. Foreign magazines have occasionally used the incorrect designation EW V. The Bt ICs, which are used with the EW IV and only have single-voltage equipment (for 1000 V, 16.7 Hz), belong to the same group.
1989–1995 the SBB put another large-capacity car series into service for EuroCity traffic, which was based on the 1980 delivered Bpm RIC and the EW IV. The same car body with ten windows between the sliding and sliding doors at the ends of the car was used for both car classes. The roof was of the same design as on the French Corail car, but the longitudinal beads were already present on the standard cars I to IV. The aprons were drawn lower than the EW IV, as it was intended for the EW V. The dimensions of the wagons correspond to the UIC-Z1 standard. The color scheme in two shades of gray with a light stripe in between was already used for the TEE trains ( RABe ) that were converted into two-class EuroCity trains . The light stripe of the Eurofima painting scheme has been retained. The area above the white accompanying stripe was now in umbra gray, below it in the lighter traffic gray A (RAL 7042). The 60 seats in the first and 78 in the second class are arranged face-to-face throughout.
These cars are fully RIC-capable and approved for a top speed of 200 km / h. A total of 70 Apm and 155 Bpm were delivered. From the second delivery, the Bpm received a spacious wheelchair-accessible toilet and wheelchair spaces; These cars can be recognized externally by the wheelchair pictograms and by the red squares at the corners of the car. In the first 16 (240–255) of these 115 cars, some rows of seats were removed and bike stands were installed; they were given large bicycle pictograms on the outside ( Velo : Swiss for bicycle). With a view to the opening of the new Mattstetten – Rothrist line, some cars have been fitted with closed toilets so that they can run there. Some of them (Apm 251–260 and Bpm 309–328) received a Cisalpino paint for use in Italy, but all of the cars remained the property of SBB. After the transports were withdrawn from Cisalpino AG, the labels were removed, and the wagons remained in use in different colors until the modernization.
At the beginning of February 2008, the SBB Board of Directors decided to comprehensively modernize the 236 EC wagons (70 apm, 12 panorama wagons, 154 bpm) from 2009 for CHF 137 million and make them disabled-friendly. Closed toilet systems (only one toilet per car, at the other end two bicycle spaces) and sockets for laptops and cell phones will be built into the cars, the cars (with the exception of the panorama cars) will also be suitable for shuttle trains and the exterior paint will be adapted to EW IV. With the increased use of multiple units in international traffic, a larger proportion of the wagons in domestic trains is to replace older, non-air-conditioned wagons, but they will retain their multi-voltage equipment and remain internationally operational. The Apm and Bpm (but not the panorama cars) were also equipped with electronic destination displays inside and outside. The air intake of some of the wagons was rebuilt so that no exhaust gases get into the air conditioning when used behind diesel locomotives .
Panorama car type EC
The SBB panorama cars , which have a raised floor and panoramic windows, are a special type of car . These cars are exclusively first class cars.
In contrast to the narrow-gauge wagons , the floor height has been increased compared to the other wagons in order to improve the view for travelers even on routes with noise barriers. The panorama cars of this type were also used in international traffic to Italy , Germany , Austria , France and the Netherlands . Since 2007 they have been used mainly on the Gotthard Railway or on the Basel - Chur (IR) route in domestic trains, and until June 2010 in the EuroCity Transalpin train (EC 162/163) Vienna - Zurich . Since December 2014 a car has been running in the "new" Transalpin EC 163/164 on the Graz – Zurich route , and the type also forms the backbone of the Gotthard Panorama Express tourist offer .
Narrow-gauge railways
The more recent, based on similar construction principles, the narrow-gauge railways and the like. a. the Rhaetian Railway , the Matterhorn-Gotthard-Bahn and the Zentralbahn (formerly the Brünigbahn of the SBB and LSE) are also referred to as standard cars. A separate article is dedicated to their story.
literature
- New program to maintain the value, standardize and increase the reliability of the SBB's standard coach IV . In: Schweizer Eisenbahn-Revue , 3/2007, Minirex, Lucerne, pp. 148–151.
- SBB passenger coaches and luggage wagons , published by the General Secretariat of SBB, Bern 1982, Voitures et fourgons CFF, edité par le Sécretariat général CFF , Berne 1982 (bilingual publication, German and French).
Web links
Individual evidence
- ↑ a b Roland Müller: The bogies of the SBB standard cars I and II: History - Current Developments - Future . In: Schweizer Eisenbahn-Revue 9/1992, Minirex, Lucerne, pp. 398–407.
- ↑ https://data.sbb.ch/explore/dataset/rollmaterial/table/?q=%22A+EWI%22
- ↑ https://data.sbb.ch/explore/dataset/rollmaterial/table/?q=%22B+EWI%22
- ↑ https://data.sbb.ch/explore/dataset/rollmaterial/table/?q=%22BDt+EWI%22
- ↑ https://data.sbb.ch/explore/dataset/rollmaterial/table/?q=%22AB+EWI%22
- ↑ https://data.sbb.ch/explore/dataset/rollmaterial/table/?sort=-baudatum_fahrzeug&q=%22EWI%22
- ↑ https://data.sbb.ch/explore/dataset/rollmaterial/table/?sort=-baudatum_fahrzeug&q=%22EWII%22
- ↑ News in brief . In: SVEA (Ed.): Railway Amateur . No. 1 , January 1989, pp. 19 .
- ↑ Swiss Railway Review , 6/1988. SBB magazine , 2/89, 3/89, 4/90 and 1/91, with various type sketches.
- ↑ Swiss industry is gearing up for Rail 2000 . In: SVEA (Ed.): Railway Amateur . No. December 12 , 1987, pp. 878 .
- ↑ SBB is investing CHF 137 million in the modernization of 236 EuroCity cars. SBB press release, February 4, 2008, accessed on March 10, 2020 .
- ↑ Youtube: 232 Eurocity cars modernized