Standard car (Switzerland, narrow gauge)

As Einheitswagen in are Switzerland , the coaches of the railways referred to, which were built according to certain common design features from the mid-1950s. At first, standard-gauge standard cars were built, meanwhile center entry cars were still being manufactured for the narrow-gauge . At the beginning of the 1960s there were also standard car designs for the narrow-gauge railways , which at that time had a lot of catching up to do in terms of vehicle renewal .

features

In contrast to the standard-gauge standard wagons, which were built by all Swiss wagon factories ( SWS , SIG , SWP and FFA ) according to uniform plans, the origin of the narrow-gauge wagons can be seen. Each manufacturer had their own designs for these passenger cars . In the case of narrow-gauge wagons, it is therefore not enough to speak of the standard wagon I (EW I); the manufacturer must also be specified.

The common features of the narrow-gauge standard cars are

• four-axle light steel or light metal (aluminum) car,
• Entrances, platforms and any toilets at the end of the car,
• corrugated car roof,
• Open seating car (no side corridor compartments).

With the delivery of the PA-90 wagons, the phase of standard wagons can be regarded as completed. The number of passenger coaches on narrow-gauge railways is declining due to the increasing spread of multiple units . The wagons that have been in operation since then therefore belong either to the panorama wagons (which were already included in the modular system of the PA 90) or to the low-floor wagons category , in which the access doors had to be relocated towards the center of the vehicle for structural reasons.

FFA EW I (FFA1)

RhB IB 2372 standard car in Chur

From 1960, the first forerunners of the standard car, the so-called RhB conversion car, appeared . The original box division was retained and the toilet was placed in the middle of the car. Since new bogies were also installed, the substance from the original wooden box car was likely to have been very low.

The first standard cars were then delivered in 1962. In contrast to the standard-gauge cars, the entrances were arranged at the very end of the car and the platform or toilet between the entrance and passenger compartment. This arrangement only appeared on the standard gauge with the EC car.

Taking into account the sometimes very tight curve radii, the cars were also built in shortened versions. Some railways with rather short distances did not have a toilet installed.

The disadvantage of this type of car is the very narrow seat divider in 2nd class. While the standard gauge standard wagons built at the same time have a seat divider of 1650 mm, the narrow-gauge wagons only have 1550 mm.

Deliveries FFA EW 1

train	Type	Installation	bogie	A.	FROM	B.	D / DZ
RhB	St long with 2 toilets	1962-66	SIG-T	21 A 1223-43	16 AB 1519-34	33 B 2341-73	4 D 4210-13 2
RhB	St.	1970 1980	SWS SWP 74				5 D 4214–18 1 8 D 4219–26 1
RhB	Shortened aluminum with toilet	1968	SIG-T	4 A 1253-56
RhB	Alu short with toilet	1968-72	SWP 68		6 AB 1541-46	18 B 2307-14, 2451-60
RhB	Alu long with toilet	1969	SWP 68		ABt 1701–03 1	5 B 2315-19	DZ 4231-33 1
RhB	Alu long with toilet	1971	SIG-S		4 ABDt 1711-14 4	4 B 2411-14 3
RhB	Alu long with toilet	1979	SWP 74		2 ABDt 1715-16 4	2 B 2415-16 3
MOB	St shortened with toilet	1963-64	SIG-T	5 A 103-07	3 AB 301-03	2 B 201-02
FROM	St long with toilet	1964-73	SIG-T		2 ABt 61-62 5	6 B 22-27 6
BAM	St long	1964	SIG-T			4 B 61-64
FO	Shortened aluminum with toilet	1965-68	SIG-S			10 B 4263-72	3 D 4341–43 2
LSE	Alu long	1967-69	SIG-S		2 ABt 26-27 7	6 B 45-50 7
RBS	St long	1974	SIG		2 ABt 201–202 7
Total	185			30th	42	90	23

^{1 manufactured} by SWS, 4233 replica 1981, 1997 conversion to BD 2481
² lightweight steel box , without entrance doors, usable as a medical car, commissioned in 1961
³ intermediate cars for Be 4/4 511-516
⁴ control cars for Be 4/4 511-516
⁵ later No. 146–147
⁶ later No. 231–233 and 246–248, today 241–246 (not in the same order)
⁷ today ZB ABt 926–927, B 545–550, ABt 931–932 (ex 131–32 ex RBS 201 –202)

Modernized FFA EW I

From 1968 to 71, the MOB put four B 203-206 cars into operation, which were created by combining old underframes, which had received new SIG torsion bar bogies in 1960-62, and new car bodies from FFA based on the EW I design principles. The result was a seven-window light wagon with open platforms without a toilet (see light steel wagons (Switzerland, narrow gauge) #The FFA conversion wagons (with beaded roof) ). In order to be able to continue using these cars, the MOB had the car bodies at R + J lengthened, provided with normal entrances such as the EW I and a raised roof and equipped them with new interior fittings and a toilet. From 1994 the B 203 and the BD 204-206 were built. Subsequently, some of the EW I mentioned above were also subjected to a comparable modernization. This resulted in the A 106, AB 303 and B 216–17 and 218 (AB 301–302 and A 104). The window division was retained. The A 103, 107 and B 201–202 were undergoing an even more extensive renovation. From 2004, they were given uniform car bodies with six Pullman-like bay windows and a high, beadless roof and have been running as GoldenPass Classic since then.

FFA EW II (FFA2)

RhB Standard Car II B 2381 in Chur

For further purchases, the RhB wanted to increase passenger comfort and make general use of the weight savings made possible by the light metal construction. This resulted in the standard vehicle II, which was first delivered in 1975, with an enlarged seat divider, double-glazed and tinted windows and a « Hagenuk » ventilation / warm air heating system . In order to make production cheaper and at the same time to increase strength, systematic use was made of large extruded aluminum profiles.

Other railways also ordered cars based on the same construction principles, but the dimensions including seat dividers have been redefined for practically every type of car. There are also two different cab types for the control car (RhB / BVZ / LSE with front wall door, AB / CJ / RBS without). The RhB also switched to a new bogie, namely the type SWP 74. Other railways preferred the FFA's own design, and still others bought from SIG.

Deliveries FFA EW 2

number	train	Type a)	Installation	bogie	Type and number	Seat divider	comment
2	RhB	short	1978	SWP 74	A 1261-62	2031 mm
8th	RhB	long	1977-78	SWP 74	A 1263-70	2080 mm
10	RhB	long	1975-76	SWP 74	AB 1561-70	1780/2080 mm
40	RhB	long	1976-80	SWP 74	B 2374-83, 2421-50	1780 mm
4th	RhB	short	1982	SWP 74	BD 2471-74	1780 mm
3	RhB	long, Swt	1982	SWP 74	BDt 1721-23	1780 mm
1	RhB	long	1984	FFA	WR 3815
2	BVZ	long, swt, without toilet	1980	(SWS)	Bt 2241-42	1600 mm	today BDt
3	LSE	long, Swt	1980-91	SIG-S	ABt 28-30	1650/2055 mm	today ZB 928-930
7th	LSE	long, without toilet	1989-91	SIG-S	B 51-57	1650 mm	today ZB 551-557
5	RBS	long, east-west, without toilet	1980-91	SWP 74	ABt 203-207	1630 mm	today BOB 411-415
5	AB / SGA	short, oSwt, without toilet	1981	FFA 80	ABt 111-115	1650/1875 mm
3	FROM	long, oSwt	1986	FFA 80	ABt 131-133	1650/2000 mm	today no. 141–143
4th	CJ	long, oSwt	1986	FFA 80	ABt 711-714	1650/2000 mm
2	CJ	long, oSwt	1986	FFA 80	BDt 721-722	1650 mm
6th	CJ	long	1986	FFA 80	B 751-756	1650 mm
105	Total

• a) Swt = control car with front wall door (later welded shut), oSwt = control car without front wall door on the driver's cab side

FFA EW III (FFA3)

The reason to no longer purchase the EW II was its price. In talks with the FFA, the RhB then found ways of building more cost-effective interior fittings and equipment, partly by using commercially available materials. At the same time, however, the comfort level should be increased. The result was a series of 10 cars for the Bernina Express, which were called EW III, but were not built any further. Not much has changed compared to the EW II, the most striking are the 1.40 m wide windows in the second class as well. In contrast, savings of CHF 50,000 were possible.

These 10 cars were equipped with everything that could be needed from Tirano to Arosa, that is, with multiple controls and devices for three heating voltages (300 V ~, 1000 V =, 2200 V =). The Arosa heating was removed after the electrification, the rest is still available and is also used. During the revision in 2010, the cars were renumbered and the previous 61-pin multiple control line was replaced by the new combined LBT / multiple control line. In 2015 the cars got their old numbers back.

Deliveries FFA EW 3

number	train	Type	Installation	bogie	Type and number	Seat divider	comment
2	RhB	short	1983	SWP 74	A 1271-72	2031 mm	2010-15: 53101-02
8th	RhB	short	1983	SWP 74	B 2461-68	1780 mm	2010-15: 54101-08

PA-90 or RhB EW IV (PA90)

Schindler Waggon Altenrhein (SWA) created a modular system for the anticipated purchases of passenger coaches for those railways that have not (yet) switched to pure multiple unit units, which should enable them to be designed with fixed windows, lowered windows or as panorama coaches for different vehicle lengths. While a uniform seat divider was planned for 1st class, it was possible to choose between regional and long-distance transport in 2nd class. Uniform characteristics of all wagons are

• Structure made of light metal extruded profiles,
• electrically driven externally flush sliding sliding doors,
• improved isolation,
• wider windows (1450 or 1722 mm),
• closed toilet system (if there is a toilet).

The somewhat stronger aluminum alloy, the large profile construction, the enlarged window area and the improved insulation were also reflected in the higher weight. The flexibility of the modular system was demonstrated by the fact that the 31 built cars were divided into 11 different types. There were no subsequent purchases of this successful car type, but many elements have been incorporated into the design of the Bernina Express panorama car.

Deliveries PA-90

number	train	Type	Installation	bogie	Type and number	Seat divider	comment
3	RhB	short	1992	SIG 90	A 1273-75	2054 mm
7th	RhB	short	1992	SIG 90	B 2491-97	1782 mm
1	RhB	short	1992	SIG 90	BD 2475	1782 mm
3	RhB	long	1992	SIG 90	A 1281-83	2054 mm
3	RhB	long	1992	SIG 90	B 2391-93	1782 mm
2	SBB	long, panorama	1994	SIG 90	As 102-103	2054 mm	Seat arrangement 2 + 2
2	FROM	short, Bz, oF	1992-93	SIG 90	ABt 116-117	1650/2054 mm
4th	FROM	short, Bz, oF	1992-93	SIG 90 2	B 291-294	1650 mm
2	FROM	short, Bz, oF 23	1992-93	SIG 90 2	FROM 191-92 1	1650/2054 mm	today no.296, 295
2	FROM	long	1992-93	SIG 90	ABt 134-135	1650/2054 mm	today no. 144–145
2	FROM	long	1992-93	SIG 90	B 234-235	1650 mm	today No. 247–248
31	Total

Bz = brake gear, oF = without bellows and without WC
¹ AB 192 was delivered as B 192 and renumbered to B 295, AB 191 converted to B 296 in 2005
² B 292 and 296 received FFA bogies in 2005, 296 without Bz. The SIG 90 bogies went to ABt 121–123
³ B 296 has been fitted with bellows since 2010

SIG EW I or Brünig Type III (SIG1)

BOB SIG standard car IB 242 in Interlaken

For their only narrow-gauge railway, the Brünigbahn (now part of the Zentralbahn ) , the SBB did not choose FFA, but SIG as the supplier of the standard wagons . Outwardly, their design adhered more closely to the standard-gauge model, in that the platform and toilet were placed outside the entrances. The entrance doors were arranged above the bogies. In common with the draft of the FFA this type was that the seat spacing was obviously based on the presence of "narrow-gauge passengers". At 1540 mm, the seat divider in 2nd class is even smaller than that of the FFA EW I. Since this was not enough, two rows of seats less were installed later when the Brünigbahn carriages were modernized, so that the seat divider (new 1760 mm) no longer corresponds to the windows. In 1st class, however, “standard gauge” 2055 mm are offered. The windows were chosen, again as with the standard gauge, for both car classes with 1200 mm.

Procurement at SIG was also followed by BOB and BVZ. FO and - as the only adhesive membrane - MOB dispensed with an end platform, which gives the car a peculiarly asymmetrical appearance. The MOB also omitted the bellows. The four private railways allowed the first-class passengers an unobstructed view of the mountain panorama through 1400 mm wide windows, but the seat spacing in the A was reduced to 1932.5 mm and in the AB to 1917.5 mm, which visibly changed the proportions. The first-class car was considerably shorter with the same number of seats as on the Brünig.

Due to the different coupling systems, the length over the buffers is an unsuitable comparison criterion. The body length of all Brünig wagons and of the B for BOB and BVZ is 17.3 m. The A of BOB and BVZ, on the other hand, was only 16.485 m long. The reduced length of the compartment made it possible for the AB to accommodate four first-class compartments and three second-class compartments, instead of the reverse numbers for the AB for the Brünigbahn.

FO and BVZ (merged to MGB) also procured control cars of this type, at the Brünigbahn they were not built until 1992-93 through conversion. In addition, dining cars from AB were built for the Brünigbahn and the A received two panorama windows on each side by connecting the windows of the two outer compartments. The two middle windows, however, had to remain unchanged for reasons of stability. Brünigbahn, BOB and BVZ retrofitted some cars with luggage compartments.

Since the car is designed for use on rack railways, it was built to be as weight-saving as possible. There is only one toilet (except earlier at Brünig AB). The box is made of aluminum. However, the alloy Unidur was chosen for the first eleven cars (prototype for the Brünig and the first ten cars for the BOB). This did not have the required strength, which is why only five of the eleven cars could be kept in operation.

In 2015, 16 redundant Zentralbahn cars were sold to Benin and Niger .

Deliveries SIG EW 1

train	Type	Commissioning	bogie	A.	FROM	B.	Remarks
SBB	normal	1966-71	SIG-66 / Bz	6 A 201-206	12 AB 401-412	55 B 701-755	ABt 900–905 and WR 421–423 conversion ex AB. The remaining cars were converted and renumbered to A 211–16, AB 431–34, B 501–12, BD 551–54, B 301–29, BD 351–57, B 361–63, 371.
BOB	normal	1968-71	SIG-66 / Bz	2 A 181-182	5 AB 211-215	12 B 241-252	Purchase or exchange of wagons with SBB or ZB A 217, AB 441–43, BOB B 253–56, BD 501–03
BVZ	normal	1968-76	SIG-66 / Bz	8 A 2071-78		10 B 2281-90 4 Bt 2251-54	2077–78 converted to AD / BRD 2295–96 2287–90 and 2251–54 convertible to GF coupling
FO	shortened	1972-72	SIG-S / Bz		4 ABt 4151-54 4 ABt 4191-94	8 B 4251-58	ABt 4191–92 now Bt 4291–92 all cars can be converted to GF coupling
MOB	shortened oF	1973	SIG-T		1 AB 304	4 B 207-210	turned off, 207–209 2012 sold to TPF

oF = without bellows, Bz = brake gear

SIG EW II (SIG2)

Shortly before the end of the production of entire railway wagons (SIG then concentrated on bogies), a standard wagon II was also developed here. This adopted the specifications of the BAV and was therefore very similar to the EW II from FFA. The toilet and platform were now also inside, the doors at the very end of the car. Of the 39 wagons built, 26 went to FO, which significantly increased and modernized the rolling stock park with a view to the opening of the Furka tunnel and year-round operation. Another 9 cars went to the MOB, which generally introduced the bellows with these cars and 4 control cars served the GFM to be able to form commuter trains with the earlier gravel railcars 141–142 and to reinforce the existing commuter trains 151–152 / 251–252 at peak times can. All of the cars produced are of the slightly shortened design. The FO control cars have a straight front, those of the GFM an inclined front.

Deliveries SIG EW 2

number	train	Type	Installation	bogie	Type and number	Seat divider	comment
4th	FO / MGB	shortened	1980	SIG-S	A 4063-66	2040 mm	1995-2015 BR 4293-4296, today AB 4173-4176
5	FO / MGB	shortened	1980	SIG-S	ABt 4155-59	2040/1600 mm	to Deh 51-55 / 91-96
1	FO / MGB	shortened	1980	SIG-S	ABt 4195		to Deh and BDeh 41–45
16	FO / MGB	shortened	1980	SIG-S	B 4273-88	1600 mm
4th	MOB	shortened	1979-80	SWP-74	AB 305-08		with multiple control line
5	MOB	shortened	1979-80	SWP-74	B 211-215		without multiple control line, 215 sold to TPF
4th	GFM / TPF	shortened	1981	SWP-74	Bt 253-256		to 141-142 and 151-152
39

SWP EW I (SWP1)

Shuttle trains were procured for the continuous connection between Lucerne and Engelberg, which was opened in 1964. Due to the steep gradient of 250 ‰, they should be as light as possible, but at the same time offer a maximum of seats. This resulted in a light steel intermediate and control car that was shorter than the railcar. Probably for this reason the type FFA1 was not procured, although the intermediate cars were built by FFA. Also in 1964 was the Expo in Lausanne and the Centovalli Railway expected additional traffic from Ticino – Domodossola – Simplon – Lausanne. That is why four cars were put into operation, but in contrast to the LSE cars they had a toilet. The characteristic feature of the SWP construction is the strongly tapered end of the car.

In 1968 another 6 cars were delivered. This time there were long cars without a toilet, which allowed the installation of 80 seats, a record for the narrow gauge! The Appenzeller Bahnen then installed toilets, so the cars are still in use today. Two Travys (formerly YSC) wagons were demolished in 2015, while the BDt 54 had already reached Madagascar before that.

Deliveries of SWP EW 1

number	train	Type	Installation	bogie	Type and number	Seat divider	comment
5	LSE	shortened	1964	SIG-T	ABt 21-25	1500/1975 mm	tw lengthened, tw seating as At, ZB no. 921-25
1	LSE	shortened	1964	SIG-T	DZ 251	-
4th	LSE	shortened, without toilet	1964	SIG-T	B 41-44	1500 mm	built, rebuilt and extended by FFA to B 81–84, ZB no. 581-84
4th	FART	shortened	1964	SWP-64	B 120-123	1500 mm	B 120 converted to A 120
3	FLP	long, without toilet	1968	SWP-68	B 33-35	1500 mm	sold to AB (B 236–38), toilet installed
3	YSC	long, without toilet	1968	SWP-68	B 33-35		with multiple control line, 33–34 1991 converted to BDt 53–54
20th	Total

ACMV EW I (ACMV1)

The first standard car was built by the Villeneuve plant of Ateliers de constructions mécaniques de Vevey (ACMV) as a control car to match the 6 railcars that BAM and YSC had ordered based on the RhB-Be 4/4 511-516. Front and entrances were designed according to the railcars. While the railcars of the YSC, unlike those of the BAM, were equipped with toilets, the control cars are identical and have no toilet. Four of the five cars are now at BAM, two of which were adapted in 2016/17 for operation with the new railcars.

Deliveries ACMV EW 1

number	train	Type	Installation	bogie	Type and number	Seat divider	comment
3	BAM	Control car	1982		Bt 51-53
2	YSC	Control car	1983		Bt 51-52		Bt 52 sells BAM Bt 54

ACMV EW II (ACMV2)

Like the EW II from FFA and SIG, these wagons also correspond to the common basic specifications of the BAV, but otherwise even have very large differences among each other.

Deliveries ACMV EW 2

number	train	Type	Installation	bogie	Type and number	Seat divider	comment
2	FO	Fixed window	1987	SIG-S	AB 4171-72
2	FO	Fixed window	1987	SIG-S	ABt 4181-82
2	BOB	Recessed window *)	1987	SIG-S	B 261-62
3	BOB	Recessed window *)	1987	SIG-S	BDt 401-03		Canceled or sold in 2018

*) Replaced in 2008 by a translation window

See also

• Standard car (Switzerland, standard gauge)
• Light steel wagon (Switzerland, narrow gauge)

Literature and Sources

• Hartung Karlheinz: Swiss Vehicle Archive 2, Locomotives and Wagons, Narrow Gauge, SBB and Private Railways . Transpress, Berlin 1993, ISBN 3-344-70786-8 .
• Wolfgang Finke, Hans Schweers: The vehicles of the Rhaetian Railway 1889-1996 . Volume 1: Passenger cars, dining cars, luggage and mail cars. Schweers + Wall, Aachen 1996, ISBN 3-89494-103-0 .

Individual evidence

1. ↑ F. Skvor: New cars for the "Bernina Express", RhB type III standard car . in: Eisenbahn-Amateur 11/83, pages 721-726
2. ^ Welte Herbert, Schaad Fritz: A modular system for meter gauge passenger coaches . In: Swiss Railway Review . 6/1993, Lucerne, Minirex. (Construction PA-90 and bogie SIG 90)
3. ↑ Benin passenger service to launch this year . Railway Gazette International, June 10, 2015
4. ↑ Renato Fasciati: Ten years of the Zentralbahn - from the provincial railway to one of the most modern meter- gauge railways in Europe . in: Swiss Railway Review 8–9 / 2015, Lucerne, Minirex, ISSN  1022-7113
5. ↑ Railway Amateur No. 1, January 1974, page 5
6. ↑ Swiss Railway Review 4/2013, page 164
7. ↑ Press article with pictures of the BDt 54 on the occasion of a derailment
8. ↑ Type sketch in: Adriano Betti Carboncini: Binari ai Laghi. Ferrovie, tranvie e funicolari intorno ai laghi di Como, Varese, Lugano e Maggiore. Editrice Trasporti su Rotaie, Salò 1992, ISBN 88-85068-16-2 . Page 51
9. ↑ Type sketch in: Adriano Betti Carboncini: Binari ai Laghi. Ferrovie, tranvie e funicolari intorno ai laghi di Como, Varese, Lugano e Maggiore. Editrice Trasporti su Rotaie, Salò 1992, ISBN 88-85068-16-2 . Page 213

Web links

For pictures of all car types see http://bahnch.railimages.ch/fotos/Meterspurwg