Center entry car (Switzerland, standard gauge)

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Center entry coaches are passenger coaches where the entrance is in the middle of the coach . Such vehicles were mainly built for Swiss standard-gauge railways in the period after the Second World War until the mid-1960s.

Wooden box car

SBB shuttle train cars 1925–1933

The first center-entry carriages were created in order to have additional entrances and exits in suburban traffic compared to the final entrances (with open platforms) that were customary until then and to speed up passenger changes. Corresponding double wagons consisting of two closely coupled two-axle vehicles were converted by the SBB themselves from B3, AB3 and AB3ü based on the example of the Stuttgart suburban car. The first two trains appeared in 1928 in a blue and white paint, which earned them the name "Arbeiter-Pullmann". The trains of three double cars were run by the Fe 4/4 18517–18 and had a Bt4 4001 and BCt4 5301 control car at the other end. The blue and white paint disappeared around 1935. By 1933, the number of - now green - double wagons had grown to 27, of which one was an upholstered car and five were mixed-class. The corresponding control cars had four axles with gooseneck bogies, had a wooden box on a profile iron frame and, in addition to the end entrances, also had an additional central entrance. The SBB had a total of 10 of these control cars built by SWS in 1925–28 , four CFt4 9751–54 with luggage compartment, five mixed class BCt4 5301–05 and one upholstered class car Bt4 4001. In addition to the Fe 4/4, they could also be used with the Ce 4 / 6 railcars can be used. In 1958 these cars were phased out, some upholstered class cars were still declassified and in 1969 the last control car disappeared.

Designation upon delivery Installation Manufacturer Remodeling years later names painting Scrapping
Bt4 4001 1928 SWS - Bt4 921, At4 921 blue / white, green 1960
BB 4011 (1907) SBB 1933 BB 3401, AA 3401, BB 3401 green 1965
BC 4201-4204
B-C 4205		 (1897-1901)
(1907)		 SBB 1925
1933		 BC 4901-04, AB 4901-04, BB 4901-03
B-C 4905, AB 4905, BB 4905		 blue / white, green
green		 1959-65
1961
BCt4 5301-5305 1927 SWS - BCt4 925-929, ABt4 1961-1965, ABt 1981-1985 green (5301 also blue / white) 1966-1969
CC 5701-5713
C-C 5714-5721		 (1897-1901)
(1907)		 SBB 1928
1933		 CC 9801-13, BB 9801-13,
C-C 9814-21, BB 9814-21		 blue / white, green
green		 1958-1965
CFt4 9751-9754 1925 SWS - CFt4 931-934, BFt4 1971-1974, BFt4 1968-1970 green 1961-1964

Conversion car of the Südostbahn 1942–1944

With the urgent need to renew the rolling stock, but without the necessary liquid funds, the Südostbahn (SOB) found itself during the Second World War. Although eight modern passenger railcars came into operation with electrification in 1939, this was by far not sufficient for all needs. So in 1942 two four-axle wooden box wagons C4 211-212 were converted from three-axle SBB vehicles. In 1943/44 the BCF4 221–223 followed in the same design (from 1954–57 231–233). These five wagons were the first standard-gauge wagons that had only one central entry; such light-steel wagons from SIG came into operation on the narrow-gauge railways in 1939 . The only toilet was also in the middle of the car. The two C4s were used in 1945 to form the first shuttle trains of the SOB and received multiple control lines of type Vst II and bellows for this purpose ; accordingly they were designated as C4ü. In 1954 and 1954, the upholstery class compartments of two cars were expanded in favor of the luggage compartment, the third car was downgraded. The cars now called BD 231-233 also received bellows, two cars were provided with multiple control lines. The BD 231 was even painted in green / cream in 1976 so that a matching vehicle with a luggage compartment could be used in commuter trains with the ABe 4/4 71 (which has been in service in these colors since 1971) . After the B 211 was involved in an accident in 1973, it was no longer in service, the remaining vehicles were scrapped from 1980–1983, with the BD still being used for the trekking train as the X 812–814.

BCF4 with central entry and open platforms

The Bodensee-Toggenburg-Bahn built another conversion car in 1943 by assembling two two-axle vehicles (C 351 and 354 ex SBB 6811/14 ex JN 428/31). This BCF4 133, however, kept the open platforms at the ends. It was discarded in 1968 and converted into an accommodation car (X 9004), with the central entrance being locked.

In 1945 the Emmental-Burgdorf-Thun-Bahn (EBT) had two wooden box BCF4 221–222 (later ABDi 731–732) built by SWS on the basis of two-axle vehicles. In 1946 and 48, the BCF4 224–225 followed for the SMB operated by the EBT . In 1955, EBT acquired two more such wagons, BCF4 226–227 (later ABDi 721–722) this time as a light steel wagon .

Finally, in 1947, the SBB procured five BCF4 5291–95 (later ABD 4651–55) from SWS, these were built according to the Seetaler principle , that is, an aluminum box was built on a frame made of used steel girders and reinforced with trusses. The additional entry in these cars was strongly eccentric, built in approximately at the third point. There was no entry on the side of the luggage compartment. These cars were intended as trailers for the red arrows, but were later used on various branch lines including the Seetalbahn. The end platforms of three cars were also closed. Three cars were purchased from the Südostbahn and used as ABDi 281-282 in regional traffic. In 1992 they came to the Steam Railway Association in Bern , where a car as BRi 4652 is used in steam trains.

Light steel wagon

Type SOB 1945–1949

After taking over two Fe 4/4s from the SBB in 1944, the SOB was able to receive two matching control cars BCt4ü 201-202 from SWS in 1945. Six third-class coupés were attached to the driver's cab, and three upholstered-class coupés and a toilet were located at the other end of the car. In between, and therefore not exactly in the middle, was the entrance with two heavy double doors. In 1946, two third-class C4ü 213-14 cars of the same design with 80 seats followed, now the entrance was exactly in the middle; as with the control car, the toilet was placed at the entrance. In 1948 a third car, the C4ü 215, was delivered. All these vehicles were originally equipped with Vst II in accordance with the Fe 4/4 and the CFe 4/4 62 delivered in 1949. In 1956 the third car class was abolished, the C4ü to B4ü and the BCt4ü to ABt4ü. Since there was not enough money for new cars when high-performance railcars were purchased in 1959 , the ABt 201 and the B 214 were equipped with Vst III and were given a green / cream paint job. In the control car, four first-class coupés were installed in the six-window compartment behind the driver's cab, while the upholstered compartment at the other end of the car became a comfortable second-class compartment. When the third series of high-performance multiple units was delivered, the B 213 and 215 were equipped with Vst III at SWS in 1978 and 1979 and painted green / cream. Automatic door closing was not possible on these cars due to the heavy single-leaf doors. In 1987 the two control cars were adapted for operation with the "glass cars" Abe 4/4 11–14, the first-class compartment was reduced in the ABt 201, new ABt 252 and 931, and one again in the Bt 251, new ABt 251 and 930 installed, but at the other end of the car. The cars were painted orange with a white ribbon. The entrance doors were replaced by folding doors from broken light steel wagons; automatic door closure was now possible.

An eccentric followed in the form of the BC4ü 205 in 1949. One entry was arranged at the third points, the two end compartments offered space for three third-class coupés, and three second-class coupés and a toilet were arranged in the middle. This car, equipped with Vst II, ran for a long time in a shuttle train with De 4/4 22 after the upholstery class compartment of ABt 202 had also been declassified in 1966 (new Bt 204). In 1985, however, it received Vst III, a paint in green / cream , Rubber bead transitions and more first-class seats by providing one end compartment with first-class chairs. In this way, it operated in commuter trains with the Re 4/4 III until 1989 , when it was replaced by an SBB light steel car that was one year older .

Designation upon delivery Installation Manufacturer Remodeling years later names painting Scrapping
SOB BCt4ü 201 1945 SWS 1959, 1989 ABt 201, ABt 252, 38-03 931 green, 1959 green / cream, 1989 orange Canceled in 2001
SOB BCt4ü 202 1945 SWS 1966, 1989 Bt 204, Bt 251, ABt 251, 38-03 930 green, 1989 orange Canceled in 2004
SOB C4ü 213 1946 SWS 1978 B 213, 20-33 830 green, 1978 green / cream Discarded in 1999
SOB C4ü 214 1946 SWS 1959 B 214, 20-33 831 green, 1959 green / cream Discarded in 1999, installed at the Untermosen school building, Wädenswil for playgroups
SOB C4ü 215 1948 SWS 1979 B 215, 20-33 832 green, 1979 green / cream Discarded in 1999
SOB BC4ü 205 1949 SWS 1985 AB 261, 38-33 570 green, 1985 green / cream delivered to MECE, canceled in February 2015

Type SZU 1946–1949

The Sihltalbahn had procured until 1929 only two-axle; in 1912/13 it had only taken over four old four-axle vehicles from 1875/76 from the SBB, which had to be scrapped in 1927/28. The railway has now ordered three lightweight steel wagons from SWS, the appearance and height of the wagon floor being reminiscent of heavy steel wagons. In addition to the end entrances, they had two entrances in the middle to ensure a quick passenger change. Three cars were put into operation in 1946, and another three in 1949. At 20.3 meters, they were comparatively short and at 22 tonnes they were among the lighter standard-gauge four-axle vehicles. Thanks to a seat division of 2 + 3 with a car body width of 305 cm, they offered 86 seats. There was a toilet at the middle entrance, which was expanded from 1960 and replaced by ten more seats. From 1960, all cars received a control line so that they could be used in shuttle trains. For the introduction of conductorless operation, the remaining cars were fitted with automatic doors, because as early as 1975 one car had to be demolished due to corrosion damage. Four cars came to the Wutach Valley between 1980 and 1990 after they had been replaced by new control cars.

Type GFM 1947

In 1946/47 the standard gauge network of the Freiburg Railways (GFM) was electrified or re-electrified from direct to alternating current. In addition, the GFM received seven railcars, the structural part of which came from SIG. In 1947, SIG supplied two C4 351 and 352 lightweight steel cars with a center entry to match. The cars were only 18.1 meters long, weighed 23 tons and had 72 seats. There was a toilet at one end. Bellows were not used.

WM 1948 design

The ex-WM B 25, still referred to as RHB B 14, at its current owner CSG in Mendrisio

In 1948, SIG delivered two lightweight steel wagons only 15.8 meters long and weighing 18.5 tons to the Wohlen – Meisterschwanden Railway (WM), which was still operated with direct current at the time . These C4 25 and 26 have two sliding doors in the middle and a window in between, behind which the sliding doors disappear when open. Three and a half coupés are arranged on both sides of the central platform. The cars are equipped with an early design of the torsion bar bogie and have no bellows. The heating current was transmitted via roof rods . In 1966, the World Cup was switched to AC operation and the car heating was adjusted accordingly. In 1968 the B 26 was fitted with the Vst III at SWP and the new red / white paint scheme. In contrast, the B 25 was sold to the Rorschach-Heiden-Bergbahn in 1974 , where it was used as the B 14 with a red paint job. In 1997 the World Cup ceased operations and the B 26 was taken over by Club San Gottardo (CSG) in Mendrisio, where the RHB B 14 followed a year later.

New car 1950

In 1950 the SBB acquired two cars that were equipped with pneumatic bogies on a trial basis. The C10ü 6501 was constructed by SWS in a super light steel construction. It had five windows on both sides of the central entrance and the toilet was placed right next to the entrance instead of a seating area. The dead weight was only 14.2 tons. The one and a half ton lighter B10ü 2501 was built by SIG in aluminum, as was previously used for narrow-gauge railways. Here the strength of standard gauge vehicles had to be achieved, which was proven by measurements. The car had four windows on both sides of the central entrance, but also a toilet (narrow window) on one side, so that the car was not exactly symmetrical. Both cars were only 21.3 meters above the buffers. In 1953, the second-class car was given four-axle bogies instead of five-axle, so the car weight was reduced to 12 tons. The entire experiment did not bring the desired results and the two cars were put into passenger train service on branch lines, in particular the Puidoux-Chexbrès-Vevey line with a 40 ‰ incline. In 1963, the aluminum car, which had meanwhile been redesigned as the A 2290, received normal SIG torsion bar bogies, the Vst III, and was moved to Zurich. Its weight, which is still very low at 16 tonnes, finally brought it up a steep stretch again, as it was on the Einsiedeln – Zurich commuter train for years. The lightweight steel wagon from SWS received test bogies with air suspension from SWP in 1959; he now weighed 19 tons. In 1966 he suffered a collision damage, the car body was then equipped with normal SWS bogies and the car was converted for the railway medical service.

Type BT 1952–1956

Exhibition train “75 years Bodensee-Toggenburg-Bahn and Rickenbahn” with Be 4/4 11. The first car is a BD baggage / passenger car ( standard car 1972 ), the others are BT type center entry cars.
The buffet trolley ex SOB at the CSG in Mendrisio

The first lightweight steel wagons, which the Bodensee-Toggenburg Railway (BT) procured from SWP in 1951 (BC4ü 121-122 and C4ü 321-322), had the same appearance as the buffet wagons with wooden boxes converted from two-axle vehicles by BT itself. In plan, they met the lightweight steel cars with open platforms of the BLS . They had a relatively high car floor and end entrances with heavy double doors. Although these were later replaced by double-leaf standard car doors and rubber bulge transitions were added, these cars remained odd. However, they were very light and were therefore the only ones that could still be given to a four-part RBe 4/4 shuttle train as a reinforcement car without requiring a leader on the SOB's 50 ‰ ramp.

Just one year later, the BT received two more lightweight steel wagons of a completely different design, this time from SWS. As usual with the SBB light steel wagons, an anteroom with a toilet was arranged at each end of the wagon. This arrangement had the advantage that the compartment door did not open immediately after the cold and drafty transition. The two doors on the center platform were separated by a center console with a window. This allowed the installation of double-leaf doors. The length over the buffers was 22.7 meters. There were two box shapes, one with five windows on both sides of the central entry and one with an upholstered class compartment that only had four instead of five windows. In 1952 the C4ü 323–324 came into operation, in 1953 the BC4ü 123–124 followed. In 1954 the C4ü 216 of the same design came into operation at the SOB and in 1953 the Cr4ü 241 also at the SOB. Its car body corresponded to a BC4ü or from 1956 AB4ü, but instead of the upholstered class compartment, a buffet room was installed. This car ran between Lucerne or Arth-Goldau and St. Gallen or Romanshorn until 1974, then it was added to the Einsiedeln – Zurich commuter train until 1982, which earned it the name of the Gipfeli-Express . In 1983 it was converted to an ABr and received coil spring bogies.

From 1965 onwards, all BT type center entry cars were fitted with rubber bulge transitions (the buffet car initially only on one side!), Four also Vst III. The four BT cars were converted into exhibition cars for the 75th anniversary in 1985. They were then used for other exhibitions and official purposes, and two wagons were converted into bicycle wagons.

In 1956 another eccentric came to the SOB for delivery. The AB 206 from SIG had an anteroom with toilet on the very outside, followed by three second-class windows. At the third points there was a door and a first class compartment with three windows in between. In 1985 it underwent the same modifications as the AB 205 (see above).

Designation upon delivery Installation Manufacturer Years of reconstruction
G = Conversion of rubber bulge
V = Installation of Vst		 later names painting Sale / retirement
BT C4ü 323 1952 SWS 1968 G, 1985, 1989 V B 323, D 811, 50 48 92-35 811-1 green, 1985 green / cream December 2008 to DSF,
May 2010 to termination
BT C4ü 324 1952 SWS 1966 G, 1985, 1989 V B 324, D 812, 50 48 92-35 812-9 green, 1985 green / cream December 2008 canceled
BT BC4ü 123 1953 SWS 1967 G, 1985 AB4ü 123, AB 223 green, 1985 green / cream Discarded in 1991, sold in 1995 to Jindřichův Hradec Zoo in the Czech Republic
BT BC4ü 124 1953 SWS 1969 G, 1985, 1990 AB4ü 124, AB 224, Xas 9001 workshop trolley EA,
80 62 9547 251-8, 80 48 9547 251-7		 green, 1985 green / cream, 1990 oxide red In 2020 still available as an SOB company car
SOB C4ü 216 1954 SWS about 1972 G, V B 216, 50 47 20-33 810-3, 50 48 20-35 310-1 green, 1972 green / cream 2008 sold to the Association of Historic Triebwagen 5
SOB Cr4ü 241 1953 SWS 1959 V approx. 1965 1G, 1983 G Br 241, 50 47 88-33 780-7, 50 48 88-35 530-3 green / cream, 1983 red / cream February 2005 sold to CSG
SOB AB4ü 206 1956 SIG 1970 G, V, 1983 AB 262, 50 47 38-33 571 green, 1970 green / cream March 2001 demolition

Type SBB 1953–1957

The SBB wanted to simplify the lightweight steel wagon for secondary lines and make them cheaper. Therefore, from 1953 onwards, they had 210 third-class cars built that only had a double entry in the middle, but could accommodate 80 instead of 72 seats. The main difference to the BT type was the lack of a window between the two entry doors, but the seat divider and toilet were a bit more spacious (see table below). These cars were then freely used in all types of trains, 150 of them even received a 3000-volt heater for use in Italy. A disadvantage was the large gap between the platform and the door steps when stopping at curved platforms.

The SBB phased out these cars by 1993, selling many of them to Italy, especially to Ferrovie Nord Milano (FNM).

Dimension comparisons between the types

Dimension comparisons between the
types WM, BT and SBB		 Seat divider Section length Started WC Length over buffers
WM 1550 mm 5670 mm 3000 mm - 15,800 mm
BT
BT 1st class		 1600 mm
2000 mm		 8030 mm 3080 mm 1060 mm 22,700 mm
SBB 1660 mm 8300 mm 2038 mm 1323 mm 22,700 mm
SOB AB 206
SOB 1st class		 1660 mm
2250 mm		 4980 mm
6750 mm		 2 × 1530 mm 1000 mm 23,250 mm

Standard car 1972

SOB BDt 198, apart from the driver's cab and the bogies, practically in its original condition from 1972

The standard cars that were built from 1956 onwards were distinguished by the fact that they (again) had end entrances. The special needs of BT meant that in 1972 a series of eight mixed baggage / passenger cars BD 511-18, which were equipped with a central entry, was delivered. The single unit car door was, however, arranged slightly off-center, since the luggage compartment was larger than the four-window passenger compartment. As a special feature, these wagons did not have standard car bogies, but used leaf spring bogies that had been reconditioned by the BT workshop. Some of these cars were later given a buffet room, while others were sold to the SOB. Eventually they were all converted into control cars and after the merger were numbered as BDt 191–198, although they were no longer a uniform series. Over the years the leaf spring bogies were exchanged for coil spring bogies and these were converted to disc brakes. With the redesign of the Voralpen-Express at the end of 2013, they became redundant and turned off. Two cars are kept as a reserve.

literature

  • Karl Emmenegger: The light steel wagons of the Swiss Federal Railways (standard gauge). Pharos-Verlag Hansrudolf Schwabe AG, Basel 1997, ISBN 3-7230-0236-6 .
  • Gerhard Oswald: The Bodensee-Toggenburg Railway. History of a private railway company in Eastern Switzerland. Appenzeller Verlag, Herisau 2004, ISBN 3-85882-361-9 .
  • Gerhard Oswald, Kaspar Michel: The Southeast Railway - History of a Private Railway. Orell Füssli Verlag, Zurich 1991, ISBN 3-280-02048-4

Individual evidence

  1. ↑ Walter Trüb: The SBB passenger cars (standard gauge) 1902–1970, with addendum 1971–1977. Extended separate print from Eisenbahn-Amateur No. 2/1968 to No. 2/1970, Eisenbahn-Amateur 1977, pages 28-30
  2. ^ Hans Schneeberger: The electric and diesel traction vehicles of the SBB, Volume 1: years of construction 1904–1955. Minirex, Lucerne 1995, ISBN 3-907014-07-3 , pages 179-184
  3. ^ Peter Willen: Locomotives of Switzerland, standard gauge traction vehicles. Third supplemented and revised edition. Orell Füssli Verlag, Zurich 1975, ISBN 3-280-00800-X , page 69
  4. ↑ Hans Schneeberger: The first electric railcars of the SBB . in: Schweizer Eisenbahn-Revue 2/1988, pages 61–66, 4/1988, pages 142–145 and 5/1988, pages 177–193
  5. ↑ Hans Schneeberger: The first electric luggage railcar Fe 4/4 of the SBB . in: Schweizer Eisenbahn-Revue 8/1989, pages 160–65, 9/1989, pages 211–215 and 10/1989, pages 222–230
  6. ↑ Location on map.geo.admin.ch
  7. ↑ Hans Waldbuger, Hans Bodmer, Michel Bonny: The vehicles of the Sihltalbahn. Exterior views and type sketches. SiTB, Zurich Selnau 1971
  8. ^ Hans Waldburger / Hans Tempelmann: The Sihltalbahn, 100 years from the steam train to the modern S-Bahn line. [8], Minirex, Luzern 1992, ISBN 3-907014-06-5 , page 110.
  9. ^ Ernst B. Leutwiler: Wohlen-Meisterschwanden-Bahn, history, rolling stock. Railway portrait 1, Ernst B. Leutwiler, Verlag, Zurich 1986, ISBN 3-906681-02-5
  10. ↑ Retrieved on January 5, 2014 from the homepage of the Verein Historischer Triebwagen 5 , now removed from there
  11. ↑ Eisenbahn-Amateur 8/1969 shows a picture from June 1957 with the Br4ü between Fe 4/4 22 and ABt4 202, which were equipped with Vst II. From 1959 the car ran with BDe 4/4 80 with Vst III.
  12. ↑ Mathias Rellstab: SBB awarded contract for BeNe trains to Stadler . In: Swiss Railway Review . No. 6 . Minirex, 2014, ISSN  1022-7113 , p. 277-278 .