SBB RABDe 8/16
| SBB RABDe 8/16 | |
|---|---|
 RABDe 8/16 in Zurich main station 1982
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| Numbering: | 2001–2004 RABDe 511 000–003 (UIC) |
| Number: | 4th |
| Manufacturer: | SWS , SIG , SAAS , Schindler Waggon |
| Year of construction (s): | 1976 |
| Retirement: | 1997 |
| Axis formula : | Bo'Bo '+ 2'2' + 2'2 '+ Bo'Bo' |
| Length over buffers: | 100,000 mm |
| Empty mass: | 149.0 t |
| Top speed: | 125 km / h |
| Starting tractive effort: | 187 kN |
| Seats: | 278 54 (1st class) 224 (2nd class) |
RABDe 8/16 is the type designation for a Swiss railway vehicle.
These vehicles represented a consistent further development of the RABDe 12/12 multiple units. Like the RABDe 12/12 multiple units, they were designed for high acceleration for regional traffic, but achieved this goal less through high drive power and more through low weight. Four prototypes ordered in 1970 were built, but these were already taken out of service in 1997 and have since been canceled - making the «Chiquita» one of the SBB vehicles with the shortest service life.
The first drafts saw a three-part train, i.e. an ABDe 8/12. However, the multiple unit was extended by a non-powered second class intermediate car while it was being built, so that when it was delivered as a four-part train, it had the Bo'Bo '+ 2'2' + 2'2 '+ Bo'Bo wheel arrangement. The multiple units had the original numbers 1121–1124. Even when the train units were being built, the floor of the car bent "like a banana", which is why the purple-yellow trains were nicknamed " Chiquita ".
Construction and technology
In order to achieve the low weight of 149 tons for a four-part train, the then revolutionary lightweight construction made of aluminum was consistently used. The vehicles suffered from the fact that there was still a lack of experience with this lightweight construction, even sagging of the car body could be observed with all the associated problems, mainly with the doors. These weaknesses meant that the four prototypes remained.
In terms of passenger comfort, these vehicles set new standards, mainly thanks to the deep floor and the spacious doors that were automatic from the start. The drive technology was also new: light and small DC motors were used which could be operated continuously with a thyristor control , in contrast to the coarse step switches of the RABDe 12/12. The running bogies corresponded to those of the standard car III . Automatic pivoting sliding doors were also installed, which could be opened at the push of a button. With the doors open, it was not possible to leave and the doors were automatically locked during the journey. The doors could also be released on a side-by-side basis. The door leaves were designed so that the running boards were covered when the door was closed.
One composition had 54 first-class and 224 second-class seats, and the first-class intermediate car also had a luggage compartment.
Marketing experts at SBB had the idea of uniformly designing all regional means of transport such as the NPZ compositions and the double-decker trains of the Zurich S-Bahn . The motor coaches and control cars of the new commuter trains (NPZ) are outwardly a further development of the Chiquitas. The swing doors were also installed based on the RABDe 8/16.
The four sets were delivered as follows:
- Number 2001: January 27, 1976
- Number 2002: May 18, 1976
- Number 2003: April 13, 1976
- Number 2004: August 31, 1976
business
The sets were not separated during operation. Because there was no high-voltage cable through the train, both power cars were equipped with their own pantographs . They also each had a driver's cab and an automatic + GF + coupling. The vehicles all had multiple controls, whereby from a technical point of view all four units could travel together, but for which the platform length was usually insufficient. They could be mechanically coupled to the RABDe 12/12.
The Chiquitas were used from 1976 on the right bank of the Zürichseebahn . The first scheduled trips were from the number 2001 on this line resp. on the Zurich – Meilen – Rapperswil route on February 1, 1976. Due to massive problems, especially with the door control, which did not work correctly due to the sagging of the wagons, they were later mainly active on secondary lines in District III (northeastern Switzerland). Although it was known that these multiple units caused considerable problems in operation, they were last used on the line of the timetable field 821 Stein am Rhein - Etzwilen - Winterthur in regular operation. In 1990 and 1991 two multiple units (2001 and 2003) received the NPZ color scheme and were revised. The 2001 multiple unit was christened the Kaltenbach- Etzwilen community in its new look. The regular operation of the line was, however, significantly disrupted by the breakdowns of the railcars, so that in 1992 the SBB was forced from one day to the next to put all four trains out of operation and write them off as inoperable. Instead of subjecting them to another overhaul, the four trains were moved to siding in Glarus and Ennenda in 1992 and 1993. The last day of SBB operation was January 7, 1993.
From August 24, 1993 to July 1994, the unit was rented to the Mittelthurgau Railway in 2003 , then replaced by 2004 until December 1994. In each case, the intermediate car B was lined up; the AD, however, had to stay because it housed part of the train control. As of September 30, 1997, all Chiquitas were scrapped and demolished in 1998.
See also
literature
- Danile Chapuis, Martin Gerber, Heinrich Goetschi: The multiple units RABDe 8/16 No. 2001-2004 of the SBB .
Schweizerische Bauzeitung, Volume 93 (1975), Issue 14 (Part 1) (E-Periodica, PDF 4.4 MB)
Schweizerische Bauzeitung, Volume 93 (1975), Issue 29/30 (Part 2) (E-Periodica, PDF 5 , 4 MB) - Claude Jeanmaire: The electric and diesel locomotives of the Swiss railways, The railcars of the Swiss Federal Railways (SBB); ISBN 3-85649-037-X
