SBB RBDe 4/4
| SBB / PBr RBDe 4/4 - RBDe 560/568 | |
|---|---|
 RBDe 560 (NPZ) between Mühlau and Sins
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| Numbering: | RBDe 4/4 2100-2185 RBDe 560 000-083, 100-141 RBDe 568 384-385 |
| Number: | 126 + 2 |
| Manufacturer: | FFA , BBC , SWA , SIG , Adtranz |
| Year of construction (s): | 1984, 1987-1990, 1994-1996 |
| Retirement: | from 2013 |
| Axis formula : | Bo'Bo ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 25,000 mm |
| Height: | 3'750 mm |
| Width: | 2,860 mm |
| Bogie axle base: | 2,700 mm |
| Total wheelbase: | 20,300 mm |
| Service mass: | 70 t |
| Top speed: | 140 km / h |
| Hourly output : | 1650 kW |
| Starting tractive effort: | 182 kN |
| Hourly traction: | 78 kN |
| Continuous tensile force: | 182 kN |
| Impeller diameter: | 950 mm |
| Power system : | 15 kV , 16.7 Hz ~ |
| Power transmission: | Overhead line |
| Number of traction motors: | 4th |
| Drive: | electric |
| Coupling type: | Screw coupling |
| Seats: | 56 |
| Classes : | 1 |
As RBDe 4/4 were railcars of the Swiss Federal Railways (SBB) indicates that as of 1984 for a new shuttle train were acquired designated (NPC) Regionalzugskompositionen. They have had the series designation RBDe 560 since 1990 and, in the case of the resulting sub-types, RBDe 561 and RBDe 562 . They are used by the Swiss Federal Railways in regional transport. The railcars delivered to private railways were originally called RBDe 566 and RBDe 568 .
Most of the RBDe 560, 561 and 568 vehicles built from 1987 to 1996 went through a complete modernization program from 2008 to 2013 . Regional traffic compositions with the designation " Domino " were created from reconditioned railcars and control cars as well as newly purchased intermediate cars . The railcars are uniformly referred to as RBDe 560 (94 85 7 560 XXX-X). The technically different vehicles were not converted, including the four prototypes, the trains procured by the Mittelthurgau Railway (MThB) and the two-frequency vehicles (RBDe 562).
Common features
In 1984 four prototypes of this railcar were delivered together with the matching control car (Bt), which were ordered in 1981, at that time still under the original designation RBDe 4/4 with the numbers 2100-2103. Then 80 series vehicles (multiple units and control cars) were ordered, followed a few years later by a reorder for a further 42 vehicles. There were also six vehicles ordered via SBB ( PBr 568 , MThB 566 ) and six follow-up orders ( SOB 566 , Montafonerbahn ), which resulted in a total of 134 series trains being built - the last one rolled off the production line in 1996.
The compositions with the RBDe 560 railcars and the associated control cars were procured under the project name “ New Pendelzug ”, which ultimately earned them the acronym NPZ as a nickname. For cost reasons, the procurement of new intermediate wagons was dispensed with, converted standard wagons (EW I and EW II) are used instead .
The railcars have an output of 1650 kW, a top speed of 140 km / h, a weight of 70 t and are 25 m long. You can operate in multiple controls. The NPZ (560 000–083 and 560 100–141) with 126 vehicles form the largest series of regional railcars of the SBB to date.
Almost all RBDe 560 have a name. They mostly got the names as well as the coats of arms of smaller villages along the routes on which the NPZ operate.
Coloring
All four prototype compositions were delivered in different color schemes, including the color scheme used in the series vehicles (car body white and blue, doors yellow and front sides in red warning color). This colorfulness, which is striking compared to the previous green color scheme, led to the nickname "Kolibri".
This color scheme is basically still in use today. In the last series of replicas (RBDe 560 100 ff.), The blue ribbon of windows that had previously ended shortly before the driver's cab was extended all the way to the driver's cab. In addition, numerous vehicles were supplemented with stickers from S-Bahn systems (S-Bahn Basel, S-Bahn Bern, Ostwind, Réseau express vaudois, etc.). The stickers are attached to the side wall of the driver's cab.
For the railcars operating in Ticino as TILO (“Ferrovia Ticino – Lombardia”), the usual SBB logos have been removed and the inscription “TILO” affixed above the windows. The logos of SBB and Trenitalia - the owners of TILO - are only attached in small format.
For the Glarner Sprinter , the two railcars 560 120 and 560 123 have been supplemented with matching stickers next to the SBB logo and special paintwork in the driver's cab area.
16 NPZ sets have since been sold to Regionalps .
The RBDe 560 131 and the associated Bt 29-35 931 were given a special “ Train des Vignes ” paintwork and stop request buttons for stopping on request. The train has been in use between Vevey and Puidoux-Chexbres since delivery. In the event of revisions, it can be replaced by RBDe 560 132 and Bt 29-35 932, which are also equipped with a stop request, but operate in the normal "hummingbird" color.
For the four NPZ prototypes that are not included in the modernization program, SBB found different buyers in 2007/2008: two went to the Montafonerbahn (MBS), the prototype set 560,000 came with a control car and an EW-I intermediate car the Oensingen-Balsthal-Bahn (OeBB) and was provided with their logo. The last set went to Chemins de fer du Jura (CJ) at the end of 2008 , which repainted them according to their own color scheme.
Series
RBDe 561
| SBB RBDe 561 | |
|---|---|
 RBDe 561 004 in Pratteln
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| Numbering: | SBB RBDe 561 000–005 |
| Number: | 6th |
| Year of construction (s): | 2003 (renovation) |
In 2003, six RBDe 560s (105, 127–128, 133–135) were converted into RBDe 561 (000–005) suitable for Germany so that they could be used by SBB GmbH on the Wiesentalbahn . Six associated NPZ control cars Bt 29-35 960-965 and twelve passenger cars (six AB , six B) were also adapted , from which six four-part sets were formed.
| Bt | 29-35 | 960-965 | Control car |
| FROM | 30-35 | 660-665 | Intermediate car |
| B. | 20-35 | 660-665 | Intermediate car |
The entry doors on the railcars and control cars have been modified, and are drawn in in the lower area analogous to the RBDe 562. Among other things, the German train radio ZF 90 and the Indusi train protection system were newly installed, and the pantograph was replaced with a model with a wide, "German" rocker (1950 mm).
With the delivery of the Germany-compatible RABe 521 ( Stadler Flirt ) - ten of which are intended for the operation of the Wiesentalbahn and the Gartenbahn - the six NPZ sets were withdrawn to the Swiss side of the Basel Regional S-Bahn in May 2006. The railcars have again received pantographs with 1450 mm rocker arms and operate again as conventional RBDe 560s, keeping their conversion numbers.
The six "Wiesental-NPZ" (railcars and control cars) were included in the "Domino" modernization program; they kept the distinctive, modified doors. They have the highest numbers of the two series (RBDe 298–303, ABt 895–900).
RBDe 562
| SBB RBDe 562 | |
|---|---|
 RBDe 562 003 in Basel SBB
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| Numbering: | RBDe 562 000-005 |
| Number: | 6th |
| Year of construction (s): | 1997 (renovation) |
| Service mass: | 72 t |
| Power system : | 15 kV , 16.7 Hz ~ 25 kV 50 Hz ~ |
Six RBDe 560s (136–141) were converted into dual-frequency vehicles just under a year after delivery, at the beginning of 1997, for cross-border traffic on the “Green Line” of the Basel regional S-Bahn between Basel SBB and Mulhouse . These vehicles suitable for France were given the designation RBDe 562 (000–005) and can be operated under 15,000 V / 16.7 Hz (SBB) as well as under 25,000 V / 50 Hz (SNCF). Furthermore, the entrance doors have been adapted to the French platform heights for reasons of profile.
In addition, six associated NPZ control cars Bt 29-35 950-955 as well as 21 passenger cars (seven AB, twelve B) were adapted, from which, minus one AB reserve car, six five-part sets were formed.
| Bt | 29-35 | 950-955 | Control car |
| FROM | 30-35 | 600-606 | Intermediate car |
| B. | 20-35 | 600-613 | Intermediate car |
The six “Mulhouse-NPZ” (multiple units and control cars) will not be modernized, as the conversion to “Domino” trains would require a complete new registration.
In the meantime, the control car 29-35 950 and the railcar 562 002 have been demolished. You were involved in the collision between two trains at Granges-près-Marnand on July 29, 2013. A train driver was killed in the process.
Since the timetable change in 2012, the trains have been running as Regio Express trains from Neuchâtel to Frasne (function as a TGV feeder), temporarily on the Neuchâtel - Biel / Bienne line as a regional and on the Geneva - La Plaine line as an additional S-Bahn as well as a replacement train. On December 24, 2019, a composition ran for the last time as RE Neuchâtel - Frasne. The reason for this is that the trains lost their approval as of December 31, 2019. All railcars and control cars were transferred in several tranches to Zurich and Olten, where they serve as spare parts donors for the Domino fleet.
Since the vehicles were never retrofitted after the conversion, they lack a two-channel reset of the safety control. Therefore, all remaining RBDe 562 had to be withdrawn from service at the end of 2019. All vehicles are intended for scrapping, but usable parts are removed beforehand in the Zurich Altstetten service facility.
MThB RBDe 566, later SBB RBDe 561
| Bt | 29-35 | 971-976 | Control car |
| FROM | 30-35 | 671-674 | Intermediate car |
For the operation of the Seehas local transport, the Mittelthurgau Railway (MThB) was able to agree at short notice with the SBB in 1993 to take over four NPZ sets (railcars and control cars) that were already under construction for the SBB. From the replica series (1994-1996), the MThB received the vehicles RBDe 566 631-634 in 1994, which would have gone to the SBB as the ninth to twelfth railcars, while the latter increased its order from the industry by four.
In 1995, the four sets of MThB were each given a new intermediate car, in contrast to the SBB trains. For traffic to Germany, the vehicles were equipped with the Indusi train protection system and a pantograph with a wide, "German" rocker (1950 mm); In 2003, six SBB NPZ trains for the Wiesental (RBDe 561) were to undergo practically the same adjustments.
When MThB was liquidated, the MThB-NPZ were transferred to the successor company Thurbo and continued to be used in their traditional services. From the beginning of 2006, nine ordered Stadler Flirt (RABe 526 651-659) were delivered for the Seehas, so that the NPZ were no longer needed. After all nine Flirt trains went into operation in July 2006, the four NPZ sets including the two additional Bt were transferred to SBB.
The railcars again received pantographs with “Swiss” rocker arms (1450 mm) from the SBB. With the SBB design adapted front and SBB logo, the trains were used on the Lucerne S-Bahn after being redesignated as RBDe 561 171–174 / AB 30-35 671–674 / Bt 29-35 971–976 on the Lucerne S-Bahn , where the stop request buttons were useful when used on the BLS route Langenthal – Wolhusen.
Contrary to initial plans, the former MThB-NPZ will not be included in the “Domino” modernization program. Two railcars have already been canceled after less than 20 years of operation. One of them (561 171) was involved in a collision together with a control car (Bt 29-35 976) on October 6, 2011 in Olten, whereupon both vehicles were broken off. Two control cars (971 and 972) were sold to the Sihltal-Zürich-Uetliberg-Bahn , which they intend to adapt for operation with the Re 456 . Railcar 174 was sold to SOB in 2015, the rest of them were canceled. It is not known what will happen to the remaining three control cars (Bt 973-975) and four new intermediate cars (AB 671-674).
SOB RBDe 566, today RBDe 561
The Swiss Southeast Railway (SOB) also procured four two-part NPZ sets that correspond to the replica series (1994–1996) of the SBB and were delivered in 1995. The SOB had the first-class compartment set up in the control car as with the previous vehicles, these are thus designated as ABt , while the RBDe 566 400–403 multiple units, after the merger 566 077–080, are identical to the SBB.
After the merger of the old SOB with the Bodensee-Toggenburg-Bahn (BT) to form the “new” Swiss Southeast Railway (SOB), the NPZ had been repainted in the new color scheme by the end of 2003.
Since the four compositions in regional transport operations from Einsiedeln and Arth-Goldau were replaced by Stadler Flirt , the SOB did not take part in the modernization program, but tried to sell the vehicles, but did not succeed. The vehicles have been used for the Voralpen-Express since autumn 2013 . The railcars received the TSI numbers 94 85 7 561 081-084 (plus 174 ex SBB, see above).
PBr RBDe 568, new Travys RBDe 560
The Chemin de fer Pont – Brassus (PBr) did not have its own locomotives, but entrusted the SBB with the management, which ensured continuous operation between its own Vallorbe –Le Pont line and the PBr branch line Le Pont – Le Brassus .
As part of the original series production of the RBDe 4/4 2104–2183 (1987–1990), the PBr ordered two two-part NPZ sets, which in 1989 were branched off from series production for the SBB. The railcars, which actually emerged between the SBB railcars 2149 and 2150, were given the designation RBDe 4/4 2184-2185 attached to the SBB's own vehicles. Only small inscriptions on these vehicles indicated that the PBr was the owner, whereas the maintenance of the vehicles is still the responsibility of the SBB.
The replica series (1994–1996) was already delivered under the new designation RBDe 560 100 ff., Whereupon all RBDe 4/4 were also redrawn in the course of 1996 (RBDe 560 000 ff.). The two PBr-NPZ were given the designation RBDe 568 384-385. After the merger of the PBr with the Chemin de fer Yverdon-Ste-Croix (YSteC) to form the Travys in January 2001, the two NPZ sets were also repainted in the new color scheme.
The two Travys NPZ (railcars and control cars) were included in the “Domino” modernization program of the SBB (new numbers RBDe 94 85 7 560 384 and 385 and ABt 50 85 39-43 984 and 985), which Travys also acquired through SBB two low-floor intermediate cars (B 50 85 29-43 384 and 385 CH-TVYS).
Montafonerbahn
The Austrian Montafonerbahn has two two-part NPZ sets, of which the first was built in 1990 following the SBB series 2100-2183 and the second in 1993 before the SBB replica series (1994-1996). In 2007/2008 there were two of the four prototype sets that SBB did not include in the modernization program.
Related series
Not structurally identical, but in many ways related to the NPZ, the " Privatbahn-NPZ ", which served as a template for the NPZ and on various private railways in Switzerland as BLS RBDe 565 and BLS RBDe 566 II , TPF-TRN RBDe 567 and SOB RBDe 566 exist.
Modernization Domino
After 20 years of use, the first railcars and control cars are approaching the time for a major major overhaul, while the EW I and EW II used as intermediate cars, after some more than 40 years of use, can no longer meet various requirements in terms of economy and modern customer demands and are pending scrapping . The engineering for the modernization was carried out by a consortium of engineering offices Enotrac, Prose, and Helbling Technik, while SBB was responsible for converting the vehicles in their workshops.
The modernized train compositions run with up to four intermediate cars under the new name Domino . The color scheme also changed, the blue / white paintwork with yellow doors gives way to the usual SBB ICN color scheme in white and anthracite with red doors and a red front.
Railcar and control car
The 130 SBB sets - originally 126 plus four taken over from Thurbo - are divided into five sub-types: four NPZ prototypes (560 000–003), 110 NPZ series vehicles (560 004–083, 100 ~ 132), six Wiesental NPZ (561 000–005), six Mulhouse NPZ (562 000–005) and four Thurbo NPZ (561 171–174). Two substructures or ten sets were excluded from the modernization, on the one hand the two-frequency NPZ for operation to Mulhouse in Alsace and Frasne (TGV connecting trains), since any changes to the vehicles would require costly new registration in France, on the other hand the four are now sold prototype NPZ due to numerous technical deviations from all other NPZ.
| 2 | At | 19-43 | 801-802 1 | Control car |
| 96 | ABt | 39-43 | 801-900 2 | Control car |
| 16 | ABt | 39-43 | 941-956 | Control car RA |
| 4th | FROM | 39-43 | 001-004 | Intermediate car with toilet |
| 31 | B. | 20-43 | 001-031 | Intermediate car |
| 89 | B. | 29-43 | 101-192 3 | Intermediate car with toilet |
| 16 | B. | 29-43 | 401-416 | Intermediate car RA with toilet |
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1 New ABt 39-43 911-912 2 ABt 888 missing; 869, 894, 867 new 954–956 3 B 181, 182, 192 new 414–416 |
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The modernized SBB NPZ fleet was to comprise 120 trainsets that were matched to one another, of which two were still intended for the “ Glarner Sprinter ” and 13 for the SBB subsidiary Regionalps . From the customer's point of view, the installation of air conditioning, customer information system and video surveillance, the replacement of seats and floor coverings, as well as lettering and door buttons for the blind and visually impaired, including retrofitting of the stop requirement in all NPZs. During the conversion, it was decided not to convert the railcars and control cars from MThB, and the Regionalps also increased their order to 16 trains. This means that 98 trains and an additional multiple unit are available for the SBB. One associated control car 50 85 29-34 921 was so badly damaged in a collision with the Tem "295 in Courtelary on December 5, 2000 that it was scrapped on November 30, 2001. The second associated control car 50 85 29-35 924 was scrapped before the conversion to ABt 888 2011 with accident damage.
An operational innovation is the formation of the railcars and control cars by means of the new intermediate cars to form semi-permanent commuter trains . It is possible to create two (without intermediate wagons) to six-part commuter trains, depending on the place of use, basic workload, route profile and requirements of the customer. A three-part commuter train with an intermediate car is 75 meters long, which corresponds to a four-part Flirt multiple unit . In multiple control, up to three regular commuter trains can run, this usually corresponds to a train length between 225 and 300 meters. At rush hour, trains made up of two or three connected stem pendulum trains are often used, while one set is sufficient in times of low traffic.
In order to be able to use the flexibility of the module concept, the vehicles receive new train and traction bus electronics based on the multiple control Vst9 + . During the renovation, the vehicles will be given new sockets on the front of the vehicle in order to be able to transmit the corresponding signals between the trunks. The vehicles are mechanically and pneumatically connected with UIC screw couplings and conventional air hoses, as they were before the modernization . In western Switzerland in particular, however, there are dominos with automatic couplings on the fronts (domino AK), so that the train driver can strengthen or weaken the commuting itself in a short time. As a result of these innovations, the vehicles lose their previous VSt IIId system and are no longer electrically compatible with the rest of the SBB fleet. A significant advantage of the fixed commuter trains is the possibility of carrying out the main brake test from the driver's cab. Other technical changes include the installation of a modern emergency brake and an energy management system that controls the energy consumption of the additional electrical consumers on the 1000 V train busbar.
At the same time as the modernization carried out for the railcars by the Yverdon industrial plant and for the control cars in the Olten plant , Bombardier delivered the new intermediate cars . The first train went into operation in 2009. The modernization program was completed on schedule in 2013.
With the need to run the RE from Bern to Bulle and Palézieux as wing trains from December 2012 , twelve vehicles were equipped with Schwab- type automatic train couplings; the page buffers remain in function. The entire Regionalps fleet has also been converted accordingly in order to speed up the coupling and uncoupling of the reinforcement modules.
For operation on the new with ETCS equipped route Lausanne-Villeneuve eleven railcars with ETCS onboard equipment were retrofitted.
The railcars were spared major damage during their time before the conversion, be it due to technical defects or accidents. After the renovation, on July 29, 2013 there was unfortunately a serious collision in Granges-près-Marnand in which a train driver was killed. The RBDe 560 213 suffered so much damage that it had to be broken off. The leading Bt 29-35 950 of the oncoming Mulhouse NPZ in which the train driver died was also affected . In addition, an intermediate car was badly buckled.
INOVA low-floor intermediate car
The tender for 188 air-conditioned low-floor intermediate wagons - including a further 100 units as an option - required the main variant for a wagon with a service life of only 20 years, taking into account the expected remaining service life of the NPZ sets. The existing EW-II bogies should continue to be used after refurbishment, which SBB promised a significant cost advantage. As a secondary variant, a completely new car with a service life of 30 years was advertised and target prices were specified for both variants.
In total, offers were received from five manufacturers, with the main variant showing clear disadvantages: both the load-bearing capacity and the design of the suspension of the bogies contradicted the desired features of the intermediate car. In addition, no manufacturer was prepared to take on the required “system responsibility” when using a forty-year-old “foreign” bogie. In the secondary variant, however, there were offers that were below the target price and were shortlisted. Of the two technically equivalent offers from Bombardier Transportation (Switzerland) and Stadler Rail , the former won the tender because of a slightly better offer price. Due to special challenges with regard to the changed weight distribution of the bogies, the Prose company was additionally commissioned to check and adapt the bogies for strength, running behavior and the braking system. According to the signed contract for work and services, 140 wagons will be procured for the time being, a first option includes a further 48, a second option a further 100 wagons.
One of the required features of the intermediate car is the 2 + 2 seating in face-to-face arrangement, which is common in the SBB open-plan coaches, which results in a four-person compartment per window. The aircraft seating, which is unpopular in Switzerland, was explicitly only permitted as an exception (use of space). In addition, there are so-called multifunctional zones that can be used as parking spaces for bicycles, strollers or luggage and have longitudinally mounted folding seats . There is a fundamental difference between the amplifier trolleys without toilet and the regular intermediate trolleys with wheelchair-accessible vacuum toilet, as in the latter the possibility of passage with a wheelchair between the door platforms was required, which resulted in a wide central aisle.
The requirements made result in three different types of wagons for the intermediate wagons: AB wagons (with toilet, 4 wagons), B wagons with toilet (95 wagons, 13 of which for regional PS, after order changes 105 cars, 16 of which for regional PS) and B- Car without toilet (41 cars ordered, 31 delivered after order change). The first class will be offered in the control car in the future, but this is not enough for the Glarner Sprinter and AB cars will also be added. The B without toilet are used in regular commuting trains with two intermediate cars, whereby the use of trains without toilet is not uncommon on various railways.
All three wagon types have a wagon transition and a high-floor area above the bogies, each of which has three windows and thus three four-person compartments. The pure B car has two 24 second-class seats in the high-floor area, while the AB car has 24 first-class seats and 24 second-class seats. In between is the low-floor area with two doors on each side of the car and four windows in between. The low-floor area comprises around 50% of the vehicle area, where there are second-class seats, a multifunctional zone and, if necessary, the toilet.
In the B-car without a toilet there are four-person compartments (16 seats) by the two middle windows. In the two outer windows - each on the entry platform - there is a multifunctional zone with three folding seats on one side of the car, and a fixed two-seater seat and a wheelchair space on the other side of the central aisle (alternatively, two longitudinally mounted folding seats). In the low-floor area of such a car without a toilet, there are 20 second-class seats and 10 folding seats.
In the AB and B car with toilet, the seats are in 2 + 1 seating due to the wide center aisle, in the first compartment in face-to-face arrangement, in the second compartment, however, only in one row, as the third compartment (four-person compartment with wheelchair space) to create enough space for the toilet cubicle, which takes up a little more than the space of a virtual fourth compartment. At the level of the offset third compartment, on the other side of the central aisle, is the multifunctional zone with four longitudinally mounted folding seats; at the level of the toilet cubicle, the passage runs as a side aisle. In the low-floor area of a car with a toilet, there are 13 second-class seats and four folding seats.
See also
literature
- Stefan Binder, Hans Käser: Modernization of the local commuter trains of the SBB . In: Swiss Railway Review . No. 2 . Minirex, 2007, ISSN 1022-7113 , p. 65-69 .
- Andreas Wegmüller, Yves Marclay: Domino project: Refit of the local commuter trains of the SBB . In: Swiss Railway Review . No. 7 . Minirex, 2009, ISSN 1022-7113 , p. 373-381 .
- Sandro Sigrist, Peter Hürzeler, Ralph Bernet: Local commuter train RBDe 560 . From hummingbird to domino. Edition LAN, Bäretswil 2012, ISBN 978-3-906691-65-7 (144 pages).
Web links
- Bruno Lämmli: SBB RBDe 560
Individual evidence
- ↑ a b c Broyelinie: Train collision between S21 and RE in Granges-Marnand station bahnonline.ch July 29, 2013
- ^ Fabian Scheeder: End for NPZ France . In: Swiss Railway Review . No. 2 . Minirex, 2020, ISSN 1022-7113 , p. 59 .
- ↑ Swiss rail amateur 2/2020 page 61
- ↑ Matthias Rellstab: Another signal case resulting in an accident at the SBB . In: Swiss Railway Review . No. 11 . Minirex, 2011, ISSN 1022-7113 , p. 536-537 .
- ↑ The upgrade schedule for the Voralpen-Express is ready. bahnonline.ch, May 16, 2011, accessed on October 25, 2018 .
- ↑ a b Christoph Gyr: Vehicle modernization from the local shuttle train to the domino. (PDF, 1.42 MB) Prose AG, August 29, 2016, accessed on October 1, 2017 .
- ↑ More domino trains for regional ps . In: Swiss Railway Review . No. 11 . Minirex, 2012, ISSN 1022-7113 , p. 526 .
- ↑ Collision in Courtelary BE . In: Swiss Railway Review . No. 1 . Minirex, 2001, ISSN 1022-7113 , p. 5 .
- ↑ Handover of the first “Domino” to RegionAlps. bahnonline.ch, September 15, 2008, accessed on October 25, 2018 .
- ↑ Ruedi Beutler, Christoph Dauwalder, Mike Fassbind: Equipment Domino vehicles with automatic train couplings . In: Swiss Railway Review . No. 11 . Minirex, 2015, ISSN 1022-7113 , p. 573-576 .
- ^ Matthias Rellstab: ETCS L2 in operation on Lake Geneva . In: Swiss Railway Review . No. 6 . Minirex, 2017, ISSN 1022-7113 , p. 283 .