Swiss standard car

Swiss standard car
Number:	261 motor cars 216 trailer cars
Manufacturer:	various
Year of construction (s):	Motor car: 1940–1968 Trailer wagon: 1945–1973
Axis formula :	Bo'Bo '
Gauge :	1000 mm ( meter gauge )
Width:	2200 mm
Top speed:	Motor vehicle: 55/60 km / h Trailer (perm.): 60/65 km / h
Power system :	Direct current
Power transmission:	Overhead line
Number of traction motors:	four
Seats:	Motor vehicles: 26–30 Trailer vehicles : 21–27
Standing room:	Motor vehicles: 67–74 Trailer vehicles : 75–91
Particularities:	designed for passenger flow

The Swiss standard wagon , French Tramway standard suisse , is the name given to a series of meter-gauge trams - motorized and trailer vehicles in large- scale construction - produced according to uniform construction principles. The four-axle vehicles designed for passenger flow according to Peter Witt are based on two series delivered to the Zurich tramway from 1940 and 1941 respectively . In 1944, the Association of Swiss Transport Companies (VST) developed a concept for standard tram vehicles that could be used across the country.

The standard cars were manufactured by various local manufacturers until 1973 and, in addition to Zurich, were also delivered to the Basel tram , the Bern tram , the Geneva tram , the Lucerne tram and the Neuchâtel tram . In Switzerland , standard cars are now only in use in Basel. Used trains also run in Romania on the Iași tram and in North Korea on the Pyongyang tram . You can also find used trailer cars in Serbia on the Belgrade tram and in Ukraine on the Vinnytsia tram .

Together 261 four-engined motor vehicles are also known as Be 4/4 or up to 1956 made reform of the car classes as Ce 4.4 respectively. The total of 216 trailer wagons as defined as B4 or C4 , 1963 as B . In Zurich, the standard cars were also called Pullman cars , based on the comfortable US railroad cars .

history

In November 1940, the Schweizerische Wagons- und Aufzügefabrik AG Schlieren-Zürich (SWS) together with the Maschinenfabrik Oerlikon (MFO) delivered the first of initially 20 motor vehicles of the Ce 4/4 351-370 series to the Zurich urban tram , which followed in 1941 18 motor vehicles of the Ce 4/4 401–418 series, which are operated by SWS together with Brown, Boveri & Cie. (BBC) were delivered.

Both variants were outwardly similar, but differed technically. The wagons with steel car bodies supplied by SWS and MFO were heavier than the wagons with aluminum car bodies supplied by SWS and BBC, which were also known as light motor vehicles. The operation of the two series was different: the MFO used a travel switch that was operated with a hand crank , which is why the cars were called Kurbeli , in contrast to the cars from BBC, which operated with foot pedals based on the model of the US PCC car what earned them the name Pedalers . MFO used an electro-pneumatic, BBC an electromagnetic contactor control. The bogies from MFO were classic bogies with two pin-bearing traction motors mounted in a bogie frame , the Simplex bogies of type 2 were used for the first time in the light-motor vehicles , which did not have a bogie frame and enabled fully sprung motors.

On the basis of these two types, the VST finally presented its plans in 1944 for a nationwide standard car with originally four sub-series in order to be able to replace the labor-intensive two-axle vehicles with wooden bodies that were prevalent at the time. The aim was to make the Swiss tram network competitive with the trolleybus on the one hand and the increasing individual motorized traffic on the other. The concept also envisaged a completely redesigned trailer type that was first delivered to Zurich.

Type  Ia	Easier setup railcars, primarily designed for solo inserts, however, limited operation possible with a trailer car of the type A
Type  Ib	Heavy unidirectional multiple unit, mainly designed for operation with one trailer car, but limited operation with two type A trailer cars is also possible
Type  II	Light bi- directional railcar with medium capacity
Type  a	Light one-way trailer trolley

The short bi-directional type II car went to Neuchâtel with just three copies. The short car body had only five instead of seven side windows, which meant that the tapering at the ends of the car was significantly less than that of the other standard cars. Another, medium-weight type Iab was subsequently introduced in 1947 , which was intended to close the gap in weight and performance between types Ia and Ib. Special features of the standard wagons compared to previous generations of vehicles were their pneumatic folding doors , the closed driver's cab, built-in seats for the driver and conductor , the self-supporting car body, the so-called Hechtwagen design with striking tapering at the front and rear, and the 2 + 1 row seating -Arrangement, the missing partition walls in the interior and the maximum speed of 55 or 60 km / h for the motor vehicle and 60 or 65 km / h for the trailer. The six cities were equipped with standard cars as follows, due to the shortage of materials due to the war , production initially got off to a slow start:

business	Type	piece	Numbers	Manufacturer	kW	Weight	Seats	Standing room	Years of construction	Illustration
BVB Basel	Ib Ib Ib Ib A A	022 030 4 20 15 91 00 0 0 0	401-422 423-452 453-456 457-476 1401-1415 1416-1506	SWP / BBC SWP / BBC SWP / BBC SWP / BBC DWA / FFA SWP / FFA	264 264 264 264 0 0	19.6 t 19.6 t 20.0 t 20.0 t 09.3 t 10.1 t / 10.16 t	28 28 28 28 26 25/27	72 72 69 67 79 80/81	1948–1949 1950–1951 1958 1967–1968 1947–1948 1961–1972
SVB Bern	Iab Ib A A	015 010 010 010	101–115, from 1986: 601–615 121–130, from 1986: 621–630 321–330 331–340	SWS / BBC / MFO SWS / BBC / MFO FFA SIG / SWS	190 215 0 0	17.4 t 17.8 t 09.7 t 10.0 t	27 26 25 21	73 74 75 89	1947–1948 1960–1961 1951–1952 1960–1961
CGTE Geneva	Iab A	030 015	701-730 301-315	SWP / SAAS FFA	260 0	16.0 t 0	28 0	72 0	1950–1952 1950
VBL Lucerne	Ia Ia	006 4 00	101-106 107-110	SWP / BBC Hess / BBC					1947 1947-1948
TN Neuchâtel	II	003	81–83, from 1980: 581–583	SIG / SAAS	144	13.2 t	30th	43	1947
VBZ Zurich	Ib Ib Ib Ia Iab Iab A A A	020 5 40 18 2 32 60 12 3 00 0 0 00 0 0 0 00	351–370, from 1947: 1351–1370 1371–1375 1376–1415 401–418, from 1947: 1501–1518 1651–1652, then: 1551–1552 1519–1550 711–770 787–798 799–801	SWS / MFO SWS / MFO SWS / MFO SWS / BBC SWS / MFO SWS / BBC SIG FFA / SIG FFA / SWP	212 268 252 148 192 192 0 0 0	18.0 t 20.5 t 18.6 t / 19.4 t 13.4 t / 14.6 t 15.0 t 15.0 t / 15.3 t 09.4 t / 10.1 t 10, 6 t 10.2 t	27 27 27 27 27 27 21 25 27	73 73 73 66 66 66 91 83 83	1940–1945 1947 1947–1954 1941–1946 1949 1949–1952 1945–1953 1962–1963 1973

The pioneering concept of the standard car also attracted a lot of attention outside of Switzerland. Various foreign manufacturers adopted the distinctive design for their own types, including, for example, the V6 and V7 series of the Hamburg tram , the Yugoslav Đuro Đaković wagons, the Romanian replica Gb 2/2 , the Vienna prototype train from C 101 and c 1201 built in 1953 or the Fuchs railcars 63–70 of the Upper Rhine Railway Company .

In 1955, a Zurich standard train was briefly used on the St. Gallen tram for advertising purposes . He campaigned for tram line 1 to be retained, which was rejected by the citizens in the same year. Ultimately, the St. Gallen tram was finally replaced by the St. Gallen trolleybus in 1957 .

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  Typical of the standard car is the tapering front and rear sections, here inside a Basel trailer

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  Detailed view of the rear section of a Bernese trailer

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  Driver's cab of the Geneva museum car 729

Door arrangement

The one-way motor cars were all three-door, with a wide rear entry and two narrower exits in the middle and in the front. The trailer car initially only had a rear entrance to the conductor's seat and a wide exit in the front part. In Zurich this was arranged in the middle of the passenger compartment, in Basel and Geneva, however, at the front. Bern also procured the trailer wagons with three doors. In 1951, Zurich experimented with the Basel arrangement for car number 750, but could not get used to it. For the procurement in 1962/63, Zurich relied on the three-door Berner type, but joined a Basel order for the subsequent procurement of only three cars. All three door arrangements could therefore be found in Zurich. Geneva came to three-door trailers when the Lucerne wagons were demotorized.

The three Neuchâtel bi-directional cars had two door areas of the same size on each side at the front and rear. In addition, they were the only standard carriages that had no fixed conductor seat and thus no passenger flow.

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  Motor car with wide entry at the rear and narrower exits in the middle and front

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  Two-door Geneva trailer

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  Geneva museum car 729 with a conductor's seat

Use, modifications and whereabouts

Basel: Trailer 1463 with low-floor middle section

Formerly the Zurich standard train in Pyongyang

Standard wagon converted to a snow plow in Zurich

Former Lucerne motor vehicle in Geneva, after being converted into a trailer

Basel

Car 413 of the first series was preserved as a museum car in Basel. Car 456 of the third series was given away to Belgrade. The eleven youngest cars with road numbers 466–476 were adapted between 1985 and 1987 for use as guided motor cars in multiple traction units . A car from the older 457–465 series was last used on April 29, 2016, and the 466–476 series was last used in the course of 2016.

Basler Verkehrs-Betriebe gave their nine trailer cars 1404, 1408 and 1416–1422 to Baselland Transport AG (BLT). 1402, 1403, 1406 and 1414 went temporarily to Bern and later - with the exception of 1414 - together with all other trailer cars of the first series to Belgrade . A low-floor middle section with additional access was built into the 35 trailer cars of the second series that remained in Basel . These are still in use - as the last standard wagons in Switzerland at all.

Bern

In Bern, the two standard trains 107–327 and 621–337 have been preserved as a museum, they are in the care of the Bern Tram Association . Nine trains went to Iași in Romania .

Geneva

The Geneva motor cars 712, 721, 724 and 727 as well as the trailer cars 302, 306, 307 and 315 went to the Sibiu Tramway in Romania from 1993 to 1996 . There they were used by the local transport company Tursib on the overland route to Rășinari until it was shut down in 2011. The 729–308 carriage remained in Geneva as a museum train.

Lucerne

The Lucerne wagons were handed over to Geneva after the tram was shut down in 1961 and were given the numbers 731–740; they were converted into trailer wagons from 1969–1970.

Neuchâtel

The Neuchâtel cars were in use until the 1980s before they were replaced by the generation of vehicles that are still in use today. Car 581 was scrapped in 1986, the other two were in service until 1988. Car 582 was exhibited in the Verkehrshaus Luzern until 1996 , then came to the Naumburg tram and has been on the open-air site of a model railway exhibition in Wiehe, Thuringia, since 2002 . Car 583 came to the local Association Neuchâteloise des Amis du Tramway ( ANAT ).

Zurich

The Zurich public transport company phased out its last standard trailers in mid-2008; at last they were only used behind the Mirage articulated trams . Motor cars 1392 and 1530 and trailer car 732 are now in the care of the Zurich Tram Museum , while the Aktion pro Sächsitram association also looks after car 1408. Train 1379–739 reached the Musée des transports urbains, interurbains et ruraux ( AMTUIR ) in Chelles near Paris, but returned to Zurich in February 2013. Trailer 731 was converted into an open summer car for the so-called Fonduetram (Be 4/6 1802) in 1992 and has since been called a Cabriolet , it was given the new number in 1971. Pedaler 1517 was donated to the Wagerenhof Foundation in Uster in 1982 as a gift and was on the premises of the Disabled facility. On December 15, 2015, it was transferred to the Zurich Tram Museum for restoration. 18 complete Kurbeli trains were handed over to Pyongyang in 1995 , where they are used on the operationally independent Kŭmsusan line . Trailer wagons went to Baselland Transport AG (799–801, there new numbers 1301–1303), to Bern and to Vinnytsia . The cars 1351–1359 were converted into work cars with the new designation Xe 4/4 1921–1929 between 1980 and 1982, and one of these vehicles in turn became the Zurich Cargotram .

Forerunners and related series

• SIG delivered the four-axle Ce 4/4 1 light railcar to the Biel-Meinisberg-Bahn (BMB) as early as 1937 . It was the only vehicle with type 1 simplex bogies from BBC, had an hourly engine output of 112 hp, was 13.6 meters long and weighed only 13.5 tons.

• In 1939, the Zurich urban tram received the motor vehicles 31 and 32, which were renamed 1031 and 1032 in 1947, two forerunners of the series discussed here. The two so-called steering three - axle vehicles had a steering frame of the Buchli type and carried the type designation Ce 2/3 or later Be 2/3. They were also manufactured by SWS and MFO and, apart from the wheel arrangement and length, already had all the characteristics of the later standard cars. The two cars, also known as Geissbocks because of their rough driving behavior, were 1625 millimeters shorter than the following standard cars and had two fewer windows on each side. They were scrapped in 1978.

• In parallel to the first standard cars built for Zurich, SIG and MFO delivered four-axle trains to Bern in 1944 and 1945. These five motor cars Ce 4/4 171–175, called Lufter because of their compressed air brakes , and six trailer cars C4 313–318, which were nicknamed Babeli , had some similarities with the standard car. These include the external shape, the steel or light metal construction and the one-sided pneumatic folding doors on the motor vehicles. However, they still had longitudinal bench seats and partitions between the passenger compartment and the boarding platforms, and the maximum speed was only 40 km / h. Classic sliding doors were also installed on the trailer cars and on the other side of the motor cars. The Babeli were also referred to as VST type B by the Federal Office for Transport .

• In 1952, SWP delivered three ultra-light four-axle Be 2/4 601–603 (later 251–253) to the Basler Verkehrsbetriebe, which were given the name Bugatti . They had a simplex bogie from BBC at the front, which had an axle base of 1700 mm compared to the 1850 mm of the standard car, corresponding to the less powerful engines (65 HP instead of 90 HP). The curb weight was only 12 tons. The rear bogie had small wheels with a diameter of only 420 mm, which made it possible to lower the car floor towards the rear. The rear platform was 415 mm above the top of the rail. The car floor above the engine bogie was 840 mm compared to 915 mm for the standard car. In the middle there was a double door. The tapered box ends were less long than on the standard car, and the front was accordingly wider. Since they were designed as single drivers, the cars had no clutch. The low drive power and the small capacity (without trailer) limited the application possibilities. They were scrapped in 1978.

• In 1959 and 1960, the public transport company of the City of Zurich also procured 15 motor vehicles and 16 trailer cars from the so-called carp series . They also have numerous characteristics of the standard wagons, but their car body was designed in such a way that the front and rear doors are also in a straight line in view of the Zurich underground railway planned at the time, but which was rejected by the people in 1962 . In addition, they were prepared for the installation of left-hand doors in order to be able to operate island locks .

• The last four-axle tram in Basel, the BVB Be 4/4 477–502, are very similar to the standard wagon in terms of their external shape . Technically, however, they were derived from the BLT articulated wagon Be 4/6 201–266, which was procured from 1978.

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  Ce 4/4 number 1 of the Biel-Meinisberg-Bahn

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  One of the two Zurich Ce 2/ 3s remained in the Lucerne Museum of Transport until March 29, 2019 and was then transferred to the Trammuseum Zurich.

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  The Bernese Motor Car 171

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  A carp composition in Zurich

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  Basler Motorwagen 489 in front of two standard trailers

See also

• VST standard trolleybus
• APG trolleybus

literature

• Axel Reuther: The most modern tram cars in the world - 70 years of Swiss standard cars (Part 1), in: Straßenbahn Magazin , 01/2011, pp. 44–55
• Axel Reuther: The way to the standard car - 70 years of Swiss standard cars (Part 2), in: Straßenbahn Magazin, 02/2011, pp. 38–46
• Axel Reuther: Via detours to the goal - The first series for Bern and Zurich (Part 3) in: Straßenbahn Magazin, 03/2011, pp. 46–52
• Axel Reuther: New trams for Basel and Geneva - The Swiss standard cars (Part 4) in: Tram Magazin, 04/2011, pp. 32–41

Web links

Commons : Swiss standard car  - collection of images, videos and audio files

Individual evidence

1. ↑ Hans Bodmer, Das Tram in Zürich, 1928 to 1962, p. 11
2. ^ First «Cobra» trams in the «Year of the Snake». In: NZZ. Retrieved January 25, 2020 . 
3. ↑ ^{a b} R. Liechty: The class 351 railcars of the Zurich urban tram . 1942, doi : 10.5169 / SEALS-52374 .
4. ↑ ^{a b} A. Bächtiger: Experiences in the construction and operation of the series 401 light railcar of the Städt. Zurich tram . 1942, doi : 10.5169 / SEALS-52375 .
5. ↑ ^{a b} reasons for the preservation of the Be 4/4 1408. Aktion Pro Sächsitram (APS), archived from the original ; accessed on August 15, 2018 . 
6. ↑ ^{a b} Dominik Madörin: Ce 4/4 401-422, 423-452. In: tram-bus-basel.ch. April 6, 2019, accessed on January 25, 2020 (German). 
7. ↑ Dominik Madörin: Be 4/4 453–456. In: tram-bus-basel.ch. April 6, 2019, accessed on January 25, 2020 (German). 
8. ↑ Dominik Madörin: Be 4/4 457-476. In: tram-bus-basel.ch. April 6, 2019, accessed on January 25, 2020 (German). 
9. ↑ Dominik Madörin: C4 1401–1415. In: tram-bus-basel.ch. June 16, 2019, accessed on January 25, 2020 (German). 
10. ↑ Dominik Madörin: B 1416-1435, 1436-1455, 1456-1475, 1476-1506. In: tram-bus-basel.ch. June 16, 2019, accessed on January 25, 2020 (German). 
11. ^ Automotrices normalisées - 701 à 730. In: bustramgeneve. February 2, 2012, accessed January 25, 2020 (Fri-FR). 
12. ^ The St. Gallen tram. In: strassenbahn-europa.at. Retrieved January 25, 2020 . 
13. ^ Walter Trüb, Josef Balen, Peter Kamm: A century of Zurich trams. Orell Füssli Verlag, Zurich 1982, ISBN 3-280-01323-2 , page 98
14. ^ BVB: Farewell to two special BVB tram types. (No longer available online.) In: BVB. BVB, April 20, 2016, archived from the original on April 29, 2016 ; accessed on May 23, 2016 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.  
15. ↑ Rolling stock / BLT: Trailer B4 1301-1305, 1316-1322. In: www.tram-basel.ch. Retrieved January 25, 2020 . 
16. ↑ Rolling stock / BVB: Trailer B4 1416-1506. In: www.tram-basel.ch. Retrieved January 25, 2020 . 
17. ↑ Motrice Be 4/4 83 on www.anat.ch ( Memento of the original from June 3, 2013 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. 
18. ↑ Naumburg (Saale) car park list. In: tram-info. Retrieved January 25, 2020 . 
19. ↑ [1] , article "A piece of home history goes with the" Wagi Tram "from December 16, 2015 in the Zurich Oberland.
20. ↑ Tramzug 171 + 317 on www.trittbrett.ch ( Memento of the original from September 23, 2013 in the Internet Archive ) Info: The archive link was inserted automatically and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. 
21. ^ Federal Office of Transport: A Century of Swiss Railways V, 1847–1947, mountain railways, local transport. Publishing house Huber, Frauenfeld 1964
22. ↑ Alex Amstein, Rudolf Pleuler, Hansrudolf Schwabe: Basler Tram 1895-1995. Pharos-Verlag Hansrudolf Schwabe AG, Basel 1994, ISBN 3-7230-0229-3 , pages 193-194 and 237
23. ↑ Dominik Madörin: Be 4/4 477–502 “Cornichon”. In: tram-bus-basel.ch. April 6, 2019, accessed on January 25, 2020 (German).