Stadler Sparrow

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Stadler Sparrow
Operator: E.g. SNCF TMR
Operational routes: Lucerne – Giswil /
–Wolfenschiessen ,
Meiringen – Interlaken Ost 		St-Gervais – Le Châtelard Martigny          
–Châtelard
–St-Gervais
Type designation: ABe 130 Z 850 Beh 4/8
Numbering: 001-010 Z 851-856 71-72
Manufacturing plant: Stadler Rail
Number: 10 3 + 3 2
Years of construction: 2004-2005 2005-2006
2007-2008		 2011
Axis formula : 2'Bo'Bo'2 ' 2'Bozz'Bozz'2 '
Gauge : 1000 mm
Longitudinal compressive force: 800  kN
Length over coupling: 51.930 m 40.878 m
Width: 2.65 m
Height: 3.72 m 3.62 mm
Wheelbase driving
bogies: Trailer bogies:		 1900 mm
1800 mm		 2540 mm
1900 mm
Service mass: 68.5 t 61.8 t 70 t
Top speed:
gear:		 100 km / h
 		 80 km / h
 		 80 km / h
25 km / h
Short term output: 1150  kW 1200 kW
Rated capacity: 660 kW 696 kW
Starting tractive effort (up to 47 km / h): 100 kN 130 kN
Driving wheel diameter (new):
Impeller (new):		 780 mm
685 mm		 780 mm
660 mm
Gear system : - Riggenbach
Power system : 15 kV, 16.7 Hz ~ 850 V = ( power rail )
Number of traction motors: 4th
Train control : ZSI 127 ZSI 90
Train heating: 1500 V ~ 16.7 Hz
1st class seats:
                 2nd class:
 		  19
115
+ 14 folding seats		 -
94
+ 9 folding seats
Floor height low floor:
  high floor:		 400 mm
900 mm		 710 mm
930-1100 mm
Entry width: 1350 mm 1600 mm
Source:

The Stadler Sparrow (spelling of the manufacturer: SPARROW) for " S chmalspur- Pa norama- T rubbed z are ug" meterspurige electrical Panorama multiple units of the manufacturer Stadler Rail . The multiple units consist of a four-axle, entry-free panorama railcar, on which the control car modules , each with a bogie, are saddled on both sides . The Beh 4/8 of Transports de Martigny et Régions (TMR) have a mixed adhesion and gear operation . The Spatz of the Zentralbahn (ZB) and the Société nationale des chemins de fer français (SNCF) are only equipped with an adhesion drive and have the designations ZB ABe 130 and SNCF Z 850 respectively . The SNCF use the Z 850 on the Saint-Gervais – Vallorcine – Le Châtelard route .

history

Brünigbahn

Spatz ABe 130 007 of the Zentralbahn in Stansstad

The increase in commuters on the adhesion sections Giswil - Lucerne and Meiringen - Interlaken Ost and the outdated existing rolling stock prompted the Swiss Federal Railways (SBB) to procure ten new valley commuter trains for their Brünigbahn for 62 million francs. The SBB urgently needed the first two ABe 130s for the timetable change in December 2004 in order to keep to the ambitious timetable between Meiringen and Interlaken.

Time and cost pressures prevented a new development. The order for a meter-gauge variant of the Seetal RABe 520 narrow railcar failed due to the excessive axle load and the insufficient performance of the Seetal GTW. The concept of the Spatz is based on the shuttle multiple units BDSeh 4/8 of the Matterhorn-Gotthard-Bahn (MGB). From the shuttle for the very special needs of the route between Täsch and Zermatt , a multiple unit for the Brünigbahn was created with equally unusual features. The vehicles for regional traffic have a panorama car , but only for 2nd class passengers. Since it does not have its own doors, passengers embarking and disembarking have long distances to walk and hinder each other in the long corridor.

Mont Blanc route operated by the SNCF

Z 850 of the SNCF in La Joux

In May 2003, the SNCF ordered three Spatz for the meter-gauge line from St-Gervais - Chamonix - Vallorcine, which is operated with a lateral conductor rail . The section is part of the touristically important connection from Chamonix in France to Martigny in Switzerland. The Z 850 of the SNCF rejuvenated the vehicle fleet on the Mont-Blanc line by replacing the Z 600 multiple units and are required for the compaction of the timetable. The vehicles of the first series cost 15.6 million euros and were financed by the Rhône-Alpes region . The three trains of the second delivery series were delivered between October 2007 and February 2008.

Transports de Martigny et Régions

Beh 4/8 72 of the TMR in Martigny station

In order to offer more through trains from Martigny to Chamonix, the Transports de Martigny et Régions (TMR) procured two Spatz for 18.5 million francs. The trains are based on the Z 850 of the SNCF, which operates the French part of the international narrow-gauge connection. In contrast to their predecessors, the Beh 4/8 of the TMR have a mixed adhesion and gear operation in order to be able to drive the whole route.

technology

The middle car with the panoramic windows, here a Z 850, allows passengers an unobstructed view of the landscape. However, the high-floor railcar without doors is a hindrance when changing passengers in Lucerne's S-Bahn.
The fronts of the ABe 130 of the Zentralbahn were taken over by the Seetal-GTW.

Like the Zermatt shuttle BDSeh 4/8 , the three-part Spatz consists of a steel-built, high-floor intermediate car with panoramic windows in the sloping roof. Because the middle car has no doors, the Spatz would hardly be eligible for approval in countries with tougher fire protection regulations . Despite the use in the S-Bahn traffic, the passenger change takes place via the control car made of aluminum . These are articulated on the intermediate car and have a running bogie and a low-floor area . A handicapped accessible toilet in the Zentralbahn-Spatz takes up a lot of space in one of the two low-floor compartments. Two doors on each side allow entry into the ABe 130 control car of the Zentralbahn. The shorter trains operated by SNCF and TMR only have half as many doors.

While the Z 850 and Beh 4/8 have fronts similar to the BDSeh 4/8 of the Matterhorn-Gotthard-Bahn (MGB), the ABe 130 of the Zentralbahn have driver's cabs made of glass fiber reinforced plastic (GRP), which is the first on the Seetal Narrow railcars were installed. In the meantime, they have developed into a recognition and trademark of the Swiss manufacturer. The powerful drive equipment is housed under the floor of the intermediate car and ensures a high acceleration capacity. All bogies are air-sprung . The ABe 130 were equipped with classic GF couplings on delivery , the Z 850 and Beh 4/8 have Scharfenberg couplings .

The car bodies of the Z 850 and the Beh 4/8 are shorter than those of the Zentralbahn due to the lower permissible axle load on the Mont Blanc line. In addition, the bogies had to be adapted for the power take-off from the side conductor rail and equipped with a magnetic rail brake for gradients of 90 ‰. In order to obtain the approval , extensive tests were carried out on the suitability for crashes , the braking behavior and the compressive strength of the car body, as is usually the case with standard-gauge vehicles.

The installation of the gear drive could be derived structurally from the predecessor vehicles BDSeh 4/8 of the MGB, which also run on rack sections. Because of the gear drive, the floor of the Beh 4/8 is five centimeters higher than that of the Z 850. The SNCF's Mont-Blanc line and poorly accessible sections of the TMR are equipped with a lateral power rail. The TMR developed an automatic switch to lower the pantographs at the end of the catenary sections.

business

Zentralbahn

Zentralbahn train with ABe 130 and articulated control car

The Abe 130 were up to the conversion to Schwab couplings alone, as a couple in Vielfachsteuerung or driving trailer on the S5 Luzern-Giswil of Lucerne S-Bahn used and between Meiringen and Interlaken Ost. Since the merger of the Brünigbahn with the Luzern-Stans-Engelberg-Bahn (LSE) to form the Zentralbahn (ZB) in 2005, the Spatz have also been running on the S4 Luzern– Wolfenschiessen . Until 2016, the ABt 931–932 originally from the RBS , the ABt 925–930 from the LSE or the ABt 901–905 rebuilt by the Brünigbahn, each together with a second-class car, served as reinforcement modules . From 2007 to 2010 the Spatz also operated with the three new low-floor articulated control cars ABt 941–943 . The three-part control cars originally intended for use in Engelberg could not drive to the monastery village until the opening of the Engelberg tunnel and were used together with the ABe 130 on the valley routes, thus avoiding expensive Spatz double traction. Since the opening of the Engelberg Tunnel, one of the three articulated control cars ABt 941–943 could still be used as a reinforcement module for the ABe 130.

The Zentralbahn decided not to reorder the Spatz. Instead, five more three-part Fink ABeh 161 multiple units with cogwheel drive were purchased to replace the two-part reinforcement modules from old vehicles. In order for the Spatz to be coupled with the Fink, the GF couplings of the ABe 130 had to be exchanged for Schwab couplings and the multiple controls had to be adapted in the course of 2016 . Since then, operation with a control car is no longer possible. Since then, the SPATZ multiple units have been used alone, in multiple control in pairs or together with a FINK.

From 2020 the ten ABe 130s of the Zentralbahn are to undergo a refit after 15 years of operation. The door systems, control systems, passenger information systems, pneumatic systems as well as the floor, corrosion damage and the toilets are refurbished. The work was originally to be carried out by the SBB Olten plant. However, it was decided to overhaul the vehicles themselves, which is why a new maintenance hall was built in Stansstad . After a preceding vehicle, the vehicles are to be overhauled between 2021 and 2023.

Saint-Gervais – Martigny line operated by the SNCF and TMR

Two Z 850s in double traction at an intermediate stop in Les Houches
Be 4/8 of the TMR at the beginning of the rack section near Vernayaz

The SNCF vehicles are mainly used on the Chamonix - Vallorcine section . Because of the lack of gear equipment, they cannot get to Martigny . During the summer and winter holidays, the Z 850s run in double traction in order to meet the high demand. The end cars are designated as the ZRx 1850 series and have their own company numbers. The compositions have the numbers ZRx 1851 + Z 851 + ZRx 1852, ZRx 1853 + Z 852 + ZRx 1854 etc.

In October 2009, the Z 855 ran on a trial basis on the Swiss Transports de Martigny et Régions (TMR) route to Salvan in order to test the power consumption via the side busbar in view of the planned procurement of the Beh 4/8 by TMR .

The approval of the TMR trains proved to be difficult . The first sparrow was delivered in April, the definitive Swiss operating license was only issued in 2012. Until December 2, 2015, the TMR waited for the commissioning approval for the trains called Z 870 in France. This then relieved the strained rolling stock on the international meter-gauge route somewhat. The two Beh 4/8, together with the Z 800 from the SNCF and the identical BDeh 4/8 21-22 from the TMR, ensure the continuous connections from Martigny to Chamonix and Saint-Gervais.

Names

Only the vehicles named are listed:

Zentralbahn
number Surname
130 001 Haslital
130 002 Pilate
130 003 Breezes
130 004 Stanserhorn
130 008 Mörlialp
130 010 Brienzer Rothorn
SNCF
No. Surname
851 St-Gervais Mt-Blanc
852 Chamonix Mt-Blanc
853 Vallorcine

Web links

Commons : Eg ABe 130  - collection of pictures, videos and audio files
Commons : SNCF Class Z 850  - collection of images, videos and audio files
Commons : TMR Beh 4/8  - collection of images, videos and audio files

Individual evidence

  1. ↑ Addresses on the vehicle, on Wikimedia
  2. ↑ Mathias Rellstab: EPSF allows the Swiss train control system. In: Swiss Railway Review. No. 10/2017, p. 483.
  3. ↑ a b c Narrow gauge panorama multiple unit ABe 4/8 for the Zentralbahn e.g. data sheet from Stadler Bussnang on the Zentralbahn website, accessed on September 30, 2018 (PDF; 0.5 MB).
  4. ↑ a b c d Theo Weiss: Stadler - From the tunnel locomotive to the double-decker train. Minirex, Lucerne 2010, ISBN 978-3-907014-33-2
  5. ↑ a b Rames automotrices panoramiques SPATZ pour la ligne à voie étroite SNCF Mont-Blanc, France. Datasheet from Stadler Bussnang on Wikiwix , accessed on September 30, 2018 (PDF; 0.8 MB, French).
  6. ↑ TMR Beh 4/8 . To: portal@juergs.ch , June 2012.
  7. ^ A b Walter von Andrian: New valley shuttle trains Spatz for Brünigbahn. In: Swiss Railway Review . No. 12/2002. Minirex, ISSN  1022-7113 , pp. 570-572.
  8. ↑ a b c d Walter von Andrian: Brünigbahn-Spatz presented. In: Swiss Railway Review, No. 11/2004. Pp. 502-503.
  9. ^ Mathias Rellstab: Another SNCF order for Stadler. In: Swiss Railway Review. No. 6/2003, pp. 270-271.
  10. ↑ a b c Sylvain Meillasson: Stadler railcar supplied for the St-Gervais - Vallorcine route. In: Swiss Railway Review. No. 12/2005, p. 587.
  11. ↑ a b c d Denis Redoutey: Le matériel moteur de la SNCF. La Vie du Rail publisher, Paris. 2007, ISBN 978-2-915034-65-3 (French)
  12. ↑ Two trains for the TMR. In: Swiss Railway Review. No. 1/2010, p. 37.
  13. ^ Hans Tribolet, Urs Wieser: New shuttle trains for the Täsch - Zermatt route. In: Swiss Railway Review. No. 12/2003, pp. 546-552.
  14. ↑ Christophe Jacquet: Les Z 850 et les Z 870. In: Trains du Mont Blanc, April 9, 2017 (French)
  15. ↑ a b c Matthias Rellstab: TMR facing diverse challenges. In: Swiss Railway Review, No. 8–9 / 2012. P. 414.
  16. ↑ a b Gerhard Züger: ZB fleet concept. In: Swiss Railway Review. No. 1/2009, pp. 48-49.
  17. ↑ M. Arnold, M. Rellstab: Zentralbahn articulated control car not yet in use as planned. In: Swiss Railway Review. No. 2/2007, pp. 58-59.
  18. ↑ Further ABeh 160 for the ZB. In: Swiss Railway Review. No. 11/2014, p. 539.
  19. ^ Mathias Rellstab: Sparrow and finch united. In: Swiss Railway Review. No. 5/2016, p. 215.
  20. ↑ Martin Gut: News in brief . In: Railway amateur . No. 8 . SVEA, 2018, ISSN  0013-2764 , p. 359 .
  21. ↑ Mathias Rellstab: New TMR trains are finally allowed to go to Chamonix. In: Swiss Railway Review, No. 1/2016. P. 10.
  22. ↑ E.g. ABe 130 . On: Eisenbahn@juergs.ch , August 2014.
  23. ↑ SNCF Z 850 . To: portal@juergs.ch , May 2012.