Stadler meter gauge trains in western Switzerland

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Stadler Western Switzerland meter gauge trains (and AB ABe 4/12)
Type designation: MBC
Be 4/4 + B +
       Be 4/4		 Travys
Be 4/4 + AB +
        Be 4/4		 TPF               AB
     ABe 2/4 + B + Be 2/4
 		 NStCM
ABe 2/4 + Be 2/4
 		 MOB
ABe 4/4 + Be 4/4
 		 CJ
Be 4/4
 
Numbering: 31-38 3001-3006 101-106 1001-1005 401-408 9001-9004 651-655
Number: 4th 3 6th 5 4th 4th 5
Commissioning: 2015-2016 2015-2016 2015-2016 2018 2015 2016 2016
Axis formula : B 0 'B 0 ' + 2'2 '+ B 0 ' B 0 ' B 0 '2' + 2'2 '+ 2'B 0 ' B 0 '2' + 2'B 0 ' B 0 'B 0 ' + B 0 'B 0 ' B 0 'B 0 '
Gauge : 1000 mm
Length over coupling: 60.11 m 55.21 m 58.81 m 35.41 m 40.52 m 20.26 m  
Width: 2.65 m
Longitudinal compressive force: 800 kN
Axle base motor bogies:
                  Trailer bogies:		 2000 mm
1800 mm		 2000 mm
1700 mm		 2000 mm
1800 mm
Service weight (tare): 117 t 92.5 t 88.5 t 63.5 t 95.7 t
Gross mass: 143.1 t 117.0 t 114.57 t 79.4 t 108.8 t
Top speed: 100 km / h 80 km / h 100 km / h
Short term output: 2 × 1400 kW 1400 kW 2 × 1400 kW 1400 kW
Continuous output: 2 × 1136 kW 1136 kW 2 × 1136 kW 1136 kW
Starting tractive effort 2 × 150 kN 150 kN 140 kN 150 kN 2 × 150 kN 150 kN
Diameter drive wheel (new):
                       Impeller (new):		 810 mm
770 mm		 770 mm
750 mm		 810 mm
770 mm
Power system : 15 kV 16.7 Hz 900 V = 1500 V = 850 V = 1500 V =
1st class seats:
                 2nd class including folding seats :		   -
164		   10
154		   15
145		   15
161		   9
82		 18
63		  -
40
Coupling type: + GF + Schwab + GF + Schwab → text
Particularities: Disabled accessible toilet

The  western Swiss meter gauge trains from the years 2015/16 are electric low-floor - multiple units and - railcars of the manufacturer Stadler Rail , the six West Swiss private rail with different axis sequences under different power systems are in use. The concept of meter gauge trains has some similarities with the standard- Stadler Flirt on.

In 2018, the Appenzeller Bahnen AB received five ABe 4/12 , which largely correspond to the meter-gauge trains of the TPF.

Starting position

Be 4/4 of the MBC from 1981 with a new low-floor intermediate car

For the existing commuter trains Be 4/4 11–13 + Bt 51–53 on the Bière / L'Isle – Apples – Morges (BAM) line from 1981, the Transports de la région Morges – Bière – Cossonay (MBC) procured in 2010 three low-floor intermediate wagons B 2065–2067 that go with the existing shuttle trains. When the order was placed, it was planned to add matching end cars later in order to get completely new trains.

The financial means of the CJ were only sufficient for single multiple units. They run mixed with modernized old vehicles.

In 2009 the Nyon-Saint-Cergue-Morez-Bahn (NStCM) ordered four two-part ABe 4/8 multiple units from Stadler. The NStCM was initially interested in trains of the type RBe 4/8 of the Lausanne-Echallens-Bercher-Bahn. However, the canton of Vaud refused to finance the small series and, for reasons of cost, requested a joint order with other railways. The German-speaking Swiss meter-gauge railways knew nothing about the order. In the meantime, several meter-gauge railways in French-speaking Switzerland recorded strong increases in demand, so that the canton of Vaud decided to increase capacity and renew the private railways operating in its area. As a result, the three Vaudois meter- gauge railways MBC, Travys and Montreux-Berner Oberland-Bahn (MOB), together with Transports publics fribourgeois (TPF) , tendered the delivery of 17 two- and three-part multiple units. Despite competition from the Bombardier Group , which operates a plant in Villeneuve in the canton of Vaud , Stadler Bussnang received the order worth 151 million francs. The Thurgau manufacturer has thus pushed its competitor out of the Swiss meter gauge market, which will bring him good prices. The joint order saved CHF 28 million. NStCM joined the order with four two-part trains valued at 66 million. The Chemins de fer du Jura (CJ) subsequently ordered five one-piece suits. Originally, the CJ wanted to procure complete multiple units, but the funds available would only have been enough for three trains.

The requirements of the customers are different. MBC and Travys run on 15,000 volts alternating current , the other railways on direct current . The routes of MBC, Travys and MOB are demanding with their steep gradients. The MBC ordered one three-part and three two-part trains, with the two-part vehicles being supplemented with the already existing low-floor intermediate wagons to form three-part vehicles. The pulling power is designed so that it can carry up to four additional passenger cars to Bière for military traffic . With the three three-part trains, Travys and the two GTW ABe 2/6 have modern rolling stock available for the Yverdon – Ste-Croix (YSteC) route. Like the Allegra of the Rhaetian Railway (RhB), the four high-performance two-part MOBs are used for traction of longer trains with up to nine passenger carriages. The TPF are using the new vehicles to introduce the first class of car on their narrow-gauge network. The trains delivered as three-part trains can be formed as two-part and four-part compositions to adapt to traffic demand. They replaced the BDe 4/4 and Be 4/4 from the 1970s, which now cover the high level of school traffic. With their Be 4/4 651–655 and five modernized ABt 711–715 control cars from 1985/86 and three intermediate cars, the CJ have been able to cover regular traffic since 2016 with handicapped-accessible compositions. They are initially operating on the Tavannes – Le Noirmont route . MBC and MOB agreed options for one additional composition each, the TPF for four and the NStCM for five, with the appointment of the NStCM planned for 2018.

technology

The MBC low-floor intermediate car B 2065-2067 formed the starting point for the design.

The meter gauge trains have some similarities with the standard gauge Stadler Flirt . The powered bogies are located at the far ends of the trains and the electrical, highly redundant equipment is on the roof. On Jacobs bogie like flirting because it no low-floor car transitions are possible with meter gauge vehicles has been omitted. The maximum speed of 100 km / h cannot be extended on all railways.

In the construction of the ABDeh 8/8 of the Bernese Oberland Railway , the car bodies with the driver's cabs and the converters were taken over from the western Swiss meter gauge trains .

Mechanical part

Be 4/4 651 of the Jura Railway CJ. The driver's cab meets the crash standard EN 15227.

The car bodies consist of a completely welded aluminum construction. The basic concept of the railcars comes from the Adler and Fink rack- and- pinion trains of the Zentralbahn. For the direct current railways TPF and NStCM, the NStCM infrastructure determined the length of the car bodies. They are shorter than the similarly designed RBe 4/8 from Chemin de fer Lausanne – Echallens – Bercher (LEB). The front sections meet the more stringent crash standards . An additional cross member in the driver's desk parapet area takes into account the risk of collision between railways and trolley traffic. The design of the driver's cab and the arrangement of the controls are based heavily on those of the eagle and finch trains. The lining of the cab consists of a GRP - sandwich construction . The first narrow-gauge vehicles from Stadler with such a front section are the narrow-gauge Flirt ABe 4/8 "Diamant" from BDWM. The design of the low-floor intermediate wagons was adopted from the B 2065-2067 delivered to MBC in 2011. All side walls are provided with C-profiles to accommodate the cantilever seating.

The motor bogies are a further development of the Allegra trains of the RhB, the axle drives come from the Adler and Fink trains. A short wheelbase of 2000 millimeters and a turntable enable optimal running in curves. The trailer bogies correspond to the MBC B 2065–2067 intermediate cars. The bogies can be equipped with magnetic rail brakes, which the individual railways can use as required.

The ABe 4/8 of the NStCM operate with 1500 V direct current and have semi-automatic + GF + couplings.

Although the vacuum brake is still used with the TPF and the MOB , the multiple units of all railways are equipped with compressed air brakes with 5 bar main line pressure . Older vehicles that run with the (A) Be 4/4 or (A) Be 2/4 had to be adapted accordingly. The main brake is the powerful recuperation brake , which is supplemented with a resistance brake in the DC railways if the power grid should not be able to absorb. The ep brake serves as a supplement, which is controlled independently of each other in the case of motor and trailer bogies. The indirect brake is operated without electronic support and is only used as a safety brake .

The (A) Be 4/4 of the MOB and the (A) Be 2/4 and TPF have fully automatic Schwab couplers , the other trains run with the + GF + coupler . The commuter trains Be 4/4 + ABt of the CJ have a Schwab coupling on the driver's cab side and the previously common + GF + coupling within the composition. The height of the Schwab coupling of the MOB railcars can be adjusted under load in order to enable the gauge change facility in Zweisimmen to be driven on. The wagons of the Trans-Golden-Pass are about 20 cm higher on the standard gauge section than on meter gauge because of the platform height .

AC train of the MBC with classic + GF + coupling

As is usual with Stadler vehicles, the seating arrangement takes the window division into account in order to allow passengers an unobstructed view. The floor height in the low-floor area is a uniform 480 mm. In the door area it is lowered to 407 mm via a ramp. Folding steps are installed in the MOB railcars to cope with the tough winter conditions , the other trains have sliding steps .

Electrical part

Each DC multiple unit of the MOB (picture) and the CJ has two pantographs.

The traction equipment from ABB consists of two groups due to the different power systems of 15  kV 16.7 Hz alternating current and 1500 or 900  V direct current . The AC vehicles have two single-arm pantographs that supply the transformers mounted under the floor near the bogies with electricity. After the ET1-ET9 of the Mariazellerbahn, this is the first traction vehicle with dry-type transformers . The two converter blocks are installed at the two ends of the car body because there is not enough space on the roof. A four-quadrant controller feeds the DC link in them . From here on, the electrical equipment of the AC and DC trains is basically the same.

The direct current railcars of the TPF, the NStCM and the AB are connected to one another via a high-voltage line, so that one pantograph is sufficient for each railcar. The converters are mounted on the roof. The other vehicles each have two pantographs; the two converters are located inside at the ends of the car body. In the DC railways, each traction motor is individually controlled by the converter; in the AC vehicles, each bogie. Mechanically, all motors are identical, but the stator winding for 1500 V is different.

The traction equipment with its control and control technology is designed to be highly redundant in order to avoid getting stuck on the track. The MOB multiple units can be controlled with other rail vehicles , but not with the (A) Be 4/4 of the TPF.

The DC railcars of the CJ are prepared for the supply of a control car with pantograph and transformer. The Jura Railways would like a third rail on the SBB line Glovelier-Delémont realize to stop trains from Delémont to La Chaux-de-Fonds to allow.
→ see also section Extension to Delémont in the article Régional Saignelégier – Glovelier

Names

The TPF turned to the population through a competition to find names associated with the region; the CJ's railcars are named after butterflies. Only the vehicles named are listed.

MBC
No. Surname
32/32 Le Joran
Travys
number Surname
3001/3002 inspiration
3003/3004 Découverte
3005/3006 Complicité
TPF
No. Surname
101 Moitié-moitié
102 SudExpress
103 Le Fribourgeois
104 Dzodzet Express
105 L'armayi
106 Mon bi payi
MOB
number Surname
ABe 4/4 9301 Montbovon
ABe 4/4 9302 Château-d'Oex
ABe 4/4 9303 Lenk
CJ
No. Surname
651 Le Paon-du-Jour
652 Le Machaon
653 L' apollon
654 L' Aurore
655 La Belle-Dame

photos

  • Two-part train of the Transports de la région Morges – Bière – Cossonay (MBC)

  • Three-part train of the MBC

  • Be 4/4 of the Travys with a Bt 51 control car from 1982

  • ABe 8/12 of the Travys

  • ABe 4/12 of the Freiburg Transport Authority (TPF)

  • ABe 4/8 of the Chemin de fer Nyon – St-Cergue – Morez (NStCM)

  • Double shuttle train of the Montreux-Berner Oberland-Bahn (MOB) with an ABe 4/4 and a Be 4/4

  • Be 4/4 of the Chemins de fer du Jura (CJ)

ABe 4/12 of the Appenzeller Bahnen

ABe 4/12 “Walzer” of the Appenzeller Bahnen
Names
No. Surname
1001 New Year's Eve
1002 Bloch
1003 Alpfahrt
1004 Concern
1005 Alpstobete

For use on the Gossau – Appenzell – Wasserauen route , Stadler supplied the Appenzeller Bahnen (AB) with five ABe 4/12 in 2018 , which largely correspond to the meter gauge trains of the TPF and the NStCM, with the AB's railcars being one compartment longer in the low-floor area are. In addition, the AB trains received newly developed motor bogies and sliding steps as well as a new type of braking concept.

A large part of the existing fleet can be replaced with the multiple units called “Walzer” by the Appenzeller Railways. The performance of the "waltz" makes it possible to carry reinforcement modules at peak times. The existing passenger cars are used to create three modules, each with a control car and one or two second-class cars. The names of the trains are dedicated to the Appenzell folk customs.

Doors with sliding steps

When the new rectifier stations in Gossau and Weissbad are in operation in the summer of 2019 , the “Walzer” trains can run in double traction.

  • ABe 4/12 “Waltz” at Gonten

  • ABe 4/12 at Jakobsbad

  • First class compartment with a picture of New Year's Eve on the back wall

  • Second class compartment

literature

Individual evidence

  1. ↑ a b Gossau-Appenzell-Wasserauen line: first new AB waltz train unloaded. On: Bahnonline.ch, June 21, 2018
  2. ^ A b Matthias Rellstab: New rolling stock for the meter-gauge railways on Lake Geneva. In: Swiss Railway Review . No. 8-9 / 2010. Pp. 384-385.
  3. ↑ a b Jürg Lüthard, Urs Wieser: New multiple units for western Switzerland meter gauge railways. In: Swiss Railway Review. No. 6/2016. Pp. 301-307.
  4. ↑ Jürg D. Lüthard: Railplus meter gauge conference. In: Swiss Railway Review. No. 1/2013. P. 46.
  5. ^ Mathias Rellstab: Investment program for private railways in Vaud. In: Swiss Railway Review. No. 8-9 / 2013. P. 392.
  6. ^ A b c d Mathias Rellstab: 17 Stadler trains for four meter-gauge railways in western Switzerland. In: Swiss Railway Review. No. 4/2013. P. 168.
  7. ^ Walter von Andrian: Growth abroad. In: Swiss Railway Review. No. 8-9 / 2018. P. 424.
  8. ↑ a b Matthias Rellstab: NStCM with expansion plans. In: Swiss Railway Review . No. 4/2012. P. 176.
  9. ^ A b Matthias Rellstab: CJ buy five Stadler railcars. In: Swiss Railway Review . No. 10/2014. P. 490.
  10. ↑ Mathias Rellstab: Details on the western Swiss meter gauge order. In: Swiss Railway Review. No. 5/2013. P. 259.
  11. ^ Mathias Rellstab: New trains for three meter-gauge railways in western Switzerland. In: Swiss Railway Review . No. 11/2015. Pp. 572-573.
  12. ↑ a b U. Jossi: New CJ railcars in use. In: Swiss Railway Review. No. 7/2017. P. 325.
  13. ^ Theo Weiss: Stadler - From the tunnel locomotive to the double-decker train. Minirex, Lucerne 2010, ISBN 978-3-907014-33-2 . P. 114
  14. ↑ The trains in the south of the canton reveal their names. Press release of the Transports publics fribourgeois (TPF) of April 30, 2016.
  15. ↑ a b Karin Erni: The Appenzeller Bahnen invite you to the first waltz dance. In: St. Galler Tagblatt (online) from June 1, 2018
  16. ↑ a b Jürg D. Lüthard: New infrastructure and new trains for the Appenzeller Bahnen. In: Swiss Railway Review . No. 11/2017. Pp. 583-585.
  17. ↑ Niclas Wiesent: TST conference on May 4th, 2018. Information on new vehicles AB. Association of technical managers of Swiss transport companies. Powerpoint presentation.
  18. ^ Mathias Rellstab: Wear problems with the new Tango trains in Appenzellerland. In: Swiss Railway Review . No. 11/2017. Pp. 583-585.

Remarks

  1. ↑ Be 4/4 9201-9204, ABe 4/4 9301-9304
  2. ↑ colloquially for Freiburg ( Dzodzet. On the French-language Wiktionary , accessed on July 15, 2018)
  3. ^ Senn in the Friborg and Vaudois Alps ( armailli [Friborg, Gruyère et Pays d'Enhaut]. In: Le Forum de Babéliens, March 15, 2005, French)
  4. ↑ Adyu mon bi payi. Choir song by Pierre Kaelin . On: Youtube , published on August 16, 2014

Web links

Vehicles of the Appenzeller Bahnen (AB)
and their predecessor               railways
Meter gauge
Steam locomotives:

G 3/3 · 3/4 · G 4/5 · Ast HG 03.02 · Ast HG 02.04 · RhB G 3/4

Electric locomotives:

Ge 2/2 · Ge 4/4

Diesel traction vehicles:

BCFm 2/4 x Xm 1/2

Electric multiple unit:

ABe 4/4 · ABDeh 4/4 1–5 · ABDeh 4/4 6–8 · ABFe 2/4 · BCe 4/4 · BDe 4/4 6–7 · BDe 4/4 46–47 · BDe 4 / 4 II · BDeh 4/4 · De 4/4 · AG CFe 3/3 · SB CFe 2/2 · SGA BCFeh 4/4 1–5 · SGA BCFeh 4/4 6–8 · TB BDe 4/4 · TB BDe 4/4 3-5 · TB CFZe 4/4 1-5 · TB CFe 4/4 6-8

Electric multiple units:

ABe 4/12 “Walzer” · ABe 8/12 “Tango” · BDe 4/8 · Be 4/8 · TB GTW Be 2/6 (project)

Passenger car:

Light steel car · Standard car I · Standard car II · Standard car IV

see also:

Table of meter gauge vehicles

Track width 1200 mm
Electric multiple unit:

BDeh 1/2 of the Rheineck – Walzenhausen mountain railway

Standard gauge (1435 mm)
Steam locomotives:

HG 1/2

Electric traction vehicles:

BDeh 2/4 · BDeh 3/6 · DZeh 2/4