EAV railcars

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MO shuttle train in Martigny on July 20, 1985
ABDe 4/4 No. 12 and BDt 205 of the Historical Central Thurgau Railway Association in 2015.
Railcar BDe 4/4 2 of the WM

The EAV railcar is the term used to describe the procurement of twelve technically identical railcars with slightly different car body layouts coordinated by the then Federal Office of Transport (EAV), today's BAV , between five smaller private railways .

history

While SBB and BLS went their own way and the larger private railways BT , SOB and the EBT group procured the high-performance multiple unit, various smaller branch lines had the need for a medium-strength, universally usable motor unit that could be used as a single driver or with intermediate and control cars. These were:

The joint procurement consisted of twelve railcars and control cars as well as five intermediate cars.

concept

The exterior of the railcars corresponds to the standard of Swiss car construction in the early 1960s. The rounded head shape with retractable bellows can also be found on the SBB RBe 4/4 , the high-performance multiple units BDe 4/4 and many control cars. Compared to the RBe 4/4 and BDe 4/4, the box has been lengthened slightly, instead of 23.7 m it measures 24.3 m. Instead of two end entrances, one end entrance and one middle entrance were arranged. The box was divided as follows:

  • Driver's cab
  • Started
  • 1st class compartment (6 or 12 seats, WM only 2nd class)
  • 2nd class compartment (16, 24 or 32 seats)
  • WC and entry
  • 2nd class compartment (16 or 24 seats)
  • Luggage compartment (7.3 m² or 11.7 m²)
  • Driver's cab

In contrast, the control cars were uniform with nine 2nd class compartments and a car length of 23.6 m, the intermediate cars corresponded completely to the SBB version of the standard car I with a car length of 23.7 m.

The motor bogies, similar in design to those of the SBB BDe 4/4 II (direct current multiple units ), come from SWS and were equipped with type M8-507 alternating current series motors. The gear ratio is 1: 3.95. The power is transmitted with a spring drive. The drive wheel diameter on new wheel tires is 1040 mm.

The main stage oil transformer, type TRBz, with a radially braided iron core and a nominal traction power of 1000 kVA (plus 50 kVA for ancillary operations and 300 kVA for the train heating) is suspended under the car floor. The step switch is of type NU 28.

A regenerative brake (recuperation brake) in a phase-exciter circuit was installed as the electric brake, which does not require a space-consuming brake throttle coil. Their effect is limited towards the bottom at 25 km / h.

Like the RBe 4/4 and Re 4/4 II, the railcars received a command control system with multiple control system IIId, which is compatible with the SBB vehicles mentioned and their control cars.

procurement

The procurement took place in one stage, there were no subsequent procurement.

train 12 railcars Classification 12 control cars 5 intermediate cars Remarks
MThB ABDe 4/4 11-15 1965 2-2-t-3-D Bt 201-202 1965 -
(LS ex SBB)		 -
 		 green
GFM ABDe 4/4 171 1966 2-2-t-2-D Bt 301-303 1964 B 361-362 1963 green / cream, control car mostly used as trailer car
WM BDe 4/4 1-2 1966 0-4-t-2-D Bt 11 1966 -
(B 26, middle entry)		 -
(1948/69)		 red / light gray
MO ABDe 4/4 6-8 1965 1-3-t-3-D Bt 31-33 1965 B 42
(plus B 41)		 1963
(1962)		 red, existing ABDe 4/4 5 equipped with remote control IIId, B 42 still green / crème delivered
RVT ABDe 4/4 103 1965 2-2-t-3-D Bt 201-203 1964 B 301-302 1965 red, existing ABDe 2/4 101-102 equipped with remote control IIId
supplier SIG (box), SWS (bogies) SWP SWP (RVT) and FFA electrical part: SAAS / BBC / MFO

Pictures (selection)

  • DSF BDe 4/4 2 ex WM in Tägerwilen

  • tpf ABDe 537 176 ex Thurbo ex MThB 11 in Bulle

  • tpf ABDe 537 176 "rear side" with bellows still in place

  • MThB Bt and ABDe 4/4 on July 14, 1990 in Konstanz next to BT-NPZ

  • Thurbo ex MThB ex GFM Bt 204 on January 16, 2003 in Lengwil

  • bls Bt 901 ex Thurbo ex MThB on September 26, 2006 in Thun

  • bls Bt 901 now in silver-green-blue on March 15, 2007 in Bern

  • The modernized B 361 on September 29, 2006 in Freiburg

  • B 362 parked on September 29, 2006 next to the Freiburg depot

Use and change of ownership

After their commissioning, the railcars from MThB, WM and MO handled a large part of the traffic on their home routes, often as single drivers, sometimes with control cars and sometimes with freight cars. The MThB railcars came in multiple control, e.g. Sometimes two ABDe plus one Re 4/4 II, also used in front of oil trains. The RVT railcar also used its shuttle train on the subsequent SBB routes to Neuchâtel and Pontarlier. The GFM railcar ran on the Freiburg – Murten – Ins route, apart from passenger transport, often also in freight transport, as it was the GFM's most powerful motor vehicle.

The first castling began in 1972, the GFM-Bt 303 went to MThB as Bt 203. GFM took over the aluminum EW IB 20-33 720 'ex 8201 as B 363 from the SBB. 1983, after delivery of the RABDe 4/4 171-72 , the ABDe 4/4 171 with Bt 302 also went as ABDe 16 and Bt 204 to MThB. The railcar operated there for some time in the green / cream GFM paintwork. A similar operation took place at RVT, which sold its ABDe 4/4 103 to MO in 1983, where it was used as number 9. After the MO had lost its Bt 31 in a serious collision (the ABDe 6 and 8 involved could be rebuilt), it was able to take over the former Bt 201 of the RVT as a replacement with the same number in 1985.

Conversions and other changes of ownership

The two Bt 202 and 203 of the RVT and the GFM Bt 301, new 372 were set up for remote control of the new RABDe 4/4 104–05 and 171–72 . In 1992, RVT 104 became GFM 173 and in 1993 it was followed by control car 203 as Bt 374. In 1997, RVT had the Bt 202 converted to ABt 202 in Bönigen, with doors that were flush with the outside. In 1999 RVT became TRN, in 2000 GFM became TPF and MO became TMR. The TPF Bt 372 mutated to ABt in 2003, the Bt 374 went to the DSF in 2013 together with B 362 and B 366.

The MThB had barely completed the main revision with a color change to cream / green of its 6 EAV multiple units plus 4 Bt when all vehicles for use in Germany had to be equipped with Indusi, freed from asbestos and fitted with flush doors. These modifications were carried out by SWG and Stadler in the years 1994–96. Modernized light steel wagons ex SBB were used as intermediate wagons at Česká Lípa and the two missing control wagons were replaced by Bt type NPZ. But the rapid change from the rather tranquil branch line with a detour a few hundred meters across the border to the cross-border passenger and freight transport company could not be mastered with unchanged management capacities, too little weight was attached to financial management. MThB was liquidated at the end of 2002, vehicles and operations were taken over by Thurbo, a 90% subsidiary of SBB. The operation in Germany was separated and transferred to SBB GmbH. Gradually, GTW took over the tasks in Switzerland and FLIRT in Germany , the EAV railcars became redundant.

The former GFM train 16-204 was sold to Travys in 2004, which uses it as ABDe 538 316 (94 85 7578 016-8 and 50 85 80-35 904-2) for school trains. The TPF needed a reserve railcar for their Bulle – Romont route, but "their" former railcar was already with the Travys. So they took over railcar 13 and put it into operation as ABDe 537 175, but not for long. The state of preservation was too bad and before the other railcars were demolished, the TPF took over the ABDe 536 611, which has been in service since June 2006 as 537 176. The former Bt 303, in between MThB and Thurbo Bt 203, came back to its original track as the Bt 375 control car.

The ABDe 536 612 was handed over to the historic MThB association in August 2006, the motor coaches 14 and 15 went to Kaiseraugst for demolition in the same month together with 537 175 ex 536 613. The remaining two Bt 201-02 control cars were also taken over by BLS, which they used as reinforcement modules for their EW III shuttle trains to Lucerne and Neuchâtel.

The MO control cars were fitted with flush doors around 1990. In 2002 TMR received three NINA. However, their standard-gauge regional transport business was brought into a joint venture with SBB called RegionAlps and the TMR vehicles were also used on SBB routes in Valais until, in 2009, the modernized SBB-NPZ took over all transport in the Rhone Valley. The ABDe 4/4 8 was taken over by the Draisinen Sammlung Fricktal (DSF), it was used as a spare part dispenser for the WM BDe 4/4 2 of the DSF and was canceled in 2008. The ABDe 4/4 6 and 9 are currently still operational. The Bt 31–33 were picked up by DSF-BDe 4/4 1641 in Orsières in November 2014 and demolished after some parts that were still usable were removed.

The World Cup stopped passenger traffic on May 31, 1997, the two BDe 4/4 and the Bt were sold to the SOB. This converted the control car into the BDt 975 for the Voralpenexpress , after the merger it was in use as the BDt 199 until December 2013. The two BDe came as BDe 576 490-491 z. In some cases with the BDt 970-71, mainly used in the Biberbrugg – Einsiedeln traffic. After the merger, they were given the numbers 576 041-042. While the BDe 576 041 was canceled in the meantime, the DSF restored the BDe 576 042 as WM BDe 4/4 2.

Intermediate car

The intermediate wagons of the MO and GFM were only required for peak traffic. The MO B 41, which did not come from the joint order, came on loan to GFM in 1999, which bought it in 2000 as the B 366. The B 42 was also used briefly at GFM before it was transferred to Club San Gottardo in September 2005. Apart from the exterior painting, the GFM B 362 is still in its original condition. In contrast, the B 361 2000 was modernized with the help of an accident BLS car; it received new interior fittings and rubber beads. It was used as the AB 361 until 2005, with three compartments simply being redrawn according to the tried and tested GFM manner without otherwise changing anything.

The RVT intermediate wagons were modernized in Bönigen in 1996 and received flush doors. The B 302 was converted into a B Jumbo in 2005 . The B 301 moved to Travys in 2013 together with the RBDe 567 315 ​​and the ABt 202.

Whereabouts

Delivery year train coat of arms number later numbers TSI number holder Door conversion cancellation Remarks
1965 MThB Wil ABDe 4/4 11 536 611-7 / 537 176 94 85 7 537 176-0 CH-TPF 1994 2006 TPF, redrawn as Xe 4/4 in 2011, redrawn as DSF and BDe 4/4 in 2019
1965 MThB Weinfelden ABDe 4/4 12 536 612-5 94 85 7 578 012-7 CH-MThB 1994 2006 Association of Historical MThB
1965 MThB Kreuzlingen ABQe4 / 4 13 536 613-3 1994 2006
1965 MThB Constancy ABDe 4/4 14 536 614-1 1994 2006
1965 MThB mountain ABDe 4/4 15 536 615-8 1994 2006
1966 GFM / MThB ABDe 4/4 171/16 536 616-6 / 538 316 94 85 7 578 016-8 CH-MThB 1994 1983 MThB, 2004 Travys, 2018 MThB
1966 WM BDe 4/4 1 576 490/576 041 2004 1997 SOB
1966 WM BDe 4/4 2 576 491/576 042 94 85 7 578 042-4 CH-DSF 1997 SOB
1965 MO Orsières ABDe 4/4 6 537 506 94 85 7 578 006-9 CH-TMR operational (as of March 2016)
1965 MO Martigny ABDe 4/4 7 537 507-6 94 85 7 578 007-7 CH-TMR 2008 received Bagnes coat of arms from No. 8, defective
1965 MO Bagnes ABDe 4/4 8 2008
1965 RVT / MO Sembrancher (1983) ABDe 4/4 103/9 537 509 94 85 7 578 009-3 CH-TMR 1983 on MO as no. 9, received coat of arms from no. 5, last documented use November 2014, defective
Control car
1965 MThB Märwil Bt 201 50 46 29-33 201-7
50 63 29-34 901-0		 50 85 80-35 901-8 CH-SBBI 1994 G. 2018 2006 to BLS, 2016 to SBBI
1965 MThB Bt 202 50 46 29-33 202-5
50 63 29-34 902-		 50 85 80-35 902-6 CH-SBBI 1994 G. 2018 2006 to BLS, 2016 to SBBI
1964 GFM Bt 303 50 46 29-33 203-3
50 36 29-33 375		 1994 G. 2013 1972 at MThB as Bt 203, 2005 at TPF
1964 GFM Bt 302 50 46 29-33 204-1
50 34 29-33 204-5		 50 85 80-35 904-2 CH-MThB 1994 G. at MThB (Bt 204) with the name " Grenzbrigade 7 ", 2004 to TVYS, 2018 to MThB
1964 GFM Bt 301 50 36 30-33 372-5 50 85 80-33 373-2 CH-TPF 2017 1983 conversion for NPZ, 2003 conversion to ABt, scrapped in 2017
1964 RVT Bt 203 50 36 29-33 374-4 50 85 80-33 374-0 CH-DSF 1983 conversion for NPZ, 1992 for GFM
1964 RVT Bt 202 50 35 39-33 202-6 50 85 80-33 375-7 CH-TVYS 1997 G. 1983 conversion for NPZ, 1997 conversion to ABt, rubber beads with box extension
1964 RVT Bt 201 50 37 20-03 031 199x 2015 1985 to MO as Bt 31 (II)
1965 MO Bt 31 1984 accident
1965 MO Bt 32 50 37 20-03 032 199x 2015
1965 MO Bt 33 50 37 20-03 033 1994 2015
1966 WM Bt 11 50 47 80-33 975-9
50 48 80-35 199-5		 50 85 80-35 199-9 CH-SOB 1999 G. 2014 In 1999 converted to BDt
G in the door conversion column = at the same time the bellows replaced by a rubber bead
Intermediate car
1963 GFM B 361 50 36 30-33 361-8
50 36 20-33 361-0		 50 85 20-35 361-8 CH-TPF - 2018 2000 rubber beads, redrawing AB, 2005 again B, 2018 discarded, demolition
1963 GFM B 362 50 36 20-33 362-8 50 85 20-35 362-6 CH-DSF -
1962 MO B 41 50 36 20-33 366-9 50 85 20-35 366-7 CH-DSF - Leased to TPF in April 1999, bought in October 2000
1963 MO B 42 50 85 20-35 367-5 CH-CSG - September 2005 to Club San Gottardo, Mendrisio
1965 RVT B 301 50 35 20-33 301-7 50 85 20-35 475-6 CH-TVYS 1996 2019 1996 rubber beads, scrapped to Travys in 2013, June 2019
1965 RVT B 302 50 35 20-33 302
50 35 22-33 302-3		 50 85 22-35 631-2 CH-TRN 1996 1996 rubber beads, 2005 conversion to jumbo

swell

  • 1966 anniversary annual report of the Wohlen – Meisterschwanden railway
  • Peter Willen: Locomotives in Switzerland, standard gauge traction units. Orell Füssli, Zurich 1975 (3rd edition), ISBN 3-280-00800-X .
  • Rolling stock directories of the Swiss Rolling Stock Directory Association, as of January 1, 1975, 1980, 1985, 1990, 1995, 2000, 2005.

Individual evidence

  1. ^ Peter Willen: Locomotives of Switzerland . Standard gauge locomotives. 2nd Edition. tape 1 . Orell Füssli, Zurich 1972, p. XX .
  2. ↑ Railway Amateur No. 1/2014, page 20
  3. ↑ Company pictures on bahnbilder.de
  4. ↑ Transfer of MO Bt control car for demolition November 3, 2014
  5. ↑ Eisenbahn-Amateur 2/1995, page 94, photo from November 7, 1994
  6. ↑ Photo at the demolition company. October 6, 2014, accessed March 16, 2019 .