For more than a century, the Swiss locomotive, multiple unit, motor coach and railcar classification system, in either its original or updated forms, has been used to name and classify the rolling stock operated on the railways of Switzerland. It started out as a uniform system for the classification and naming of all rolling stock, powered and unpowered, but had been replaced and amended by the UIC classification of goods wagons.
The Swiss classification system was created by the Swiss federal railways department, and applied originally to the rolling stock of private railways, operating under government concessions. In 1902, when the Swiss Federal Railways was founded as a government railway, that new railway also became bound by the system.
Unlike the Whyte notation and AAR system, both of which are used to classify wheel arrangements, and the UIC classification of locomotive axle arrangements, the Swiss system, in both its original and updated forms, takes into account a number of other variables, including track gauge, motive power type, and maximum speed. The Swiss system is also less precise than those other systems in the way it deals with axles, because it refers only to numbers, rather than to arrangements, of powered axles, and axles as a whole. The Swiss system is therefore more a method of classifying locomotive and railcar types and series than a method of classifying wheel or axle arrangements.
The classifications for which the Swiss system provides have always been adapted to fulfil new requirements. The last modification to the original system occurred in 1968, with the (final) publication of the Directory of the Rolling Stock of the Swiss Private Railways by the Swiss Federal Agency for Transport. For carriages and wagons, the original system was progressively replaced from 1968 by the UIC international wagon classification system. However, all of Switzerland's powered rolling stock initially retained its Swiss type classification or class designation.
In 1989, the Swiss Federal Railways introduced a new classification and numbering system, which combined the old series classification, build type number and vehicle number, but was used at its inception only for new vehicles (the first one being the Re 450). The standard gauge private railways of Switzerland soon followed the example of the Swiss Federal Railways, and an agreement was reached as to the allocation of number ranges. The narrow gauge railways have largely retained the old system for locomotives, railcars and passenger carriages, but there have been some minor individual additions to the old system.
The original classification system
Here is a description of the classification system as it operated up to 1989, and as it still operates in respect of narrow gauge private railway motive power.
Locomotive with higher cornering speed compared with A and vmax at least 110km/h
T
Tractor
There is no provision for combining the codes A, B, C, D, E, G, R and T.
The combination of H and G is possible. HG would therefore be a narrow gauge locomotive, with a mix of adhesion and rack rail drive. However, the editions of the official list of rolling stock published up to 1939 generally defined HG as "Locomotive for adhesion and rack rail drive", and classified the standard gauge RHB steam locomotives as HG 1/2. Since 1966, in respect of railcars and tractors, he or hm has meant pure rack rail drive, and eh or mh has meant a mix of adhesion and rack rail drive.
Steam powered tank locomotives were always given an E, and the maximum speed of the locomotive was designated with a lower case letter. Thus, an Ea 3/6 was a tank locomotive with vmax > 80 kilometres per hour (50mph), three coupled drive axles, and three unpowered axles. With steam locomotives, separate driving mechanisms were displayed. So, for example, a Mallet locomotive was named G 2x2/2 or G 2/3+2/2, and not G 4/4 or G 4/5.
Up until 1920, standard gauge electric locomotives were given the letter F and a lower case letter for the maximum speed level. The class later designated as Be 5/7 was therefore originally named Fb 5/7, and the first Be 4/6 was still designated Fb 2x2/3 as at the date of its delivery.
The designation R (for rapid) was originally intended for locomotives with an axle load of under 16 tonnes (16 long tons; 18 short tons). These lightweight locomotives exert less stress on the rails when they negotiate curves, and were therefore permitted to do so at higher speeds (e.g. 125 kilometres per hour (78mph), instead of 110 kilometres per hour (68mph)). With the introduction of the Re 4/4II, the axle load limit was dropped following extensive testing. Several locomotives were later given approval for higher cornering speeds, to which their type designation had not yet been adapted (e.g. the BLS ABDe 4/8 or the Schweizer Hochleistungstriebwagen).
With the advent of the ETR 470Pendolino, the class designation N was introduced. Thanks to their tilt technology, these multiple unit trains have an even higher cornering speed compared with designation R (e.g. 160 kilometres per hour (99mph), instead of 125 kilometres per hour (78mph)). The Swiss Federal Railways Tilt Train RABDe 500 (InterCityNeigezug) also achieves this norm, but the train itself was given the designation R. Technically, locomotives of the class R can also operate to the standards of class N, but in practice the maximum cornering speeds are lower, to improve passenger comfort by reducing lateral forces.
Traction type
Be 4/6 between Rämismühle-Zell and Rikon, 24 October 2009.
Traction type
Meaning
a
Battery ("Accumulator")
e
Electric
f
Radio control (unofficial extension)
h
Rack rail drive (for railcars and tractors)
m
Fuel (Diesel, Gas turbine)
(absent)
Steam
The additional letters designating traction type can also occur in combination. Examples: Gea, Tem, Gmf
One distinction: with pure rack rail vehicles, the letter h comes in first place after the capital letters; with combined adhesion and rack rail drive, h comes at the end. (Example: rack rail railcar Bhe 4/4, mixed Beh 4/4)
Railcar with 2nd class (B) and luggage (D) compartments
electric
4 drive axles
4 axles
2nd series of the BDe 4/4
Railcar with 2nd class and luggage compartments, all four axles driven (Bo'Bo'), 2nd series, at delivery higher cornering speed not permitted
In a combined multiple unit train, the individual carriages of which cannot be uncoupled, all axles are taken into account, e.g. RABDe 8/16 (Multiple unit train with 4 carriages).
Facilities
Historic SBB push-pull train consisting of BDe 4/4, A, ABt near Hettlingen ZHPreserved RAe TEE II 1053 at Airolo, on a special excursion after being restored.
Facilities
Meaning
A, As
Vehicle with first class or saloon compartment
B
Vehicle with second class compartment
C
Vehicle with third class compartment (before 1956)
D
Vehicle with luggage compartment (since 1962)
F
Vehicle with luggage compartment (to 1961)
K
Covered freight railcar (all Ke were later reclassified as Fe)
O
Open freight railcar (Ohe 1/2 31 of the Pilatusbahn)
R (at front)
Multiple unit, motor coach or railcar with higher cornering speed and V max at least 110km/h (in 2009 the first narrow gauge vehicle met this criterion and was also classified R this was RBS RABe 4/12 21–26)
R, r (after A or B)
Restaurant, Buffet
S
Special compartment
ST
Self-propelled special flat wagon with bogies (Cargo sprinter)
X, V
Service vehicle
XT, VT
Self propelled service vehicle
Z
Post office compartment
An electric railcar with first class, second class, and luggage compartments would be given the classification ABDe. If it were also authorised to operate with higher cornering speeds, then it would be classified as RABDe. Notwithstanding the rules described here, the TEE railcars were classified as RAm or RAe, although they also had a luggage compartment, a restaurant and various other special features.
For multiple units, motor coaches and railcars with cogwheel drive there is an additional rule. If the railcar is a pure cogwheel drive vehicle, the symbol h is placed before the means of propulsion designator (e.g. the Bhe 2/4 of the Gornergratbahn). If a cogwheel drive vehicle can also operate in adhesion mode, the symbol h is placed after the means of propulsion designator (e.g. the ABDeh of the Matterhorn Gotthard Bahn).
Traction type
See above, under the heading "Locomotives". The same classifications apply.
Examples
To illustrate the original system in operation, here are some examples:
Ae 4/7: Standard gauge locomotive with a maximum speed of over 85 kilometres per hour (53mph) (A), powered by electricity (e), with four drive axles (4) and a total of seven (7) axles, i.e. three carrying axles. (This classification could also denote an electric railcar with a first class compartment.)
Bm 4/4II: Standard gauge locomotive with a maximum speed of between 75 kilometres per hour (47mph) and 85 kilometres per hour (53mph) (B), powered by diesel (m), with a total of four axles (second 4), all of which are drive axles (first 4). As there had already been a locomotive series with the classification Bm 4/4, this series was given an Index II, which means that this was the second series. (This classification could also denote a diesel railcar with a second class compartment.)
RBe 4/4: Motor coach with higher cornering speed (R) and second class compartment (B), powered by electricity (e), with four axles (second 4), all of which are drive axles (first 4). (This classification cannot apply to any locomotive, as the combination of R and B is not possible with locomotives.)
A 3/5: Standard gauge locomotive with a top speed of over 85 kilometres per hour (53mph) (A), powered by steam (no traction type designator), with three drive axles (3) and a total of five axles (5), i.e. two carrying axles. (This could also be the classification of a railcar with first class compartment.) The locomotive's tender is not included in the descriptor.
Ge 4/4III: Narrow gauge locomotive (G) powered by electricity (e), with a total of four axles (second 4), all of which are drive axles (first 4), third series of this classification(III).
At the end of the 1980s, the Swiss Federal Railways began drafting a new computer compatible and UIC compliant numbering system for its motive power. The superscript indices in the existing scheme (e.g. Re 4/4IV, V, VI...) presented a particular problem for this draft new system's planned method of data collection. By 1988, the drafting process had led to a first draft of a UIC compliant numbering scheme, which, however, never came fully into operation. At that time, the plan was that the first digit of a vehicle's number would denote the number of drive axles, and the second digit would correspond with the superscript used for that vehicle's series under the original system (e.g. Re 4/4II would become Re 420). For locomotives with carrying axles, the oblique stroke included in the old name would be replaced by the digit 9 (e.g. Ae 4/7 would become Ae 497).
This first draft revised system was "UIC compliant" insofar as the check number was calculated in accordance with the UIC regulations. On the other hand, the first draft did not envisage the display of a vehicle's numbers as twelve digits in the standard UIC designated form (for locomotives) of 9x 85 x xxx xxx - x for the Swiss Federal Railways, and 9x 63 x xxx xxx - x for the BLS. Under the first draft revised system, the first five digits were each designated as nil, as was already the case with various other European railway companies. Numbers displayed in that manner could be used only domestically, which at that time seemed sufficient.
As the first new locomotive series following the development of the first draft revised system, the Re 450 series was classified partially in accordance with that draft; what would have been the locomotive numbers under the old system (10500ff) were replaced by sequential numbers (000 ff), and the number of axles was still prepended to the vehicle number in the old fractional form (Re 4/4 450000 ff). Upon the delivery of the first Re 460 locomotives in 1991, a corresponding classification style was used.
In 1992, the first draft revised system was itself comprehensively revised into a Draft '92. Under the latter draft, the indication of the numbers of a vehicle's axles in fractional form was abandoned, but the designation of the traction type was retained. The old vehicle number system was completely replaced with new sequential numbers beginning with 000. The new numbering was supposed to take into account all vehicles that, as at 1988, were still in service with the Swiss Federal Railways. But that principle was inadvertently ruled out, and therefore not followed, in the assignment of new numbers.
In the Draft '92, the significance of the digits in their individual places was further diversified, and became no longer readily comprehensible without a key table. In addition, the Swiss private railways, and private owners of motive power (e.g. construction firms, siding owners), were taken into account. These other owners were identified in the Draft '92's proposed system in the third and fourth digits in each vehicle's number. By 1992, the Swiss Federal Railways had already numbered a tractor series in accordance with the proposed new scheme, but with numbers that had been assigned to the BLS. However, these Tm 235 tractors, nos 000-014 (Robel 1991–92), carried their original numbers until they were withdrawn.
The Draft '92 was consistently applied to newbuildings from 1992 to about 2004. For a long time, however, existing locomotives and railcars received the new seven digit numbers only in conjunction with major rebuilding work (e.g. RABDe 510, RBe 540). The RBDe 4/4, reclassified upon completion of minor revisions in 1996 as the first series of class RBDe 560, remained for a long time an exception to the slow renumbering - the replica series of this series had already had new numbers since its delivery, and therefore the classification of the "old" series was adjusted in 1996 to match the new series. Since about 2003, locomotives operated by SBB Cargo (Re 420, Re 620, Ae 610) have been renumbered upon their being reliveried. On the other hand, SBB Passenger traffic had not yet renumbered a single Re 4/4II as at the end of 2009.
With this only hesitant renumbering, some motive power continues to run under its "old" numbers. The Swiss Federal Railways has therefore not so far abandoned its general practice of continuing to operate the older vehicles under their old classifications, and it is likely that many locomotives will be withdrawn still bearing their old numbers.
The BLS has reclassified all of its railcars and most of its tractors. However, the ex-RM vehicles continued to retain their old number range. All new or newly acquired locomotives operate with new numbers, but the brown liveried locomotives (especially Re 425 161 ff) have not yet had their new numbers applied to the locomotive bodies.
Many private railways have reclassified their motive power fairly consistently with the revised system. However, it is customary for the last two or three digits of any new number to serve as the vehicle's unique number for internal purposes. For some individual small companies there is nevertheless no trace of the new numbers to be found.
Structure
The locomotive class or equipment codes letters (upper case), as well as the traction type code letters (lower case), are as described above, according to the old scheme, and continue to precede the UIC number (RABDe or Re 460).
The numbers are represented as two three digit groups, supplemented by a check digit, which is separated from the rest of the number by a hyphen. The first three digit group serves to designate the vehicle series (RABDe 500008–8 or Re 460003–7). Functionally, the UIC number is divided into three pairs:
First and second digit: Vehicle type / Traction
New numbers have not been applied to the locomotive bodies of these heritage Crocodiles.SBB Brünig HGe 101 966–0 at Brienz, 25 July 2007.Re 484 002 SR at Göschenen, 19 December 2004.RABDe 500 at Hauenstein, 25 May 2007.Am 841 020–1 at Möhlin, 7 June 2003.
2: Tractors (Shunting locomotives, power rating < 500kW)
20: Battery (accumulator) powered tractors (Ta)
21: Electric tractor (Te)
22: Electro-diesel tractor (Tem)
23: Diesel tractor (Tm)
24: Electric tractor: Catenary and battery operation (Tea)
3: Electric locomotives with fewer than 4 powered axles (not used so far)
4: Electric locomotives with 4 powered axles
6: Electric locomotives with more than 4 powered axles
Second digit where the first digit is 3, 4 or 6: the type of locomotive in accordance with the previous generation index in superscript Roman numerals, e.g.
Re 420 = Re 4/4II
Re 430 = Re 4/4III
Re 450 = planned: Re 4/4V (Locomotive for Zürich S-Bahn)
5: Multiple units, motor coaches and railcars
50: Long distance multiple units
51: Multiple units for suburban traffic
52: Multiple units for regional traffic
53: Motor coaches and railcars with first and second class
54: Motor coaches with second class
55: Light railcars second class
56: Newer motor coaches with second class and luggage compartment
57: Older motor coaches with second class and luggage compartment
58: Motor Luggage Van
59: Diesel railcars
7: Intended for self-propelled departmental vehicles and construction machines, finally used for Cargo-Sprinters
8: Diesel locomotives
9: Electric shunting locomotives
Second digit where the final digit is 8 or 9: number of driven axles
Third and fourth digits: Owning company
As operators of various locomotive series delivered in large numbers, the main railways (especially the SBB-CFF-FFS, and also the BLS) have correspondingly large number ranges available for their use (SBB-CFF-FFS 00–49, BLS 50–59). On the other hand, the smaller private railways can only obtain numbers for series of up to 100 vehicles (00-99), but this is usually sufficient. Since 2003, the specified numbering principles have been breached many times by vehicles that have become the property of the SBB-CFF-FFS whilst retaining their numbers in the range 60-69, and by privately owned vehicles, or vehicles owned by private railways, that have been given numbers from the SBB-CFF-FFS range (especially the BLS Re 420 locomotives numbered 501-512).
The individual vehicle numbers can begin with either 00 or 000, as long as the fourth character is not assigned to a function. The BLS and most other private railways either assigned sequential numbers beginning with 01, or retained the old operating numbers, so as to be able to continue working internally with those numbers. Since about 2004, the SBB-CFF-FFS has similarly numbered its motive power beginning with the number 001.
Examples:
Re 460 003–7 is the fourth locomotive of the SBB-CFF-FFS Re 460 series (the first one had the sequential number "000").
BLS Re 465 003–2, on the other hand, is the third locomotive of its series.
SOB BDe 576 048 to 059 were originally BT 50–53 and SOB 80–87. Upon the merger of the SOB and the BT, the two oldest SOB-BDe vehicles, nos 80 and 81, were assigned the sequential numbers 48 and 49. However, the newer vehicles in the SOB series had been delivered after the BT BDes were delivered, and were therefore renumbered as 54–59, to reflect exactly the delivery order of the merged company's BDe series as a whole.
SOB Re 456 096 is the sixth locomotive of its series, which was originally numbered BT 91–96.
Application since 2005
BLS Re 465 004–0 with vehicle number 91 85 4 465 004-0 CH-BLS, valid from 2009 onwards.
In 2005, with the onset of international movement of Swiss-based locomotives, there had to be a move to allocate twelve digit numbers for them. At the same time, the UIC code number 85 was changed from an owner code for the SBB-CFF-FFS to a country code for Switzerland or "CH".
On the other hand, a need arose to separate the various vehicle series into "classes". So, for example, when the Re 4/4IIs that the BLS had acquired from the SBB-CFF-FFS were reclassified, those locomotives became not the Re 425 class as envisaged by the scheme, but the Re 420.5 class. Similarly, the replicas of the SBB-CFF-FFS Am 843 class locomotives that were delivered to other owners were similarly classified, contrary to the '92 draft, as Am 843 (Am 843 151ff und 843 501ff).
If a vehicle was initially allocated a twelve digit number according to the old UIC regulations, and using the second digit as a balancing number (which, however, was only to be found in directories), then a TSI compliant number was assigned to the vehicle from 2008. The TSI compliant numbers use the fifth digit as a balancing code. The balancing code is so calculated that the twelve digit and seven digit vehicle number have the same control number.
An example:
1995 delivered as BLS Re 465 004-0
later classified internally as BLS Re 465 | 95 63 0 465 004-0
2009 definitively renumbered as Re 465 | 91 85 4 465 004-0 CH-BLS
Swiss Federal Railways is the national railway company of Switzerland.
B-B and Bo-Bo are the Association of American Railroads (AAR) and British classifications of wheel arrangement for railway locomotives with four axles in two individual bogies. They are equivalent to the B′B′ and Bo′Bo′ classifications in the UIC system. The arrangement of two, two-axled, bogies is a common wheel arrangement for modern electric and diesel locomotives.
The RABDe 12/12 is a threepart electric multiple unit used for commuter traffic by the Swiss Federal Railways SBB-CFF-FFS. The trains were put into service in the late 1960s and were in S-Bahn service around Zurich until December 2008.
The RABDe 8/16 are a consequential further development of the RABDe 12/12 multiple units used by the SBB-CFF-FFS. They were, like the RABDe 12/12, designed for quick acceleration in commuter traffic. But in contrast to the RABDe 12/12, they didn't reach this goal with a lot of motor power, but rather by having a lightweight aluminium construction. Four ordered prototypes were built, but already retired from service in 1997 and later scrapped. They are among the SBB-CFF-FFS vehicles with the shortest use period.
The Ae 6/6 is a heavy electric locomotive used by the Swiss Federal Railways (SBB-CFF-FFS). It is sometimes also referred to as canton locomotive ("Kantonslokomotive"), because the first 25 locomotives were named after the cantons, and carried the canton's coat of arms on the side and chrome embellishments, and the Swiss coat of arms on the front, between the chrome stripes. These adornments made them internationally famous. The other 95 locomotives received the names of capital cities of Swiss cantons, and other towns and cities, but without the chrome embellishments. The namings were held as ceremonies in the respective cities. A less appealing moniker is Schienenwolf as the three axle bogie construction stresses the tracks heavily.
The Re 620, Re 6/6 in the old numbering scheme, are six-axle, electric locomotives of the SBB-CFF-FFS, which were acquired as a replacement for the Ae 6/6 for heavy services on the Gotthardbahn. They are the most modern of the so-called "Gotthard locomotives".
The Bière–Apples–Morges Railway (BAM) or Chemin de fer Bière-Apples-Morges, located in Switzerland, is a 1,000 mmmetre gauge railway with a total length of almost 30 kilometres (19 mi) which links the towns in its name and from a junction at Apples to the village of L’Isle. The company was renamed to Transports de la région Morges-Bière-Cossonay (MBC) to express its other activities, mainly in local and regional bus services. Furthermore the Funiculaire Cossonay–Gare–Ville is part of MBC since 2010, Before, MBC was contracted to operate it.
The DR locomotive classification scheme in East Germany in the initial post-war period used the DRG system, consisting of a class number (Baureihennummer) followed by a serial number (Ordnungsnummer). With the introduction of computerised (EDP) numbers in 1970 as part of the UIC framework, the system was fundamentally changed for the first time.
The SBB Em 3/3 is a diesel shunting locomotive of the Swiss Federal Railways (SBB). They were built between 1959 and 1963, with a total of 41 units being manufactured by the Swiss Locomotive and Machine Works. They were designed to perform shunting duties for the SBB and were assigned running numbers 18801 to 18841.
The Re 450 is a push-pull electric locomotive passenger coach type which is used by Swiss Federal Railways on S-Bahn services in Zürich. Under the old Swiss class system, they would have been known as Re 4/4V. They are only found working with formations of three double-deck passenger carriages, the rear-most of which has a driving cab to allow push-pull working. At peak times trainsets may be coupled together to form a train consisting of three locomotives and nine passenger vehicles. Most S-Bahn lines use this stock and it is the most common on the network.
The Rhaetian Railway Ge 6/6 I is a class of metre gauge C′C′ electric locomotives operated by the Rhaetian Railway (RhB), which is the main railway network in the Canton of Graubünden, Switzerland.
The Rhaetian Railway Ge 4/4 III is a class of metre gauge Bo′Bo′ electric locomotives of the Rhaetian Railway (RhB), which is the main railway network in the Canton of Graubünden, Switzerland.
The Rhaetian Railway Ge 6/6 II is a class of heavy metre gauge electric locomotives operated by the Rhaetian Railway (RhB), which is the main railway network in the Canton of Graubünden, Switzerland.
The Rhaetian Railway Ge 3/3 is a class of metre gauge 11 kV 16.7 Hz AC electric shunting locomotives operated by the Rhaetian Railway (RhB), which is the main railway network in the Canton of Graubünden, Switzerland.
The Rhaetian Railway Ge 2/4 was a class of metre gauge 1′B1′ electric locomotives formerly operated by the Rhaetian Railway (RhB), which is the main railway network in the Canton of Graubünden, Switzerland. Four members of the class are now preserved, with one of them in operational condition.
The Rhaetian Railway Ge 4/6 was an eight member class of metre gauge 1′D1′ electric locomotives formerly operated by the Rhaetian Railway (RhB), which is the main railway network in the Canton of Graubünden, Switzerland.
The Vossloh G1700 BB is a four axle B′B′ medium power diesel-hydraulic locomotive manufactured by Vossloh Locomotives GmbH. in Kiel.
The Brig-Visp-Zermatt-Bahn Deh 4/4, now known as the Matterhorn Gotthard Bahn Deh 4/4 21–24, is a four member class of metre gauge, rack rail, electric multiple unit power cars operated until 2002 by the Brig-Visp-Zermatt-Bahn (BVZ), and since then by its successor, the Matterhorn Gotthard Bahn (MGB), in the Canton of Valais, Switzerland.
The HGe 4/4 II is a combined adhesion and cogwheel-equipped electric locomotive used on a number of metre gauge railways in Switzerland since 1985.
References
Verzeichnis des Rollmaterials der Schweizerischen Privatbahnen (Bern: Eidgenössische Amt für Verkehr, last published in 1968).
Hartung, Karlheinz, Schweizer Fahrzeug-Archiv. Lokomotiven und Wagen 1: Normalspur, SBB und Privatbahnen Schmalspur (Berlin: Transpress Verlag, 1993), ISBN3-344-70773-6
Hartung, Karlheinz, Schweizer Fahrzeug-Archiv. Lokomotiven und Wagen 2: Schmalspur (Berlin: Transpress Verlag, 1993), ISBN3-344-70786-8
Hartung, Karlheinz, Schweizer Fahrzeug-Archiv. Lokomotiven und Wagen 3: Zahnradbahnen (Berlin: Transpress Verlag, 1994), ISBN3-344-70842-2
Hartung, Karlheinz, Kleine Typenkunde Schweizer Triebfahrzeuge: Lokomotiven und Triebwagen der SBB und der Privatbahnen (Berlin: Transpress Verlag, 1997), ISBN3-613-71069-2
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