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.
Overview and evolution 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.
Locomotives
Locomotive classTraction typeNumber:drive axlesNumber:total axlesSeries or sub-classClassification typeCapitalletterLower caseletter1st number2nd numberRoman numeralsuperscriptPossible values{A;B;C;D;E;G;H;R}absent or {a;e;m}Natural numberNatural numberOngoing according tobuild typeLetters canbe combinedExampleRe44IIRe 4/4II ExplanatoryexampleLocomotive withhigher corneringspeedElectric4 Drive axles4 Axles2nd Series of theRe 4/4Electric loco with highercornering speed, all four axles aredrive axles (Bo'Bo'),2nd series
Locomotive class
Locomotive classMeaningAStandard gauge locomotive with vmax over 80 km/hBStandard gauge locomotive with vmax from 70 to 80 km/hCStandard gauge locomotive with vmax from 60 and 65 km/hDStandard gauge locomotive vmax from 45 to 55 km/hEShunting locomotive, Steam tank locomotiveFElectric locomotive (only to 1920)GNarrow gauge locomotive for adhesion operationHLocomotive with rack rail operationRLocomotive with higher cornering speed compared with A and vmax at least 110 km/hTTractor
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 > , 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 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 . 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. , instead of ). 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 470 Pendolino, 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. , instead of ). 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
Traction typeMeaningaBattery ("Accumulator") eElectricfRadio control (unofficial extension)hRack rail drive (for railcars and tractors)mFuel (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)
Multiple units, motor coaches and railcars FacilitiesTraction typeNumber:drive axlesNumber:all axlesSeriesClassification typeCapitallettersLower caseletters1st number2nd numberRoman numeralsuperscriptPossible values{A;B;C;D;F;R;Z}absent or {a;e;m}Natural numberNatural numberContinuingaccording to seriesLetters can be combinedExampleBDe44IIBDe 4/4IIExplanatoryexampleRailcar with 2nd class (B) and luggage (D) compartmentselectric4 drive axles4 axles2nd series of theBDe 4/4Railcar 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
FacilitiesMeaningA, AsVehicle with first class or saloon compartmentBVehicle with second class compartmentCVehicle with third class compartment (before 1956)DVehicle with luggage compartment (since 1962)FVehicle with luggage compartment (to 1961)KCovered freight railcar (all Ke were later reclassified as Fe)OOpen 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 110 km/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, BuffetSSpecial compartmentSTSelf-propelled special flat wagon with bogies (Cargo sprinter)X, VService vehicleXT, VTSelf propelled service vehicleZPost 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 (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 and (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 (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).
The updated classification system
Formation 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).