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Source: Jean-Luc ALTHERR - flickr.com
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RABe 502 - IR 200
Also known as:
TWINDEXX (Swiss) ExpressFV-Dosto
UIC / EVN numbering:
94 85 0 50294 85 1 50294 85 8 50294 85 7 50294 85 6 50294 85 5 50294 85 4 50294 85 3 50294 85 2 502Vehicle type:
Registration country:
In service:
from 2017
Era:
VI
Built by:
Gauge:
Standard gauge (1'435 mm)
Electric systems:
15 kV AC / 16,7 Hz
Current collectors:
Pantograph - Asymmetrical
Length over buffers (mm):
200'600 mm
Width (mm):
2'800 mm
Height (mm | over lowered pantograph):
4'590 mm
Power output (x'xxx kW / x'xxx hp):
7'500 kW
Bogie wheelbase (mm):
2'500 mm
Maximum speed (km/h):
200 km/h
Total number of seats (1st class seats / 2nd class seats / 3rd class seats / folding seats):
181x 1st class seats
501x 2nd class seats
682x total number of seats
501x 2nd class seats
682x total number of seats
2009
In 2009, the Swiss Federal Railways (SBB CFF FFS)
issued a call for tenders for the purchase of 59x double-decker
train sets, designed to achieve speeds of up to 200 km/h through
robust acceleration and deceleration capabilities. This initiative
aimed to meet the increasing demand from passengers, particularly
along the strategic routes between Geneva and Lausanne, as well as
Lausanne and Bern, which were nearing saturation.
After the call for tenders concluded, Siemens, Stadler Rail and Bombardier submitted proposals. The specifications outlined the need for a spacious, comfortable, and practical train that would enhance accessibility and facilitate quick passenger exchanges at stations, thereby reducing stop durations. To maximize travel time efficiency, the trains were required to be pendular. Siemens proposed a system utilizing primary suspensions, while Stadler opted for passive pendulation akin to certain Spanish Talgo trains. Bombardier, on the other hand, offered its WAKO bogies, derived from its FLEXX Tronic range, known for their roll compensation capabilities.
The CFF selects Bombardier as the winner of a contract valued at 1,86 billion francs for the supply of 59x trains, with an option for 100 additional trains. During subsequent negotiations due to delays in delivery, CFF receives 3x additional units as compensation.
The trains are manufactured in three versions:
- 23x units for the IC 2001 version, classified as RABDe 502 001 - 023;
- 30x units for the IR 2001 version, classified as RABe 502 201 - 230;
- 9x units for the IR 1001 version, classified as RABe 502 401 - 409.
According to Bombardier and the Swiss Federal Railways (SBB CFF FFS) at the time of the contract signing, the Twindexx is designed to provide greater comfort. The train features an absence of vibrations, waterproof components, and 230 V electrical outlets in both first and second class. It also offers 4G mobile phone reception. The Twindexx includes accessible toilets for passengers with disabilities, a children's play area located in the leading second-class carriage, video surveillance cameras, and an air conditioning system that adjusts based on the number of passengers present on the train.
To give clients an initial overview, Bombardier constructed a 1:1 scale wooden model2 of the Twindexx (IC 200 type) at the beginning of 2011, which was presented to specialists in August of the same year. Following a thorough examination of the model, 200 consulted individuals made over 1000 suggestions, leading to some of the significant delays faced later.
1 The version name identifies the length of the convoys, composed of eight elements for a total of about 200 meters or four elements for a total of about 100 meters.
2 In a similar vein, after signing the contract for the delivery of 29x EC 250 "Giruno" trains, Stadler Rail also built a comparable model to avoid the same issues experienced by its competitor at that time.
After the call for tenders concluded, Siemens, Stadler Rail and Bombardier submitted proposals. The specifications outlined the need for a spacious, comfortable, and practical train that would enhance accessibility and facilitate quick passenger exchanges at stations, thereby reducing stop durations. To maximize travel time efficiency, the trains were required to be pendular. Siemens proposed a system utilizing primary suspensions, while Stadler opted for passive pendulation akin to certain Spanish Talgo trains. Bombardier, on the other hand, offered its WAKO bogies, derived from its FLEXX Tronic range, known for their roll compensation capabilities.
The CFF selects Bombardier as the winner of a contract valued at 1,86 billion francs for the supply of 59x trains, with an option for 100 additional trains. During subsequent negotiations due to delays in delivery, CFF receives 3x additional units as compensation.
The trains are manufactured in three versions:
- 23x units for the IC 2001 version, classified as RABDe 502 001 - 023;
- 30x units for the IR 2001 version, classified as RABe 502 201 - 230;
- 9x units for the IR 1001 version, classified as RABe 502 401 - 409.
According to Bombardier and the Swiss Federal Railways (SBB CFF FFS) at the time of the contract signing, the Twindexx is designed to provide greater comfort. The train features an absence of vibrations, waterproof components, and 230 V electrical outlets in both first and second class. It also offers 4G mobile phone reception. The Twindexx includes accessible toilets for passengers with disabilities, a children's play area located in the leading second-class carriage, video surveillance cameras, and an air conditioning system that adjusts based on the number of passengers present on the train.
To give clients an initial overview, Bombardier constructed a 1:1 scale wooden model2 of the Twindexx (IC 200 type) at the beginning of 2011, which was presented to specialists in August of the same year. Following a thorough examination of the model, 200 consulted individuals made over 1000 suggestions, leading to some of the significant delays faced later.
1 The version name identifies the length of the convoys, composed of eight elements for a total of about 200 meters or four elements for a total of about 100 meters.
2 In a similar vein, after signing the contract for the delivery of 29x EC 250 "Giruno" trains, Stadler Rail also built a comparable model to avoid the same issues experienced by its competitor at that time.
Sources: https://fr.wikipedia.org/wiki/Bombardier_TWINDEXX_Swiss_Express
2010
The construction of the trains began in 2010 at the
Bombardier workshops in Görlitz
(Germany) for the manufacturing of the aluminum bodies of the cars
as well as the complete assembly of the control cars, while the
final assembly of the intermediate trailers would take place in
Villeneuve (Switzerland).
Sources: https://fr.wikipedia.org/wiki/Bombardier_TWINDEXX_Swiss_Express
2011
The WAKO tilting system:
After the commissioning of the RABDe 500 "ICN" in 2001 and the subsequent delivery of these trains, the Swiss Federal Railways (SBB CFF FFS) conducted a survey among users to gather their opinions. Many respondents raised concerns about motion sickness, which was attributed to the train's active tilting system. To navigate curves at speeds approximately 20% higher than those of conventional trains, the ICN conforms maximally to the curve's shape and can tilt, sometimes abruptly.
In 2010, when the CFF introduced the Twindexx as a double-decker tilting train, concerns regarding motion sickness reemerged. However, during its design, Bombardier prioritized passenger comfort. The Twindexx is the first train equipped with new bogies from Bombardier, known as the FLEXX Tronic WAKO ("Aktive Wank-Kompensation").
The WAKO system is based on mechatronic technology, combining mechanical and electrical components. The electrical component includes an electro-hydraulic actuator developed by Liebherr, which operates cylinders while navigating curves.
The mechanical aspect of WAKO features anti-roll levers positioned obliquely inward, with their fictitious intersection point located at the upper bridge above the car's center of gravity. This design encourages the car to return to a horizontal position when passing through a curve. The electronic component includes two Liebherr electro-hydraulic actuators attached to a guiding bar, which continue to pull the car toward the outside of the curve. In the event of a failure of one actuator, the other can independently manage the system's electronics without affecting speed. If both actuators become nonoperational, they can still function as hydraulic dampers; however, the train's speed must be slightly reduced. This compact system enables a larger body width, particularly in first class.
To assess its functionality and effects, two WAKO units were installed under an A 16-94 - IC 2000 1st class passenger car during a testing period in early 2011. The tests yielded positive results, leading to discussions about retrofitting part of the existing CFF fleet, including the IC 2000 passenger coaches and the Unified cars IV / Einheitswagen - EW IV / Voitures unifiées - VU IV, with WAKO technology. This project was ultimately not pursued by the CFF.
Source:
bahnbilder.ch
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bahnbilder.ch
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bahnbilder.ch
Source:
bahnbilder.ch
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bahnbilder.ch
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bahnbilder.ch
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bahnamateurbilder.startbilder.de
Source:
bahnamateurbilder.startbilder.de
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Integrated into traditional train suspensions, the WAKO system was expected to enable speeds 15% higher than those of an IC 2000, utilizing a system of cylinders that realign the car in the "correct direction" of the curve, thereby reducing the jolts associated with traditional Pendolino. Instead of tilting up to a maximum of 8° inside the curve, the Twindexx leans by a maximum of 2°.
Despite initial optimism regarding the tilting system, the Twindexx faces significant operational challenges shortly after entering passenger service. Health issues reported by train personnel are attributed to vibrations experienced during service. Research conducted by watson.ch in 2019 indicates that these vibrations lead to health complications among staff, prompting some train attendants to take leave.
In a September 2019 article, the author describes: "As the Interregio 13 train departs from Zürich Hauptbahnhof and traverses the Aussersihler Viadukt and the Limmat, passengers quickly notice the train's unsettling motion, characterized by vibrating seat backs and abrupt shifts on the upper deck. While the vibrations are uncomfortable for passengers, the train conductors are notably affected, with reports of significant knee and hip pain due to the continuous movement within the lengthy, 200-meter train compositions. Jürg Hurni from the Transport Personnel Union (SEV) highlights that the vibrations severely impact the knees of the staff, with multiple cases of health issues documented, particularly due to the unpredictable nature of the jolts, which differ from other train types where staff can brace for such disturbances."
Conductors report the necessity of constantly tensing muscles to counteract the vibrations and the train's unnatural tilting, leading to fatigue and discomfort. In response to these reports, SBB acknowledges receipt of feedback from personnel and takes the matter seriously, although they are initially unable to confirm any direct correlation between the reported meniscus problems and the Twindexx trains while medical investigations are ongoing.
The SBB claims a software update aimed at reducing vibration levels resulted in noticeable improvements in ride comfort, supported by assessments from staff involved in internal testing. Despite these attempts at improvement, experiences on the Twindexx remain inconsistent. Veteran staff continues to express frustration over the ongoing issues, noting that while the introduction of new train types usually comes with a learning curve, the current vibrations have surpassed previous experiences with other models.
In July 2022, the CFF announced the definitive abandonment of the WAKO tilting system due to comfort issues and maintenance costs. For more comfort, the spring-damper system is to be revised and the roll compensation is to be removed. A prototype is to be tested in 2025, and the entire fleet could be converted by the early 2030s.
After the commissioning of the RABDe 500 "ICN" in 2001 and the subsequent delivery of these trains, the Swiss Federal Railways (SBB CFF FFS) conducted a survey among users to gather their opinions. Many respondents raised concerns about motion sickness, which was attributed to the train's active tilting system. To navigate curves at speeds approximately 20% higher than those of conventional trains, the ICN conforms maximally to the curve's shape and can tilt, sometimes abruptly.
In 2010, when the CFF introduced the Twindexx as a double-decker tilting train, concerns regarding motion sickness reemerged. However, during its design, Bombardier prioritized passenger comfort. The Twindexx is the first train equipped with new bogies from Bombardier, known as the FLEXX Tronic WAKO ("Aktive Wank-Kompensation").
The WAKO system is based on mechatronic technology, combining mechanical and electrical components. The electrical component includes an electro-hydraulic actuator developed by Liebherr, which operates cylinders while navigating curves.
The mechanical aspect of WAKO features anti-roll levers positioned obliquely inward, with their fictitious intersection point located at the upper bridge above the car's center of gravity. This design encourages the car to return to a horizontal position when passing through a curve. The electronic component includes two Liebherr electro-hydraulic actuators attached to a guiding bar, which continue to pull the car toward the outside of the curve. In the event of a failure of one actuator, the other can independently manage the system's electronics without affecting speed. If both actuators become nonoperational, they can still function as hydraulic dampers; however, the train's speed must be slightly reduced. This compact system enables a larger body width, particularly in first class.
To assess its functionality and effects, two WAKO units were installed under an A 16-94 - IC 2000 1st class passenger car during a testing period in early 2011. The tests yielded positive results, leading to discussions about retrofitting part of the existing CFF fleet, including the IC 2000 passenger coaches and the Unified cars IV / Einheitswagen - EW IV / Voitures unifiées - VU IV, with WAKO technology. This project was ultimately not pursued by the CFF.
Source:
bahnbilder.ch
Source:
bahnbilder.ch
Source:
bahnbilder.ch
Source:
bahnbilder.ch
Source:
bahnbilder.ch
Source:
bahnbilder.ch
Source:
bahnamateurbilder.startbilder.de
Source:
bahnamateurbilder.startbilder.deIntegrated into traditional train suspensions, the WAKO system was expected to enable speeds 15% higher than those of an IC 2000, utilizing a system of cylinders that realign the car in the "correct direction" of the curve, thereby reducing the jolts associated with traditional Pendolino. Instead of tilting up to a maximum of 8° inside the curve, the Twindexx leans by a maximum of 2°.
Despite initial optimism regarding the tilting system, the Twindexx faces significant operational challenges shortly after entering passenger service. Health issues reported by train personnel are attributed to vibrations experienced during service. Research conducted by watson.ch in 2019 indicates that these vibrations lead to health complications among staff, prompting some train attendants to take leave.
In a September 2019 article, the author describes: "As the Interregio 13 train departs from Zürich Hauptbahnhof and traverses the Aussersihler Viadukt and the Limmat, passengers quickly notice the train's unsettling motion, characterized by vibrating seat backs and abrupt shifts on the upper deck. While the vibrations are uncomfortable for passengers, the train conductors are notably affected, with reports of significant knee and hip pain due to the continuous movement within the lengthy, 200-meter train compositions. Jürg Hurni from the Transport Personnel Union (SEV) highlights that the vibrations severely impact the knees of the staff, with multiple cases of health issues documented, particularly due to the unpredictable nature of the jolts, which differ from other train types where staff can brace for such disturbances."
Conductors report the necessity of constantly tensing muscles to counteract the vibrations and the train's unnatural tilting, leading to fatigue and discomfort. In response to these reports, SBB acknowledges receipt of feedback from personnel and takes the matter seriously, although they are initially unable to confirm any direct correlation between the reported meniscus problems and the Twindexx trains while medical investigations are ongoing.
The SBB claims a software update aimed at reducing vibration levels resulted in noticeable improvements in ride comfort, supported by assessments from staff involved in internal testing. Despite these attempts at improvement, experiences on the Twindexx remain inconsistent. Veteran staff continues to express frustration over the ongoing issues, noting that while the introduction of new train types usually comes with a learning curve, the current vibrations have surpassed previous experiences with other models.
In July 2022, the CFF announced the definitive abandonment of the WAKO tilting system due to comfort issues and maintenance costs. For more comfort, the spring-damper system is to be revised and the roll compensation is to be removed. A prototype is to be tested in 2025, and the entire fleet could be converted by the early 2030s.
Sources: https://fr.wikipedia.org/wiki/Bombardier_TWINDEXX_Swiss_Express, https://de.wikipedia.org/wiki/SBB_RABe_502, https://www.watson.ch/schweiz/oev/178824742-sbb-zugbegleiter-leiden-wegen-dosto-zug-unter-gesundheitsproblemen
2014
The festive momentum generated by the order for new trains is
short-lived as organizations advocating for people with reduced
mobility raise concerns. They criticize the positioning of the
wheelchair compartment, which is too far from the rest of the
train, and demand the installation of an elevator to facilitate
access to the upper level. Additionally, the design of the dining
car is deemed unsatisfactory. After the matter is brought to court,
the Swiss Federal Railways (SBB CFF FFS)
sides with these advocacy organizations and commits to making the
necessary modifications to avoid further legal challenges during
the development of the Twindexx trains.
In January 2014, following these initial legal disputes, CFF director Andreas Meyer discloses to the press that Bombardier is facing "serious problems with the construction of the trains", indicating that the initially projected two-year delay could potentially double. A few weeks later, RTS reports that Bombardier demands CHF 320 million from CFF due to numerous changes requested during the trains' development, which necessitate extensive technical feasibility checks. At this point, the conflict between Bombardier and CFF intensifies, with the Canadian firm seeking financial compensation from the federal agency while CFF, in turn, seeks fines for delays in the design, construction, and delivery of the trains.
As speculation of a contract termination arises in the media, CFF files a criminal complaint in April 2014 for the premature disclosure of confidential information, triggered by RTS revealing an internal CFF circular that indicates Bombardier's demand for CHF 320 million. CFF does not issue any official press releases regarding this aspect of the dispute, with only RTS announcing the complaint, leaving details of any resolution unclear.
In June 2014, during a special broadcast of "Toutes Taxes Comprises", Bombardier's Switzerland director, Stéphane Wettstein, states that the disputes will be amicably resolved and that contract termination is no longer a consideration. At that time, 3x trains are in the final assembly stage, ready for initial dynamic tests.
Ultimately, to resolve the conflict and establish a more cooperative relationship, CFF and Bombardier revise the terms of their contract. In November 2014, they announce to the press that, as compensation for the delays, Bombardier will provide an additional 3x trains, raising the total fleet to 62x vehicles, with these new units expected to enter service in December 2017.
Consequently, by the end of 2014, the legal battle between CFF and Bombardier is definitively concluded, almost three years after the initial complaints are lodged by organizations representing people with reduced mobility.
In January 2014, following these initial legal disputes, CFF director Andreas Meyer discloses to the press that Bombardier is facing "serious problems with the construction of the trains", indicating that the initially projected two-year delay could potentially double. A few weeks later, RTS reports that Bombardier demands CHF 320 million from CFF due to numerous changes requested during the trains' development, which necessitate extensive technical feasibility checks. At this point, the conflict between Bombardier and CFF intensifies, with the Canadian firm seeking financial compensation from the federal agency while CFF, in turn, seeks fines for delays in the design, construction, and delivery of the trains.
As speculation of a contract termination arises in the media, CFF files a criminal complaint in April 2014 for the premature disclosure of confidential information, triggered by RTS revealing an internal CFF circular that indicates Bombardier's demand for CHF 320 million. CFF does not issue any official press releases regarding this aspect of the dispute, with only RTS announcing the complaint, leaving details of any resolution unclear.
In June 2014, during a special broadcast of "Toutes Taxes Comprises", Bombardier's Switzerland director, Stéphane Wettstein, states that the disputes will be amicably resolved and that contract termination is no longer a consideration. At that time, 3x trains are in the final assembly stage, ready for initial dynamic tests.
Ultimately, to resolve the conflict and establish a more cooperative relationship, CFF and Bombardier revise the terms of their contract. In November 2014, they announce to the press that, as compensation for the delays, Bombardier will provide an additional 3x trains, raising the total fleet to 62x vehicles, with these new units expected to enter service in December 2017.
Consequently, by the end of 2014, the legal battle between CFF and Bombardier is definitively concluded, almost three years after the initial complaints are lodged by organizations representing people with reduced mobility.
Sources: https://fr.wikipedia.org/wiki/Bombardier_TWINDEXX_Swiss_Express
2015
In its journal of June 8th, 2015, RTS presented the first
officially completed trainset of the Twindexx, of
the type RABe 502 - IR 200. The national television
news, just like the Romandy press, described an elegant train and
also highlighted its technical features: thanks to its roll
compensation bogies, the journey from Lausanne to Bern was expected
to finally take less than 60 minutes.
Bombardier, which had to place some of its employees on technical unemployment due to delivery delays, inaugurated a new construction hall for the occasion, named "Gotthard," in reference to the eponymous tunnel. Capable of accommodating 200-meter-long compositions, this part of the Villeneuve factory would primarily handle static testing of the Twindexx, while dynamic tests would be conducted on the Velim circuit (Czech Republic) for high speeds (200 km/h) and on the CFF network for testing the WAKO system. So far, the latter has proven its effectiveness and comfort, unlike the Tiltronix bogies of the New Pendolino from Alstom, which caused seasickness among some passengers.
The CFF wanted the Twindexx to be the flagship of their fleet, allowing for a seating capacity 50% greater than that of an IC 2000, while maintaining onboard comfort by avoiding the roll experienced in other tilting trains, such as the ICN. Even the head of long-distance services at the federal agency, Vincent Ducrot, assured at the signing of the contract in 2010 that the seasickness generated by previous tilting systems would be nonexistent with the Twindexx.
Bombardier, which had to place some of its employees on technical unemployment due to delivery delays, inaugurated a new construction hall for the occasion, named "Gotthard," in reference to the eponymous tunnel. Capable of accommodating 200-meter-long compositions, this part of the Villeneuve factory would primarily handle static testing of the Twindexx, while dynamic tests would be conducted on the Velim circuit (Czech Republic) for high speeds (200 km/h) and on the CFF network for testing the WAKO system. So far, the latter has proven its effectiveness and comfort, unlike the Tiltronix bogies of the New Pendolino from Alstom, which caused seasickness among some passengers.
The CFF wanted the Twindexx to be the flagship of their fleet, allowing for a seating capacity 50% greater than that of an IC 2000, while maintaining onboard comfort by avoiding the roll experienced in other tilting trains, such as the ICN. Even the head of long-distance services at the federal agency, Vincent Ducrot, assured at the signing of the contract in 2010 that the seasickness generated by previous tilting systems would be nonexistent with the Twindexx.
Sources: https://fr.wikipedia.org/wiki/Bombardier_TWINDEXX_Swiss_Express
2016
Despite Bombardier's promises and the contract
renegotiation in 2014, by mid-December 2016, the trains remained in
intensive testing phases. On December 14th, Radio Télévision Suisse
(RTS) published a statement where Andreas Meyer, director of the
Swiss Federal Railways (SBB CFF FFS)
expressed clear doubts regarding the actual delivery of the first
trains within 2017, citing computer issues encountered by the
Canadian manufacturer during test runs on the CFF network. In contrast, Stéphane
Wettstein, the director of Bombardier Switzerland, remained optimistic,
announcing that out of the 436x double-decker cars ordered, 90x
were ready to be tested and subsequently put into commercial
service by the end of 2017. However, CFF, unwilling to deploy trains with
questionable technology—especially after the numerous issues faced
by the initial Pendolino ETR 470—declared that the
Twindexx would not be integrated into the schedule
until the tests yielded satisfactory results. Following these
developments, several voices suggested that awarding this "contract
of the century" to the competing firm Stadler
Rail might have been more prudent, particularly since
Stadler had showcased the first five cars of
its EC 250 at the 2016 InnoTrans rail fair in
Berlin, designed and manufactured within just sixteen months.
Sources: https://fr.wikipedia.org/wiki/Bombardier_TWINDEXX_Swiss_Express
2017
At the beginning of 2017, Bombardier Suisse announces its readiness to
supply 23x Twindexx trainsets for the schedule
change on December 10th, 2017. However, this announcement is
quickly overshadowed by a prior announcement from Bombardier's management regarding significant
layoffs, forecasting the elimination of 7500 jobs across the
company, including 650 in Switzerland. During this period, the
details of the layoffs remain unclear until a press conference in
June 2017 clarifies that the cuts in Switzerland will primarily
affect "temporary" contracts—workers hired in the early 2010s
specifically for the delivery of the Twindexx
trains. These workers will remain employed until the conclusion of
the original contract signed in 2010, which involves the delivery
of 59x trainsets, scheduled to end in late 2019. The Swiss market
conditions do not allow for the continuation of these contracts, as
the renewal of rolling stock for private Swiss companies has been
awarded to Stadler Rail instead of Bombardier. Additionally, the
Swiss Federal Railways (SBB CFF FFS)
loses confidence in Bombardier due to ongoing delivery delays,
leading to doubt about exercising options for an additional 100x
trainsets as per the 2010 contract, which would have provided work
at the Villeneuve assembly site until 2029.
On November 23rd, 2017, the CFF officially announces that the Twindexx trains will not enter service with the upcoming schedule change on December 10. The Federal Office of Transport (OFT) only grants a provisional approval due to emerging issues with the software, necessitating continued testing until 2018. During 2018, the trains must be put into commercial service on routes including Bern-Zurich and Zurich-Chur, as well as, crucially, Geneva Airport to St. Gallen. This timeline represents the final deadline the CFF can tolerate, considering their plans and rolling stock availability; beyond this point, alternative solutions must be sought to address the resultant shortages.
On November 23rd, 2017, the CFF officially announces that the Twindexx trains will not enter service with the upcoming schedule change on December 10. The Federal Office of Transport (OFT) only grants a provisional approval due to emerging issues with the software, necessitating continued testing until 2018. During 2018, the trains must be put into commercial service on routes including Bern-Zurich and Zurich-Chur, as well as, crucially, Geneva Airport to St. Gallen. This timeline represents the final deadline the CFF can tolerate, considering their plans and rolling stock availability; beyond this point, alternative solutions must be sought to address the resultant shortages.
Sources: https://fr.wikipedia.org/wiki/Bombardier_TWINDEXX_Swiss_Express
2017
November
In November 2017, the Federal Office of Transport (OFT) grants
provisional authorization for the first six
Twindexx trainsets, including 2x RABe 502 - IR
100, 2x RABe 502 - IR 200, and 2x
RABDe 502 - IC 200 units, to operate on the
Swiss network with passengers onboard. This authorization is
subject to renewal in 2018 to assess how the trains perform under
the demanding schedule of the Swiss railways. Should the tests
yield positive results, both the initial and subsequent trainsets
could receive permanent certification and be integrated into the
originally planned routes, such as Geneva Airport to St. Gallen,
along with other high-traffic lines.
Sources: https://fr.wikipedia.org/wiki/Bombardier_TWINDEXX_Swiss_Express
2018
February 26
On February 26th, 2018, the first Twindexx
trainsets are made available to Swiss commuters, with
CFF executives and Bombardier engineers present onboard. Initial
impressions indicate that the trains offer a high level of comfort,
and the motors are designed for energy efficiency, particularly
during startup. The Scharfenberg automatic coupling system
facilitates coupling two trainsets during peak hours and separating
them during off-peak times.
However, between the provisional approval in December 2017 and the operational launch in February 2018, two complications arise. First, the electronic system's software requires a 40-minute wait for a train to restart after a reverse departure from terminal stations. This issue is eventually resolved through a software update from the manufacturer.
The second problem remains unresolved; individuals with reduced mobility note that the access ramp inside the train is too steep, preventing a wheelchair from exiting autonomously. This poses a significant legal challenge, as by 2023, CFF must ensure that at least one train per hour is accessible to persons with reduced mobility on each line. Since the Twindexx does not meet this requirement, disability advocacy groups file a complaint with the Federal Administrative Court in St. Gallen. The court upholds the provisional authorization issued by the OFT, allowing the Twindexx to operate without restrictions. Nevertheless, these advocacy groups demand that the remaining trainsets under construction comply with Swiss legislation. In response, CFF states that the Twindexx was designed according to European standards applicable in Switzerland, arguing that the ramp's slope is compliant. Modifying the ramp for wheelchair accessibility would violate European standards while adhering to Swiss requirements established in 2010, as the train conforms to current norms. Ongoing discussions aim to find a compromise between these regulatory frameworks, particularly since CFF intends to ensure the Twindexx meets EU standards for service on the cross-border Zurich-Munich route by the end of 2023. Additionally, the complaint highlights issues such as the LCD screens displaying station stops, which reportedly reflect too much light and are difficult for visually impaired individuals to read, as well as the steep stairway leading to the upper deck and door opening buttons that are inaccessible from a wheelchair.
However, between the provisional approval in December 2017 and the operational launch in February 2018, two complications arise. First, the electronic system's software requires a 40-minute wait for a train to restart after a reverse departure from terminal stations. This issue is eventually resolved through a software update from the manufacturer.
The second problem remains unresolved; individuals with reduced mobility note that the access ramp inside the train is too steep, preventing a wheelchair from exiting autonomously. This poses a significant legal challenge, as by 2023, CFF must ensure that at least one train per hour is accessible to persons with reduced mobility on each line. Since the Twindexx does not meet this requirement, disability advocacy groups file a complaint with the Federal Administrative Court in St. Gallen. The court upholds the provisional authorization issued by the OFT, allowing the Twindexx to operate without restrictions. Nevertheless, these advocacy groups demand that the remaining trainsets under construction comply with Swiss legislation. In response, CFF states that the Twindexx was designed according to European standards applicable in Switzerland, arguing that the ramp's slope is compliant. Modifying the ramp for wheelchair accessibility would violate European standards while adhering to Swiss requirements established in 2010, as the train conforms to current norms. Ongoing discussions aim to find a compromise between these regulatory frameworks, particularly since CFF intends to ensure the Twindexx meets EU standards for service on the cross-border Zurich-Munich route by the end of 2023. Additionally, the complaint highlights issues such as the LCD screens displaying station stops, which reportedly reflect too much light and are difficult for visually impaired individuals to read, as well as the steep stairway leading to the upper deck and door opening buttons that are inaccessible from a wheelchair.
Sources: https://fr.wikipedia.org/wiki/Bombardier_TWINDEXX_Swiss_Express
2018
December
After announcing that the trains would be ready for the IC 1 line
between Geneva Airport and St. Gallen by the December 2018
timetable change, the Swiss Federal Railways (SBB CFF FFS)
quickly faced disappointment as the reliability rate of the trains
was found to be very low, if not mediocre. Consequently, the trains
remained confined to their "trial period" on various lines in
German-speaking Switzerland, including the RegioExpress Zürich -
Chur line, where they caused delays and cancellations due to their
still fragile technology. Both the press and the Swiss Parliament
began to express impatience regarding the delivery delays and the
additional costs that would arise from them. In an effort to
alleviate concerns, the CFF and Bombardier held a press conference, where
they outlined the various problems encountered, potential
solutions, and responses to circulating rumors, including the
possibility of exorbitant penalties. However, despite the various
improvements made and promised by Bombardier, the trains remained technically
fragile nearly nine years after the contract was signed, and
according to some experts, they were still not ready for commercial
operation at tight schedules. It is also noteworthy that neither
Austria nor Germany had approved the Twindexx,
even though it was supposed to operate in those countries,
particularly on the Zürich - Munich line.
Sources: https://fr.wikipedia.org/wiki/Bombardier_TWINDEXX_Swiss_Express
2020
June 13
In 2020, trains are introduced on the main IC1 line between Geneva
Airport and St. Gallen, operating only on weekends. The first
commercial service on the IC1 line occurs on Saturday, June 13th,
2020. Following this, the Swiss Federal Railways (SBB CFF FFS)
progressively increase the number of these trains on the line. By
December 2021, during the timetable change, CFF systematically deploys only
400-meter-long Twindexx trains on the IC1 line.
Additionally, since December 2020, these trains also operate on the IC3 line between Basel - Zurich and Chur, the IR13 line between Zurich - St. Gallen and Sargans, the IR36/37 lines between Basel and Zurich, the IR70 line between Zurich and Lucerne, and various RegioExpress lines in German-speaking Switzerland.
From April 5th, 2021, these trains are further introduced on the IC2 line between Zurich-Zug and Lugano (-Chiasso) as well as the IC21 line between Basel-Lucerne and Lugano (-Chiasso) during peak hours.
Finally, following the timetable change in December 2023, a significant number of these trains also run on the IR15 line between Geneva Airport-Lausanne-Bern and Lucerne in multiple compositions of 200 or 300 meters in length, as well as on the IR27 line between Lucerne and Basel.
Additionally, since December 2020, these trains also operate on the IC3 line between Basel - Zurich and Chur, the IR13 line between Zurich - St. Gallen and Sargans, the IR36/37 lines between Basel and Zurich, the IR70 line between Zurich and Lucerne, and various RegioExpress lines in German-speaking Switzerland.
From April 5th, 2021, these trains are further introduced on the IC2 line between Zurich-Zug and Lugano (-Chiasso) as well as the IC21 line between Basel-Lucerne and Lugano (-Chiasso) during peak hours.
Finally, following the timetable change in December 2023, a significant number of these trains also run on the IR15 line between Geneva Airport-Lausanne-Bern and Lucerne in multiple compositions of 200 or 300 meters in length, as well as on the IR27 line between Lucerne and Basel.
Sources: https://fr.wikipedia.org/wiki/Bombardier_TWINDEXX_Swiss_Express
Do you have additional informations regarding this vehicle?
Help us writing the history of RABe 502 - IR 200! Your knowledge is precious for us and the entire community, do not hesitate to share your facts, photos or videos:
Latest update on the 26th of January 2025 at 19:42
Contributor(s): Tudor C.
Discussion forum
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Manufacturer: Roco
Article numbers: 7700007, 7710007, 7720007
Expected: 4th Quarter 2025
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