Traduction automatique. Texte original en: EN - afficher l'original The 6 prototypes numbered 1401 to 1406 were delivered between 1959 and 1960. The first series of 6 railcars cost the SBB over six million francs (one million francs per vehicle), more expensive compared with the price of an electric locomotive.

The technical equipment is installed to a large extent under the passenger compartment, which made the entrances significantly higher compared with standard passenger coaches. Other components together with the toilet were installed in the middle of the vehicle, dividing the passenger compartment in 2.

The technology used caused some vibrations and the vehicle got its nickname "Schüttelbecher" ("shaker").

The original seating configuration: 64 seats available in a 2nd class configuration (32 smoking and 32 no-smoking).

The railcars were fitted only with a simple spring-mounted towing hook that was able to move laterally in order to facilitate coupling of the vehicles in tight bends. Since a screw coupling was dispensed for aesthetic reasons, two railcars could only be connected to one another with an auxiliary coupling. This was therefore present in the vehicle as a piece of equipment. Full couplings were fitted a few years later.

Concerne le(s) numéro(s) d'immatriculation: 1401

Traduction automatique. Texte original en: EN - afficher l'original The first prototype RBe 4/4 1401 is delivered and is presented to the press. At the presentation, the delivery delay of one month and the high cost were not mentioned. Rather, they praised the modern railcar and the delivered power.

The first test and setup runs began shortly after. But after only one week, the test runs were canceled and together with the second prototype RBe 4/4 1404, the 2 units enter regular service on the St. Gallen - Zurich - Bern and Biel - Lausanne - Genève (or Brig) routes. The 2 railcars achieved a daily mileage of 1234 km and 1522 km respectively, which was huge compared with the locomotives used at the time.

The railcars were used together with matching passenger coaches, the EW series ("einheitswagen" or "standard coaches"), and control cars with baggage and postal compartment FZt4ü (later DZt). The control cars were built from the standard EW I coaches by adding a drivers cab matching the RBe 4/4.

As expected, the short test runs were not sufficient (the vehicles were untested and the staff untrained). This led to regular problems and the railcars were often replaced with standard locomotives to ensure the service.

Concerne le(s) numéro(s) d'immatriculation: 1405

Traduction automatique. Texte original en: EN - afficher l'original RBe 4/4 1405 is delivered.

Concerne le(s) numéro(s) d'immatriculation: 1404, 1405

Traduction automatique. Texte original en: EN - afficher l'original RBe 4/4 1404 suffers a fire in Nyon. The prompt intervention of the staff minimised the damage and the railcar was reparable and was temporarily removed from regular service and replaced with the newly delivered RBe 4/4 1405.

Concerne le(s) numéro(s) d'immatriculation: 1402, 1406

Traduction automatique. Texte original en: EN - afficher l'original By the end of the year, units 1402 and 1406 are also delivered. With 5 railcars the SBB was able to start test runs again in parallel with the regular service.

Concerne le(s) numéro(s) d'immatriculation: 1405

Traduction automatique. Texte original en: EN - afficher l'original RBe 4/4 number 1405 crashed in Gland. The train safety magnet ripped out a wooden sleeper at a level crossing, causing the entire train to derail at 125 km/h. Fortunately, there were no heavy casualties.

For safety reasons, the train protection system was removed on all railcars and were able to continue regular service by adding a second driver.

Concerne le(s) numéro(s) d'immatriculation: 1403

Traduction automatique. Texte original en: EN - afficher l'original The last prototype RBe 4/4 1403 is delivered.

Traduction automatique. Texte original en: EN - afficher l'original RBe 4/4 1406 is sent to Germany for further test runs for a couple of weeks. These journeys took place in part on routes without overhead wires, so that the railcar was pulled by steam locomotives. After completion of the trips, the railcar returned back to Switzerland.

At the same time, test drives also continued in Switzerland.

Concerne le(s) numéro(s) d'immatriculation: 1401

Traduction automatique. Texte original en: EN - afficher l'original RBe 4/4 1401 suffers a fire in Amriswil and suffers extensive damage. It is replaced by RBe 4/4 1406, arrived just in time from the test runs in Germany.

The investigation into the 2 fires showed that overheating was the cause due to the positioning of the ventilation grilles in the roof, on top of the doors (they didn't ensure enough ventilation). This will be modified in the series production.

Traduction automatique. Texte original en: EN - afficher l'original The prototypes proved themselves and after only 3 years the production series started. 76 units were ordered and registered as RBe 4/4 1407 to 1482.

Concerne le(s) numéro(s) d'immatriculation: 1404, 1405

Traduction automatique. Texte original en: EN - afficher l'original The Depot and Rail Vehicles Koblenz Club (DSF) was authorised to use the remaining prototype RBe 4/4 1404 as a spare part supplier for RBe 4/4 1405 . / Sources: http://www.dsf-koblenz.ch/index.php/08/10-04/118-2008-11-03-ersatzteilspender-rbe-1404

Concerne le(s) numéro(s) d'immatriculation: 1404, 1405

Traduction automatique. Texte original en: EN - afficher l'original After all useful parts were removed to be used as spare parts for RBe 4/4 1405 by its owner Depot and Rail Vehicles Koblenz Club (DSF), RBe 4/4 1404 is transferred to Kaiseraugst for scrapping . / Sources: http://www.dsf-koblenz.ch/index.php/08/10-04/118-2008-11-03-ersatzteilspender-rbe-1404