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Each trainset consists of a ClassRe 450 single-ended locomotive (be-cause of its function, generally refer-red to as a „power car“), one secondclass carriage (B), one first/secondclass composite (AB), and a secondclass driving trailer (Bt), so the trainsare designed for push-pull operation.It was decided to replace the Class Bcarriages with new ones and to refurbishthe Class AB and Bt vehicles.

In mid-2008 SBB thus placed an order with a consortium formed bySiemens and Bombardier for 121 newlow floor double deck intermediate trai-lers for these trains. These 26.8 m longcarriages are designated NDW (Nie-derflur-Doppelstockwagen - low-floor,double deck carriage), and are desig-ned for 160 km/h running. Eight of the121 were purchased by the SihltalZürich Uetliberg Bahn (SZU), and werescheduled for delivery in 2010 (see R 1/11, p. 10). The remaining 113 areto be owned by SBB. Deliveries startedin 2011 and will continue until 2016.Offering step-free access from 550 mmhigh platforms, these carriages will com-

ply with the Swiss Behindertengleich-stellungsgesetz legislation concerningprovision for handicapped travellers.

Those carriages (Classes AB andBt) which will be retained in the rakesare to be remarshalled and refurbished.This is being done under a projectknown variously as LION, or DPZ+.The LION acronym stands for: - L = Lifting - external repainting, interiorrefurbishment (new seat cushions andupholstery, new floor coatings),

- I = Integration - integrating in the train-sets the NDWs to replace the originalClass B carriages),

- O = Optimierung - optimisation, up-grading on-board facilities, includingthe installation of air conditioning toreplace the existing ventilation sys-tem, the provision of an auxiliary con-verter, installation of vacuum retentionWCs, and the fitting of electricitysockets (one shared between twoseats in first class), and the provisionof more stowage space for bikesand prams. The air conditioning inthe cabs of the driving trailers is tobe upgraded.

- N = Neugestaltung - a new arrange-ment. The original Class B carriagesmade redundant from the trainsetswill be used to create rakes of stockhauled by Class Re420 locomotives,and will be used mainly during peakperiods.Various additional options were

specified, but their cost first had to beassessed: - improved larger text displays for desti-nation announcements,

- installation of automatic passengercounters,

- exchanging the old door control sys-tem for a modern one was considered,

- an evaluation of whether there was a possibility of connecting the originaldiagnostics system, based on ABB’sMICAS S1 system, dating from whenthe Class Re 450s were built, to theSIBAS Profinet-based diagnosticssystem, supplied by Siemens, and thelatter system’s communications bus,installed in the new NDW carriages.In addition the possibilities of connect-ing other diagnostic tools such asfor door control systems, illumination

system and the skid prevention systemwere explored, to see if a new inter-face would be necessary.

- the overall condition of the carriageswas examined, with a view to replacingdamaged and worn interior fittings.All in all, the project was developed

with a view to extending the servicelife of the carriages, operated by bothSBB and SZU, by a further 20 years.The engineering of the LION projectwas realised externally by Cideon(Basel), Enotrac (Thun), Prose (Win-terthur) and Helbling (Aarau). The con-tract was to be managed by SBB,which would undertake the work onthe carriages for SZU as well. The pro-ject involved 238 carriages, of which115 were Class AB, eight were ClassB and 115 Class Bt driving trailers.Trainsets Re 450 000 - 114 will thus bedealt with under the DPZ+ programme,and will incorporate the NDW secondclass vehicles.

The SZU trainsets, Re 450 067and 070, which earlier belonged toSBB, will be each formed of one Bt,one AB, one NDW and one original

As we reported in R 4/08 (p. 6), and R 4/11 (p. 7), in 2008 SBB announced a project for the refur-bishment of the four-car Class Re 450 trainsets, SBB’s first-generation double deck shuttle servicestock, known as Doppelstock-Pendelzug (DPZ), of which 115 were built between 1989 and 1997.

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LION: S-Bahn Zürich Double-Deck Trains Reshuffled

Upper photo: SZU’s first new NDW double deck carriage was incorporatedin SBB’s Re 450 051 trainset, seen here running on line S9 as train18973 Zug - Zürich HB - Uster, at Mettmenstetten on 19 August 2011.This view enables a comparison of entrance heights of the NDW carriagesand of the original stock.

Photos on this page: David Gubler

In early 2008 SZU bought two DPZ trainsets from SBB. The first to arrivewas Re 450 067 on 4 April, entering regular service on the 19th of themonth. It is seen here on 20 April 2008 on line S4 (Zürich HB - Adliswil -Sihlwald), near Wildpark-Höfli halt, visible in the background. The secondtrainset was delivered to SZU on 9 October 2008. Since both trainsets nowbelong to a new operator, they have been renumbered, Re 450 067 becomingRe 456 551 and Re 450 070 becoming Re 456 552.

SZU has in total eight trains for line S4 (Langnau - Zürich HB), two ofwhich are former SBB DPZ trainsets, the other six like this one seen nearWildpark-Höfli on 1 April 2008. The locomotive is a Class Re 456, one ofthe sextet Re 456 542 to 547, and is technically very similar to the Class Re 450,but has a different bodyshell, two cabs and no luggage storage compartment.The double deck carriage is identical to the DPZ Class B, and the two single deckcarriages are of various types. These trains have also received an additionalNDW, similar to SZU’s DPZ.There is an interesting consequence to this. Because the four-car trains havebecome heavier, since December 2011 SZU has offered a somewhat restrictedservice to and from Wildpark-Höfli. At peak periods, when trains run at ten-minuteheadways, every other train stops there. The reason for this is that if all trains calledthere, some of them might run late and disrupt the intensive timetable, with detri-mental knock-on effects later during the busy periods of the day. The measurewas introduced purely to ensure that the timetable runs smoothly.

50

Class B car. Since SZU does not offerfirst class accommodation, the opera-tor’s two AB carriages are now Class Bcarriages, despite their first class ac-commodation having been retained.SZU’s remaining six Class B carriagesand the new NDWs will be incorporatedin the six other trains hauled by a ClassRe 456 locomotive, which SZU opera-tes on the S4 line (in total, seven SZU’srakes are needed, one is a reserve).

Principal Changes Involving The LION Vehicles

The rough concept phase for pre-paration of the DPZ+ project started inApril 2009, and continued until June2010. Then followed the detail conceptphase, which also includes the creationof a prototype LION trainset, and whichis scheduled for completion in mid-2012.The challenges of the programme arethe large interventions necessary inthe bodyshell structure, the installationof the space-consuming air conditio-ning units, and ensuring that the rebuiltvehicles still comply with the permittedaxle-load, bearing in mind the consi-derable weight that is added to them.

In the preparatory phases themeans of supplying electricity to the air conditioning systems receiveda good deal of attention. Three alter-native configurations were evaluated:one involved supplying the power fromthe driving trailer, another from the loco-motive, and the third involved a decent-ralised power supply provided in eachcar alone. Ultimately this latter optionwas chosen, since ABB’s supply con-verters had an acceptable weight andvolume, and this concept was regar-ded as advantageous from the point ofview of maintenance, since the cars arestill independent ones.

The technical challenges for thissupply converter were the high powerdensity (compactness, low specificweight) and the two separate variablevoltage and variable frequency 3-phaseAC outputs for the air-conditioning unitsin addition to the standard 400 V/50 Hz3-phase AC and the 36 V DC outputs.Installing the supply converter in the Btdriving trailer consumed four seatingplaces, whilst in the AB carriage oneof the WC cubicles was eliminated andthe space thus freed up was used forthis purpose.

It was necessary to compensatefor the additional weight of the airconditioning units. These, in the Bt dri-ving trailers, are situated in a new roofaperture at the rear end of the vehicle.It was necessary to maintain a similaraxle-load after the rebuild to that priorto reconstruction. The electromagnetic

rail brake was thus moved from therear to the front bogie. Some compo-nents of the original driver’s cab air con-ditioning, situated near the inter-cargangway, were eliminated whilst a sepa-rate compact air conditioning unit wasinstalled near the cab. Moreover, thinnerflooring panels, of steel, were fitted in

In June 2010 SBB awardedLiebherr-Transportation Systemsa contract to supply new airconditioning systems for themodernising of 238 cars formingClass Re 450 trainsets. Eachsystem consists of two air conditio-ning units, nozzle ventilation grilles(exterior and outgoing air apertures),outgoing air duct systems, outgoingair fans and roof hood, two sets ofmating connectors for the air condi-tioning units, these integrating allthe electrical switch elements in a separate switch panel, an air con-ditioning control system with MMI,

consisting of a control and display terminal, CO2 sensors and ambient air tem-perature sensors. To save power, on this occasion, for the very first time for a Liebherr batch delivery,heat pumps are being used, their efficacy having been tested on a laboratoryprototype and is being verified in a carriage during extented trials at SBB’s testchamber in Olten. The heat pumps are based on a speed-regulated screw compressor which works in conjunction with an occupancy dependent fresh airregulation significantly controlled by the mentioned CO2 sensor. The first air conditioning was supplied in spring 2011, and series delivery is to run fromSeptember 2012 until 2017.

Photo: LiebherrOn the left is a BORDLINE® M80auxiliary converter, while the right-hand photo shows how the unit isinstalled in the carriage. It measures800 x 1,300 x 2,000 mm, and weighs510 kg. It operates off a train line voltageof 1,000 V AC/16.7 Hz, and has one AC

output of 3 x 400 V/50 Hz/40 kVA, while the second and third AC outputs are3 x 0 to 345 V/11 to 75 Hz/20 kVA, and the DC output is 36 V DC/10 kW. Theconverter has a CAN-bus interface.

Photos: ABB

The first second class driving trailer to be completed was Bt DPZplus 5085 86-33 096-3 CH-SBB, shown here on 8 December 2011 at IndustriewerkOlten, shortly before the presentation event. Clearly visible are the louvresover the entrance doors, where in the roof space the new air conditioning unit is installed. This car is fitted with 132 second class seats and has no areas forstandees, unlike the first/second class AB carriage.

The first Class AB carriage to be completed, its full designation beingAB DPZplus 50 85 36 33 096-4 CH-SBB, shown here on 28 November2011 at IW Olten. Both the Bt and AB cars are 26.8 m long over buffers andare designed for a maximum speed of 130 km/h. The AB has a tare weight of50.3 t, that of the Bt is 51.3 t.

This is Re 450 071, the very first modernised power car, which was com-pleted in early July 2011, photographed on 25 July 2011 at Oensingenstation. In mid-March 2012 the third power car was being modernised.

the entrance vestibules; this was alsodone in all rebuilt carriages. Even so,there was an increase in weight.Therefore, it was decided to exchangethe original wheelsets, designed for a 18 t axle load, for new ones, designedfor a 19 t axle load. Part of the workinvolved new wiring for the carriages,treatment of surfaces, the installationof new wooden flooring with new cove-rings, fitting new insulation materials,new ducts for the air conditioning, andsuchlike.

Under the DPZ+ project the ClassRe 450 power cars are to be modifiedslightly. The modifications include pro-vision of LED headlights, optimisationof the slip prevention system, the instal-lation of a new recording speedome-ter, and of a supplementary foot heaterunderneath the driving console. Thetraction motors together with their axlegearboxes are to be overhauled, withreplacement of rotors, re-winding ofstator coils and fitting of new sealing tothe motor-gearbox interface.

NDW Carriage Description

The construction of the NDW carsis similar to that of the intermediate

carriages incorporated in the ClassRABe 514 EMUs. The bogies are pro-duced by Siemens’s Graz works, andthe bodyshells are built at the compa-ny’s Wien works, where eight carriagesfor SZU were also entirely built. Thisworks was also responsible for thedevelopment and design of these

vehicles. The remaining 113 bodyshellsfor SBB’s NDWs are being sent toBombardier’s works in Villeneuve for fit-ting out and commissioning. This factoryis also working to full capacity buildingthe BLS Lötschberger EMUs, buildingInova cars being used for modernisingSBB’s suburban Class RBDe 560 EMUs

to create Domino trains (see R 2/09,p. 56), and is also principally gettingready to start up building SBB’s FVDosto EMUs (see R 3/10, pp. 24 - 25).

The bodyshell profile of the NDWscomplies with the Swiss EBV Spezialnorm, ensuring maximum space andcomfort levels. The bodyshell consistsof a welded steel framework and steelsheet panels, mainly between 1.8 and3.0 mm thick, these also contributingto the support of the structure. Whereverpossible spot welding is employed.Two types of insulation are installed:Moniflex mineral wool for thermal insu-lation, and Terophon to reduce noiselevels in the vehicle interiors. The body-shell exteriors are coated in primer,followed by layers of water-based paint.In the saloons, entrance vestibules andstaircases, rubber anti-slip flooring isfitted. The windows are non-openingand single-pane, measuring 1,250 mmin width. They are glazed with double-layer safety glass, tinted to reduce solarheating of the interiors.

The NDW car has two entrancevestibules, situated between the bogiesto provide the same unbroken floorheight at lower deck level, with sliding,two-leaf entrance doors on each side.Toughened safety glass is employed in

On the left, a view of seating in the lower deck first class saloon of an AB car, on the right, looking along the length of the upper deck in the secondclass saloon in the same type of carriage. 81 first and 34 second class seats are provided.

The mezzanine deck in an AB carriage, fitted out for standees. At theopposite end of the car there is no room for such a facility, since themezzanine deck is occupied by a switchboard cabinet.

the door windows as well. Entrancedoor width is 1,400 mm, with floorheight at the door sill being 600 mmabove rail level. This facilitates easyaccess from platforms of P55 design(550 mm high above rail top). But sincenot all platforms are of this type, anautomatically-operating retractablestep is also fitted (this is suitable forplatforms of up to 400 mm in height).

The doors are opened and closedby means of an electric drive, buttonsbeing fitted inside and outside to offerpassengers the options of individualcontrol and selective opening. Centra-lised door control is also provided,overriding the individual controls, andoperated by the driver from the cabconsole. In addition, the doors are pro-

grammed to close automatically after a pre-determined period (5 seconds).

One vestibule of each car extendsinto a multi-function area with spacefor wheelchairs, bulky luggage and, inone of the intermediate trailers, bikes.The WC cubicle is situated on the lowerdeck, which means that access is noproblem for wheelchair-bound travellers.The WC cubicles are affixed to thesteel structure of the bodyshell, usingelasticated fastening components. Asin the case of other recent SBB trains,biological WCs are used. The 200-litrewater tank for flushing and washbasinuse is located on the lower deck.

With the entrance vestibules beingsituated between the bogies, theinterior is thus divided into threeparts. Between the two vestibules arethe main saloons, on two decks. Thetwo-flight staircases to the upper deckoccupy part of the space over thebogies, with a mezzanine landing,1,250 mm above rail level. Whereasthe first, shorter flight to the mezza-nine deck is straight, the second, lon-ger flight is curved inwards, to takeinto account the limited headroom onthe upper deck at the sides. This flightis also slightly narrower than the lowerone.

At Siemens’s Wien works production of SZU’s NDWs started in February2010. This photo, taken on 24 February 2011, shows the fourth (far right)to seventh SZU carriages together with the first of SBB’s NDWs.

Photo: Bohuslav Kotál

SZU’s NDW carriage, B 265, and Re 450 067 on 2 May 2011 at Sihlwald.The interior stickers on the windows advise passengers to buy tickets.

Photo: SZU

54

cent tubes housed longitudinally in theluggage rack frames, these tubes alsoprovide the emergency lighting. The textpanels are located at the sidewall abovethe two windscreens in the lower deck,and in the saloons. Automatic next-station announcements over the publicaddress can be supplemented by im-promptu messages from the driver ifrequired - there is a microphone onthe driving console. CCTV is fitted.

The NDW is mounted on SF 100bogies, designed in this project for a ma-ximum operating speed of 160 km/h,although the top service speed of theDPZ trainsets is only 130 km/h. Thebogies are connected to the bodyshellsby means of pivots. The latter fit intotraverses, which are screwed into thebase of the bodyshell underframe. Theytransmit both longitudinal and trans-verse forces between bogie and body-shell. Primary suspension consistsof steel helicoidal springs, two per axle,with dampers. Secondary suspensionis pneumatic, comprising two bellows,together with a rubber column, whichprovides temporary substitute suspensi-on in the event of failure of the system.

The bellows are connected to thebogie frame at their lower end, and tothe pivot traverse at their upper end.

The air pressure in the bellows can beregulated, thus ensuring that thebodyshell remains at a constant heightabove rail level. Wheelset guiding isachieved via a swing-arm fastened tobrackets on the underside of the bogie-frame. All equipment relating to thepneumatic systems is situated abovethe underframe, in the space under the

stairs at either end of the vehicle. Thisis also where the anti-wheelslip/skidcontrol system is located.

The pneumatic brake includesaxle-mounted disc brakes, two per axle.Braking force is regulated accordingto the number of passengers beingcarried and their combined weight, withthe input to the system being via pres-

The mezzanine decks have suffi-cient space for the provision of nineseats at each end of the carriage. Theinter-car bellows-type gangways areaccessed from here as well. There arewall-mounted litter bins in each vesti-bule. Most of the seating in the upperand lower deck saloons is arrangedin bays in a 2 + 2 configuration, with a legroom of 1,700 mm. The seatingupholstery is of a permeable textilematerial, while imitation leather is usedfor headrests. The seat units are moun-ted on brackets extending from thesidewalls, thus facilitating floor cleaningand providing stowage space for bulkieritems of luggage. The luggage racksare fitted longitudinally above the win-dows.

The carriage is fully air conditio-ned, with one Faiveley air conditioningunit located at each end. These caneasily be accessed from the roof formaintenance purposes. Ducts insidethe sidewalls distribute the heated orcooled air to the interior. There is inaddition a hot air, low pressure electricalheating system, operating off 400 V 3 AC. Train lighting, both interior andexterior, is supplied from the 110 Vstatic converter and from the battery.The saloons are illuminated by fluores-

A view from the upper deck towards the entrance vestibule of a SZU NDWcarriage. At both ends of the upper deck seating is longitudinal, providinga wide centre aisle.

The lower deck of a SBB NDW carriage showing the wheelchair accessibleWC and the multi-purpose area. The SZU NDW carriages are slightly diffe-rent here, since seats are installed, thus giving a total seating capacityof 44, compared with 36 on the SBB version.

Photo: David Gubler

Photo: David Gubler

A view from the mezzanine deck towards the flights of stairs on a SZUNDW carriage.

The upper deck of a SBB NDW carriage. Here, the only interior differencefrom the SZU carriages is the seating upholstery design.

Photo: David Gubler Photo: David Gubler

Track Gauge 1,435 mm

Maximum Service Speed 140 km/h

Maximum Designed Speed 160 km/h

Length Over Buffers 26,800 mm

Distance Between Bogie Centres 20,000 mm

Bogie Wheelbase 2,500 mm

Maximum Bodyshell Width 2,780 mm

Height Above Rail Top 4,618 mm

Floor Height Above Rail Top 600 mm

Seats (2nd Class) - SBB/SZU 98/106

Standees - SBB/SZU 216/222

Toilets - SBB/SZU 1/0

Wheelchair Spaces 1

Entrance Doors 2 per sidewall

Weight (Tare) - SBB/SZU 52.8/51.6 t

Maximum Axleload 19 t

Wheel Diameter (New/Worn) 920/850 mm

Minimum Curve Radius Negotiable 100 m

NDW Carriage: Principal Technical Data

An SZU train on line S4 line, powered by an Re 456, arriving at Zürich-Brunau on 13 April 2012. Behind the loco-motive is a NDW, followed by two DPZ double deck carriages, and at the far end, a single deck driving trailer.

Photo: David Gublersure through the pneumatic suspensionbellows. The cars are also equippedwith an electromagnetic rail brake inone bogie, for emergency use.

The incorporation of a NDW car ina LION trainset means that additionalcontrol functions have to be transmittedvia communication lines with the train,such as those for the control of entrancedoors. Therefore the 13-pin lines werereplaced by 18-pin ones, and a checkof other communication lines demon-strated that they work sufficiently. Theincorporation of a NDW car into theDPZ rakes brought with it a significantmoment in the field of combining diffe-rent diagnostic systems of differentlevels and ages. While in the originalcarriages new microprocessor controlshave also been installed, such as thosegoverning air conditioning, the newconverter and door operation, theSIBAS Profinet diagnostic system inthe NDW, the newest vehicle in therake of stock, is able to read the diag-nostic data of the whole train (excludingthat of the Re 450 locomotive). It alsopaves the way for the future transmis-sion of this information to the operator’smaintenance centres.

By April 2012 NDW carriages up to023 had been delivered to SBB. Theyare currently stored at Zürich-Altstettendepot, waiting to be incorporated in theDPZ+ rakes.

New Trains Created From Old Stock

The 113 Class B intermediate trailersto be removed from the existing SBB’sDPZ trains will form six rakes of ten

cars and seven rakes of six cars, toppedand tailed by Class Re 420 electriclocomotives. 30 of the latter, 420 201 -230, are being adapted for this role,while simultaneously receiving a heavyoverhaul, which will give them a further20 years of working life. They will not,however, be fitted with ETCS, althoughthe latter will be considerably extendedon the SBB network over the comingyears. In fact, for these 13 rakes 26

locomotives will be required, and remai-ning four will be held in reserve.

35 of these 113 Class B carriagesare to be fitted out as AB first/secondcomposites, similar to the arrangementon the original AB cars, with first classon the lower deck and on half of theupper deck. The WC cubicles will notbe wheelchair-accessible but will befitted out to cater for the needs of disab-led passengers. 78 of the Class B car-

riages will have their WCs removed, toprovide more room for standees. In allthe cars CCTV and a passenger infor-mation system will be installed. 50 %of the fleet will be fitted with an auto-matic passenger counting system.These „new“ trains will be designatedHVZ-D (Hauptverkehrszeit-Doppel-stockwagen, peak hour double deckcarriages), the designation thus reflec-ting their principal intended use. In late

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April 2012 two HVZ-D rakes were inservice.

Project Progress And Deliveries

Tenders for project management,engineering works and supervisionand technical leadership for the DPZ+cars were invited by SBB in May 2009.The DPZ+ project, involving moderni-sation and modification of existing stock,was shouldered by SBB’ own works.SBB Industriewerk (IW) Olten assumedresponsibility for all the carriages, inclu-ding the rebuild of Class B vehicles tocreate the HVZ-D rakes. The SBB IWYverdon-les-Bains took on the ClassRe 450 power cars.

Work on the first SBB prototypeLION, using Re 450 071 as a powercar, started in summer 2010. To testthe feasibility of the project the firsttwo cars, one Bt and one AB from thefourth batch of original deliveries in the1990s, were rebuilt at IW Olten. In thisway verification of all the productionprocesses was achieved, and the me-thods to be employed were improved,thus paving the way for batch produc-tion of the LION trainsets, and providingvital documentation for the certificationprocess.

In February 2011 the first AB andBt were sent to IW Olten, where theremoval of about 20 t of material fromeach car took all of two months. Forseveral weeks during the summer of2011 these cars were subjected totests in the SBB Klimmakamer (climaticchamber) at Olten to check that allsystems were functioning correctlywithin the specified operating tempera-

A full-length HVZ-D trainset, the very first one, completed in September 2011, and seen here at Unterterzen, on the shore of Walensee, on 4 October 2011,powered by Re 420 202 and 230. This was one of the runs held on 4 and 5 October, prior to the launch of the regular service on 9 December. The olderClass RBe 540 EMUs will also be replaced by these trainsets.

Photo: Armin Schmutz

ture range of between -25 and +45 0C,this resulting in certain design andconstruction modifications.

Meanwhile the first NDW to bedelivered was DPZplus 50 85 26-73002-5 CH-SBB in February 2011. Thisunderwent two months of testing inSwitzerland, and it was first shown tothe public on 2 May 2011 at Zürich HB.Re 450 071 was completed in mid-July 2011. The first Class AB and Btcars were presented to the media on8 December 2011 at IW Olten, and laterthat month they were sent to Zürich-Altstetten depot, to form a prototypeDPZ+ rake, together with a NDW andRe 450 071.

Testing is now in progress, andwill continue until summer 2012. Thetests involve checking EMC, and run-ning in multiple with an original Re 450-hauled rake of stock. Once all the requi-red data have been obtained, the testdocumentation will be submitted to theSwiss rail authority, the BAV. Test com-mercial service is envisaged for thesecond half of 2012, with checking ofthe performance of the new air condi-tioning system. If any modifications aredeemed necessary, they will be incor-porated in the batch modernisations ofstock.

Work on the batches of carriagesis expected to start in September 2012,

and it is planned to have two moreDPZ+ trainsets outshopped by the endof the year, thus making three in totalincluding the prototype. Seven trainsetsare planned for 2013, and around 20for 2014. Care has to be taken withthe pacing of the project: the S-BahnZürich network carries around 500,000passengers daily, and the risk of havingtoo many trains out of service at anygiven time has to be avoided. Variousdates have been announced by SBBfor completion of the whole DPZ+ pro-ject, for instance June 2017. Now SBBaims to finish the work, costed at over600 million CHF, by the end of the latteryear.

Regarding the rejuvenation of theSZU fleet, the NDW carriages weredelivered separately between May andJuly 2011. As part of the general NDWtesting programme, the first two SZUcarriages were tested on both the SZUand the SBB networks, incorporatedin SBB’s Re 450 trainsets, starting inJune 2011. After that, all of the SZUcarriages were incorporated in SZUrakes of stock, powered by Class Re450 and Re 456 locomotives, to beready to enter commercial service priorthe start of the 2012 timetable. Therefurbishing of SZU’s Class Bt, AB andB carriages to DPZ+ standards will berealised at IW Olten in 2014, the Re 450067 and 070 being dealt with at IWYverdon simultaneously.

Jaromír Perničkausing SBB, SZU and

Siemens sources

Photos, unless cited, by SBB

Production of SBB’s NDWs started at Siemens’s Wien works in April 2010,and is now in full swing, as shown in this photo of carriage number 027,taken on 21 February 2012. The first finished and certified NDW was handedover to SBB in May 2011.

Photo: Raimund Wyhnal