The number of trains SBB has put into operation can be seen in the ‘Current facts and figures’ at the bottom of this page. 

• The long-distance double-deck trains operate on the following routes:
  
  • IR13/37 and IC3 between Basel, Zurich, St. Gallen and Chur
  • IC1 between Geneva and St. Gallen
  • IC2/IC21 between Basel / Zurich and Lugano
  • RE Zurich–Aarau
  • RE Zurich–Schaffhausen 

SBB must ensure that all ramps in the entry and exit areas of the new long-distance double-deck trains have a maximum gradient of 15%. In addition, the Federal Office of Transport (FOT) must clarify whether the entrances and exits can generally be used by people with impaired mobility autonomously and safely with reference to the series of design elements subject to complaint.

All ramps in the entry and exit areas of long-distance double-deck trains (LD double-deckers) currently already have a maximum gradient of 15%. Therefore, SBB fulfils the conditions of the Federal Supreme Court ruling of 22 December 2021. SBB welcomes the decision of the Federal Supreme Court to reject the eight further points. The company will fully support the FOT in clarifying the open points formulated in the ruling. The LD double-deckers will continue to operate as before.

History:

• With its ruling of 20 November 2018, the Swiss Federal Administrative Court (FAC) confirmed that the new train complies with the relevant standards and the provisions of legislation on equality for people with disabilities.
• Acting on instructions from the FOT, SBB has had the gradient of the boarding ramps of three trains (IC200, IR200, IR100) measured by independent experts. The gradients of the boarding ramps measured 14.8% on average across all three trains. Of the 76 ramps, 69 were compliant. Seven of the ramps were a little too steep, which can be attributed to manufacturing tolerances according to Bombardier. For two of the marked wheelchair entrances, the deviations were 0.1% and 0.3%, which equates to a difference of 0.8 mm and 2.4 mm respectively on a ramp 785 mm long.
• All the ramps of the trains that have already been manufactured are being inspected and adapted where necessary. Bombardier will also ensure that the standards are complied with when future vehicles are manufactured.
• The long-distance double-deck train’s suitability for the disabled is exemplary by international standards. For customers in wheelchairs, the following precautions apply in particular: low-floor entrances throughout the train, at least three wheelchair places with access to the wheelchair-accessible WC, depending on vehicle type up to five further spaces for wheelchair users in the multifunctional compartment (zone in the compartment with folding seats), and an at-seat catering service.
• SBB has taken the concerns of disabled people’s organisations into account to an extent that goes beyond what is legally required. SBB, for example, has created additional wheelchair zones and ensured autonomous access to the dining car, although it would not have been obliged to do so.
• Ever since the project began, it has been actively coordinated with disabled persons’ organisations. As far back as 2011, the organisations had already viewed the 1:1 wooden scale model of the train and had accessed it by wheelchair and had commented upon it. In the 1:1 model, the ramp situation was identical to the current version in the vehicles and in accordance with the standards applicable at the start of the project in 2010 and today. At the request of the organisations, SBB has incorporated and implemented numerous improvements for disabled users. The remaining differences were the subject of collective complaints in 2011, but not the ramp situation that has now been criticised. The proceedings were ruled upon in favour of SBB by the Federal Supreme Court in 2013. At that time, the specifications and type sketches were determined to be legally binding.

Part of the reason for the delay can be attributed to the Federal Administrative Court’s ruling, which obliges SBB to provide an additional disabled compartment with wheelchair-accessible toilet in the coach adjacent to the dining car. SBB appealed to the Federal Supreme Court against the ruling in order to obtain legal certainty for future procurement projects. The Federal Supreme Court ruled in SBB’s favour.

Our customers have already been travelling on existing rolling stock for longer than expected because of the delays incurred (e.g. IC2000 instead of LD double-decker, EW IV/EC/Bpm51 instead of IC2000, etc.).

• As is customary with such procurements, SBB has agreed penalty payments with Bombardier for additional costs incurred as a result of late deliveries. These are linked to clearly defined criteria.
  
• The parties have agreed not to disclose the exact contents of the contract for work and services.
• SBB does not comment on individual matters regarding contracts with suppliers as these issues are subject to confidentiality and SBB would otherwise be in breach of contract.
• SBB is in contact with the relevant Federal Government bodies.

• Long-distance rolling stock is financed from SBB's ongoing business.
• SBB and Bombardier agreed on a new delivery schedule in November 2014. For this purpose, SBB has received three additional trains and replacement materials.
• SBB incurred additional costs due to the delay, for example for measures to extend the service life of existing rolling stock (Bpm 51). These are covered by contractual penalties. The parties have agreed not to disclose the amount.
• A large proportion of the payments will only be made once the trains have been delivered in conformity with the contract.

• Up to 1,300 seats and 400 metres long as a twin unit (the LD double-decker has around 10% more seats than an IC2000 with additional coaches).
• Power sockets at all 1st and 2nd class seats.
• Mobile phone repeaters for telephoning and Internet access.
• Attractive family carriage and modern restaurant in IC vehicles.
• Bright and spacious WCs. Baby-changing tables in the wheelchair-accessible WCs and family car.
• Modern customer information system.
• Video surveillance and emergency call system for passenger safety.
• Pressure stabilisation: lower pressure waves and less ear pressure, e.g. in tunnels.