The three Ce 2/4 were the first railcars that the BLS procured in 1910. They were four-axle, each with two bogies, and one of their requirements was to also carry passenger cars. The requirement was that 45 km/h could be achieved either with a 160-tonne train at 2.7 percent or with a 240-tonne train at 1.55 percent. The car body construction part came from the Swiss wagon factory Schlieren, while the electrical part came from Oerlikon and Siemens-Schuckert. The construction was based on the vehicles of the Hamburg-Altona city and suburban railway. Although it was technically planned to equip both bogies with two traction motors each, the construction was carried out with only two traction motors in one of the bogies for reasons of weight. When used on the Spiez-Frutigen test track, they were the first railcars to be used on high-voltage alternating current.

The car body was made of wood with metal paneling. The toilet room was in the middle and behind the driver's cabs was an open vestibule. There were front doors for connecting to the train, and a second railcar could also be entered with them when operating in double. In 1936, all three railcars were converted to the Ce 4/4, which had become possible as a result of advances in electrical engineering. Four traction motors with a total of 590 instead of the previous 330 kW could now be installed, which were lighter overall than the two old motors, and the two new transformers were now significantly smaller and lighter. At the same time, the chassis was modernized and the running characteristics improved. Another modernization took place in 1950, in which the nose-suspended motors were replaced by quills. Nevertheless, their use ended in 1953 and 1954, but some parts of the electrical equipment installed in 1936 were installed in the newly built BCFe 4/8.

Between 1998 and 1995, the BLS got 36 lightweight three-car electric multiple units which were designated RABe 525. They got the name “NINA”, what stands for “Niederflur-Nahverkehrszug” (low floor commuter train) since most of the length of the train has a low floor thanks to space-saving Jakobs bogies. 

They were built by Vevey Technologies and Talbot, which both later came to Bombardier. The electric part came from Holec, what later became Alstom/Traxis. In 2007, 13 sets got an additional car to make them four-car trains. There were also two other private railways which ordered five sets in total. The successor of the RABe 525 is the RABe 535, what stands out with large panoramic windows.

Between 2008 and 2012, the BLS received a total of 25 RABe 535 electric multiple units from Bombardier in three batches. The first batch had been ordered for the RegioExpress Bern-Brig “Lötschberger”, so the trains got the same nickname. Each set consists of four cars which are connected with Jakobs bogies and most of the length has a low floor.

They got automatic Scharfenberg couplers to connect and disconnect individual sets while in service. As a direct development of the RABe 525 “NINA”, they can also be coupled with these. After Stadler had delivered the RABe 528 “MIKA” to the BLS, a modernization program was started in 2024 that also alters the exterior of the RABe 535 to match the RABe 528.

Under the Name TWINDEXX Swiss Express, Bombardier produced a total of 62 double-decker high speed trains for the SBB. SBB also calls these trains “FV-Dosto”. In contrast to the TWINDEXX Vario that is being offered for commuter traffic, this variant has traction motors distributed along the train. In both four- and eight-car variants, three quarter of all cars are equipped with two traction motors in one of the bogies, making 3,750 or 7,500 kW in total.

A special feature of these trains is the roll compensation that is not a tilting system as such, but compensates for the rolling movements in curves and allows for higher average speeds. For use in inter-regional service, there is the four-car variant IR 100 with a total length of 100 m and the eight-car IR 200 with a total length of 200 m. The IC 200 is being used for long-range intercity traffic and also consists of eight cars, including a dining car. The official type designations of SBB are RABe 502 and RABDe 502, where the D designates the additional dining car.

Although these trains were originally planned to be introduced in 2013, this only happened in 2018 due to various problems. These included software issues, but also problems with the roll compensation. Especially passengers in the upper deck complained about great discomfort in certain curves. So SBB decided to disengage the system for the time being and to lower curve running speeds in exchange for a better passenger comfort. In the near future, the suspension system is to be upgraded, allowing to remove the roll compensation equipment altogether.

“Allegra”, what is a greeting phrase in the Rhaeto-Romance language, denotes electric multiple units developed by Stadler for the Rhaetian Railway. Even though they were designed to meet very hard requirements, they even exceed the specifications by a considerable margin. The main batch of 15 sets was built for the steep mountain passes of the RhB.

Since the Bernina line is being operated at 1,000 Volts DC instead of the 11,000 Volts AC used on the rest of the RhB network, the trains had to be capable to be used under both systems. To haul up to seven additional passenger cars or even freight cars on gradients of up to seven percent, Stadler installed eight traction motors instead of four as specified. This led to the designation ABe 8/12 and a continuous output of 2,320 kW (3,110 hp). When operated in the AC network, they can even deliver up to 2,800 kW (3,755 hp) for a limited time.

For flatter lines with more passengers, Stadler also delivered five four-car units called ABe 4/16. As with the ABe 8/12, Stadler installed four instead of two traction motors. So one end car is similar to one of the two powered end cars of the ABe 8/12, while the other one is just an unpowered control car. Since they are not used on the Bernina line, they only have the equipment for the AC network. They were complemented by the much larger number of the newer “Capricorn” sets, which are also called ABe 4/16 due to their general layout.

Under the name GTW, which stands for “Gelenktriebwagen” (articulated railcar), Stadler offered a total of four generations of modular railcars. This arose from the requirement of several railways that were looking for light and equally inexpensive vehicles that could be used in various conditions.

The central component is a two-axle power module, which contains either a diesel-electric unit or the necessary equipment for electrical operation under direct or alternating current. Multi-system variants were also available. At least one two-axle part with a passenger compartment is connected to it on both sides. Different lengths of the car bodies were available and three-part variants were also built.

Since the vehicles were ordered by customers from different countries, they were built with different gauges and in meter gauge, standard gauge and Iberian broad gauge. From the second generation onwards, the round vehicle fronts were used, which became Stadler's trademark. From the third generation onwards, mass-produced components were increasingly used, making production and maintenance cheaper. Likewise, the diesel variants now used two smaller six-cylinder engines instead of a large V12.