After the Second World War, the Arth-Rigi-Bahn initially ordered two new cog railcars, which were intended to cover demand at peak times, among other things. Like the previous locomotives, they only had a rack drive. For this purpose, each of the two-axle bogies had a traction motor that drove the cog wheel. A third vehicle was added in 1954. After initially being used with existing trailer cars without a control compartment, three control cars were purchased at the end of the 1950s to match the three power cars. The vehicles were later given the designation BDhe 2/4 11 to 13.

The fleet was only completed in 1967 with the delivery of another unit consisting of a power car and a control car. This was largely redesigned and, with increased external dimensions, also offered a new interior. It was called BDhe 2/4 from the start. In winter, both halves of the vehicle run with ski holders attached to the sides. The oldest vehicle was completely modernized in 1992, the others only received a new paint finish in 2005 and 2006. While they were previously blue at the bottom and white in the window area, today they are light blue in the window area, which slowly fades into white towards the bottom and is referred to as “snowflake painting”. In 2020, all vehicles are still in use on the Rigi Railways.

Since the BDhe 4/4 No. 14 railcar delivered in 1967 was still based on the CFeh 2/4 developed in 1947, the set of powercars and driving trailers ordered in 1978 was to be a modern design. It was basically based on the older design, but used a new powertrain technology with two traction motors per bogie. With the higher power, it was possible to push two of the historic trailers or to take freight wagons with them. At the same time, the Vitznau-Rigi-Bahn also needed new vehicles to increase capacity and ordered two identical sets, whose powercars were numbered 21 and 22.

Since the merger of the Arth-Rigi-Bahn and the Vitznau-Rigi-Bahn in 1992, the advantage for the crews has been that the vehicles are identical. In fact, the VRB staff was even trained on ARB vehicles because their own had not yet been delivered. The color scheme of the ARB was initially blue below and white above, but now it is also painted in the same white and light blue “snowflake paint” as the BDeh 2/4. The vehicles of the VRB are now kept in a similar livery, but the original red of the VRB has been used here instead of the light blue.

In order to increase the power of the ABDeh 6/6, the BVZ had three ABDeh 8/8 built in 1965. While the two car bodies of the predecessor were supported in the middle on a common Jakobs bogie, both car bodies now each had two bogies of their own. This now meant eight driven axles and an output of 1,176 instead of 882 kW. Here, too, there was a rack drive in each bogie. The transformer was now under the floor.

The three sets were given the names “Brig”, “Visp” and “Zermatt”. They were used together with their predecessors, but were able to tow an additional trailing load of 175 instead of 132 tonnes. They were retired in 2008, 2011 and 2014, shortly after their predecessors. The number 2042 “Visp” was initially intended to be given to a club for preservation. However, since the refurbishment would have meant very high costs, it was also scrapped in 2017.

The Furka-Oberalp-Bahn designated two petrol rack railcars that were delivered in 1927 as BCm 2/2. They were supposed to handle all services during low-traffic times and had a toilet and a mail compartment, while the rear cab was used as a luggage compartment. The rack drive and the adhesion drive could not be decoupled from each other. They were also referred to as BCZm 2/2 by the Railway Department.

However, the performance was not convincing, which was mainly attributed to the lack of experience with transmissions in railway vehicles with combustion engines. A maximum of one two-axle car could also be carried, which significantly increased travel times. With electrification in 1941, they became superfluous, although the first was used as a service vehicle for a while and passed to several new owners in the following decades, remaining inoperable. The other was sold to the RhB and used without rack drive until 1956.

Due to the sharp increase in winter tourism in the 1960s, the Furka-Oberalb Railway needed modern locomotives for rack and adhesion operation. The solution was five type Deh 4/4 I baggage railcars. Each of the four axles was powered and had rack drive. The high weight of the power equipment was compensated for by the lightweight construction of the car body.

Although there were five power cars, only four control cars and eight passenger cars were purchased. This meant that four shuttle trains could be formed, each consisting of a power car, two passenger cars and a control car. The fifth power car must therefore be used individually. The vehicles now belong to the Matterhorn-Gotthard Railway, as do the successors of the Deh 4/4 II type.

Since the Jungfrau Railway was still dependent on the Rowan trains at the beginning of the 1950s, some of which were more than 50 years old, a total of ten modern BDhe 2/4 railcars were procured from 1955. Each railcar has a cab on the valley side and is dependent on a control car that has a cab on the mountain side. The associated control cars either have a passenger compartment or serve as a cistern to supply the mountain station with water. Since the introduction of the Bhe 4/8 from 2016, they are increasingly being phased out, two years later only half were left.