Hello all ;
Here's an excelent movie showing action in the famous and fabled Gothard route in Switzerland. Traffic and consists are very varied with heavy freights (there's even one with four engines at the point, totalling some 33.000 Hp), Intercity trains (both 'regular' and 'tilting') going up and down the 2,7% grades at moderate speeds (75 to 80 kmhr). Motive power comprises everything from veteran Re 4/4 and Re 6/6, thru Re 460 series locomotives, Tilting 'Pendolini' railcars from two differnet series, and even DB (german rail) Traxxes. Enjoy.
watch?v=Fx0vDGszhJg
1. At least one of the electric locos seems dual-mode, probably Swiss, same type showing up on freights as well as passenger.
2. The day of the old typical four-wheeled "wagon" seems over, with all freightcars with two trucks.
3. Everything uns at the same speed. The high-speed passenger trains run as slowly as the freights run fast, and the freighs may need all the power they have for the grades and to maintain the speed.
4. Tremendous variety of freight cars, more like the USA in the '40s.
5. No shuttle auto carriers. New road open?
6. Are not they building a mostly tunnel bypass-shortcut for this very scenic line?
7. Capacity of the line must not be a problem given the occasional very short, one-loco freight.
daveklepper 1. At least one of the electric locos seems dual-mode, probably Swiss, same type showing up on freights as well as passenger. 2. The day of the old typical four-wheeled "wagon" seems over, with all freightcars with two trucks. 3. Everything uns at the same speed. The high-speed passenger trains run as slowly as the freights run fast, and the freighs may need all the power they have for the grades and to maintain the speed. 4. Tremendous variety of freight cars, more like the USA in the '40s. 5. No shuttle auto carriers. New road open? 6. Are not they building a mostly tunnel bypass-shortcut for this very scenic line? 7. Capacity of the line must not be a problem given the occasional very short, one-loco freight
7. Capacity of the line must not be a problem given the occasional very short, one-loco freight
1. No dual-modes. SBB does have a few dual-mode tractors. The Re474 class is dual-voltage AC/DC based on the Siemens EuroSprinter and very similar to the new Amtrak ACS64. I think you're referring to the Re460 class (passenger) and Re48x classes (freight) which have prominent top ventilation.
5. The Gotthard Strassen (Road) Tunnel had some clearance improvements a few years back so big Euro truck could fit through. Still only 2 lanes in a single bore, but movement is afoot to fund a second bore.
6. The Gotthard Basis Tunnel was holed out last year, and now has rails its entire length in one bore. If my memory serves me correctly it's supposed to open in 2016. There's plenty of local opposition to closing the current line, but it's a fair bet that international traffic at least will take the tunnel route.
Amazing to see the Re420 (former Re 4/4 II) and Re620 (Re 6/6) class dating from the early 1970s still in first line service.
rcdrye daveklepper 1. At least one of the electric locos seems dual-mode, probably Swiss, same type showing up on freights as well as passenger. 2. The day of the old typical four-wheeled "wagon" seems over, with all freightcars with two trucks. 3. Everything uns at the same speed. The high-speed passenger trains run as slowly as the freights run fast, and the freighs may need all the power they have for the grades and to maintain the speed. 4. Tremendous variety of freight cars, more like the USA in the '40s. 5. No shuttle auto carriers. New road open? 6. Are not they building a mostly tunnel bypass-shortcut for this very scenic line? 7. Capacity of the line must not be a problem given the occasional very short, one-loco freight 1. No dual-modes. SBB does have a few dual-mode tractors. The Re474 class is dual-voltage AC/DC based on the Siemens EuroSprinter and very similar to the new Amtrak ACS64. I think you're referring to the Re460 class (passenger) and Re48x classes (freight) which have prominent top ventilation. 5. The Gotthard Strassen (Road) Tunnel had some clearance improvements a few years back so big Euro truck could fit through. Still only 2 lanes in a single bore, but movement is afoot to fund a second bore. 6. The Gotthard Basis Tunnel was holed out last year, and now has rails its entire length in one bore. If my memory serves me correctly it's supposed to open in 2016. There's plenty of local opposition to closing the current line, but it's a fair bet that international traffic at least will take the tunnel route. Amazing to see the Re420 (former Re 4/4 II) and Re620 (Re 6/6) class dating from the early 1970s still in first line service.
About the RE 474,here's some more (short) info :
http://www.railcolor.net/index.php?nav=1405009#.UqtkZtJdVuI
Indeed, these units belong to the 'EuroSprinter' family, and have a lot of descendancy and (sister units) in Europe. These units are supposed to be able to operate under 1,5 Kv/3 Kv DC and 15 Kv/25 Kv catenary,making them 'quad current' (but presently operete mostly under 3Kv / 15 Kv). Also some similar locomotives belonging to DB and private operators of similar design can be seen (the line is open access). These units are of course ACS 64 'relatives' (The Vectron family cames after the Eurosprinter family)
A little detail about Swiss locomotive classification ; Re = locomotive having a speed superior to 120 kmhr, 4/4, = locomotive with 4 axles, all powered
Some info about Re 4/4 and Re 6/6 and Re460
http://en.wikipedia.org/wiki/SBB-CFF-FFS_Re_420
http://en.wikipedia.org/wiki/SBB-CFF-FFS_Re_620
http://en.wikipedia.org/wiki/SBB-CFF-FFS_Re_460
Amazingly, each 'couple' of Re 4/4 + Re 6/6(or Re 10/10), has an amazing outpot of almost 17000 Hp. If needed a 3rd banking unit might be used in the heavy graded areas, since all of these locos are Locotrol equipped.
About capacity on this line: do not be fooled by seing 'solo' engines in the move. The line is really heavy traficked (that's why some trains also have deadhead units in the consists), in such a way that regional trains had to be 'busstituted' some years ago. I believe that daily numbers are about 150 trains per day each way.
The line seen in more dramatic conditions (and with some more Locotrol operated trains)
watch?v=zy3vtrQtsLw
Grafitti 'artist' are not limited to North America, I see!
Never too old to have a happy childhood!
The static image on the first post of this thread reminds me of Disneyland's Casey Jr ride - the stonework, the neatly manicured ballast and the greenery appear to have nearly the attention to detail as that ride, which is shared with the Storybook land boat ride.
At the second Sabbath meal, after I described the video, the studets all agreed real Mideast peace would be when our main line also sees trains of multiple countries.
Some curiosities about operations on this line (but also valid for all other standard gauge lines in Switzerland) :
In places with strong grades - in this line from Erstfeld to Göschenen, Bellinzona to Rivera and Bellinzona to Airolo -, maximum load is limited to 2000 metric tons (the maximum tonnage allowed to trains with european style link and pin couplers of high resistance in CH) with reinforcement (i.e: helpers) locomotives inserted in the the train (not coupled immediately, the local rule book in french calls 'intercalées', I think they refer this term as akin to mid train helpers). and with a pusher engine in the back of the train, this limit is lowered to 1600 metric tons (all mid or end of train helpers are locotrol operated). With a normal two unit 'set' of Re620+Re420 in the head of the train,the load limit in this grades is 1050 metric tons (considering that a 420 can haul 460 tons and a RE620 590 tons up thru a 2,8% - maybe here I'm exagerating a little, because the Gothard grades reach limits of 2,6 to 2,7% -according with the local rules,and considering the load qualified as type VII of the same book,i.e: the maximum load limit considered). However, in some cases, this specific load limit might apply only with certain conditions (not stopping next to some home signals in grades,so schedules and traffic regulations must consider the fact that these must always be in 'green' every time such trains pass). Also in snowy conditions,if locomotives have to act as 'plows', the load will have to be reduced 20%. Other restricitions apply ,in case brake or locomotive, or rolling stock malfunctions are observed, or even if the engines are not in capableconditions to haul the previewed load.
Anyway, after all this 'tech ' considerations,here's a video taken from an IC train, going up the grade from Göschenen
watch?v=R 62LmtDZCI
If the video is a contiguous trip - I am amazed at the number of control points with universal crossovers - seemingly every 2.5 to 3 minutes or less during the trip.
Also the number of heavy duty snow sheds, to protect against avalanche areas, I presume.
If the train is climbing a grade - it doesn't appear that it is much of a impediment until about the 16:30 point.
It appears that the 'other track' will have a Curve Patch rail gang working on it in the near future with the strings of rail laid out in the gauge of the track.
The train is climbing, but the horsepower on the front/back is such that there is enough to keep the sped up. The key issue here is capacity, and capacity is maximised when all trains travel at the same speed. Thus freights are very highly powered to get them up the hill at about the same speed as the passenger trains.
About maximum loads, as I misread the columns (I read the Ae 6/6 values, wich are Co Co units dating from the 50s, I believe not operational anymore), the values I refer, for Two unit Re 420 + RE 620 are incorrect: tehse should be, on a 2,8% grade : Re 420 (Re 4/4 II, the ones from the first batch of RE 4/4 have different load limits, and are now classified Re 410) : 460 metric tons, and Re 620 : 730 metric tons, wich means 1190 metric tons per train (probaly they would carry more if couplers were AAR, but then speed up the grade would be compromised). All other values are correct.
As for the speed Vs capacity, that's very true, and that's a key issue on this line
BaltACD watch?v=R 62LmtDZCI If the video is a contiguous trip - I am amazed at the number of control points with universal crossovers - seemingly every 2.5 to 3 minutes or less during the trip. Also the number of heavy duty snow sheds, to protect against avalanche areas, I presume. If the train is climbing a grade - it doesn't appear that it is much of a impediment until about the 16:30 point. It appears that the 'other track' will have a Curve Patch rail gang working on it in the near future with the strings of rail laid out in the gauge of the track.
Yes the vido is continuous, and there's a bunch of crossovers. It's very handy verytime there's a breakdown or track problem, or even when maintenance is required.
As for the grades, with the available power output, that's never a (big) problem. Probably the train got a restrictive signal, ordering it to proceed at restricted speed (25 Mph).
First round of tests in one of new tunnels from mid point to south portal appear successful with speeds up to 220 KPH
http://www.railjournal.com/index.php/europe/first-phase-of-gotthard-base-tunnel-trials-completed.html?channel=542
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