The swiss Gothard line from the cab

[Mario_v]

Hello all ,

 

Here are some videos I've found showiing a 'driver's eye view' from the famous and fabled Swiss Gothard route. This is Serious and hardline mountain railroad european style at it's best. Enjoy.

 http://www.youtube.com/watch?v=u0OWhSFYk9U
http://www.youtube.com/watch?v=W6tFpLOE824
http://www.youtube.com/watch?v=5vIUQaeyO14

 

[jclass]

Thank you.  Interesting that there were no grade crossings.  So few passengers boarded, though.

Is this one of the lines that the Swiss are tunneling a new line for?

[Jack_S]

jclass

Thank you.  Interesting that there were no grade crossings.  So few passengers boarded, though.

Is this one of the lines that the Swiss are tunneling a new line for?

 

 The new Gothard Base Tunnel is being built to handle the huge amount of truck traffic that now congests Swiss roads.  The congestion and pollution has increased to the point that they are taxing the truck traffic to build the new tunnel and the trucking companies are going along with it.  Passengers are a minor consideration.

Jack

[CMStPnP]

I think I've ridden on this line in transit from Germany to Italy a few times.    Usually done overnight so I could not see much.    I believe the train leaves Munchen Hauptbahnhof aorund 22:30 or 23:00.   Interesting video and thanks for sharing.   

[beaulieu]

jclass

Thank you.  Interesting that there were no grade crossings.  So few passengers boarded, though.

Is this one of the lines that the Swiss are tunneling a new line for?

The three linked videos show the upper portion of the north ramp of the Gotthard Pass line. Within the portion shown on the videos, only Goeschenen, the station before the Gotthard Tunnel has passenger service now. Passenger service to the other small stations shown was replaced with buses to allow more paths for freight trains. All of the stations in this section of the line served very small towns. Goeschenen retains passenger service to connect with the Matterhorn Gotthard Bahn which serves the major ski resort of Andermatt. In season it is common to see 100 or more passengers get on and off the train here.

Just before the Recession hit peak days of the week would see 200 freight trains traverse this pass on Thursdays and Fridays. The current peak days are running around 135 - 140 freights per day. On Sundays freight traffic drops to around 40 to 50 trains, with Monday only starting to pickup in the afternoon. Passenger traffic over this section is two trains per hour in each direction, north of Erstfeld and south of Biasca there are more passenger trains.

The new Gotthard Base Tunnel will cover the whole of this distance in a tunnel below the area of these three videos.

I suspect the video was shot on Saturday afternoon or anytime on Sunday due to the few freight trains seen.

[Cricketer]

Something of an exaggeration to say passengers are unimportant - as mentioned earlier there's a fast and a stopping train every hour; which is rather more than any US mountain railroad, and each loads to at least eight 28 yd long coaches with up to 12 coaches in the high season. There is also a passenger need to link the Ticino canton with the commercial hub in Zurich in less than the current three hours.

But freight is clearly king, especially overnight when the passenger trains are mostly absent. One clear difference from American Railroading is that most trains head over at 50mph, even the freights, which means really high horsepowers for relatively (by Amercian standards) trains. C15,000hp for 2,500 tons is about right.

And finally - if you get a chance to go - take it, the line's wonderful and the country has a railway and bus system second to none.

[Mario_v]

As far as I know, prior to the arrival of new AC engines, freights used to be powered by a combination of an RE 6/6 (Bo' Bo' Bo', 10600 HP) and RE 4/4 IV (Bo' Bo'  6000 HP), with sometimes an extra RE 6/& as a helper on the back, so that means a total traction output of 16600 or 27200 HP, wich might look exagerated for short (compared with US standards) trains, with ann extension ranging from 500 to 550 meter (the standard in Europe), but if on takes in to account the rulling 2,7 % grade. these numbers might not be so unproportional, especially if the main purpose is to keep the traffic fluid at a constant speed of  50 mph.

I Know that nowadays traction has changed a little, with the new RE 460s  (6400 Kw of power, circa 8700 HP, and a top speed of 230 kmphr, but 'limited' to 87 or 100 mph in the faster sections of the route) hauling the IIntecitys, and some cousins of the NJTs ALP46s hauling the freights in most casses, wich belong not only to SBB Cargo (Swiss railways freight division), but also in the hands of some private operators, wich work trains to and from Italy.

Ah, I almost forgot the private passenger operator Cisalpino, with 'Pendolino' ETR type tilting trains wich had the tendency to gt 'confused' with their tilting systems every time they had to go thru the most difficult sections of the line with constant tight curves. I don't know if that issue was solved, but if it was, thee ones might go a little faster than the usual 50 mph.