I have posted some images taken at Basel SBB earlier this year. They can be found at the following page :-

http://www.world-railways.co.uk/gallery/gallery.php?id=188

Looking ahead I am planning to digitise a large number of my Swiss slides from the 1970s and 1980s and hope to add these soon. Many of these slides cover private lines and less often visited areas of the country.

Lou Johnson

--- In SwissRail@..., Guerbetaler <muesche2-swissrail@...> wrote:

Am 24.11.2011 20:30, schrieb martinbaumann112:

Latest information (from Bahnforum) ist that 703 has been taken to
Landquart works by road and that both bogies remain at Rueun station

My understanding of this source was that the two bogies that remained in
Rueun had been replaced by reserve bogies for Ge 4/4 I. The remark about
the lorry was a joke from a lorry driver.

Please read carefully before posting ...

Markus, Gürbetal

It's probably a long standing joke here in England. Due to track access charges loco's are regularly moved by road for various reasons as it's cheaper.I hope the Swiss aren't going down that road.

Mark Ellis

The 2012 timetable can now be downloaded from

http://fcd.zvv.ch/fahrplan.php

On 25/11/2011 19:38, Guerbetaler wrote:

Exactly, but with the Re 6/6 11603 and 04 prototypes it was found that
springs can do the same, making the carbody simpler. Same development
was seen in Italy.

I know the Re6/6 was later, but does the Ge6/6ii have to cope with vertical grade changes in excess of anything a standard-gauge loco needs to?
--

Tim Hall
Weblog -> http://www.kalyr.com/weblog
Twitter -> http://twitter.com/kalyr
RPG blog -> http://www.kalyr.com/rpg

Am 25.11.2011 20:27, schrieb Tim Hall:

On 25/11/2011 19:14, Markus wrote:

The Ge 6/6 II carbody doesn't follow curves but it follows grade
changes. As Re 6/6 11601 and 02 do

Is reason so the adhesive weight on each axle remains constant during
grade changes?

Exactly, but with the Re 6/6 11603 and 04 prototypes it was found that springs can do the same, making the carbody simpler. Same development was seen in Italy.

Markus, Gürbetal

On 25/11/2011 19:14, Markus wrote:

The Ge 6/6 II carbody doesn't follow curves but it follows grade
changes. As Re 6/6 11601 and 02 do

Is reason so the adhesive weight on each axle remains constant during grade changes?

--

Tim Hall
Weblog -> http://www.kalyr.com/weblog
Twitter -> http://twitter.com/kalyr
RPG blog -> http://www.kalyr.com/rpg

Am 25.11.2011 17:59, schrieb jlovda:

Also, it has always bee my understanding that the body is NOT
articulated even though it looks like it.

It depends, on what you call an articulation...

The Ge 6/6 II carbody doesn't follow curves but it follows grade changes. As Re 6/6 11601 and 02 do.

Markus, Gürbetal

Near Steinen, and as close as I can tell between Schornen and Platten, there is a rock ridge through which the Gotthard line passes. Often we have seen people rock climbing with ropes on this ridge, nearly every time we passed the spot.

We didn`t see anyone this year.

Has it been banned for some reason?

Bernard

Stadler puts in what is ordered.

Absolutely… As well as what Bombardier did… as well as every serious
manufacturer does.

Max.

I have an acquaintance who is an engineer that designs coaches at Landquart. (He lets me take pictures at the roundhouse). From what he knows now, the front bogie was totaled. The bogies are still at the accident site but the body has been moved by truck back to Landquart. He will keep me updated.

Also, it has always bee my understanding that the body is NOT articulated even though it looks like it.

John Lovda

Am 25.11.2011 17:05, schrieb Gordon Wiseman:

This will stray off topic, but please allow me to say that the one
thing that is much better on AGCs in France is the seating as it is
designed to cater for longer journeys, whereas Flirt seating
(certainly in Switzerland) seems to cater for short journeys and you
have to hope that you won't do a longer journey - such as Schaffhausen
- Romanshorn where SBB forces you to use 'local' seating on a long
(timewise even if not distance wise) journey.

Have you ever travelled in a SOB unit? Last Summer we made a near daylong journey in the South Tyrol FLIRTs (who now ordered eight more and put additional elements in the already existing trains) and I didn't have the feeling of sitting in a suburban train. Seating accomodation is very different. Stadler puts in what is ordered.

Markus, Gürbetal

Am 24.11.2011 20:30, schrieb martinbaumann112:

Latest information (from Bahnforum) ist that 703 has been taken to
Landquart works by road and that both bogies remain at Rueun station

My understanding of this source was that the two bogies that remained in Rueun had been replaced by reserve bogies for Ge 4/4 I. The remark about the lorry was a joke from a lorry driver.

Please read carefully before posting ...

Markus, Gürbetal

On 25.11.2011, at 17:05, Gordon Wiseman <gordonwis@...> wrote:

This will stray off topic, but please allow me to say that the one
thing that is much better on AGCs in France is the seating as it is
designed to cater for longer journeys, whereas Flirt seating
(certainly in Switzerland) seems to cater for short journeys and you
have to hope that you won't do a longer journey

That is not Stadler's fault. It's the customer that specifies the seats. The SOB Flirts for example have much different interiors.

Krist

This will stray off topic, but please allow me to say that the one
thing that is much better on AGCs in France is the seating as it is
designed to cater for longer journeys, whereas Flirt seating
(certainly in Switzerland) seems to cater for short journeys and you
have to hope that you won't do a longer journey - such as Schaffhausen
- Romanshorn where SBB forces you to use 'local' seating on a long
(timewise even if not distance wise) journey.

Gordon (Techincal Adviser, The SNCF Society)

I see an announcement from Stadler that a recent Italian order has now taken total no of ordered FLIRTS to over 700. Well done Stadler!

Actually, with this number of sales, Stadler "beat" Bombardier with
their sales of their AGC units (700), which are conceptionally similar
to the FLIRT.

Max.

From: disco1ie

<krist.vanbesien@...> wrote:

I think train drivers will want to keep windows though...

I'm sure they will. However they seem to have almost no lateral
vision in these new sets
Fionnbarr

Lateral vision isn't good at high speed, akin to rapidly flashing lights, likely to cause epileptic type fits while driving. Also, at high speed the brain can't absorb data fast enough to make use/sense of it.
Windscreens will never be replaced by cameras, even the Docklands Railway has them, and they are driverless trains.

On Fri, Nov 25, 2011 at 1:55 PM, disco1ie <mail@...> wrote:

Why not go the next stage and do away with drivers altogether?!? (says he tongue firmly in cheek. In fact our Dart system in Dublin had that capability when it was introduced (1984) but surprise surprise it was never introduced)

I once asked that question to an airline expert, in the context of
planes that could fly themselves... The answer was that safety is best
served when the operator of a vehicle is in the vehicle itself.
Because then it's his or her own skin that's at stake...

Krist

--
krist.vanbesien@...
krist@...
Bremgarten b. Bern, Switzerland
--
A: It reverses the normal flow of conversation.
Q: What's wrong with top-posting?
A: Top-posting.
Q: What's the biggest scourge on plain text email discussions?

Yes, as I think I reported in the summer in order to make a Baltic
cruise on-topic I was amused (pleased on behalf of the Swiss economy)
to see them at Helsnki (along with the expected VR Lok 2000s!

I see an announcement from Stadler that a recent Italian order has now taken total no of ordered FLIRTS to over 700. Well done Stadler! (I wish we had bought them here (Dublin) instead of the last lot we got from Toku with their interiors built for the smaller Asian frame)

Fionnbarr
www.fionnbarr.com

--- In SwissRail@..., "Don" <donnewing@...> wrote:

--- In SwissRail@..., Krist van Besien <krist.vanbesien@> wrote:

It is my understanding that in the Lötschberg Base Tunnel, in the event of a major incident in the tunnel, if ETCS is working, it was intended the driver could reverse the train out of the tunnel at up to 80km/hr from his driving seat (i.e. at the back of the train). No reliance on Windows at all!

Why not go the next stage and do away with drivers altogether?!? (says he tongue firmly in cheek. In fact our Dart system in Dublin had that capability when it was introduced (1984) but surprise surprise it was never introduced)

Fionnbarr
www.fionnbarr.com