Swiss Railways Manchester 1990s archives

These pages comprise articles from the 'Notebooks' compiled by Charlie Hulme in the 1990s, mostly translated and edited articles from Swiss books and magazines.

They appeared in printed, and latterly also e-mailed form, as the Web hardly existed at the time. We have converted them to this format, as they chronicle an especially interesting period in railway history, and also include useful histories of various lines.

Swiss Railways Manchester Archive January 1993

Pioneer: the BLS Be 5/7

From LOKI 12-92, by René Stamm

When the Lötschberg line from Spiez to Brig was authorised in 1906, steam traction reigned almost supreme on main line railways, although electric power was already in use by a number of narrow gauge lines and tramways, as well as a few minor standard-gauge branches. Against this background, the brave decision was made to operate the Lötschberg line with single-phase AC electricity from its opening. The opening date itself, 15 July 1913, was thus an important milestone in railway history. As things turned out, the coal shortage created by World War I meant that the steam-worked rival lines had to reduce their services, and the BLS was able to continue as normal. Not surprisingly, when the SBB announced its national electrification plan in 1919, the same 15 kV AC system was chosen.

First Steps

The lowland part of the Lötschberg, from Spiez to Frutigen, was ready for electric service on 1 November 1910, and the BLS company ordered thirteen prototype locomotives (classified Fb 5/7 under the system then in force) to test a variety of equipment for use in the mountains. They were all based on the same mechanical design by SLM, but electrically they contained a variety of equipment by Brown Boveri (BBC) or Oerlikon (MFO). Twelve of the prototypes were delivered in 1912 and the opening year 1913, the final example arriving in 1914. These colossal locomotives, numbered 151-163, caused great excitement among the railwaymen and enthusiasts; they were at the time the most powerful electric locomotives in the world.


The massive machines had what British steam buffs call the 2-10-2 wheel arrangement, with five coupled driving axles and a pair of smaller carrying wheels each end. Each carrying axle was arranged as a pivoted bogie with the adjacent driving axle to give sufficient flexibility to get the loco round curves - the Krauss-Helmholtz system. The impressive bodies, of heavy steel construction, had a cab and a very short platform each end. A drop plate fitted to the centre of the platform gave access to the locomotive cab from the first vehicle of the train when required.

Inside were two powerful traction motors, each connected by a gear train to a jackshaft, one fore and one aft of the centre driving axle. Power was transmitted from cranks on these to the cranks of the centre driving wheels by a reciprocating triangular frame which also connected together the two jackshafts. Steam-type coupling rods transmitted the power to the outer pairs of driving axles. The motor power was controlled by a tap-changer on the transformer, and braking was by a Westinghouse air-brake installation as well as a handbrake for parking purposes. The centre driving wheels had a pair of brake shoes, whereas the other wheels had just one shoe.

Teething Troubles

Problems were expected with such a pioneering type of locomtive, and various difficulties did indeed occur. Soon after entering service the first loco, no. 151, suffered a serious incident when it had trouble starting a train of the maximum allowed load of 500 tonnes and began to slip; the resulting unbalanced load bent the triangular driving frame. As a result, the flimsy-looking fabricated open-frame structure was strengthened, but this did not solve the problem and in the end new a completely new component was made by forging, including a thin 'web' filling in the triangle, as can be seen on most photos of the class.

Electrical problems also occured, notably flashovers and short-circuits in the transformer and wiring; not surprising since the engineers of the day had little experience in handling such large voltages and currents within the confines of a railway locomotives.


Although the Be 5/7 class did a reasonable job on all types of train over the Lötschberg, by 1926 their star was beginning to fade. They were overshadowed by the new Be 6/8 (later Ae 6/8) class built by Breda of Milan and Secheron of Geneva, the first BLS locomotives to have an individual drive to each axle. The BLS therefore began to consider ways in which the performance of the Be 5/7 could be upgraded. Loco 154 was experimentally fitted with regenerative braking equipment, but this was soon removed. The main problem with the class was was their low maxiumum speed, and in 1939 nos. 155/7/9/63 were taken into the SLM works for a package of mechanical improvements which raised their speed from 75 to 80 km/h. These 'faster sisters' wre recognisable by their single pantographs, and in 1943 155/7/9 were renumbered to 161/2/4 to put them in a separate number series, the original 161/2 being renumbered 151/5 at the same time. The original no. 151, meanwhile, had received a mechanical and electrical rebuild in 1941 to give it a maximum speed of 90 km/h, and been renumbered 171. At some stage, the upper headlight on the cab fronts was moved from above to below the windscreen.

Unlike the SBB, the BLS originally painted its electric locomotives green. At some date, which appears to be not exactly known, the livery was altered to the well-known brown colour. The Ae 4/4 class of 1945 first appeared in green, so the change must have been made at the end of the 1940s. 

The End

Deliveries of new Ae 6/8, Ae 4/4 and Ae 8/8 locos, as well as various railcar types, made the Be 5/7 class surplus to requirements. 156 was withdrawn in 1943, and by 1954 all the unrebuilt examples had gone, after working mostly local passenger trains for some time. In 1964, the last survivor, 163, was withdrawn. The improved Ae 5/7 no. 171 also ended its days in 1964, having latterly been kept as reserve loco at Brig. No. 151 (originally 161) was restored as much as possible to original condition and presented in 1959 to the Lucerne Transport Museum. Part of another machine also had a short-lived afterlife, as one cab was set up at the great Bernese exhibition held at Thun in 1947, giving adults and children a chance to pretend to be engine drivers.

Be 5/7: The Models

There are no mass-produced models of this historic machine, but two firms have offered limited-run brass replicas: Metropolitan in H0 and Lombardi in 0. The Metropolitan model, produced in 1979, is now something of a rare collector's item. Two versions were made, cat. no. 701A in green livery and 701B in brown; alternative parts were provided for the earlier type of drive frame. The model as supplied had flangeless centre drivers to enable it to negotiate sharp model railway curves, but glass-case collectors could replace them with a flanged set.

The 0 gauge version was released in 1992 by Lombardi, an Italian firm which has in the past produced brass models for sale by firms like Metropolitan and Fulgurex, and has now decided to market its own products direct. The Be 5/7 (built to 1:45 scale) is a masterpiece of detailing, with full representation of the linkages underneath, the motors inside, and especially notable the interior of the cab which can be insepcted by opening the cab doors.

H0 Standard Gauge Model Developments

From LOKI 12-92 and 1-93, etc.


The McDonalds 'Family Restaurant' car should be on sale in time for Christmas. This new Hag model has been eagerly awaited by modellers, as Hag has not produced a new model coach for some time; the only rolling-stock model produced by Hag since the the disappointing EW I coaches of ten years ago has been the BLS car-carrier wagon. The general opinion on seeing the new model is that Hag have hit the nail right on the head. The metal construction which appeals to many buyers has been skilfuly married with the advantages of plastic moulding: The body, the roof with its unique details and the interior fittings are plastic, but the underframe and the bogie frames (with representation of air suspension) are die-cast metal. The coach weighs in at 260 grammes, a weight which will help a great deal in keeping it on the track of the typical layout.

The dimensions and general appearance of the model match exactly the Roco EW IV coaches with which it will be marshalled in a correct model of a Swiss Intercity train. The standard of detailing is also well up to the exacting standard set by Roco, including a very fine roof pantograph and excellent windows giving a clear view of the interior. To enhance this interior, two sets of people are available, one with 6 and one with 15 people of the sort which would be found in such a vehicle.

The painting and lettering of the coach are absolutely flawless, no easy task with the huge white lettering with black border. The model is available in AC and DC formats with or without insulated axles for around 100 SFr. Needless to say, standard coupler pockets are fitted with a close-coupling mechanism.

Also now available is the a new variant of Hag's latest locomotive model, in the form of the Sihltalbahn (SZU) Re 4/4. The arrival of the prototype loco has been rather overshadowed by the same class on the Bodensee - Toggenburg line, perhaps understandably since the BT was the first customer for the type. However, the two SZU locos are now familiar to thousands of commuters through their appearances at Zürich Hbf on the half-hourly Sihltal service. The almost unexpected growth in passenger numbers following the construction of the tunnel taking the Sihltal and Uetliberg lines directly into the Hauptbahnhof had led the SZU to order more power, and more Re 4/4s of the same type are expected next year. These will have a revised livery without the large SZU lettering, giving Hag the chance to buy another model.

The model is identical apart from livery to the BT version reviewed in LOKI 9-92. In rush-hours, SZU trains work out over SBB metals as far as Zug, so it is quite in order for such a train to make an appearance on your SBB layout. The model is available in AC and DC versions for 465 SFr: sold by Winco in the UK for £260.


A repainted Roco refrigerator wagon forms Staiber item no. 4039 (42.50 SFr), a wagon owned by the Rapelli salami company and used in daily service between Italy and Switzerland over both SBB and BLS routes.

A contribution by Staiber to the cult of spontaneous art (see December 1992 Notebook) is the 'Graffttiwagen Happy Day', item no. 4060. This consists of a Roco EW IV coach with 'HAPPY DAY' in true master-sprayer style covering much of the side and windows. Good Grief, where will it all end?


Based on the Roco old-time heavyweight third class C4ü coach is the latest Born model of a baggage van from the same period. Basically, this is done by adding new sides of etched brass; the model is available in original livery of 1928-31 (with Prussian bogies) as cat. no. 1026-F, or in final form with UIC number, 1027-F. Only 45 complete models of each will be made (275 SFr each), but the parts are also available as a kit without the Roco coach for 80 SFr (1026-B or 1027-B).


A splendid new product from this firm is the BLS Resto Bar coach, which is a considerably modified Lima EW I coach. A pantograph is fitted at one end, and the entrance doors at that end have been eradicated. The interior details have been suitably modified, and extra underfloor apparatus added. The effect is completed by the accurate BLS blue and cream livery and excellent lettering. Price 195 SFr from Friho, 3775 Lenk. See also Whiskery Tale, above.


The eagerly-awaited BLS Re 4/4 is expected to appear in the shops any time now. It will have a metal chassis, directional lights, a switchable Sommerfeldt pantograph and drive to all axles from a central motor through a cardan shaft. The spoked characteristic spoked wheels of the type will be a notable feature. The first version will be BLS 183 Kandersteg with diamond pantograph; later releases will be variants with single-arm pantograph and lettered for the BN and SEZ. Two thoughts occur to your compiler: (1) the limited-run makers and amateur model-bashers will have a great time producing the Ae 4/4 (fairly simple?) and the twin-set Ae 8/8 (tricky). (2) Glancing at a few catalogues reveals that, as with British Rail, someone somewhere now makes a mass-produced model of virtually every Swiss locomotive currently in use in any quantity. Time for Roco to issue their De 4/4 in 1960s rebuilt (Seetalbahn) form . . .


This firm, one of the new privatised parts of the previously state-owned East German model railway industry, has re-released their old-fashioned Swiss two-wooden-barrel wine wagon. This curious model, with its brakeman's hut, is now equipped with NEM coupler pockets, and comes in versions for two wine merchants, Nicolas Masson (cat. 16016) and Fuog (cat. 16017).


Let us briefly mention the Re 4/4 460, and pass on . . . A new release for the gift market is a set comprising the SBB Ee 3/3 electric shunting loco and three Lindt & Sprüngli chocolate wagons. Be assured that these wagons are no flight of fancy like many such models: Lindt have a private siding on the line between Kilchberg and Rüschlikon on the left bank of Lake Zürich, serving their imposing loading depot, and make much use of rail for transportation. The model wagons depict the vehicles used by the company for distribution of their chocolate products. The wooden-bodied van (type Gs) with light blue doors and dark blue and red lettering, and the two modern sliding-wall wagons (type Hbis) in Lindt livery all have correct (and different) running numbers and accurate lettering.  The set (Cat. no. 41089, 249 SFr) includes a leaflet about the firm of Lindt & Sprüngli AG, whose 'big boss' has appeared in the sensational headlines of the tabloid press in the last few months. Perhaps this gentleman turned to model railways to take his mind off his marital problems.

In the normal range, the Hbis van is now available in the paint scheme of the 'Orangina' soft drink, basically blue sides with large white lettering and orange peel. The model has been updated to represent the latest prototype production, with rectangular buffers instead of round and lettered Hbils. (cat. 46398). Turning to coaching stock, the EW IV side compartment first-class car is now offered in the grey/white Eurocity livery (cat. 44669.)

Too Much Roco

(Letter in LOKI 12-92, from Arthur Denes of Bottmingen)

To my taste, LOKI 10-92 was rather too much of a commercial for Roco. Didn't you notice that there is a German locomotive driver sitting in the cab of the SBB Re 4/4 460? Like your previous correspondent Peter Mäusli of Weinfelden, I prefer the good mechanical and electrical qualities of Märklin, Fleischmann, Hag and Kleinbahn to the collection of stick-on parts favoured by Roco, Lima and erstwhile Liliput. In recent times Roco models in particular have caused me considerable annoyance: my Austrian Crocodile, for example, has a mis-shapen motor block causing the whole loco to be bent like a banana and derail constantly. In my C 5/6 steam loco with coal tender the motor jams, whilst the C 5/6 with oil tender short-circuits on curves, although the cab steps have been removed according to the instructions.

On the close-coupled Berlin Stadtbahn compartment coaches, the finely-moulded steps were broken on arrival; compare this with the stout construction of the Märklin model of the same coach. It is to be hoped that in future Roco remember that some people like to run their models on a layout, rather than just keep them in a glass case.

Any Time, Any Place, Anywhere:  Railways of Martigny, Pt.3.

After Schweers & Wall.

Well, not really railways of Martigny now, but we will continue the saga to cover the network of lines which are reached by the Martigny-Chatelard line.

Since 1975, a new line has appeared in the national timetable; the three-section operation which carries tourists to the spectacular Emosson Dam. The three sections use three different traction systems: a funicular with a maximum gradient of 87% and a very unusual profile, a 600 mm gauge railway and a rack monorail.

The Barberine Funicular

This was constructed originally in 1919-21 to transport workers and materials for the construction of the Barberine dam, built to supply hydro-electric power for the SBB. Today, this dam, big enough in its day, has disappeared completely under the vast expanse of the Emosson reservoir. When full, the water surface is 42 metres above the height of the old dam.

The funicular was preceded by a cable car which ran in the course of the original water pipes from the dam to the power station. These pipes have now disappeared, and the pipes from the new dam are underground. The funicular was retained after the competion of the Barberine dam, at first only for maintenance equipment and staff. In 1935, however, the SBB began a public summer service, opening up an excellent area for walkers.

The Barberine funicular does not have the simple gradient of most funiculars, but follows the hillocks and hollows of the landscape, partly at a gradient of 87%. Because of the variation in gradient, in places rollers are provided to keep down the cable. The line has a passing-loop in the middle and the usual two cars. At dips in the track, the car extracts the cable from under the rollers where it has been left by the car passing in the other direction. Because of the weight of the cable over such a long run, a weighted wagon is kept on the upper section where it is propelled by the upward-travelling car, being left at its stop again on the way down.

When the new Emosson dam was complete and the old water pipes abandoned, the SBB closed down the funicular in 1973. A group of walkers and railway fans formed a new new company (Societe Anonyme des Transports Emosson-Barberine, SATEB) to save the line. After a thorough overhaul, it re-opened on 12th July 1975, and now works daily in summer plus fine weekends in spring and autumn.

The Little Panorama Train: Chateau d'Eau - Emosson

From the upper station of the funicular to the work sites of the dam the SBB built a 75 cm gauge railway in two sections. Both sections had connecting funiculars. The two railways (3.4 km and 1.1 km long) were operated by two petrol tractors and five little SLM-built two-axle steam locos. When the work was completed, the lines were mostly lifted, the trackbeds remaining as popular routes for walkers until most of the route disappeared under the waters of the new lake. The remaining section, 1.65 km long, was relaid by SATEB as a 60 cm gauge line using mostly military track materials. The company has four 1952-built battery-powered locos of Siemens type EL8, obtained second hand from a tunneling contractor. These are numbered Ta 2/2 5-8. and have a horsepower of 40 and a maximum speed of 12 km/h. Only 5 and 7 are normally used, the other two being stored in the MC depot. Reserve power is a little Lister 16 HP diesel, Tm 2/2 4, which could well be the only British-built loco on a Swiss public railway. Eight open coaches with 12 folding seats and unrollable weather-sheets were built specially for the line (at a very reasonable price) by SWP Pratteln.

There are two passing loops and five tunnels on the line, which runs from the summit station of the funicular through woods and rockfalls with a tremendous view of the the Trient valley and the Mont Blanc mountains, terminating at the base of the new Emosson dam.

The Emosson Rack Monorail

This new method of transport connects the terminus of the narrow-gauge railway to the top of the Emosson dam. The line, of a type designed for use in vineyards, is 200 metres long, and lifts its passengers about 115 metres in five minutes. There are two open vehicles, each with a capacity of five passengers. The line opened in 1977 and is also operated by SATEB.

LOKI Aktuell 01-93

Murder of the Orient Express?

The failure of a venture in America, combined with the recession in Europe, may force the owners of the Nostalgie Istanbul Orient-Express to dispose of their rolling stock. At a meeting of creditors, it was said that the 35 coaches have a value of not less than six million Francs. This is all very sad for the directors of Intraflug AG, who have looked after the noble train for many years. They are currently negotiating - despite the cold attitude of the committee of creditors - with a large tourism company which might be persuaded to save the day.

OeBB I: Sprightly Centenarian

Between 1891 and 1893, Maffei of Münich delivered 16 tank engines of type C4 to the Schweizerische Centralbahn (SCB). These 0-4-4-0 Mallet articulateds were used mostly as pilot and banking engines on the ramps of the old Hauenstein line, and passed to the SBB in 1902. Withdrawals began as early as 1910, and in 1938 the last of the class, nicknamed 'Maffeis' by the staff, disappeared from the scene. However one engine, SCB 196, later SBB Ed 2 x 2/2 7696, escaped the cutter's torch. For twenty years it slumbered in St Maurice depot, dreaming of better days, until 1958 when it found a new home in the then-new Lucerne Transport Museum.

On 23 November 1992 the old 'Maffei' was collected from the museum on a road trailer and transferred to Lucerne SBB depot where it was checked over, lubricated and made ready to ride the rails again. Two days later it was towed by Ae 4/7 10992 via Olten to Oensingen, where the Oensingen-Balsthal (OeBB) railway's little loco Ce 2/2 102 took over for the run to Balsthal. The move has been masterminded by the OeBB operating manager Markus Rickenbacher, who was previously responsible for the revival of the Waldenburgerbahn 0-6-0T G. Thommen, and the loco is to be restored to working order by a group of steam enthusiasts led by Father Sartorius.  It is planned to have the engine in steam for its 100th birthday in 1993, and it will then remain on the OeBB for steam specials until 1997, when it is to be one of the stars of the 150th anniversary of Swiss Railways.

OeBB II:Seetal Crocodile-Tears

In 1983, the Oensingen-Balsthal bought from the SBB loco no. 15301, one of the three little De 6/6 Crocodiles which had been built as freight power for the Seetalbahn roadside line from Lucerne to Lenzburg. The other two of the type were scrapped in 1983. A few months ago, the survivor suffered a serious short-circuit in its transformer, and has been out of use. Unfortunately, there appears to be no suitable replacement transformer in existence, and to compound the trouble the loco is in need of a full mechanical overhaul as well, having been used by the OeBB on heavy freight trains practically every working day since entering traffic.

The OeBB has just completed the lavish and costly restoration of its Red Arrow railcar RBe 2/4 202 (see below), and at present has no funds left to embark on another historic project. The management is currently examining a number of suggestions - including one from the LOKI editor - of ways in which the necessary money could be raised.

OeBB III: Red Arrow Flies

A good time was had by all on 13 November when OeBB, ex-SBB Red Arrow railcar RBe 4/4 202 made its first run after its complete overhaul. The comeback of this 1938-built car was made possible by the support of Markus Rickenbacher, OeBB manager, and the generosity of Hermann Lienhard of the electrical manufacturers Leinhard AG, who arranged the repair of the transformer and other electrical parts. Present on the maiden voyage from the BLS works at Spiez to Balsthal were a select band of supporters, including Mr Zellweger of LOKI and his 6-year-old daughter Katja who was photographed looking very much at home behind the control desk.

Musical accompaniment on the Alpenhorn was supplied by Emil Geissberger, retired inspector from Basel loco depot. Looking through the LOKI photo archives, we find a 1984 shot of SBB Crocodile Be 6/8 13302 at Göppingen station on a special to celebrate the 125th anniversary of Märklin. In the foreground, blowing his alpenhorn, is a man largely responsible for the fact that two of these Crocs remain in working order today - none other than Depot Inspector Emil Geissberger.

Re 460 Goes Fast

The LOKI editors are pleased to say that issue 1-93 for once does not have any pictures of the new class 460, but it has to be mentioned that on 9/10 November 1992, between Martigny and Riddes on the Simplon main line, a pair of the class reached 200 km/hr [c.125 mph] during runs to test the overhead wiring. This is not the fastest speed ever in Switzerland, as in September 1977 a German class 103 loco was run up to 212.4 km/h inside the Heitersberg Tunnel. A Swiss engine, Ae 6/6 11414 Kanton Bern, reached 200 km/h on test in 1969, but this was in Germany on the Forchheim - Bamberg line.

Asea Brown Boveri have to pay 1000 Francs per loco per day for late delivery of the class 460; it looks as though this might cost them as much as seven million Francs before they are finished - the purchase price of one locomotive. Meanwhile, the SBB have ordered another 20, plus (from other makers) 60 Eurocity coaches, 200 general merchandise vans and 100 timber-carrying flat wagons.

Waldenburg to St. Polten

The WB is taking delivery of three new three-car sets, each formed of one power car and two trailers of conventional design. The word is that most of the older coaches and wagons, and all three of the 1953-built railcars BDe 4/4 1-3, will be sold to the Austrian Railways for use on the Mariazellerbahn. This is the only one of the Lower Austrian 760 mm gauge (WB = 750 mm) lines which uses electric traction; currently the sole motive power is supplied by some very old locomotives (Class 1099, built 1909-14). The Austrian line is a 6.6 kV AC system, whereas the WB is 1500 V DC, so some electrical rebuilding will be needed as well as a slight re-gauging. [The apocryphal story has it that the builders of the WB based it on the Austrian system, but made a mistake with their ruler.]

Jura Double-Header

While modernising the track of its metre-gauge section, the Chemins de Fer Jura (CJ) has been taking delivery of new ballast in standard-gauge hoppers which are carried over the CJ on transporter wagons. To get a train of four such wagons up the steep gradients from Glovelier to Saignelegier needs the combined efforts of both the line's De 4/4 freight motors no. 401 and 402.

Dampfbahn Furka-Bergstrecke

This company intends to increase its share capital from 7.5 to 9 million Francs. This autumn, the old Furka tunnel has seen steam for the first time in over 50 years, in the shape of HG 2/3 no. 6 Weisshorn.

Bremgarten - Dietikon

This company proposes to replace its street-running entrance into the town of Dietikon by a two-kilometre double-track tunnel, at a cost of 135 million Francs.

Apenzeller Artwork

The Appenzeller Bahnen has had one of its bicycle-carrying vans decorated by 72-year-old local artist Hans Krüsi, often called the "Warhol of Art Brut and Outsider Art".

A Whiskery Tale

(LOKI Editorial 12-92)

It is reassuring for a magazine editor to discover that someone actually reads his stuff. In LOKI 10-92 [Notebook October 1992], we related the tale of SBB Re 6/6 11611 which had Ae 6/6-type 'whiskers' added to the cab front at one end for an unknown reason, only for one of the whiskers to fall off at some stage. Only a few days after publication, we received letters from Belgium and Germany as well as from Switzerland, with photographs of the bewhiskered engine, as well as the following explanation from Ernst Leuzinger:

'On 24 March 1992, a colleague of mine was to make his last journey on IC 382 Bellinzona - Zürich before a well-deserved retirement. I made the decoration in honour of the occasion, and fixed it in position with the help of a locomotive driver.'

All this goes to show that LOKI is not just a one-way communication, but a friendly forum for the interchange of information. But this is not all: in the original article we suggested (with tongue in cheek) that this was a good opportunity for one of the model companies to produce this loco in two versions: one with complete whiskers and one with one whisker missing. Imagine our surprise when we received a parcel from Friho of Lenk containing two H0 scale Hag-based models of 11611, following exactly our suggestion! Furthermore, a limited edition (with complete whiskers) is now on sale for 595 SFr. (AC version only available at present.)

Christmas Quiz Answers

We were gratified by the amount of interest shown in this feature: perhaps I should have offered a prize but after past experience with my other publications I assumed there would be no entries. Even so, one excellent attempt has dropped through my letterbox! Ten Transport Teasers: 1, Furka Oberalp. 2, The Hammetschwand lift above Lake Lucerne. 3, Strub. 4, The Simplon Tunnel. 5, Delle. 6, Re 4/4 I. 7, Jungfraubahn, Eigerwand. 8, Ae 6/6. 9, Trient (Martigny-Chatelard). 10, Wengernalpbahn, or maybe BOB. Cantons: 1, Zürich. 2, Valais. 3, Grisons. 4, St.Gallen. 5, Zug. 6, Fribourg. 7, Appenzell.

First published 1993 - this edition April 2009