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 Notebook April 1994
The SBB's TEE Locos
From Eisenbahn Amateur 2/94, by S. Frei
When the Trans Europ Express network was introduced on 2 June 1957, many of Europe's main lines were not yet electrified, so it is not surprising that the first trains built for these services were diesel powered. As electrification progressed, different countries used different systems, leading the SBB to develop the Rae TEE II units which could work on any of the four systems in common use. Even today, some of the routes once used by TEE trains remain unelectrified: Belfort - Paris, Lindau - Munich, Chambéry - Valence, Hamburg - Copenhagen.
The original TEE fleet was of fixed-formation trains with power cars, but by the 1960s it had been realised that such trains could not be adjusted to cope with variations in demand, and locomotive-hauled TEE services came into being. This also allowed the German Railways (DB) to introduce through coach workings between trains (e.g. between the Rheinpfeil, Rheingold and Roland.) The agreed standard colour scheme for the TEE system was crimson and cream, but the French and Belgian railways ignored this rule for their locomotive-hauled stock [the well-known unpainted stainless-steel cars]. The Italians painted their coaches correctly, but locomotives in normal livery were used: only Germany and Switzerland provided matching locomotives and coaches in the proper livery.
Re 4/4 II 11158-11161, 11249-11253
The TEE-liveried locos of this familiar class differed from their standard sisters only in their livery (cream over crimson) and markings: the SBB lettering on the sides was lower, and the Swiss crest on the ends higher, to avoid clashing with the colour break. They worked special rosters, which incorporated normal expresses, local passenger and even freight trains as well as their TEE duties: see diagram.
11158 - 11161 were built new in TEE colours, and began their duties from 1 June 1969 on the Helvetia (Zürich - Basel - Hamburg) and the newly-introduced Roland (Bremen - Basel - Chiasso - Milan). Both trains were formed of DB stock, which had replaced the class 601 diesel sets on the Helvetia in 1965. From 23 September 1969, they also took over l'Arbalète from the RAm diesel sets, hauling French coaches of the Mistral 1956 type, which were replaced by the Mistral 1969 type in 1976. From 23 May 1971, the Helvetia and l'Arbalète were combined into one train from Zürich to Basel.
From 23 May 1979, all three trains became InterCity rather than TEE (the Roland also changed its name to the Tiziano), leaving SBB Region II with no special TEE workings. When the four locos went into works for R3 Overhaul (which normally includes a repaint) in 1981/82, they emerged in standard green.
11249 - 11251 were delivered to haul the Italian loco-hauled sets which replaced the Italian ALn 442 and ALn 448 units on the TEE Lemano (Milan - Domodossola - Geneva). It was expected that the Cisalpin (Paris - Vallorbe - Domodossola - Milan) would also be converted to locomotive haulage to increase its capacity, so a further two locos, 11252 and 11253, were added to the crimson/cream order. The locomotive rosters for the Lemano took effect from 28 May 1973, although the actual TEE locos quietly took over a short time later. From 26 May 1974, there were four rosters for these locos, principally on the Simplon line, including the Cisalpin which was formed of French Mistral 1969 coaches. Ownership of five of the coaches was taken over by the SBB, in compensation for the mileage of the train on Swiss metals. Two locos were needed for each working of the Cisalpin: one to haul it from Domodossola to Lausanne, and a second to back on at Lausanne with additional coaches for Paris, and haul the train as far as the French border at Vallorbe. Later, the train was extended in Italy to serve Venice.
From 23 May 1982, the Lemano lost its TEE status and gained second class coaches; at first the FS continued to use the same TEE coaches in first class service. At the same time, both this train and the Cisalpin which continued as a TEE, were handed over to the newly-built prototype Re 4/4 IV locos, except for the northbound section of the Cisalpin from Lausanne to Vallorbe. However, the Re 4/4 IIs continued to be seen on the other workings at times when the new machines were out of action. The TEE era finally ended in Switzerland with the last run of the Cisalpin on 21 January 1984, but Region I's five 'strawberry-vanilla' locos continued on ordinary duties, becoming very popular with railway photographers and the public as a welcome change from drab SBB green. Sadly, in the last few months four of them have been for their R3 Overhaul in Yverdon works, and emerged in the now-standard 'fire-red.' 11252 appears to have been given a reprieve until the end of this year, so photograph it while you can.
Re 4/4 I 10033, 10034, 10046, 10050
In contrast to the Re 4/4 II story, these four locos were repainted from green to crimson/cream during an overhaul in 1973. A few months later, they received a chromium-plated version of the new 'arrowed cross' SBB logo on the cab fronts. The livery, with dark grey apron separated from the crimson by a white line, was deigned to match exactly the DB coaches they were to haul, whereas the simpler scheme of the Re 4/4 Iis matched the Italian variety.
10046 and 10050 were prepared for the Rheingold (Amsterdam/Dortmund - Basel - Geneva), which joined the TEE network and was extended into Switzerland on 30 May 1965. At first, the coaches retained their DB blue/cream livery, and were hauled in Switzerland by standard green Re 4/4 I engines carrying on their front handrails a special headboard with the TEE logo. 10046 and 10050 took over the workings in 1972.
Following the disastrous derailment of the RAm diesel unit no. 501 at Aitrang in Germany on 9 February 1971 while working the TEE Bavaria (Zürich - Lindau - Munich), it was decided to change to locomotive operation which began in March 1971. The train was worked over the Swiss, and short Austrian, sections by Re 4/4 II locos of the 11196 - 11201 batch which were fitted with pantograph suitable for ÖBB catenary. The Austrian wiring is staggered from side to side by a greater distance, although supply voltage and frequency are identical to Swiss standard. In September 1971, the DB buffet car was replaced by an SBB restaurant, and Re 4/4 I 10036, fitted with a 1950 mm collector head, took over the traction.
In Summer 1972, the train was brought fully up to the TEE specification, using Re 4/4 I newly-painted in crimson and cream and with wider pantograph to work as far as Lindau. SBB restaurant car 88-70 000 became the only SBB coach to receive the TEE livery, and was also refurbished internally. The Bavaria ran as a TEE for the last time on 21 May 1977, and the two locos were absorbed into Winterthur depot's normal Re 4/4 I duties until transferred to Bern depot in mid-July 1977.
The four TEE Re 4/4 I continued to work the Rheingold, and also proved useful on the Bern - Pontarlier - Paris expresses, as during their 1973 overhauls they had been fitted with the high-pressure pneumatic supply required to work the doors of the German TEE coaches, which also applies to the then-new Eurofima coaches and other RIC standard vehicles. Until 1982 there were four duties for the four locomotives (see diagram), including the Jean Jacques Rousseau (Geneva - Lausanne - Paris). On 22 May 1982 the Rheingold served Geneva for the last time.
From 1982 until the beginning of TGV service to Lausanne (and connection by RAe to Bern) on 22 January 1984, two duties remained for Eurofima-equipped Re 4/4 Is, which were shared by the TEE locos and others which had been fitted with the pneumatic system in the meantime. These rosters covered the Bern - Pontarlier - Paris expresses, plus Pontarlier - Neuchâtel locals. 10046 received its R3 overhaul in 1983, and reappeared in green. 10033 and 10034 followed in 1987, by which time fire-red had become the standard livery. 10050 (built in November 1951) remains in TEE colours, and is not planned for R3 overhaul until 1996. This is unlikely to take place, as R3 overhauls of Re 4/4 Is have now officially ceased in preparation for the withdrawal of the class.
Modeller's Notes, by C.H.
These loco-hauled TEE's make a good model, as they were the pride of the line even though in many cases they were quite short. The Bavaria, for example, was often formed of just two DB coaches plus the SBB restaurant car, and the Lemano could be seen with just four FS coaches. Various firms model the two types of loco, although TEE-livery versions are not easy to come by at present. Lemaco have produced a limited edition in H0, but Lima have not yet released their upgraded-standard Re 4/4 I in crimson/cream, although their old toy-like version was made in these colours. The Re 4/4 II is available from Jouef: see the October 1990 Notebook for more information about Re 4/4 II models. A good selection of coaches is available, including quite a variety in the reasonably-priced Lima range.
from LOKI 3-94, by Ruedi Wanner
Romanshorn station still has its 1916-built 'Jüdel' mechanical signalling installation, which has been amended and enlarged a couple of dozen times. When it was installed in 1916, the area was part of SBB region IV, with headquarters in St Gallen; today eastern Switzerland forms part of Region III based in Zürich. According to the standards of the time, Romanshorn had two- and three-arm semaphores as well as the single-arm type, but these were removed long ago. [A Romanshorn railwayman comments in LOKI 4-94 that there are still four double-arm signals at Romanshorn, although these are individual post signals, not the ones on the gantry.] Particularly photogenic is the gantry crossing all station tracks carrying seven semaphores plus a cross-arm shunt permission signal. These labour-intensive relics do not, of course, meet modern safety standards, and are scheduled to be replaced by a modern electronic installation during the next twelve months.
Romanshorn is worth a visit for the railfan for more than just the nostalgic signal gantries. The first three tracks on the town side of the station are terminal platforms, and through trains to Uttwil, Kreuzlingen and Schaffhausen have to use the through tracks 4 to 6 on the Lake Constance side. These tracks are crossed on the level, protected by old chain-driven barriers, by the roadway to the steamer quay. Until twenty years ago there was a railway wagon ferry ramp here; part of its infrastructure remains to serve the current motor vehicle ferry service to the German town of Friedrichshafen across the lake. An interesting feature of the track layout hereabouts is the single track connecting curve from Amriswil to Egnach, built around the turn of the century to allow Winterthur - Rorschach - St Margrethen freight trains to avoid the steep gradients of the St Gallen line.
Bodensee - Toggenburg
From Normalspurige Privatbahnen in der Schweiz, by P. Pfeiffer
St Gallen canton stretches from the shores of Lake Constance on the east to the eastern end of the Zürichsee in the west. Communication from the Rapperswil area in the west with St Gallen city was always difficult, involving a crossing of the Toggenburg hills, and the opening of the Toggenburgerbahn from Wil to Ebnat-Kappel in 1870 was the first attempt to develop the area. In 1887, a committee was formed to create a through main line from St Gallen via Wattwil to Rapperswil which was to become the main line of the Bodensee - Toggenburg Bahn; at the same time a new line from Rapperswil via Pfäffikon and Biberugg to Brunnen on the Gotthard line was under discussion (to become the Südostbahn - SOB) and the promoters hoped to gain a share in international traffic.
The Toggenburg country was difficult for railway builders, however, with its mountains and deep valleys requiring the highest engineering skill. The route chosen for the BT line required 17 tunnels with a total length of 7 km, and 35 bridges, including the imposing 97-metre high Sitter bridge between Herisau and St Gallen, and it was 3 October 1910 before the first trains ran between Romanshorn and Wattwil. Ruling gradient is 25 per mille, and the sharpest curve 200 metres radius. The building of the 8.6 km Ricken tunnel overwhelmed the financial resources of the BT and St Gallen Canton, and the SBB had to take over the Uznach - Wattwil section to ensure its completion.
Meanwhile, in 1902 the Toggenburgerbahn line from Wil to Ebnat - Kappel, which meets the BT main line at Wattwil, had been nationalised to become part of the SBB. In 1912 an extension of this line to a terminus at Nesslau - Neu St Johann (759 metres above sea level below the 2502 m Säntis mountain) was opened by the BT company, and through trains from Wil to Nesslau have always been operated by cooperation between the SBB and BT. Currently, this service runs on a regular hourly rhythm, altough the last train to the rural terminus at Nesslau arrives at 19.56, with bus connections provided for the rest of the evening. From Wattwil to Lichtensteig, there are two parallel tracks; one BT and one SBB, noticeable by their different overhead wiring. All the BT and associated routes, including the Nesslau branch, were electrified on the standard 15 kV system in 1931-32.
Today, expresses run through from Lucerne to Romanshorn, formed of a mixture of stock from the three operating companies: SBB, BT and SOB. There are also a couple of through workings beyond Romanshorn to Konstanz. St Gallen commuter workings are also operated on weekdays between Wittenbach and Degersheim. The SBB and SOB use their Re 4/4 II and Re 4/4 III locos on through expresses, whereas the BT's share is taken by its new thyristor-fitted Re 4/4 no. 91-96 (delivered 1987-88), supplemented by BDe 4/4 motorcoaches 50-53 of 1960-67. For local traffic, new RBDe 4/4 shuttle trains 71-76 were delivered in 1982. There is also an older three-car unit, ABDe 8/12 41-42, and unique Be 3/4 43 Tino which is used on wedding specials etc., a duty also allocated to the company's steam locomotive, Eb 3/5 no. 9. Another motorcoach, ABDe 2/4 44 of 1952, was sold to the SOB (becoming no. 9) in 1988 for use on its shuttle service across the Rapperswil - Pfäffikon shuttle across the Zürichsee causeway. The BT also owns a selection of shunting tractors, mostly diesel powered. The BT depot and workshops are in Herisau.
Freight traffic is sparse in this rural region, and one local freight each way plies between Herisau and Wattwil. Heavier loads are found on the Romanshorn - St Gallen - Herisau section including block oil trains to Häggenschwil and aggregates to St gallen - Haggen. Until 1987, freights and some peak-hour passenger trains, were worked by the 'Sécheron' Be 4/4 class, 11-16, built in 1931, but these were displaced from regular duties by the delivery of the new Re 4/4s although 11/12 remain in stock.
RhB/FO Restaurant Car Workings
From Eisenbahn Illustrierte March 1994
The longest narrow-gauge restaurant car workings in Europe are in Glacier Express B from Brig to St Moritz, and the return working Glacier Express K. These workings are mostly in the hands of the RhB's older WR cars. This is a first-class-only train, and is usually formed on the FO section as WR, 2 panorama cars, normal first-class coach, two more panorama cars. Another older car works in Glacier Express D and F from Chur to Brig and return. Glacier Express C and G have restaurant service only on the Chur - Andermatt sections, normally provided by a modern WR vehicle. For trains which carry travel-agency parties, the RhB has fitted tables to three first-class coaches so they can be coupled next to a restaurant car to offer additional meal service places. These coaches (1223, 1264 and 1267) are known as Hilfsspieswagen and codes WR-S. They have been observed in service coupled to both the single and double restaurant cars, and sometimes even one each side of a double restaurant car.
On The Way 6: Getting There
by Charlie Hulme
To end this series (for now) let us take an overall look at the rail routes to Switzerland and get an update on how to travel on them. Of course, the forthcoming opening of the Channel Tunnel will change things; in fact it has already changed things as the cross-channel surface operators cut back and jostle for position. Information is vague at present on how Manchester residents will be be able to make use of through train services, although work has started on building a depot for European trains at Longsight. The most we are likely to be offered in late 1994 is some sort of HST working to Waterloo to allow an easy connection with the Eurostar service to Paris.
I believe there will be daytime through trains from Manchester to Paris and Brussels in 1995; the Paris service might possibly arrive in time to cross Paris for a TGV to Lausanne, but it is going to be a long day. At some later date we are promised overnight sleeping-car service, which might include a Cologne train; if so, most places in Switzerland could be reached the evening after setting off. Unfortunately for us, the Channel Tunnel can only be traversed by a dedicated fleet of stock, so there is little prospect of any network of through-coach workings of the sort we are used to everywhere else in Europe. One cannot help feeling, also, that the fares will be high.
Back in the present, all the Belgian RTM company's Ostend ferries, including the Jetfoil service, now sail from Ramsgate, under the auspices of the Sally Line. (Don't think of trying the P & O from Dover to Zeebrugge, either, because that doesn't run any more.) A free bus is provided at Ramsgate Station, which appears to make the trip still feasible (if rather tedious) for Manchester passengers heading for good old overnight train 499, 20.53 Ostend - Brig. The 07.30 from Manchester arrives in Euston at 10.10 in reasonable time for 11.05 from London Victoria which arrives at Ramsgate at 12.44. A ship sails at 13.45, arriving in Ostend at 18.30, or one can use the Jetfoil at 13.25 (if the sea is not too rough) arriving Ostend at 16.10 in time for a fresh seafood dinner or perhaps Pizzaland, Ostend. There is a later Jetfoil at 15.25 from Ramsgate (London dep. 13.05) which will get you to Ostend at 18.10, but save this for the high summer because if weather cancels the Jetfoil you're in trouble.
Looking at this summer's planned services via Calais and Paris, you would have to catch the 10.55 from London Victoria which arrives at Dover Western Docks at 12.20. Unfortunately the ship departs from Dover Eastern Docks so you'll be on and off a bus before you finally sail at 13.30, arriving at Paris Nord 20.19. There is an interesting overnight train from Paris Est Station (adjacent to Paris Nord) at 22.40 with through sleeping cars to Chur. The last TGV for Lausanne leaves Paris Lyon at 18.06, so for a daytime trip you'll have to wait for the Channel Tunnel Eurostars. Basically, the best way to do this kind of thing is to break your journey somewhere.
I would still recommend the North Sea Ferries route via Hull - this service seems set to continue its daily overnight workings from Hull to Zeebrugge and Rotterdam complete with meals and accommodation. As I hope my articles and slides have shown, there is plenty to see for a day or two 'on the way' to Switzerland. You might ask whether it is possible to reach Switzerland without a second night's travelling - well, the answer is a qualified yes. From Rotterdam, the bus from Europoort tends to get badly stuck in traffic on weekdays, but should still get you to Rotterdam Central in time for the 10.12 which with a change at Cologne (or Köln) will get you to Basel at 18.43. However, you can't get back, at the first possibility from Basel will get you to Rotterdam at 16.20 when the Ferry Bus goes at 16.05. On the Zeebrugge route there are better chances, especially as from 1994 the Ferry Bus goes to Bruges station which is directly served by expresses which start at Ostend. A change at Brussels will get you on the Eurocity Iris to Basel and Zürich (arr. 19.45). The return working is the Edelweiss at 08.32 from Basel to Brussels which will get you to Bruges at 15.54 in time for the ship. A very early start, but just possible; getting back always seems more problematical, and you do not want to be worring about connections all the time.
The Inter-Rail card is the obvious choice for an expedition like this. This year it has been divided into Zones: Zone C comprises Denmark, Germany, Switzerland and Austria, whilst Zone E is France, Belgium, Netherlands & Luxembourg. Any one zone costs £179 for 15 days, whereas any 2 zones is £209 for a month, so the right ticket for most people is the C + F for £209 which will handle all the places these night trains pass through. Inter-Rail is second class only, though, so you cannot get into a 2-berth sleeper unless you can find one with T2-type cars, which mostly run on routes to the Mediterranean. (Mind you, there is one possibility this summer: train 299 at 19.13 from Brussels Midi to Milan which will set you down at Lugano at 05.35. The return working is more civilised: 23.07 from Lugano arriving Brussels Midi 09.30.) One uncertainty about the Inter-Rail is the question of which railways actually accept it. Obviously the DB, SBB etc. but what about RhB, FO ... I intend to find out and will report again later.
Another alternative is what is known in every country as the Euro Domino, except in Britain where they think we are too stupid to understand dominoes and call it the Freedom Pass. This can be bought as first class, and I am enclosing a brochure with this Notebook. The Ostend routes are bad for Euro Domino travellers as they pass through Belgium, Luxembourg and France on the way to Basel. Another problem which needs careful thought is that night trains do not cross borders dead-on midnight so you'll have to use an extra day for very little if you are not careful. The route via Calais (or maybe Dieppe) and Paris Est, perhaps with a break of journey in Paris, is ideal for economical travel to Switzerland as you can get all the way to Basel without leaving France (I presume Basel SNCF is included in the French ticket) then transfer to a Swiss Pass which is still the best ticket for Switzerland because it includes all lines, buses. etc.
LOKI Aktuell 4-94
With additions from other sources
Following the migration of motorcoach De 4/4 51 on February 8
to the Oensingen - Baltshal (see last issue) another Sihltal -
Zürich - Uetliberg machine has left its home. On 24 February, twin
unit BDe 4/4 91 + Bt 191, built by SWS/MFO in 1955, set sail for
Austria, having been sold to the Steiermärkische Landesbahn (StLB)
for the symbolic sum of one Franc. The unit worked under its own power
as SBB train 36015 to Buchs SG where the pantograph head was changed
and it continued as ÖBB train 18815 to Salzburg, where it was
taken into Gnigl depot to have its tyres reprofiled on the wheel lathe.
After various adaptations, it is planned to enter service in August on
the StLB's Peggau - Uebelbach branch which was converted to the
standard 15 kV system in 1968. Currently in service here is motorcoach
ET 13 (ex-Südostbahn BFe 4/4 62) with trailer EB 22, an ex-SBB
DR Loco(s) for the SOB
As mentioned in prevoous issues, the Südostbahn and other lines have been testing east German class 142 locos, and the company has now decided to purchase one, which will need to be modified with electrical braking. A further loco may be purchased later; the SOB and the MThB are considering the formation of a joint company to purchase, overhaul and hire out class 142s, many of which are now spare in their homeland due to falling traffic.
Ae 3/6 I for the EBT
The Emmental - Burgdorf - Thun group, in contrast to the SOB and MthB, is looking within Switzerland for second-hand power. The delivery of the new 'Colani-Locos' has satisfied the need for high-power machines, but the company sees a need for a further 3 or 4 medium-sized engines. It has been decided to purchase the last four Ae 3/6 I veteran electrics from the SBB: they will be painted in the EBT livery of 'transport red' and fitted with new, modern, pantographs. Already, an H0 model has been produced as a design study, and it is intended to reveal the full-size locos to the world at a press conference planned for April 1st. [Note the date! - CH.]
Four lines reach their centenaries this year: in the spring there is Zürich Stadelhofen - Rapperswil and Orbe - Chavornay, whilst later in the year Feuerthalen - Etzwilen and the tram line from Neuchatel to St Blaise see their 100th birthdays. The Romanshorn - Rorschach line is 125 this year, and it is 100 years since the first electric tram operated in Zürich. This last is to be commemorated by the running of a regular service on the first Saturday afternoon of each month from April to October on the Zürich Tram-Museum Society's line. A half-hourly service will run between Pestalozzi-Anlage and the tram museum and Wartau depot, which is located at 260 Limmattalstrasse. The museum itself will also be open on Wednesday evenings from 19.30 to 22.00.
75 'New' Coaches
Anthracite [dark grey] and Blue [around the windows] with yellow doors is the livery chosen for the 75 EW II coaches (7 first class and 68 second) which are to be refurbished for express train duties. The prototype vehicle, B 50 85 20-34 696-8, has a larger non-smoking section, longitudinal luggage racks and a luggage area in place of one toilet, as will as various electrical improvements. A wide green band at waist level will indicate second class, changed to yellow for first class. One side of the prototype has been painted in the first-class version to allow the appearance to be assessed. The batch of 75 should be completed by 1996.
The AB now has 16 new coaches with panoramic windows. These vehicles are the first in Switzerland to have sealed vacuum-operated toilets. A commercial sponsored initiative to offer return tickets at single fare on Sundays has been a great success, requiring extra coaches on many trains. The body of the AB's new locomotive was photographed outside the Stadler works in November.
More on the Roco Express
We now have more information about Roco's charter of an Austrian Class 4010 EMU to celebrate the release of their model. The train will leave Salzburg around 09.00 on Friday 24 June, and run via Munich, Garmisch, Innsbruck and the Arlberg to Chur, where the Austrian party will transfer to a Crocodile-hauled RhB train to Disentis, where they will spend the night in a hotel before embarking on a Glacier Express to Zermatt to spend Saturday night. The 4010 will be ready at Brig on Saturday morning to run via Bern (piloted by a BLS Ae 6/8 over the Lötschberg) and Zürich to Lindau, then via the Allgäu route (with a diesel pilot) to Munich and back to Salzburg via Rosenheim.
Starting on the Saturday, the 4010 will take another party from St Margrethen via St Gallen, Zürich and Basel to Brig. This run will include photo stops and a visit to the Oensigen - Balstahl with steam trip. Passengers will spend the night at Bettmeralp before travelling over the Glacier-Express route to Chur, with a trip on the Dampfbahn Furka Bergstrecke included. This party will return by SBB service train, while the 4010 makes its way back to Brig to collect the other party next day.
Busy Times for the Rhaetian Railway
Heavy snow at the start of the year blocked all roads into the Engadine, leading to very heavy loadings on the RhB's Albula car-carrier trains, and implementation of a car-carring service over the Bernina. Weekend trains for winter sports fans have been straining the railway's rolling stock resources, with triplication of Saturday expresses to St Moritz. On 29 January, salon cars As 1141 and 1142 were providing first-class accommodation in Train 531. Trains 554/561 Chur - St Moritz and return on the same day included A 1216 (built 1930, later modernised), A 1222 (centre-entrance, built 1949), brand-new A 1281 and EWII type A 1265.
Ge 6/6 I 'Crocodile' 413 is in Landquart works with bent coupling rods, and will probably be withdrawn. The first new Ge 4/4 III loco arrived in Landquart on 14 December; 642 is seen posing on the Landwasser bridge in an impressive full-page photo taken on 23 February - LOKI 4-94 p.93.
First published 1994 - this edition April 2009