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Old August 2nd, 2016, 01:08 PM   #1201
Luganese1980
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Chocolate tunnel, Swiss Embassy Lima / Peru
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Old August 4th, 2016, 11:52 AM   #1202
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Finally the conveyor belt at Sigirino is coming down.
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Old August 18th, 2016, 01:26 AM   #1203
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http://www.railpictures.net/photo/586128/


http://www.railpictures.net/photo/586129/



http://www.railpictures.net/photo/586133/
Georg Trüb, August 16, 2016, MFS Sedrun
Several hundred meters below the peaks of the Swiss alps, the "Gottardino" train with Re 460 # 008 and cab car Bt stopped in the multifunction station of Sedrun for about 45 minutes, in the "middle" of the 57 kilometers long Gotthard Base Tunnel between Pollegio and Erstfeld (Rynächt). The "pioneers" (passengers) were able to take pictures and to visit an interesting exhibition about planning, blasting and construction of the world's longest railway tunnel. The train is standing below one of the huge vent stacks, which would exhaust smoke and gas in the case of an emergency.
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Old August 20th, 2016, 11:36 PM   #1204
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Switzerland's high-speed railways sets course for Italy, private investors stepping in to help complete project


Private investors are stepping in to complete the southern leg, in Italy, of AlpTransit, the rail link which crosses the Alps and is a crucial part of the corridor connecting Rotterdam to Genoa. The new high-speed rail link Lugano-Milan-Mediterranean Sea (also known as Lu-Mi-Med) will eventually replace the old railways and will link directly Switzerland to the ports of Genoa and Savona-Vado in the Liguria region.
The groups interested in taking part to the project for the moment prefer not to go public about it. But according to senior sources contacted by Il Sole 24 Ore-ItalyEurope24, Swiss multinational group Nestle, Zurich's Migros (the country's largest retailer), Basel-based distribution group Coop, Piedmont-based group Gavio (highways, transports, logistics), and Danish shipping company Maersk are interested in the Liguria ports and are considering becoming part of the Lu-Mi-Med project. Maersk, for example, is building in the Savona-Vado port a maxi-logistics platform, while Gavio has invested in the Rivalta Scriva Interporto, along the Genoa-Rotterdam route.

The entry of private capital in Lu-Mi-Med is expected through an Infrastructure Bond, which could cover up to 20% of the financial resources needed for the project. The remaining resources would come from public funds, including from the European Union.

The total investment is equal to €11.5 billion, and will serve for a project to be made in tranches, with the southern link, from Lugano to Savona, to be completed by 2030, around 20 years earlier than initially expected.

After the opening ceremony on June 1 of the new Gotthard base tunnel, attention has now shifted to extending the rail link beyond the Swiss border. Logistics and shipping operators, both in Switzerland and Italy, expect completion of the AlpTransit construction in 2020, with the opening in Switzerland of a second base tunnel, the Ceneri, to have a minimal impact on the European economy unless this is accompanied by a rail link in the north (toward Germany), but especially below the Alps, toward Milan and the Liguria ports.

Italy, also thanks to Swiss funding for €240 million, committed to complete by 2020 access (on the southern side) to the new rail link built by Switzerland. The plan of RFI (part of state owned railways group Ferrovie dello Stato group) will ensure increased capacity along the current railways – by increasing the number of trains circulating – thanks to a technological upgrade. In 2020, traffic capacity between Italy and Switzerland will be enough, RFI said.

However, this will not ensure increased speed, since passenger and freight trains will continue to use the historic line. Keeping in mind the 2030 deadline, in order to best use the potential capacity and speed of AlpTransit, a new line should therefore be built from Lugano to Milan, to then bypass the city and continue toward Genoa and Savona. 
Backed by private and public funds, the Lu-Mi-Med project was created in 2014 in Switzerland, but is drawing support also from Italy. An inter-disciplinary task force of Swiss and Italian experts is already working to launch the project and drum up support. Swiss architect Luca Clavarino is the promoter of the project.

“Our idea is to win the concession of the Lu-Mi-Med for 90 years, after presenting formal request to the governments of Italy and Switzerland,” Clavarino told Il Sole 24 Ore. “We rely on support from the EU, because this is a project of European interest,” he said.

Marco Morini, Il Sole 24 ore, 20.8.2016

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Old August 31st, 2016, 08:35 PM   #1205
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Until now all trains ran on the mountain route, except some very delayed freigh trains which started using the base tunnel in June.

But from next Monday (5.9.2016) 5000 trains, of which 2000 ran by SBB Cargo and the rest by other operators* will start using the base tunnel. It is still possible that some will continue to use the old line, but this number is unknown.

Some passenger trains will use the base tunnel too, but only north-south (not the other way round). These are likely the 11.09 and 17.09 from Zürich to Lugano. As the will arrive sooner in Bellinzona, an additional train will run from there to maintain existing connections. In other words:

Today
Zürich 11.09-Zug-Arth Goldau-Bellinzona 13.25-Lugano 13.50

From Tuesday
Zürich 11.09-Zug-Arth Goldau-Bellinzona 12.55-Lugano 13.20
and
Bellinzona 13.25-Lugano 13.50

(approximate timings, similarly for the 17.09 train)

These trains might start running on 6 September, but they are not publicized at all, likely to avoid having hundreds of railfans wanting to board the first train on Tuesday! So if you go there, do not get angry if you will still run on the old line or if you can't board them.

I have to admit that if it was a Saturday or Sunday, or at least if I knew it in advance (so as to ask a free day at work), I would have tried them. I will keep my "record" of having used the second nothbound public train on the public inauguration day

*which may include trains of SBB Cargo International...yes, making subsidiaries of subsidiaries of subsidiaries...is trendy. SBB Cargo International is part of SBB Cargo which is part of SBB.

Some sources:

http://www.sbb.ch/sbb-konzern/medien...-8-3108_2.html

http://www.sguggiari.ch/

(timings of the passenger trains cited above can be found calculating a trip on www.sbb.ch, but the site doesn't clearly states that they use the base tunnel, you have to deduce it by yourself)
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Old September 2nd, 2016, 06:57 AM   #1206
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If you're trainspotting, it should be reasonably easy to figure which trains are going to use the GBT and which are not. The GBT trains will only require one engine.
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Old September 4th, 2016, 10:27 PM   #1207
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Bad news

The first passenger trains are set to pass through the Gotthard Base Tunnel on December 11 – but how fast will they be travelling? Greater wind resistance than expected is slowing them down and threatening to play havoc with the timetable.

Instead of the planned 200km/h (125mph), a physical phenomenon apparently overlooked by engineers means the trains running through the longest rail tunnel in the world will have a top speed of only 160-180km/h, according to a report in the NZZ am Sonntag.
The problem is air columns. Out in the open these air flows created by every moving body can easily escape sideways or upwards. In a tunnel there isn’t much room – especially in the 57km (35.5-mile) Gotthard, which for economic reasons was built almost 10% narrower than the Lötschberg Tunnel for example.

The air columns must therefore be moved along both one-way tunnels by the trains – which requires a lot of energy. “In this case the trains act like pistons in a bike pump,” an engineer told the NZZ am Sonntag.
The problem is exacerbated by slow goods trains which also use the tunnel but have a top speed of only 100km/h. These take 41 minutes to get through the tunnel compared with around 19 minutes for passenger trains.

In theory, the Gotthard timetable is a thing of logistical beauty. Most of the time five trains are travelling in each direction: two goods trains travelling quite close together, one passenger train and two more goods trains. The fast passenger train enters the tunnel just ahead of two goods trains, catches up with the two goods trains ahead of it and leaves the tunnel just behind them. This system, which has a 30-minute rhythm, fits perfectly into Switzerland’s scheduled timetable.

In practice, however, the four goods trains slow down the moving air packet by 100km/h – the difference between the trains’ speeds.
Based on non-representative test runs, engineers reckon 10%-20% will be knocked off the passenger trains’ top speed. More test runs, which will be technically representative, are set to begin on Monday.
If the slower times are confirmed, the timetable will have to be rewritten with fewer than 100 days until the first passengers climb aboard.

Swissinfo.ch
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Old September 4th, 2016, 10:48 PM   #1208
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I am Swiss and a little bit proud of that tunnel.

But if we were French, we've build 10 Louvres with that money.

In the end it's a hole for trains (with no or badd connection on both Ends).

Happy Rich Little Switzerland!
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Old September 4th, 2016, 10:56 PM   #1209
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I can't believe it they should add some powerful fans to help fast trains, a pneumatic bank loco

Two things I don't remember:
- wasn't passenger speed 250 km/h?
- are the two tunnels sealed off from each other?

Maybe, leaving a free air flow between the tubes, pressure may distribute better.
Of course there would be safety issues to correct (immediate sealing in case of fire).
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Old September 4th, 2016, 11:10 PM   #1210
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The Channel Tunnel solved this pressure problem by having piston relief ducts between one tube and the other. It's a bit late for the GBT to do the same.
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Old September 5th, 2016, 02:09 AM   #1211
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All that time and brain-power and they didn't think of that aspect. Wow.

I thought of it a long time ago. I had assumed that they did too, so I didn't mention it. But this is just absurd.
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Old September 5th, 2016, 03:16 PM   #1212
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Quote:
Originally Posted by Wilhem275 View Post
- wasn't passenger speed 250 km/h?.
The maximum speed of 250 km/h is a by-product of the straight alignment of the railway line in the tunnel as well as the modern train control system. It was never intended to make use of such high speeds as mixing high-speed services with rather slow freight trains is a capacity restricting practice. The enhancement and not the restriction of capacity, especially for freight trains, is one of the main reasons for the existence of this tunnel. Hence the speed of passenger services will be limited to 200 km/h and with an increasing number of freight trains to 160 km/h anyway.
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Old September 5th, 2016, 03:28 PM   #1213
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That makes sense, but in theory an ETR610 could be allowed to 250 km/h in commercial service, if the conditions allow for it? Like in case of delays and with no other traffic (rare condition will be...).
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Old September 11th, 2016, 05:31 AM   #1214
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I would say high speed freight trains
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Old September 11th, 2016, 03:33 PM   #1215
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Can't they just use more powerful trains?
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Old September 11th, 2016, 06:01 PM   #1216
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Quote:
Originally Posted by Suburbanist View Post
Can't they just use more powerful trains?
The new Stadler EC250 (Giruno) trains will apparently be powerful enough to run at 220km/h. They will however only begin service by 2019.
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Old September 13th, 2016, 01:14 AM   #1217
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thanks for the info
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Old September 17th, 2016, 03:22 PM   #1218
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The Federal Department of the Environment, Transport, Energy and Communications (UVEK) has denied the problems concerning wind resistance stated by the press on 4th September, just one day before commercial test runs started...

https://www.uvek.admin.ch/uvek/de/ho...m-sonntag.html
Quote:
Stellungnahme des BAV zu einem Artikel der «NZZ am Sonntag»

Die «NZZ am Sonntag» hat am 4. September 2016 in einem Artikel behauptet, im Gotthard-Basistunnel kämen die Züge der SBB wegen des hohen Luftwiderstands nicht auf das geplante Tempo. Es sei deshalb nicht klar, ob der vorgesehene Fahrplan eingehalten werden könne. Diese Aussagen sind falsch. Fakt ist:

■Die Testfahrten zeigen, dass Reisezüge mit einer Geschwindigkeit von 200 km/h durch den Gotthard-Basistunnel (GBT) fahren und die geplanten Zeiten eingehalten werden können.

■Die Güterzüge können die Trassenzeiten mit der geplanten Anhängelast einhalten: Im Regelfall werden die Güterzüge mit 100 km/h durch den GBT fahren. Es gibt keine Beschränkung auf 900 Tonnen Anhängelast tagsüber, wie im Artikel behauptet wird.

■Die Strömungsverhältnisse im Gotthard-Basistunnel entsprechen den Berechnungen. Anders als dies im Artikel behauptet wird, wurde der Tunnelquerschnitt nicht aus Kostengründen enger gewählt als beim Lötschberg-Basistunnel. Das Profil des Lötschberg-Basistunnels ist etwas grösser, weil dieser ursprünglich für einen Autoverlad dimensioniert wurde.

■Die Erkenntnisse aus dem Test- und dem nun laufenden Probebetrieb zeigen, dass die im Artikel erwähnten Befürchtungen unbegründet sind: Das geplante Angebot im Gotthardtunnel ist zuverlässig fahrbar.
In english:

- Test runs showed that passenger trains can run at 200 km/h according to the timetable.

- Freight trains will run at 100 km/h. There is no restriction to 900 tons as claimed in the original article.

- Air flow conditions behave according to the engineered calculations. The tunnel cross-section was not reduced compared to initial plans, but was extended in the Lötschberg base tunnel LBT to allow car transporting shuttles.

- Testing results showed that any concerns were unfounded. The planned timetable in the GBT can be run reliably.
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Old September 17th, 2016, 03:32 PM   #1219
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http://www.railpictures.net/photo/589032/
Georg Trüb, September 13, 2016, Biel RB
The newest SBB vehicle and the oldest signals. Self propelled dual power (electric/diesel-electric) EHFZ (Erhaltungsfahrzeug/maintenance vehicle) for the Gotthard Base Tunnel, Xem 9181 # 011, together with Re 4/4 II # 11144, is leaving Biel RB (shunting yard) to Solothurn on a test run. 13 of this yellow Xem vehicles for the maintenance of the Gotthard and Ceneri Base Tunnels will be delivered by Harsco Rail (a US company) from Germany. They are 22 meters long, 1100 kW when powered from the overhead wire, 550 kW with diesel, reach 100 km/h and have automatic couplers. Up to 8 of this vehicles can be coupled together with several unpropelled maintenance cars in between and form a train to go into the Gotthard Base Tunnel. In Biel RB the last and only wire operated, mechanical signals (semaphors and shunting signals) of the SBB are still in daily use.
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Last edited by steple; September 17th, 2016 at 03:37 PM.
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Old September 29th, 2016, 01:11 AM   #1220
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http://www.railpictures.net/photo/590692/
Georg Trüb, September 14, 2016, CEP Pollegio
View into the control room of the Centro d'Esercizio Pollegio (CEP) (operation center Pollegio) of the SBB. From here, the Gotthard line from the borders to Italy, via the mountain and Base Tunnel lines to north from Arth Goldau is operated, supervised and controlled. Additionally, all the technics of the Base Tunnel is operated and the vehicles and staff of the TILO company (SBB daughter for the regional traffic in the Ticino and to Italy) is controlled.
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