chb2488

Hello DIW There are several knowledgeable n-gauge modellers on here, but a quick google search suggests that these signals might be available under the Kyodo brand, with numbers running in the 42xx range, rather than the 40xx as per your post. Boxed examples seem to come with an instruction leaflet, while the boxes themselves are labelled 12/14V. However I strongly advise obtaining a leaflet… Best regards Christian Edit: An old Fulgurex ad states 14-19V for both N and H0: https://www.altemodellbahnen.de/t58757f142-Fulgurex-Signal.html

Brilliant pictures from both @ruggedpeak and @Gordonwis! For the sake of completeness, the brown Hilfswagen (branded RM) is former diesel baggage motorcoach Dm 2/4 1692, a regular on the line until his withdrawal. Re 4/4 I 10042 and EBT Be 4/4 105 had previously been at Eisenbahn Erlebniswelt Horb.

Hello Keith The models from Fleischmann were later reused by Roco for their AC HVZ-sets, their DC-sets use scale length Tillig coaches. While the Re 450 were being delivered, rakes comprising of B-AB-B-B-AB-B were being hauled by Ae 6/6 and Re 4/4 II for use as peak time extras. In some cases, Dosto coaches made it into sets with EW I & II. Today‘s DPZ use an NDW B coach, which (in H0) is available from HUI Modellbau. Best regards Christian

Very enlightening so far! On the prints I had done, I noticed the resulting wobbly edge. Are there any common design tricks around this? If e.g. you print the body of a covered goods van, could you extend one side slightly and then remove that section?

The first coach is an EW I SR salon coach, followed by two EW II SR and an EW IV SR. Christian

Do you mean the Integra-Signum equipment? It‘s best explained here: https://en.m.wikipedia.org/wiki/Integra-Signum

I'm not sure if these Interfrigo wagons were ever loaded onto narrow gauge trucks, but they would have passed RhB metals at Arbedo-Castione, and may have turned up at Chur too. Here is a picture of an Interfrigo wagon at Lucerne, this one registered with SNCB (third one down, horse cart optional): http://bahnbilder-von-max.ch/sbb/gueterwagen/index.html

The upper picture illustrates the situation quite well I would say! If you look at the dwarf signals beneath the sign A66, you can see an additional lamp that lights up, when the tension in the next section differs from the tension in the (commutable) section in which the train finds itself. The tracks B1-B7 are 15kV, B8-B14 are 25kV, and the sidings where the postal vans stand (B16-B20) are again 15kV

Hello Pete Unfortunately HRF have ceased trading, but FRIHO may have some destination boards left in stock. Out of interest, are you looking for the older style of boards or the more recent (but still obsolete) foldable ones? Best regards Christian

Hello Pete From what I‘ve seen, locals would consist of BLS ABi & Bi, a D2 and maybe a SBB Leichtstahl coach thrown in. In the early seventies, they would be pulled by a De 4/5, which would give way to a Ce 4/4 and Ae 4/4 as the decade went on. Semi-fasts would be made up of BLS EW 1 (green and with a Faltenbalg) and a matching BLS D. Below is a picture I‘ve found, which shows an international portion: https://www.sbbarchiv.ch/bild.aspx?VEID=599939&DEID=10&SQNZNR=1 If you‘ve got a lot of time, I recommend Werner Hardmeier‘s series on Drehscheibe Online: https://www.drehscheibe-online.de/foren/read.php?099,9132830

Hello Alan, the Leichtstahl first class coach up there is one of the two Pneuwagen, which used to run on Michelin bogies. Not exactly part of the ‚main build‘, but all the more interesting!

The coach on the level crossing is a UIC Z2 ABm. The Regolamento Internazionale delle Carrozze sets out the technical standards for international coaches (voltage on the heating line, etc.), while the UIC type system is concerned with the general build of the coaches (number of compartments, aircon, etc.), roughly speaking. The UIC coach above would have been built to the technical standards set out by the RIC.

The coach in DIW‘s first picture could be a BLS D2 or DZ2 as seen in the third picture, the lack of both a gangway and ribs on the roof point towards that direction. Without any further evidence I can‘t say if the set (third picture) DZ - ABi - Bi - SBB Leichtstahl B forms a full local train or if it is a strengthening portion, but it shows the presence of SBB stock even on local trains.

Hello Pete, if you're looking at the Fulgurex BLS Ce 4/4, Rivarossi made a good model of that and the Ce 4/6, and they both tend to pop up on Ricardo et al.

Hello Tim, your Electrostar looks amazing! I‘d be interested to know what software you used for the cab, and how you went from drawing to 3D model (broadly speaking). Many thanks Christian

Hello Michael I‘ll try to have a stab at answering the question. EW 1, EW 2 and several batches of Leichtstahl coaches ran in push-pull sets with RBe 4/4 and Re 4/4 ‘‘, and their driving trailers (EW 1 and EW 2 BDt, DZt and Dt), BDe 4/4 and first series Re 4/4 ‘ and their respective driving trailers, as well as De 4/4 and Be 4/6 motor coaches. There were yellow triangles to designate these push-pull coaches, and red triangles for any that had special brake shoes. Two notable exceptions are the EW 1 with Übersetzfenster and the EW 2 D, which both are not equipped for push-pull services. These coaches didn’t run within push-pull sets with EW IV etc., however the departmental RailCom EW IV can often be found between a Re 420 and a BDt. The RIC coaches Bpm 21-73 are not cleared for push-pull service. Best regards Christian

There is Stablini on the Bernina line, although it doesn‘t have a platform and isn‘t exactly on a moderate gradient…

To add to the above, once the Cisalpino coach sets had been disbanded, they ended up in normal duties as in the link below: https://www.schienenverkehr-schweiz.ch/Bahnen/SBB/SBB_Re_460/SBB_Re_460_020_2_Gross I remember that the Re 460 pulled some Loc & Comp trains from Zürich to Chur in the recent past. Reisezuege.ch notes one such set with Re 460 and Apm Pano. While the page doesn‘t have a separate entry for the GoPEx Apm, they do turn up on other duties e.g. to Basel or Chur: https://www.reisezuege.ch/index.php?znummer=921&fp_id=21&action=5

That would depend on the specific train service — the train in question could be IC 871 (2000-2001), which ran in this formation from Basel through to Brig. Usually, the main portion of a Lötschberg train would be made up of one company's stock, with strengtheners for part or the whole of its journey, or an international portion. If you've got some spare time, you can check the different formations on here: https://gerberro.ch/eisenbahn/zugbildungen

(Very) strictly speaking, you‘d need another patch to change the 63 (BLS) to 85 (SBB). Similarly, you could change the markings on an SBB Bt IC to represent one of those that were rented to the BLS (see below): http://www.juergs.ch/bahn/vorbild/sbb/ewivbt.html

Hello Michael The Re 465 lose their Vst. IIId upon Refit. The remaining EW III sets used Re 420.5, which would be replaced by an unrefurbished Re 465 if necessary. Best regards Christian

Hello Jon, under these circumstances I‘d choose between Langenthal and Burgdorf. An open day at the former may be the rarer occasion, while the collection at the latter will be much larger. Delémont opens its doors to visitors on occasions (http://www.volldampf.ch/de/Aktuell). Last Saturday the DVZO ferry van was sitting at the back of their to-do-siding, so you may want to leave that for another time. Best regards and safe travel Christian

The Ge 4/4 III can't run up to Arosa due to the line's topography, e.g. the rapid changes in declivity. Of the electric 'mainline' locomotives, only the Ge 4/4 I & Ge 4/4 II are allowed on that line. That being said, feel free to invoke Rule 1!

I suspect that any van used as a Materialwagen or similar would have needed to be redesignated rather quickly, otherwise the relevant crew could have ended up without their van and their equipment… Maybe I‘ll find more data on their withdrawal some day. https://www.bahnbilder.de/bild/schweiz~gueterwagen~9-gattung-v-x-dienst-und-materialwagen/257261/sbb---dienstwagen-x-40-85.html

Your feeling is quite correct, the K4 (Gs) survived into the 2000s, while the K2 (Gklm) and K3 (Gms) saw massive withdrawals in the eighties with only very few left in stock by the mid-nineties. The numbers that I gave above are from D. Demicheli, „Schweizer Güterwagen von damals“. The official SBB publications for 1978 and 1989 give similar numbers, with the K3 even falling behind the older K2 in the 1989 census!