IC2 on the Gaeubahn

Since the start of the winter schedule in December 2017 the new IC2 units operate about half of the Intercity trains on the Gaeubahn between Zurich and Stuttgart via Singen (Hohentwiel). For now these trains only run on the German side between Stuttgart and Singen, but will provide direct service to and from Zurich once the required ETCS software is available and approved by the Swiss authorities.

The IC2 units operate as a 5 car push-pull train with a locomotive and control cab car. The look is very similar to the ubiquitous regional bi-level ("Doppelstock" or "Dosto") cars that have been in operation for several years. I read that the loading gauge of the IC2 trains has been modified to meet swiss measurement requirements.

Cars and locomotive are not intended to be separated, which seems weird to me, but allows for little details like having the car number painted on the outside and inside of the train, or end doors between cars that both open automatically when actuated on one side. No more open door, step into crossing between cars, then open second door, a game I loved playing as a kid. (However, replacement of manual doors with actuated or automatic doors on modern cars took some of the fun out of that game years ago...)

Another odd detail is that the doors of the cab car are a bit lower than the doors of the middle cars. That might be intentional, maybe a side-effect of using different base models for construction of the cars.

At Stuttgart the platform edge is higher than the door step of the cab car. Thus, while there is plenty of storage space on the lower level, entry is not barrier-free.

The lower level of the cab car has space for at least six bicycles, multiple strollers, and/or loads of suitcases, as well as a spacious restroom.

At least the second car has an additional bicycle storage spot. Another hint that the designs of cab car and middle cars have different roots. As a bicyclist, I'm not complaining. As an engineer, I'm scratching my head about the logic of creating a unit train with this configuration.

Enough complaining. On to what most passengers see, and where they spent most of their time. Seating in both the upper deck and lower deck has generous space for legs and feels airy.

I felt like there's limited storage space for large suitcases, especially on the upper deck. My blue suitcase fills one of the two storage locations there.
The stairs are easy to navigate even with luggage, not too steep and quite roomy. The photo shows the rear stairs in the cab car with the conductor's office to the left of the door to the next car.

The seats are comfortable and optionally slide forward a little bit. There's a power outlet for every two seats. I happen to be sitting in the family area for travellers with kids. Since this train was more or less empty, I was by myself on the upper deck of the cab car for the whole trip.

Next to the family area is an appropriately designed compartment for families with small kids, including a play corner. Parents are expected to provide kids and toys.

Apparently DB invested not only in new trains, but also a new marketing concept for the Gaeubahn. Now it's apparently chic again to reference the name of the line in official material, instead of the rather utilitarian Kursbuchstrecke (KBS) 740.

The functional charme of the SSB Intercity cars operating from Singen to Zurich is a clear step down from the IC2. I'm hoping the approval of IC2 for Switzerland is not too far off, and maybe next time  I can enjoy the ride all the way to Zurich without having to change trains in Singen.

Stuttgart - Zurich

It's time to go back to work. Today I found myself at Stuttgart Hbf waiting for the Intercity to Switzerland. I was early, so I had some time to look around my platform at the castrated main station.

Deutsche Bahn is investing heavily into new rolling stock and locomotives. In the last couple years there's always some new kind of locomotive I haven't seen yet. Here's one of 20 DB Regio class 147 locomotives, a particularly ugly member of Bombardier's Traxx3 family.

Amusingly, it was leading a Regional Express to Heilbronn formed from 40 year-old refurbished Silver Coin ("Silberlinge") cars. 

The InterCity arrived right on time. As scheduled it's a new IC2 train set. These trains are unusual in that they look like a regular train with 5 cars and a locomotive, but operate only as a unit. I have a separate post on this trainset.

Certainly looks snazzy.

En-route, at the railroad museum in Rottweil, I saw this unusual version of the Uerdinger railbus, equipped with magnetic brakes for operation on very steep lines that require independent braking systems.

Arrival in Singen. I need to change trains. The new IC2 train sets are not yet allowed to enter Switzerland, due to delays in getting the appropriate train safety system delivered and approved.

IC 485 to Zurich consists of the older SBB Intercity cars that have taken me from Stuttgart to Zurich and back for the last few years.

After taking photos, I settle down in my seat and wait for the departure.

The opposing Intercity from Zurich arrives on the neighboring track, as usual pulled by a trusty swiss Re 4/4 II.  The Intercity changes direction and locomotives in Singen. I wonder what kind of locomotive will be leading that train to Stuttgart.

To my utter surprise that train continues it's journey with an Austrian OeBB Taurus. Hmmm, does DB not have enough locomotives after all?

The Rheinfall was quite impressive today, but the sun shone directly on the window, so the photo turned out to be only mediocre.

I successfully made it to Zurich HB 45 minutes later. Here's Re 4/4 II 11145, next to the RailJet to Vienna.

A short tram ride later I'm at my temporary home for the next two weeks.

FREMO Waldenburg HO-USA

HO-USA was present at the meet in Waldenburg with a small switching layout. Small is always relative, and I really appreciated how Albers Feeds dwarfs the box cars at the loading dock.

The photo below feels like it's shot on a hot summer day, and I almost feel the heat radiating from the street.

The staging yard uses aluminum angle profiles for the manually operated traverser. At first I was surprised that there are no locking pins to hold the bridge in place. However, when I moved it I realized that there was enough friction in the assembly that the bridge would not move by itself once the ends were aligned with the staging track.

FREMO Waldenburg americaN Winter 2018

While my family is flying home, I'm staying in Europe for business and have a couple extra days before going back to work. Conveniently, there is a FREMO americaN meet this weekend only 45 minutes of driving from my home. It turns out that Waldenburg used to be a fortified town on top of a hill with some of the fortifications still standing. I didn't take any photos of the town. It rained most of the time I was there. Next time.

I arrived at the meet just in time to catch the last 5 minutes of the intro speech. Yay! They are talking about block authority using DTC! I felt right at home. There was no clock. Train assignments were picked by operators in sequence.

There was no dispatcher on-duty. Instead the main line between towns with long sidings was divided into DTC blocks. Each block could only be occupied if an operator was in possession of the respective block permission card. This approach replaced the usual walkie-talkie communication and verbal dispatcher block authorizations in DTC territory. This worked quite well for the relatively loose train line-up and number of available operators.
Initially, the process was strictly followed. As a consequence some trains ended up waiting at block boundaries for a long time, until e.g. a local working an industry or town within a block finished their work. Later, the individual operators started to work together to determine whether the main line could be cleared to let the train pass. I.e. operators informally took on the roles of station agents and remote dispatcher.

A more formal variation of what we did might work as follows: When an operator holds the permission card for a block, they hold the ability to grant authority for track blocks in their permission block. I.e. such operator takes on the role of the dispatcher within the limits of the permission block to improve traffic flow if needed. In such scenario more extras and/or scheduled trains could run to provide operational interest. However, this might come at the cost of slowing down the work of locals even more, which is probably not desirable. Nevertheless, it might be nice to try that at a future meet.

The arrangement was on the smaller side with two staging yards, a main line run, and an industrial switching branch.

It turned out this setup contributed to a relaxed atmosphere and plenty of opportunity to chat with other attendees.

After settling in, my first assignment was the empty coal train from Luketown to Sarah Creek Yard via Fremont and Manaukee. With 30 cars from Luketown, this was the longest train on the layout and quite a sight. Here it is at MoPac Bridge, a nicely done module modeled after a prototype situation in Kansas.

I dropped cars in Fremont and ran around my train in Manaukee Yard to serve the local power station. But first I had to wait for the Transcon long-distance passenger train to run through Manaukee.

Back in Fremont, the coal train is passing the empty cars set out at the coal mine earlier.

The train lineup consisted of a good mix of manifest and local freights, as well as passenger trains. Here's a passenger local on the truss bridge at Speers Ferry.

The switching district was built from Florida-themed ST modules forming a long spindly branch off the main layout. I like the idea of such small standard-sized modules that can be set easily on shelves and tables, or on legs like it was done here. These modules look like a great option to try out ideas and get the satisfaction of completing a viable, good-looking module in relatively short time. 

I really enjoy local switching jobs. It often takes a little while to internalize how towns or industries can be switched effectively. When I took my second local to Cobie, I had a much better idea how I wanted to approach the job. Here's that local before I started switching.

A couple more detail shots in no particular order.

Both staging yards used movable track pieces on the far end to turn locomotives. This is a low-cost and space-saving approach and very functional.

The bridge gets power from the track it is attached to by way of sprung connectors that line up with the outside of the staging track rails.

I very much enjoyed the relaxed, friendly atmosphere of this meet, and the ample opportunities to get to know more model railroaders with an interest in prototype-oriented operations of American model railroads.

Family Departures, part 2

The night was over at 2:00am. The family was scheduled for a 6am flight out of STR and I had some driving to do to collect everybody. By 3am we were on the way to the airport. At 4am we were reminded that Stuttgart airport is not actually that busy early in the morning. We could have slept for another half hour easily ...

The KLM/Air France counter opened shortly after 4am, we dropped off our luggage with the super-competent agent that handled our travelers yesterday, and it was time to say goodbye.

I was back at my in-laws by 5am and caught a couple more hours of sleep, before heading to this weekend's festivities.

Family Departures, part 1

A trip to Stuttgart Airport this morning to send my brother and family off home. My mother and I provided moral support. While still a bit tired, the boys were having fun with their carry-on baggage...

Burglind

Today's excitement is storm "Burglind" that is causing havoc and travel disruptions more or less all over Germany. Yes, it's just another rain storm, but with gusts reaching over 100 km/h. Kind of unusual for this area.

Baptism

Nonstop family events. Thomas' baptism was a small ceremony in Aldingen's Margarethenkirche. Photos taken before the service began.