11640 and the Simplon Tunnel accident, 23rd July 1976

Occasionally – sadly – locomotives have suffered severe accident damage very early on in their working life.  One such machine was Swiss electric loco 11640, one of the 10,700 hp class Re6/6, which derailed at Brig in the early hours of 23rd July 1976, just four months and four days after being accepted into traffic.  This was the first serious incident involving a loco of this type, the production fleet of which had only started to enter service less than a year before.

11640 was hauling the “Riviera Express”, a Ventimiglia to Amsterdam and København overnight train, which in the 1970s was booked to run via the Simplon Tunnel into Switzerland in the Summer months (but via the Gotthard route in Winter).  The brand new loco, and its driver, took over the nine-coach train at the Italian frontier station of Domodossola just after midnight and set off north.  11640 would certainly not have had any difficulty getting such a lightweight train up to speed!

Shortly afterwards, it entered what was at the time the longest railway tunnel in the world – the 12-mile-long Simplon Tunnel deep beneath the Alps.  It was not to emerge unscathed.  As the train left the tunnel, at 00:50, the loco and front carriages were already off the rails and came to rest scattered all over the track in the Swiss darkness.  Of the 131 people on board the train, 6 were dead (including the 34-year-old driver) and 34 were injured.

It is believed that the driver had become disorientated within the tunnel and had failed to brake for the speed restriction on the tight curve coming out of the tunnel at Brig, which was taken at approximately 140 km/h.  11640 derailed first, scraping the tunnel wall, which did in fact keep it relatively upright.  However, as it left the confines of the tunnel, it did then tip over onto its side, with the carriages following into it at speed and causing a scene of devastation.  One of the carriages was even left teetering over the edge of a steep embankment above the river.

One especially tragic tale of the accident relates how a 26-year-old Danish woman and her two infant children travelling home on the train had elected to move to an empty compartment in order to have a quieter journey.  All three perished, but the occupants of their “booked” compartment were able to walk away.

However, the fact that the death toll was not much higher was due in large part to the quick response of volunteer helpers rushing to the scene to help the rescue efforts.  It took only 45 minutes to evacuate all survivors from the wreckage and get them en route to the hospitals in Brig and Visp, despite the darkness and heavy rain.

It always seems trivial to talk about the fate of locomotives following accidents that have claimed lives, but 11640 did have an interesting story.  Its bodyshell was virtually destroyed in the accident (click this link to see a photo of it at the accident site).  Presumably due to it being brand new, it was not actually written off – Re6/6s were still very much in production at the time – they were in fact only delivered up to 11642 by then – and so a new bodyshell was constructed for 11640 and the loco re-entered traffic in 1978, with the same running number but with a new works number.

11640 was in the wars again nearly four decades later, when it collided with 11620 whilst shunting around St Maurice station on the morning of 23rd October 2014.  Both were damaged, but whereas 11620 was written off and scrapped, 11640 was repaired and re-entered service in April 2016.

At the time of writing, in 2018, 11640 – now numbered 620 040 – remains in traffic, with SBB Cargo.  Next time you see it whilst travelling through Switzerland, do take a second to think about the accident that befell it early in its career and the six people who died.

Loco haulage from Luzern to Engelberg

Luzern, a lakeside city in central Switzerland, is an excellent destination for a family holiday.

It is easily accessible from all parts of the country – and, indeed, would be an excellent base to explore it from.  You can reach Luzern by train from Zürich airport in just an hour, with the added bonus for fans of loco haulage in that these are powered by class 460 electrics as opposed to multiple units.  Indeed, there is quite a lot of loco haulage to be experienced in the Luzern region, as well as the Swiss Transport Museum.


The Kapellbrücke, Luzern’s most instantly recognisable tourist attraction, situated just two minutes’ walk from the railway station (JW)

Luzern station is particularly interesting.  Having burnt down in 1971 (the former portal entrance to the station now stands alone on the station forecourt) the station was rebuilt in 1990 to a design by the famous architect Santiago Calatrava (some of his other work will be famous to many of us as he also designed the stations at Liège-Guillemins and Zürich Stadelhofen).  It’s a 14-platform terminus beneath an overall roof; some of the platforms are standard gauge and some – those on the Zentralbahn network – are metre-gauge.

The Zentralbahn network comprises of the routes from Luzern to Interlaken – the very steeply-graded mountain “Brünigbahn” route – and the branch from Luzern to Engelberg.  At the time of writing, the latter is the last bastion of narrow gauge loco haulage in this area (although some vice turns have been reported on a very occasional basis on the Brünigbahn).

Luzern to Engelberg

The 20.8-mile-long branch from Luzern to Engelberg enjoys a fully loco-hauled service, with trains in the hands of HGe4/4 II electric locos working in push-pull configuration.


101 966 awaits departure from Luzern, 31/10/18 (JW)

There are eight of these locos (101 961 to 101 968) in the fleet, but they are not intensively used, with the hourly service on the Engelberg route being managed by two locos.

The route is very scenic, following as it does the Engelberger Aa river valley as it climbs into the mountains.  The final section of the route, from Grafenort is rack-assisted.  Until very recently this was via a particularly scenic section of line, but one that was susceptible to flooding.  A 2.5-mile-long tunnel (incorporating the rack section) was opened in December 2010, bypassing this.  The original route surprisingly is very difficult to trace now, having returned to nature.  The cut-off has sadly resulted in the loss of the scenic views – a proposal to retain the original route on a heritage basis came to nothing – but it has slashed journey times and the service is far more reliable as a result of it.


101 962 sits on the blocks at Engelberg, 31/10/18 (JW)


In order to travel behind both HGe4/4 IIs, it is possible to travel out from Luzern behind one of them at xx:10 as far as the first stop at Stans (arrive xx:23), swapping over to the inbound working with the other (depart xx:34, arrive Luzern xx:49).

Alternatively, you could travel throughout on one loco, arriving at Engelberg at xx:53.  Return departures are at xx:02, so with 69 minutes to explore the ski resort, you could then take the other machine back to Luzern.

Do not panic if you walk along the blocks at Luzern to be greeted by what you think is a selection of sliding-doors plastic EMUs!  The locos run with mixed sets of stock, the last three are “Gelenksteuerwagen” – very modern Stadler-built vehicles which provide low-floor access.

Saturday 26th & Sunday 27th May 2018: BLS Re425 farewell railtour

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173 “Lötschental”, at Spiez with a Zweisimmen to Interlaken train on 24/08/07 (JW).

The weekend of Saturday and Sunday 26th and 27th May 2018 will see a farewell railtour to the BLS class Re425 “Brown Bomber” electrics.  The train will run from Interlaken Ost and will feature up to five locos over the two days.  Further details will become available in due course.

In the meantime, please use email smithstuart@btinternet.com as a point of reference or for registering interest.  This promises to be an unmissable railtour!


Update 21/03/18 – postponed, may be redated to later in the year.