Looks like there was a derailment in Sweden and according to the news stories, it may take months to fix the tunnel. https://www.msn.com/en-us/money/oth...56e09fa158ae&ocid=winp2fptaskbarhoverent&ei=8 https://www.msn.com/en-us/autos/new...t&cvid=6e5f06614286467bd5836c6d1480ba51&ei=26
https://www.bbc.com/news/world-europe-66530480?xtor=AL-72-[partner]-[gnl.newsletters]-[headline]-[news]-[bizdev]-[isapi]&at_campaign_type=owned&at_medium=emails&at_ptr_name=salesforce&at_ptr_type= crm&at_campaign=BBC.com+AMERICAS_2022_LI_NoView+-+Without+more+stories+with+ads+-+DEFeed+R2&at_bbc_team=BBC Studios&at_objective=awareness&at_origin=BBC Worldwide Americas&at_send_id=3964181&at_link_title=top+news+stories&at_email_type=promotion&at_email_send_date= 17/8/2023&at_product=BBC Worldwide Americas I’m curious at “4.9 miles of track” to be replaced. I wonder if that truly is track, or merely rail. Media reporters are not noted for their knowledge of technical details. Though 4.9 miles of rail, i.e., 2.5 miles of track is still an amazing amount for having only 16 wagons involved. Perhaps those wagons remained coupled and were dragged tearing up the track while the train was in emergency. Normal freight operating speeds in the tunnel are 100 mph. So, 1-1/2 to 2 miles stopping distance in emergency would not be out of the question. Furthermore, repair is hampered by tunnel length, 35.5 miles. At worst, damage is mid-tunnel, 18 miles from either end. Based on the estimated time to repair, it may be close to the middle.
I wondered about that 4.9 miles as well. I also wondered about the repair time. Sounds like a very important route to be closed that long.
I have always featured that European MofW personnel were as competent as North American MofW personnel. As important as the route is, I don't see it being totally out of service for an extended period of time. Virtually any railroad will have car loads of panel track stored around their property for quick response to derailments. While 4.9 miles is much longer than normal US derailments - ALL MofW organizations are much more resourceful than non-railroaders can comprehend.
Agree with mmi16, the Swiss, also many European rail infrastructure companies (most of them state owned), are not penny savers when MofW is concerned; in addition the long time will probably be needed also for a thorough investigation on why the many safety systems installed did not detect the derailment, knowing how thorough the Swiss are, and that this is actually THE main route across the western Alps, they will want to make definitely sure things like this do not happen again. Had a read about what is happening, the Gotthard tunned is a two bore tunnel, the other bore is intact, but cannot be operated as normal due to the high pressure waves generated by passing trains posing safety issues for the MofW crews operating on the other bore (the tunnels are connected and the wave management system needs both tunnels to be operative). Works have been effectively delayed by the investigators, but now are in progress. They had/will place mobile bulkheads to protect MofW crews and will use the passing sidings in the tunnel to isolate the damaged section. Traffic will be freight only, working double tracks except for the damaged section which will be operated as single track. The tunnel is designed for these eventualities so it will allow more than 100 trains per day until the damaged section is repaired. Passenger trains which have less tonnage issues are being redirected to the old (and very scenic) route, with delays between 60 to 120 minutes, also seating will be limited due to the new double decker trains being not allowed on the old tunnel due to loading gauge issues. Online there are dozens of documentaries on this remarkable work of engineering, it is worthwhile to have a look, the Swiss were able to direct a huge portion of freight traffic to rail, while improving a very busy passenger corridor. The whole project is called Alp Transit more on the tunnel here https://en.wikipedia.org/wiki/Gotthard_Base_Tunnel and that is the article for the main line, including the old tunnel https://en.wikipedia.org/wiki/Gotthard_railway
Follow on on the tunnel issue, the east track had been opened again to traffic (freight) and will be used as a single track to run about 100 trains per day. Interesting they will send flights of four trains in each direction to maximize capacity. Work is continuing on the other track after the safety barrier had been put in place, now the focus is to remove the wrecks, some cars will have to be scrapped in place. Work is estimated to last some months due to the damage to the RoW. Passenger trains are still routed to the legacy line.
On August 29, 2005 Hurricane Katrina struck CSX's NO&M Subdivisions - 135 miles between Mobile, AL and New Orleans virtually erasing the railroad from the face of the Earth. Damaging all the 11 drawbridges on the route as well as destroying the signal system. CSX undertook a 'all hands on deck' effort with both company resources and all the contractors that could be enlisted in the repair effort. March 1, 2006 trains were running again on the NO&M. During the outage traffic was being detoured over NS trackage from Montgomery to New Orleans using relocated NO&M crews that became qualified on the NS route. New Orleans Ship Canal Damaged Drawbridge Gentilly Yard Line of Road right of way
