The man in charge of 25 multiple-unit trains and 100 carriages

Much depends on train driver Andreas Kramer, who’s been with the Rhaetian Railway since 2010 and is responsible for testing and commissioning the company’s trains. He it is who’ll be in the driver’s cab of the world’s longest passenger train on 29 October

Dr. Reto Wilhelm, Managing Owner Panta Rhei PR AG, 18. August 2022

He’ll have 25 Capricorn formations, i.e. 100 carriages behind him – a length of 1.91 kilometres. But he won’t be alone on the track: assisting him on this adventure will be six experienced colleagues. We asked him about the world record attempt:

1 Pardon the indiscreet question – what are you dreaming of these days?

(Because I’d be surprised if such a big occasion as the world record attempt didn’t keep you busy, even in your sleep.)
No problem. I’m sleeping like a baby. But of course I’m dreaming of a wonderful autumn day, with plenty of sunshine and an amazing atmosphere all along the route.

2 What are the biggest challenges?

First and foremost, getting the 25 four-carriage Capricorn formations up to the Albula tunnel is a logistical feat; that’s where we’re assembling the record-breaking train on the night of 29 October 2022. It requires detailed planning, and, on the day itself, the communication between us seven train drivers will be crucial.

3 How do you prepare yourself mentally for such an exploit?

We all know the Albula line very well, every change of gradient, every incline. It goes without saying that we’re going through the process again and again – as well as at separate briefings, which we’re holding on a regular basis. There’s not much more you can do.

4 What’s the big attraction of this event?

The question at the back of all our minds is: “Will it really work?” – the coupling of the 25 compositions, I mean. We haven’t been able to test much in advance, despite two trial runs in April and May.

5 Speaking of trial runs: have they been any use? Or to put it another way: what have you learnt?

A great deal, actually. The first attempt was virtually a dead loss. By which I mean we didn’t move an inch, because one of the co-drivers wasn’t able to operate the unit’s emergency brake. The cause was a technical problem with the emergency brake loop – the safety system that allows any of the seven drivers to apply an emergency brake at any time and bring the entire train to an immediate stop. For safety reasons, there was no way we could proceed with the trial run. We also realised that the drivers were unable to communicate with each other via radio or mobile phone in the tunnels because there was no network. That’s how we came up with the idea of the Swiss Army’s field telephone. It allows us to keep in touch the whole time. I give the commands, the other colleagues hear me and could if necessary ask for clarification. After all, that’s what it’s all about: we need to be 100% synchronised, every second. Using the drive and brake levers, everyone has to keep their speed and other systems under control in their driver’s cabs.

6 How did you come to lead this project in the first place? Did you have to apply?

No, I didn’t have to apply. All those involved work in the same department and are train drivers. Somehow it was clear to RhB’s technical project manager – Peter Klima – that I should be the lead driver. And here I am. I’m really thrilled.

7 Why are there no women in the world record team?

That’s purely down to chance – our colleague, who’s part of our team, had already booked her holidays for the end of October and won’t be around.

8 The keyword is safety: this is the absolute top priority. What are the biggest risks to keep in mind?

To be honest, the risks are manageable. Whatever happens, we want to prevent unplanned manoeuvres causing damage to the mechanical couplings that connect the multiple-unit Capricorn trains. We’re unable to control natural hazards such as sudden gusts of wind felling trees, etc.

9 But if there’s snow, can the train run?

Absolutely, that’s not a problem. We’re simply hoping for typical sunny Canton Graubünden autumn weather.

10 Why will you keep your speed to 30 km/h? Could you not go faster?

Of course we could, but we deliberately won’t go more than 30-35 km/h. That’s because we don’t want to feed more than 30% electric braking power back into the overhead catenary grid. Every train that goes down an incline generates electricity. In our case, a lot of electricity. So we have to limit it, otherwise the fuse or the overhead catenary would literally burn right through.

11 Final question: what are the chances of the world record attempt succeeding?

99 percent.

12 And what about the 1 percent?

That’s what’s known as the residual risk: we can live with that.

A born and bred mechanic, Andreas Kramer (46) lives in Buchen in the Prättigau region and has been with the Rhaetian Railway since 2010. Rather than carry goods or passengers, his job mostly involves testing the company’s trains. He qualified as a commissioning locomotive engineer and testing expert in 2020 – a very responsible role that calls for a great deal of experience and skill. The job finds him testing new trains and commissioning newly overhauled or converted vehicles released from the workshop. Andreas Kramer is currently also involved in the Rhaetian Railway’s largest procurement exercise: he and his colleagues are currently putting 56 new Capricorn-type train formations through their paces. When he’s not working, Andreas Kramer is mostly out and about with his family, hiking or mountain biking. Or sitting back and relaxing.

More about Andreas Kramer and his niche profession

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