Bülach-Regensberg Railway
| Bülach – Regensberg Railway | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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| Timetable field : | 760 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Route length: | 15.54 km | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Gauge : | 1435 mm ( standard gauge ) | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Power system : | 15 kV 16.7 Hz ~ | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Maximum slope : | 10 ‰ | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Oerlikon – Bülach as of 2005 |
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The Bülach-Regensberg-Bahn (BR) (also known as the fork railway because of its Y-shape, or Herdöpfelbahn because of its main cargo, the potato ) is a former railway company in Switzerland . It was taken over by the Swiss Northeast Railway (NOB) on January 1, 1877 .
On May 1, 1865, the BR opened its 16 km main line Oerlikon – Oberglatt – Bülach and the 4 km long branch line Oberglatt – Dielsdorf, part of the Wehntal Railway , which was later expanded .
history
In 1860, a committee was formed in the two districts of Bülach and Regensberg , which campaigned for the connection of their areas with Oerlikon near Zurich. The committees also contacted the Nordostbahn (NOB) and the canton to put their wishes into practice. In the initial phase one even considered operating the shorter branch line from Oberglatt to Dielsdorf with horses, while the line from Oberglatt to Bülach should be mastered with a steam train. Because of the greater time savings, it was finally decided to also build the branch to Dielsdorf as a steam train.
On July 1, 1863, the Zurich Grand Council granted the concession for the construction of the Y-shaped line from Bülach or Dielsdorf via Oberglatt to Oerlikon and approved the construction contract. The cost of building the railway was shared equally by the Canton of Zurich , the municipalities and the Nordostbahn.
In the spring of 1864 construction work began, which was divided into five lots. Due to bankruptcy and disputes with construction companies, construction had to be temporarily suspended. In order to ensure the completion according to the concession for May 1865, the NOB stepped in and awarded the construction work on the substructure in piecework .
In Dielsdorf and Bülach, a small locomotive dump was created , while Bülach also received a turntable with an associated emptying pit. The entire single-lane route had only a few engineering structures.
The routes were officially opened on April 30, 1865. A pageant went first from Oerlikon directly to Bülach, then back to Oberglatt and with a hairpin to Dielsdorf.
On May 1, 1865, the company officially started operations. From Dielsdorf and Bülach three pairs of trains ran daily to and from Zurich and from Dielsdorf to Bülach and vice versa. On Sundays, additional trains ran from Bülach via Oberglatt to Dielsdorf and from Dielsdorf via Oberglatt to Zurich. Around 86% of travelers used 3rd class and around 14% used 2nd class.
On January 1, 1877, the BR and its routes were transferred to the Nordostbahn.
Rolling stock
- 4 two-axle tank locomotives from Krauss
- 12 passenger cars
- 30 freight cars
Oerlikon – Bülach railway line
The Oerlikon – Bülach railway line is now used as part of the international connection from Zurich via Bülach and Schaffhausen to Germany by long-distance freight trains and passenger trains. Regional traffic has been organized as part of the Zurich S-Bahn since May 27, 1990 .
Development of the Oerlikon – Bülach railway line
The Oerlikon – Bülach railway had a rail connection to the Winterthur – Koblenz railway operated by the NOB from August 1, 1876 in Bülach. This was significant in so far as the NOB opened the Eglisau – Neuhausen route on June 1, 1897, making the Oerlikon – Bülach section part of the main connection between Zurich HB and Schaffhausen . The NOB and its routes were nationalized on January 1, 1902 and are part of the Swiss Federal Railways (SBB).
Under the SBB, the Oerlikon – Bülach line was electrified as part of the entire line to Schaffhausen. Electrical operation under 15 kV 16⅔ Hz alternating current was started on December 15, 1928.
The expansion to double lane took place in five small sections under the SBB: the Oerlikon – Glattbrugg double lane was put into operation on September 30, 1979, the Niederglatt – Bülach double lane followed on June 1, 1980. This was followed by the Oberglatt – Niederglatt double lane on 25. September 1983, the Glattbrugg – Rümlang section on August 28, 1984, and finally on April 3, 1985 the Rümlang – Oberglatt double lane went into operation; since then the line has been consistently two-lane.
Expansion in the Oberhauserriet
In the mid-1970s, construction work began in Oberhauserriet, which profoundly changed the area over the two and a half kilometers between Oerlikon and Opfikon. Where the single-lane lines Oerlikon – Glattbrugg (from 1865), Oerlikon – Schärenmoos (from 1881) with the associated connecting curves Oerlikon – Seebach (from 1909) and Seebach – Schärenmoos (1877–1909, reactivated 1939) ran, the substation and converter station were built Seebach of the SBB, which supplies the Zurich railway junction with traction current.
The six main tracks of the two new double lanes Oerlikon – Glattbrugg and Oerlikon – Opfikon – Ried (with separate tracks) were arranged around this, as well as the new double lane airport line between Oerlikon and the service station Dorfnest near Kloten . A seventh track was created for freight trains as part of the access system to the Limmattal marshalling yard and replaced the former Seebach – Schärenmoos connecting curve. Instead of the Schärenmoos service station, the Opfikon station was also built on the route to Kloten. Most of the newly created route systems were put into operation on September 30, 1979, the airport route followed on June 1, 1980.
Oberglatt – Dielsdorf railway line
The branch from Oberglatt to Dielsdorf was extended on August 12, 1891 under the NOB as part of the so-called Wehntalbahn to Niederweningen. As the penultimate route of the SBB with commercial passenger traffic, the Wehntalbahn was electrified and electrical operation began on May 28, 1960. In the 1980s, most of the sidings were removed, and since then train encounters on the single-track route can only take place in Dielsdorf. The route is served by regional traffic; since May 27, 1990, only Zurich S-Bahn trains have been running on it .
literature
- Hans G. Wägli: Railway Profile Switzerland 2005 . Diplory Verlag, Grafenried 2004.
- Rainer Siegenthaler: The Bülach – Regensbergerbahn (BR) . In: Railway amateur . No. 10 , 2015, p. 435-441 .
- 3 × 50 years, Swiss railways in the past, present and future. Pharos Publishing House, 1997.