Chemins de fer Martigny-Orsières
| Chemin de fer Martigny-Orsières | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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 Railcar ABDe 4/4 6 in Martigny
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| Timetable field : | 133, 134 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Route length: | 25.44 km | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Gauge : | 1435 mm ( standard gauge ) | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Power system : | until 1949: 8 kV 15 Hz ~ since then: 15 kV 16.7 Hz ~ |
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| Maximum slope : | 40 ‰ | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Minimum radius : | 175 m | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Martigny – Orsières (timetable field 133) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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The Chemin de fer Martigny-Orsières ( MO ) was a railway company in the canton of Valais in Switzerland . In 2000 it merged with Chemin de fer Martigny-Châtelard (MC) to form Transports de Martigny et Régions (TMR), which covers the 19 km MO route from Martigny via Sembrancher to Orsières in Val d'Entremont and the 6 km long Operate the branch line from Sembrancher to Le Châble in the Val de Bagnes .
history
In 1906 the MO received the concession to build a standard-gauge railway line from Martigny to Orsières. The railway company owed its establishment to foreign initiatives. British Aluminum Ltd. planned the construction of an aluminum plant in Orsières. The groundbreaking ceremony took place on July 23, 1907, and operations began on September 1, 1910. Since the start of operations, the railway was electrified with 8000 V 15 Hz alternating current . Because neither the aluminum works nor the planned connection to the Aosta Valley came about, traffic remained modest. The MO was one of the first railway companies to supplement its activities with a bus service. The railway became public property .
On March 4, 1949, the changeover was made to the SBB - current system 15,000 V 16 Hz ⅔ This could also. Locomotives SBB on the MO are used. On August 5, 1953, the branch line from Sembrancher to Le Châble was opened. It was used to build the Mauvoisin power station. The cement trains were carried by SBB locomotives.
Originally, freight traffic dominated operations on the MO. Since the 1970s, the emerging tourism has ensured increased passenger traffic.
On September 1, 1984, two trains collided head- on near Martigny-Bourg with the ABDe 4/4 6 and 8. The platoon leader gave the direction Orsières moving train despite closed Ausfahrsignal the down command. The driver and five passengers were dead on the spot, 24 people were injured. The two railcars could be rebuilt. The destroyed Bt 31 control car was replaced by an identical vehicle from the Régional du Val-de-Travers (RVT).
On January 1, 2000, MO merged with Chemin de fer Martigny-Châtelard to form Transports de Martigny et Régions (TMR).
Rolling stock
To commence operations, MO procured two BCFe 4/4 1–2 passenger railcars and two CFe 4/4 11–12 baggage railcars with folding seats for passenger transport. All four vehicles had the same electrical equipment with Déri repulsion motors . In 1949 with the conversion of the electricity system, the railcars were fundamentally rebuilt. The BCFe 4/4 3–4 passenger railcars emerged from the two luggage railcars.
In 1955, the fleet of railcars was expanded with the ABDe 4/4 5. Between 1962 and 1965 the vehicle fleet was comprehensively renewed. The MO procured three ABDe 4/4 6–8 EAV multiple units , three associated Bt 31–33 control cars and two standard passenger cars . In 1983 a fourth, identical railcar was taken over by the Régional du Val-de-Travers (RVT) and added to the rail vehicle fleet as ABDe 4/4 9. The EAV railcars were later given the designation ABDe 537 506-509.
Since 2002, the NINA RABe 527 511-513 railcars already procured by the successor company TMR have been in use on the MO routes.
| model series | Manufacturer | Construction year | origin | number of pieces | Discarded | Remarks | |||
|---|---|---|---|---|---|---|---|---|---|
| series | Numbers | total | today | ||||||
| Railcar | |||||||||
| BCFe 4/4 | 1-2 | SWS / BBC | 1910/1949 | 2 | 0 | 1966-1967 | to RVT and CJ sold | ||
| BCFe 4/4 | 3-4 | SWS / BBC | 1910/1949 | 2 | 0 | 1982-1990 | ex CFe 4/4 11-12; No. 4 at CJ issued | ||
| ABDe 4/4 | 5 | ACMV / BBC | 1955 | 1 | 0 | 2002 | at railway museum Kallnach sold | ||
| ABDe 4/4 | 6-8 |
SIG / SWS SAAS / BBC / MFO |
1965 | 3 | 2 | EAV railcars | |||
| 9 | 1965 | RVT (1983) | (Ex) 1 | 1 | 2014 (defect) | EAV railcars; ex RVT 103 | |||
| RABe 527 | 511-513 | BT / Alstom | 2002-2003 | 3 | 0 | 2009 | Nina; of RA sold | ||
| 514 | BLS (2012) | (Ex) 1 | 0 | 2012 | Nina; directly resold to RA | ||||
| Control car | |||||||||
| Bt | 31 | SWP | 1965 | 3 | 0 | 1984 | EAV ( EW I ); accident | ||
| 32-33 | 2014 | EAV ( EW I ); handed over to DSF | |||||||
| Bt | 31 II | 1964 | RVT (1985) | (Ex) 1 | 0 | 2014 | ex RVT 201; handed over to DSF | ||
| Passenger cars | |||||||||
| BCF | 21-22 | SWS | 1910 | 2 | 0 | 1965-1966 | |||
| B. | 41 | 1962 | 2 | 0 | 2000 | EW I ; at TPF sold | |||
| 42 | 1963 | 2005 | EW I ; at CSG sold | ||||||
| Tractors | |||||||||
| Tm | 11 | SLM /? | 1928 | Sersa (1953) | (Ex) 1 | 0 | 1990 | ex SBB Em 2/2 101, PTT 2; Canceled in 1994 | |
| Tm | 12 | SBB (1965) | (Ex) 1 | 0 | 1982 | ex SBB Tm 531; sold to private individuals | |||
| Tm 237 | 554 | RACO /? | 1995 | STAG (2005) | (Ex) 1 | 1 | Prototype «Ant», Winpro factory locomotive | ||
| Ub = takeover from outside stock (used vehicle); Um = conversion from our own stock | |||||||||
Passenger railcar BCFe 4/4 1
Baggage rail car CFe 4/4 11
Shuttle train with ABDe 4/4
Standard car B 52
business
The hourly "Saint-Bernard Express" takes 26 minutes to travel from Martigny to Le Châble, from where you can reach Verbier by post bus or cable car .
In Sembrancher, a second composition conveys slender connections to Orsières. From there, TMR bus routes continue to Champex-Lac , Val Ferret or the Great St. Bernard .
literature
- Hans G. Wägli: Swiss rail network, Réseau ferré suisse . 3rd updated and revised edition. AS-Verlag, Zurich 2010, ISBN 978-3-909111-74-9 .
- Peter Willen: Locomotives in Switzerland . Standard gauge locomotives. 2nd Edition. tape 1 . Orell Füssli, Zurich 1972.
References and comments
- ^ British Aluminum in Wikipedia
- ↑ Une erhur humaine serait à l'origine de la catastrophe ferroviaire de Martigny. (Le Temps - archives historiques) (No longer available online.) Journal de Genève, Geneva, September 3, 1984, p. 11 , archived from the original on December 2, 2013 ; Retrieved November 15, 2013 (French). Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. with photo
- ^ Epilogue judiciare de la catastrophe du Martigny-Orsièeres. (Le Temps - archives historiques) (No longer available online.) Journal de Genève, Geneva, October 18, 1985, p. 13 , archived from the original on December 2, 2013 ; Retrieved November 15, 2013 (French). Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ^ Association of Rolling Material Directory Switzerland (publisher): Rolling material directory of the Swiss private railways .
Web links
- G. Huldschiner: The electric train Martigny-Orsières. (PDF 3.3 MB) Schweizerische Bauzeitung, Volume 57 (1911), Issue 16, pp. 215–220 , accessed on December 9, 2013 .
- G. Huldschiner: The electric train Martigny-Orsières. (PDF 3.1 MB) Conclusion. Schweizerische Bauzeitung, Volume 57 (1911), Issue 17, pp. 227–232 , accessed on December 9, 2013 .
- Welcome to the TMR. Transports de Martigny et Régions website. Retrieved December 9, 2013 .