Swiss Southeast Railway (1890)
Swiss Southeast Railway (1890-2001) | |||||||||||||||||||||||||||||||||||||||||||||||||
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Shuttle train with BDe 4/4 58 between Biberbrugg and Altmatt
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Timetable field : | 670, 672 | ||||||||||||||||||||||||||||||||||||||||||||||||
Route length: | 49,201 km | ||||||||||||||||||||||||||||||||||||||||||||||||
Gauge : | 1435 mm ( standard gauge ) | ||||||||||||||||||||||||||||||||||||||||||||||||
Power system : | 15 kV 16.7 Hz ~ | ||||||||||||||||||||||||||||||||||||||||||||||||
Maximum slope : | 50 ‰ | ||||||||||||||||||||||||||||||||||||||||||||||||
Minimum radius : | 150 m | ||||||||||||||||||||||||||||||||||||||||||||||||
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The Swiss Southeast Railway ( SOB ) was a railway company in central Switzerland with its headquarters in Wädenswil . It was created in 1890 through the merger of the Wädenswil-Einsiedeln Railway and the Lake Zurich – Gotthard Railway and operated the standard-gauge adhesion lines Rapperswil - Arth-Goldau and Wädenswil– Einsiedeln . In 2001 it merged with the Bodensee-Toggenburg Railway to form the "new" Swiss Southeast Railway . The "new" Südostbahn is known as the southern network.
history
Predecessor railways and construction
In order to develop the pilgrimage destination Einsiedeln, the Wädenswil-Einsiedeln Railway (WE) opened the Wädenswil – Einsiedeln line in 1877 . Although the Uetlibergbahn hesitation overcame 70-thousandth slopes since 1875, they wanted to because of the expected large pilgrim traffic using the Walzenradsystems Wetli increase the tension. A serious accident occurred during the trial operation and the runway was operated as a normal adhesive runway. The company was not run by the company itself, but was handed over to the Swiss Northeast Railway (NOB) with an operating contract .
In 1878, the Lake Zurich – Gotthard Railway (ZGB) opened the railway line across the newly built dam from Rapperswil to Pfäffikon SZ . The operation was transferred to the United Swiss Railways , a competitor of the NOB. The continuation of the ZGB was intended to establish a connection to the Gotthard Railway, which was still under construction at the time . When an initiative committee tried to get a Pfäffikon – Arth-Goldau concession, the ZGB sold the terrain surveys that had already been made. Finally, on August 12, 1889, the initiative committee for the construction of the railway from Biberbrugg to Arth-Goldau , the ZGB, the WE and an initiative committee for the connecting line from Pfäffikon to Saturdayern signed a merger agreement, so that on January 1, 1890 the two railways became the property the newly founded Schweizerische Südostbahn (SOB), which also took over the operation. On August 8, 1891, the SOB was able to open the Pfäffikon – Saturdayern and Biberbrugg – Arth-Goldau line , which enabled Rapperswil to connect to the Gotthard Railway.
Until the electrification , the SOB remained operationally fairly closed, apart from pilgrim and winter sports trains , some of which were carried by SBB steam locomotives.
Electrical operation
The first studies for the conversion to electrical operation were carried out as early as 1918, because steam operation became more and more expensive due to the rise in coal prices during the First World War and the railway slipped into the red. Even then, the decision was made to use the SBB electricity system with 15,000 V 16 ⅔ Hz . The current should for the south ramp from Kraftwerk Amsteg on the substation stones are supplied, for the supply of the north ramp that was yet to be built Etzel work provided. However, the project initially failed due to the financing, which could not be secured until 1938. Immediately afterwards the construction of the contact lines and the locomotives began . The network was electrified within just ten months and electrical operations began when the timetable changed on May 15, 1939. Because the eight CFZe 4/4 and BCFZe 4/4 railcars that had been ordered had not yet been delivered, the SOB had to use electric railcars from the SBB and the Bodensee-Toggenburg Railway (BT).
Since the start of electrical operation, the Südostbahn has been working with BT and SBB. There were direct trains running from St. Gallen to Arth-Goldau, some of which were extended to Lucerne from 1945 and some of them had a dining car. This gave birth to the direct route between Northeast Switzerland and Central Switzerland, whose trains are now known as the Voralpen-Express . For the commuter trains from Einsiedeln – Wädenswil – Zurich Altstetten ("Gipfeli-Express") that run on weekdays , the SOB provided the locomotive, engine driver and the buffet car .
For the many special trips often had to because of the steep gradients with SOB locomotives sliding or preload service be made. The winter sports and pilgrimage trains, which were transported with up to four locomotives, were impressive.
Merger with the Bodensee-Toggenburg Railway
In order to improve the starting position in the emerging competition in public transport, talks were held with BT in 2002 about a collaboration that would result in the retroactive merger on January 1, 2001 to create the “new” Swiss Southeast Railway (SOB) based in St. Gallen ended. The two workshops in Saturdayern and Herisau were preserved.
Route network
The Pfäffikon SZ – Arth-Goldau line was the only line built by the Südostbahn. The following sections were taken over from the two predecessor companies.
Route section | opening | built by | Property length | Operating length |
---|---|---|---|---|
Wädenswil – Saturdayern – Einsiedeln – Einsiedeln | 05/01/1877 | WE | 16.413 km | 16.624 km |
Rapperswil – Pfäffikon SZ | 08/27/1878 | Civil Code | 3.510 km | 3.978 km |
Pfäffikon SZ – Saturdayern and Biberbrugg – Arth-Goldau | 08/08/1891 | SOB | 27.375 km | 28.599 km |
Total | 47.298 km | 49,201 km |
On April 28, 1992, the Saturdayern - Schindellegi - Feusisberg double track was put into operation.
Since the merger with the Bodensee-Toggenburg-Bahn, whose route can only be reached via the SBB Rapperswil –Wattwil route, the network of the “old” southeast railway has been called the southern network .
Rolling stock
The steep ramps of the Südostbahn with a gradient of 50 ‰ require powerful locomotives.
Steam locomotives
The Südostbahn took over four E 3/3 machines from the WE , which came from Maschinenfabrik Esslingen . Seven structurally identical locomotives were delivered by the SLM to the SOB in 1891 . In 1910, SLM delivered two superheated steam twin machines specially designed for the operating conditions of the SOB, the Ed 4/5 No. 21 and 22.
Electric traction vehicles
On the occasion of the electrification, the Südostbahn acquired eight CFZe 4/4 and BCFZe 4/4 multiple units with an output of 1000 hp . Since 1943, the Te 2/2 31 was available to guide the connecting trains on the flat section of Biberbrugg – Einsiedeln . In 1944 the SOB took over two luggage railcars from the SBB and designated them as Fe 4/4 21-22.
Over time, the Südostbahn was able to procure more and more powerful railcars. In 1949 the loner BDe 4/4 62 came into operation, which had an output of 1600 hp. The railcar was sold to the Steiermärkische Landesbahnen (STLB) in 1967 as the ET 13 . It served as a model for the Be 4/4 761–763 of the BLS Group with 2000 hp, from which the ABe 4/4 71 with an output of 2140 hp was further developed. This vehicle, which was put into operation in 1959, is in turn a prototype for the high-performance BDe 4/4 multiple units with 2860 hp, of which the SOB procured the numbers 81-87 from 1959 to 1979.
The increasingly heavy trains made it necessary to purchase high-performance locomotives . The Re 4/4 41, which was delivered in 1966, has a changed gear ratio compared to its sister machines Re 4/4 II of the SBB to increase the tractive effort. 1983 to 1985 the SOB took over three same used Re 4/4 III from the SBB and gave them the numbers 42-44. From 1994 to 1996 the Südostbahn exchanged its four Re 4/4 III for the four prototype locomotives Re 4/4 IV of the SBB , which they designated as Re 446 445–448 and used mainly in the Voralpen-Express.
In 1993/1994, the Südostbahn imported 20 locomotives of the E 42 series together with the Lokoop and converted them for use in Switzerland. The SOB locomotive was given the designation Ae 476 012.
The precarious lack of vehicles made the procurement of four two-part NPZ trains necessary, which correspond to the replica series of the SBB and were delivered in 1995 as RBDe 566 400-403.
Diesel powered vehicles
To deal with extensive superstructure renovation work in 1990 procured the SOB used a powerful diesel locomotive, revised them and referred to them as the 846 461st
Overview table
model series | Manufacturer | Construction year | origin | number of pieces | Discarded | Remarks | |||
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series | Numbers | total | fusion | ||||||
Steam locomotives | |||||||||
E 3/3 | 1- | 2Esslingen | 1878 | WE | (Ex) 4 | 0 | 1940-1954 | ||
3 | 1880 | ||||||||
4th | 1887 | ||||||||
5-11 | SLM | 1891 | 7th | 0 | |||||
Ed 4/5 | 21-22 | SLM | 1910 | 2 | 0 | ||||
Electric locomotives | |||||||||
Fe 4/4 De 4/4 |
21st |
SLM / SIG / BBC / MFO / SAAS |
1940/1944 | SBB (1944) | (Ex) 2 | 0 | 1994 | ex SBB RFe 4/4 603; of Classic Rail sold | |
22nd | 1995 | ex SBB RFe 4/4 602; Canceled in 1997 | |||||||
Re 4/4 | 41 |
SLM / BBC / MFO / SAAS |
1966 | 1 | 0 | 1994-1996 | exchanged for Re 446 with SBB; 42–44: ex SBB Re 4/4 III 11351–11353 |
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42-44 | 1970 | SBB (1983-85) | (Ex) 3 | ||||||
Re 446 | 445-448 | SLM / BBC | 1982 | SBB (1994-96) | (Ex) 4 | 4th | ex SBB Re 4/4 IV 10101-10104 | ||
Ae 476 | 465 |
LEW (at) STAG |
1967 | DB (1995) | (Ex) 5 | 1 | 1996 | ex DB 142 103; at LAG sold | |
466-467 | 1971 | DB (1995) | 1996 | ex DB 142 197, 199; at LAG sold | |||||
468 | 1965 | DB (1994) | ex DB 142 042 | ||||||
469 | 1976 | DB (1995) | 1996 | ex DB 142 272; at LAG sold | |||||
Railcar | |||||||||
BCFZe 4/4 ABe 4/4 |
1 |
SLM / SIG or SWS / BBC / MFO / SAAS |
1940 | 4th | 1 | ? (Around) | Conversion to ABe 4/4 14 | ||
2 | ? (Around) | Conversion to ABe 4/4 13 | |||||||
3 | |||||||||
4th | 1976 | Conversion to ABe 4/4 11 | |||||||
CFZe 4/4 ABe 4/4 |
11 |
SLM / SIG or SWS / BBC / MFO / SAAS |
1939 | 4th | 0 | 1959 (around) | Conversion to BCFZe 4/4 7 | ||
12 | 1946 (around) | Accident, conversion to BCFZe 4/4 5 | |||||||
13 | 1958 | sold to STB (106) | |||||||
14th | 1940 | 1953 (around) | Conversion to BCFZe 4/4 6 | ||||||
BCFZe 4/4 ABe 4/4 |
5 |
SLM / SIG or SWS / BBC / MFO / SAAS |
1939/1947 | (At) | 31 | ex CFZe 4/4 12 | |||
6th | 1940/1953 | ? (Around) | ex CFZe 4/4 14; Conversion to ABe 4/4 12 III | ||||||
7th | 1939/1959 | 1964 | ex CFZe 4/4 11; sold to STB (107) | ||||||
BDe 4/4 | 62 | 1949 | 1 | 0 | 1967 | sold to StLB (ET 13) | |||
ABe 4/4 | 71 (1979) 80 |
SIG / BBC | 1959 (Um) / 1979 |
1 | 1 | Conversion to BDe 4/4 80 (1979) | |||
BDe 4/4 | 81 | SIG / BBC | 1959 | 7th | 7th | "High-performance railcars" | |||
82 | 1966 | ||||||||
83-87 | 1978-1979 | ||||||||
ABDe 2/4 | (BT) 44 (1988) 9 |
SWS / SAAS / BT | 1952 |
BT (1977) BT (1988) |
(Ex) 1 | 0 | 1996 | BT BCFe 2/4 44, rented from 1977, bought in 1988 | |
ABe 4/4 | 11 II |
SLM / SIG or SWS / BBC / MFO / SAAS / FFA / RhB |
1940 (Um) / 1978–1982 |
(Around) | 44th | ex ABe 4/4 4 | |||
12 III | ex ABe 4/4 6 | ||||||||
13 II | ex ABe 4/4 2 | ||||||||
14 II | ex ABe 4/4 1 | ||||||||
RBDe 566 | 400-403 | SWG / SIG / FIG | 1995 | 4th | 4th | « SBB-NPZ » Series 4 | |||
BDe 576 | 490-491 |
SIG / SWS SAAS / BBC / MFO |
1966 | World Cup (1997) | (Ex) 2 | 2 | ex WM BDe 4/4 1–2 | ||
Control car | |||||||||
BCt 4 ABt |
201 (1989) 252 |
SWS | 1945 | 2 | Conversion 1960 for BDe 4/4; Conversion 1989 for ABe 4/4 | ||||
202 (1974) 251 |
Conversion in 1966 to Bt 204; Conversion 1989 for ABe 4/4 | ||||||||
ABt | 202 II | 1966 | 7th | ||||||
203 | 1972 | ||||||||
204-208 | 1978-1979 | ||||||||
BDt | 291-292 | (Um) / 1984 | 2 | 2 | Conversion from BT BD | ||||
ABt 39-35 | 900-903 | SWG / SIG / FIG | 1995 | 4th | 4th | to SBB-NPZ | |||
Bt BDt |
975 (1997) 199 |
SWP / BBC | 1966 (um) / 1999 |
World Cup (1997) | (Ex) 1 | 1 | ex WM Bt 11 ( EW I ) | ||
Passenger cars | |||||||||
C 4 | 211-212 | 1942 | 2 | 0 | 1974 | Conversion from SBB three-axle car | |||
BCF 4 | 221-223 | 1943-1944 | 3 | 0 | 1954-1957 | Conversion from SBB three-axle car; Conversion to BD 231–233 | |||
C 4 | 213-214 | SWS | 1946 | 3 | 0 | 1999 | |||
215 | 1948 | ||||||||
BC 4 AB |
205 (1977) 261 |
SWS | 1949 | 1 | 0 | ||||
B. | 216 | SWS | 1954 | 1 | 0 | ||||
FROM | 206 (1977) 262 |
SIG | 1956 | 1 | 0 | ||||
B. | 217-218 | 1964-1965 | 8th | ||||||
219 | 1972 | ||||||||
224-228 | 1981 | ||||||||
BD | 231-233 |
(Um) 1954–1957 |
/ (At) | 30 | 1980-1983 | ex BCF 221-223; Conversion to X 812–814 | |||
Cr 4 | 241 | SWS | 1956 | 1 | 0 | ? | at CSG sold | ||
Br | 242 | 1972 | 1 | 1 | |||||
ABi | 207-208 271-272 |
SWS | 1950 | SBB (1974) | (Ex) 2 | 0 | 1979,? | ex ABi 37-03 017-018 | |
ABDi | 281-282 | SWS | 1947 | SBB (1983) | (Ex) 3 | 0 | 1992 | ex ABDi 81-03 002, 001, 003 (spare parts dispenser) | |
B 20-03 | 311-312 | 1955 | SBB (1983) | (Ex) 2 | 0 | ex B 311, 302 | |||
313-314 | MThB (1987) | (Ex) 2 | 0 | ex SBB B 307, 309; ex MThB B 117–118 | |||||
FROM 39-03 | 361 | 1958 | SBB (1983) | (Ex) 1 | 0 | ex AB 185 | |||
362 | 1961 | MThB (1988) | (Ex) 1 | 0 | ex SBB AB 117; ex MThB AB 152 | ||||
A. | 120 | 1991 | 1 | 0 | 2000 | sold to SBB | |||
B. | 250-252 | 1991 | 3 | 0 | 2000 | sold to SBB | |||
A 18-35 | 520-521 | (Um) / 1997 | (At) 3 | 3 | Revvivo, ex SBB B 20-33 236, 281 | ||||
522 | (Um) / 1999 | Revvivo, ex SBB B 20-33 332 | |||||||
B 20-35 | 800-803 | (Um) / 1997 | (Around) 6 | 6th | Revvivo, ex SBB B 20-33 101, 100, 187, 201 | ||||
804-805 | (Around) / 2000 | Revvivo, ex SBB B 20-34 187, 176 | |||||||
B 20-35 | 808-809 | 1960/1998 | (At) 2 | 2 | Revvivo (ex Rigi), ex SBB B 20-33 293, 263 | ||||
BR 85-35 | 771 | (Um) / 1997 | (At) 1 | 1 | Revvivo, ex BT B 20-33 102 | ||||
Shunting locomotives and tractors | |||||||||
On 846 | 461 | Krupp / AEG | 1963 | (1990) | (Ex) 1 | 1 | ex ME 1500 (201 001) | ||
Te 2/2 | 31 | SLM / SAAS | 1943 | 1 | 1 | ||||
Tm | 32 | Young | 1958 | (1975) | (Ex) 1 | 1 | ex Zurich open warehouse | ||
Tm | 33 | Stadler | 1983 | 1 | 1 | ||||
Tm | 34 | Young | 1960 | (1984) | (Ex) 1 | 1 | ex DB Köf 6742 | ||
Ub = takeover from outside stock (used vehicle); Um = conversion from our own stock |
literature
- G. Oswald and K. Micher: The southeast railway, history of a private railway. Orell Füssli Publishing House. Zurich 1991. ISBN 3-280-02048-4 .
- Hans G. Wägli: Swiss rail network and Swiss rail profile CH + . AS Verlag, Zurich 2010, ISBN 978-3-909111-74-9 .
- Thomas Frey and Hans-Ulrich Schiedt: bahndaten.ch, data on the Swiss railways 1847–1920. Via Storia, Center for Transport History at the University of Bern, accessed on December 1, 2016. Sections of the Südostbahn , Wädenswil – Einsiedeln and Lake Zurich – Gotthard Railway