Swiss Southeast Railway (1890)

This article deals with the railway company that existed until 2001. The successor of the same name, created in 2001 through the merger with the Bodensee-Toggenburg-Bahn, is described in Schweizerische Südostbahn (2001) . For the Swiss Southeast Railway, which existed from 1853 to 1857, see United Swiss Railways .

Swiss Southeast Railway (1890-2001)
Shuttle train with BDe 4/4 58 between Biberbrugg and Altmatt
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
Legend 0.00 Rapperswil 409 m above sea level M. Sea dam 4.02 Pfäffikon SZ 412 m above sea level M. -0.09 Waedenswil 408 m above sea level M. 12.33 5.41 Saturdays 629 m above sea level M. 8.28 Schindellegi - Feusisberg 755 m above sea level M. 11:51 18:42 Biberbrugg 829 m above sea level M. 16.65 Einsiedeln 881 m above sea level M. 38.63 Arth-Goldau 510 m above sea level M. Without intermediate stations and without connecting railways.

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

Founder share for CHF 500 of the Swiss Southeast Railway from January 1, 1890

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 .

Five steam locomotives of the Südostbahn in the Saturdayern station, behind the E 3/3 10 and 11.

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

ABe 4/4 5 (formerly CFZe 4/4 12) with a passenger train in Biberbrugg.

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

Steam locomotive Ed 4/5 No. 21

E 3/3 No. 1 Waedensweil

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.

• 

  ABe 4/4 12 (formerly BCFZe 4/4 12) in Biberbrugg

• 

  Baggage rail car De 4/4 (Fe 4/4) 22 in Einsiedeln

• 

  BDe 4/4 81 of the first series in Biberbrugg

• 

  BDe 4/4 86 from the subsequent procurement 1978/1979 in Wädenswil

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.

• 

  The former Re 4/4 III 41 of the SOB as Re 4/4 III 11350 for the SBB

• 

  Re 4/4 IV with advertising painting in Zurich Altstetten

• 

  Ae 476 in Biberbrugg

• 

  NPZ painted on the "new" southeast railway between Altmatt and Biberbrugg

Diesel powered vehicles

Diesel locomotive Am 846 in Saturdayern

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
series	Numbers				total	fusion
Steam locomotives
E 3/3	1- 02	Esslingen	1878	WE	(Ex) 4 00	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 00	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
	42-44		1970	SBB (1983-85)	(Ex) 3 00
Re 446	445-448	SLM / BBC	1982	SBB (1994-96)	(Ex) 4 00	4th		ex SBB Re 4/4 IV 10101-10104
Ae 476	465	LEW (at) STAG	1967	DB (1995)	(Ex) 5 00	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)0 3	1		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)0 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 00	SWS / SAAS / BT	1952	BT (1977) BT (1988)	(Ex) 1 00	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)0 / 1978–1982		(Around)0 4	4th		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 00	2		ex WM BDe 4/4 1–2
Control car
BCt 4 ABt	201 (1989)0 252	SWS	1945		2			Conversion 1960 for BDe 4/4; Conversion 1989 for ABe 4/4
	202 (1974)0 251							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)0 199	SWP / BBC	1966 (um) / 1999	World Cup (1997)	(Ex) 1 00	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)0 261	SWS	1949		1	0
B.	216	SWS	1954		1	0
FROM	206 (1977)0 262	SIG	1956		1	0
B.	217-218		1964-1965		8th
	219		1972
	224-228		1981
BD	231-233		(Um)0 / 1954–1957		(At)0 3	0	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 0271-272	SWS	1950	SBB (1974)	(Ex) 2 00	0	1979,?	ex ABi 37-03 017-018
ABDi	281-282	SWS	1947	SBB (1983)	(Ex) 3 00	0	1992	ex ABDi 81-03 002, 001, 003 (spare parts dispenser)
B 20-03	311-312		1955	SBB (1983)	(Ex) 2 00	0		ex B 311, 302
	313-314			MThB (1987)	(Ex) 2 00	0		ex SBB B 307, 309; ex MThB B 117–118
FROM 39-03	361		1958	SBB (1983)	(Ex) 1 00	0		ex AB 185
	362		1961	MThB (1988)	(Ex) 1 00	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 00	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 00	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 00	2		Revvivo (ex Rigi), ex SBB B 20-33 293, 263
BR 85-35	771		(Um) / 1997		(At) 1 00	1		Revvivo, ex BT B 20-33 102
Shunting locomotives and tractors
On 846	461	Krupp / AEG	1963	(1990)	(Ex) 1 00	1		ex ME 1500 (201 001)
Te 2/2	31	SLM / SAAS	1943		1	1
Tm	32	Young	1958	(1975)	(Ex) 1 00	1		ex Zurich open warehouse
Tm	33	Stadler	1983		1	1
Tm	34	Young	1960	(1984)	(Ex) 1 00	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

Individual evidence

1. ↑ ^{a b c} operating length according to bahndaten.ch
2. ↑ Kaspar Michel: SBB power system with 15,000 V 16  ⅔  Hz . In: Announcements of the historical association of the canton Schwyz . tape 92 , 2000, pp. 173-179 , doi : 10.5169 / seals-168693 .