Bern-Lötschberg-Simplon-Bahn

Bern-Lötschberg-Simplon-Bahn
	BLS Re 4/4 class on the Lötschberg ramp
Overview
Dates of operation	1913–2006
Predecessor	Lake Thun railway; Bern–Neuchâtel railway; Gürbetal–Bern–Schwarzenburg railway; Spiez–Erlenbach-Zweisimmen railway
Successor	BLS AG
Technical
Track gauge	1,435 mm (4 ft 8+1⁄2 in) standard gauge
Electrification	15 kV, 16⅔ Hz, AC

The Bern-Lötschberg-Simplon-Bahn (BLS), known between 1997 and 2006 as the BLS Lötschbergbahn, was a Swiss railway company. In 2006 the company merged with Regionalverkehr Mittelland AG to form a new company called BLS AG.

BLS owned the largest standard gauge network on the Swiss Railway system apart from the Swiss Federal Railways. The railway had not been built at the time that the Federal government took control of the five big Swiss standard gauge railway companies in 1902 and so it led a separate existence, being considered the largest of the Swiss "private" railways, although the majority of its capital was owned by the cantonal government of Bern, with the Confederation holding about one fifth.

History

Origins

Share of the Bern-Lötschberg-Simplon-Bahn, issued 27 July 1906

With the opening of the Gotthard line in 1882 the canton of Bern became separated from the main north–south route. The administration, not being happy with the situation, made full use of its federal rights to build its own line but it could not rely on financial aid from the Swiss Confederation, the authorities being vehemently opposed to any rival transit route. Bern had to look elsewhere to raise the necessary funds and these were to come from an unexpected source. In 1871, due to the Franco-Prussian War, France had surrendered Alsace-Lorraine to Germany. As part of this annexation, the French-Swiss border crossing at Basel was lost.

Because of this, business circles in Paris were interested in co-financing a viable international transit route through Switzerland. Several alternative routes via Frutigen–Lötschberg were proposed but eventually, the Pro-Lötschberg Initiative Committee won the day. The Bern-Lötschberg-Simplon-Bahn was founded on 27 July 1906 and within a few months construction work commenced.

The Lötschberg tunnel

Car transport service (Kandersteg)

Possibly because of French finance the construction of the "Mountain Route" the 58 km Frutigen–Brig line, was assigned to a French construction consortium, the major civil engineering work on the section being 13.7 km (8.5 mi) single-track Lötschberg Tunnel. Construction began on 15 October 1906 but within months the Swiss federal authorities ordered the BLS to enlarge the tunnel to double track and to profile its access ramps to suit. Money was not forthcoming for the provision of a double track line throughout and only the Lötschberg Tunnel itself was constructed in this way. Due to an accident on 24 July 1908 in which rock, washed with alpine waters, collapsed into the tunnel gallery killing 25 Italian miners, construction work was halted for six months before the gallery was sealed and plans made to bypass the site. The plan was to construct three curves inside the mountain and extending the length of the tunnel to 14.612 km (9.079 mi). The breakthrough was finally made on 31 March 1911. With the completion of the access ramps, the other civil engineering works on the line, 33 tunnels, 3 avalanche galleries and 22 bridges, together with the provision of electrical support masts, power stations, sub-stations, etc., the line, powered at 15,000 volts, alternating current, 16⅔ Hz was officially opened on 19 June 1913.

Take overs and wartime changes

A Be 5/7 electrical locomotive developed for BLS, 1915.

In 1913 the BLS made a successful takeover of the Lake Thun railway (TSB) (Thun/Scherzligen–Interlaken–Bönigen), and became the operating company for three other companies in the area, the Bern–Neuchâtel railway (BN), the Gürbetal–Bern–Schwarzenburg railway (GBS) and the Spiez–Erlenbach-Zweisimmen railway (SEZ) adding some 130 km (80.8 mi) to its system. The BLS/TSB merger meant that the Lötschbergbahn also became the proprietor of the shipping company on Lake Thun and Lake Brienz.

In 1915, to shorten the distance through the Jura Mountains, to the French border, the company inaugurated the Grenchenberg line between Moutier and Lengnau, which included the 8.5 km (5.3 mi) Grenchenberg Tunnel.

Following World War I, in 1919, Alsace-Lorraine was returned to France under the Treaty of Versailles, and Basel was restored as a border crossing between France and Switzerland. As a consequence, the importance of Delle as a border crossing point into France became less. Transit traffic was more and more routed via Basel/Saint-Louis. Freight traffic between Germany and Italy, which could be routed via the Lötschberg line meant that the company was able to offset the loss of transit via Delle.

Double-track and piggyback

Problems with the operation of a single line railway were being seriously felt in the 1960s, but it was not until 1976 that the Federal Council gave their approval to loan of CHF 620,000,000 to upgrade the line to double track, the work to be carried in several stages, commencing the following year. The line, entirely double-track, was officially inaugurated on 8 May 1992.

At the end of 1993, the Swiss Confederation commissioned the BLS to provide a "piggyback" corridor along its line for road vehicles with a width of 2.5 m (98.4 in) and a corner height of 4 m (13 ft 1.5 in). The construction work began in January 1994 and the opening was delayed, due to geological problems on the southern side of the Simplon, until 11 June 2001. Since opening, the "rolling highway", the transportation of trucks by rail from Germany to Italy via Lötschberg, has made a considerable contribution towards transferring transit traffic from road to rail.

In 1994 the BLS moved 9.2 million passengers.

Politics and railways

The economic, political and legal operating environment for European railways changed to such an extent towards the end of the 20th century that restructuring amongst railway operators became inevitable. Liberalisation and competition also started to make an impact on railways. (Using EU legislation Britain's railway network can probably show best and worst what happened with its divisions and fragmentation). Although not bound by EU directives Switzerland is surrounded by EU countries and as details arrived from Brussels notice was taken of happenings elsewhere. The BLS Lötschbergbahn reacted early and realigned itself strategically. On 1 January 1997, the jointly-operated BN, GBS and SEZ railways merged with BLS to form BLS Lötschbergbahn AG. The organisation was also changed, the company being now based around the three profit-focused core business of infrastructure, passenger traffic and cargo.

The south side of the Lötschberg Base Tunnel

On 15 May 2001, in order to secure their future, the BLS and SBB agreed on a new task-sharing arrangement. This was largely implemented as part of the timetable changes made on 12 December 2004 when the BLS took over the running of the SBB's S-Bahn lines and with it, system responsibility for Bern's S-Bahn network, the second largest in the country. This was accompanied by the transfer of long-distance railway operations from the BLS to the SBB. Within the cargo sector the SBB assumed overall control for full-load traffic in Switzerland. Transit and block train traffic has been subject to competition since the signing of the 2001 agreement. The SBB became responsible for rail network management across Switzerland.

On 27 September 1992, the Swiss people voted with an overwhelming majority in favour of the NRLA project. In voting "Yes" the Swiss people gave their approval for the construction of two transverse routes through the Alps, one at the Gotthard, the other at the Lötschberg. The original NRLA Lötschberg project provided for two single bore tunnels between Frutigen and the Rhône valley, a distance of 41 km (25.5 mi). For financial reasons the tunnel length was shortened to 34.6 km (21.5 mi), and the greater part of one of the bores was only constructed as a shell. The new base line was inaugurated on 15 June 2007 and full standard traffic started with the new timetable on 9 December 2007. In full operation trains are able to travel through the Lötschberg Base Tunnel at speeds of 160–200 km/h (99.4–124.3 mph). Since the completion of NRLA and the opening of the new Lötschberg Base Tunnel, the BLS is responsible for the operation of train services along the entire Lötschberg–Simplon route.

BLS RABe 535 on the southern Lötschberg ramp between Lalden and Brig.

Creation of BLS AG

A BLS train at a low-lying platform

In June 2006, following their respective Annual General Meetings and with the approval of the shareholders, the Regionalverkehr Mittelland AG and the BLS Lötschbergbahn AG were merged to form BLS AG. The new undertaking belongs to the canton of Bern (55.8%), the Swiss Confederation (21.7%), and further cantons and private persons (22.5%). The BLS AG was actually founded on 24 April 2006, when the cantons of Bern, Lucerne, Solothurn, Valais, and Neuchâtel exchanged their BLS and RM shares for BLS AG ones.

As a result of the fusion of the companies, the BLS AG became the second-biggest operation on Swiss standard-gauge railways after the Swiss Federal Railways. The BLS AG operates regional traffic in an area that lies between Lake Neuchâtel and Lake Lucerne and the Jura Mountains and the Simplon Massif. It is also responsible for operating most routes of the Bern S-Bahn, together with some of those of the Lucerne S-Bahn.

Route

ETR 610 train on the Lötschberg line

The directly owned main line of the Bern-Lötschberg-Simplon-Bahn ran from Thun, where it connected with the Swiss Federal Railways through Spiez and the Lötschberg Tunnel to Brig, where it connects with the Swiss Federal Railways owned Simplon Tunnel to Italy. The route between Thun and Spiez formed part of Lake Thun line, which also serves a terminus at Interlaken, whilst from Spiez to Brig the Lötschberg line was used.

This classic main line formed part of a longer route, from the border with France and Germany through the Simplon Tunnel to the border with Italy and Milan. As part of one variant of this route, the BLS also owned and built the Grenchenberg line between Moutier and Lengnau, which included the 8.5 km (5.3 mi) Grenchenberg tunnel, and shortened the distance between the French border at Delle and Bern. However most of this longer route was always operated by other railway companies.

Besides the lines mentioned above, the BLS also operated several other independently owned operating companies in the canton of Bern, including the Bern–Neuchâtel railway (BN), the Gürbetal–Bern–Schwarzenburg railway (GBS) and the Spiez–Erlenbach-Zweisimmen railway (SEZ). In 1997, the ownership of these lines was taken over by the BLS.

Between 2004 and 2006, when it was subsumed into the BLS AG, the company also operated extensive commuter services as part of the Bern S-Bahn network. The BLS network operated trains over 245 km (152.2 mi) of standard gauge track, but the BLS actually owned only 115 km (71.5 mi). The whole network was electrified at 15 kV 16⅔ Hz.

Locomotives and multiple units

The Bern-Lötschberg-Simplon-Bahn operated the following locomotives and multiple units.

Class Re 4/4 (Re 425)

BLS No.	Name	Builders details	SLM No.	Built	Equipmt	Date /Notes.
161	Domodossola	SLM/BBC/MFO/SAAS	4452	1964		Thyristor test unit 1968–1976
162	Court	SLM/BBC/MFO/SAAS	4453	1965
163	Grechen	SLM/BBC/MFO/SAAS	4635	1966
164	Lengnau	SLM/BBC/MFO/SAAS	4636	1966
165	Moutier	SLM/BBC/MFO/SAAS	4637	1966
166	Aeschi	SLM/BBC/MFO/SAAS	4804	1969
167	Ausserberg	SLM/BBC/MFO/SAAS	4805	1969
168	Baltschieder	SLM/BBC/MFO/SAAS	4806	1969
169	Bönigen	SLM/BBC/MFO/SAAS	4872	1970
170	Brig-Glis	SLM/BBC/MFO/SAAS	4873	1970	ETCS
171	Därligen	SLM/BBC/MFO/SAAS	4874	1970	ETCS
172	Eggerberg	SLM/BBC/MFO/SAAS	4875	1970	ETCS
173	Lötschental	SLM/BBC/MFO/SAAS	4876	1970	ETCS
174	Frutigen	SLM/BBC/MFO/SAAS	4894	1972	ETCS
175	Gampel	SLM/BBC/MFO/SAAS	4895	1972	ETCS
176	Hohtenn	SLM/BBC/MFO/SAAS	4896	1972	ETCS
177	Zweisimmen	SLM/BBC/MFO/SAAS	4897	1973	ETCS	ex-SEZ
178	Schwarzenburg	SLM/BBC/MFO/SAAS	4898	1973	ETCS	ex-GBS
179	Bern	SLM/BBC/MFO/SAAS	4899	1973	ETCS	ex-BN
180	Ville de Neuchâtel	SLM/BBC/MFO/SAAS	4900	1973	ETCS	ex-BN
181	Interlaken	SLM/BBC/MFO/SAAS	5037	1974	ETCS
182	Kandergrund	SLM/BBC/MFO/SAAS	5038	1974	ETCS
183	Kandersteg	SLM/BBC/MFO/SAAS	5039 5153	1974 1979	ETCS	second carbody after avalanche
184	Krattigen	SLM/BBC/MFO/SAAS	5040	1975	ETCS
185	Lalden	SLM/BBC/MFO/SAAS	5041	1975	ETCS
186	Leissigen	SLM/BBC/MFO/SAAS	5042	1975	ETCS
187	Mund	SLM/BBC/MFO/SAAS	5043	1975	ETCS	withdrawn after collision 2007
188	Naters	SLM/BBC/MFO/SAAS	5044	1975	ETCS
189	Niedergesteln	SLM/BBC/MFO/SAAS	5045	1975	ETCS
190	Raron	SLM/BBC/MFO/SAAS	5222	1982	ETCS	ETCS equipment ex 187
191	Reichenbach	SLM/BBC/MFO/SAAS	5223	1982	Railvox
192	Spiez	SLM/BBC/MFO/SAAS	5224	1982	Railvox
193	Steg	SLM/BBC/MFO/SAAS	5225	1983	Railvox
194	Thun	SLM/BBC/MFO/SAAS	5226	1983	Railvox
195	Unterseen	SLM/BBC/MFO/SAAS	5227	1983	Railvox

Re 425 170–190 are fitted with ETCS and thus able to pull trains over NBS Mattstetten – Rothrist and through Lötschberg Base Tunnel. Other Re 425 could act in MU as second or third engine and, if required, also behind an Re 465.

Re 425 191–195 were fitted with Railvox public address system and thus primarily used for push-pull services. There are 6 driving trailers for passenger services. By December 2010 the use of such consists for additional trains of S-Bahn Bern ended. Five consists are in use around Spiez (2011).

Third field of use are the car shuttles through (old) Lötschberg Tunnel. A total of nine driving trailers is available for this purpose.

Class Re4/4 II (Re 420)

BLS No.	UIC No.	CFF/SBB No.	Builders details	SLM No.	Year Built	Date / Notes.
501	420 501-9	11110	SLM/SAAS/BBC/MFO	4642	1966	Ex-SBB/CFF, July 2004
502	420 502-7	11117	SLM/SAAS/BBC/MFO	4649	1966	Ex-SBB/CFF, December 2004
503	420 503-5	11119	SLM/SAAS/BBC/MFO	4651	1966	Ex-SBB/CFF, December 2004
504	420 504-3	11123	SLM/SAAS/BBC/MFO	4655	1966	Ex-SBB/CFF, December 2004
505	420 505-0	11137	SLM/SAAS/BBC/MFO	4669	1966	Ex-SBB/CFF, December 2004
506	420 506-8	11142	SLM/SAAS/BBC/MFO	4674	1966	Ex-SBB/CFF, December 2004
507	420 507-6	11107	SLM/BBC/MFO	4639	1966	Ex-SBB/CFF, December 2005, withdrawn 2009, 2010 scrapped
508	420 508-4	11102	SLM/BBC/MFO	4445	1964	Ex-SBB/CFF, December 2005, withdrawn 2009, 2010 scrapped
509	420 509-2	11103	SLM/BBC/MFO	4446	1964	Ex-SBB/CFF, December 2005, withdrawn 2009, 2010 scrapped
510	420 510-0	11104	SLM/BBC/MFO	4447	1964	Ex-SBB/CFF, December 2005, withdrawn 2009, scrapped
511	420 511-8	11105	SLM/BBC/MFO	4448	1964	Ex-SBB/CFF, December 2005, withdrawn 2009, 2010 scrapped
512	420 512-6	11106	SLM/BBC/MFO	4449	1964	Ex-SBB/CFF, December 2005, withdrawn 2009, 2010 scrapped

Other classes

Class	TSI prefix	UIC No.	Builders details	SLM No.	Built	Equimt	Date /Notes.
Re 465	91 85 4	465 001 – 008	SLM/ABB	5638–5645	1994–1995	ETCS
Re 465	91 85 4	465 009 – 018	SLM/ABB	5733–5742	1996–1997	ETCS	originally owned by SBB, now BLS
Re 485	91 85 4	485 001 – 020	Bombardier		2002–2004	ETCS	owned by BLSC
Re 486	91 85 4	486 501 – 510	Bombardier		2009		owned by BLSC
RABe 525	94 85 7	525 001 – 038	Bombardier/Alstom		1998–2005		"Nina"; 031 burnt out Dec 2010; 037-038 ex-TRN;
RBDe 565	94 85 7	565 721 – 742	SWP/SIG/BBC		1982–1992		730 burnt out Dec 2009
RBDe 566	94 85 7	566 230 – 242	SWP/SIG/BBC		1984–1985		ex-RM

Abbreviations

BBC = Brown, Boveri & Cie
MFO = Maschinenfabrik Oerlikon
SAAS = Société Anonyme des Ateliers de Sécheron, Geneva
SLM = Swiss Locomotive and Machine Works, Winterthur

Business activities

The BLS was engaged in the following activities:

Maintenance of the infrastructure used by the BLS,
Passenger rail transportation
- Since a 1994 agreement with the SBB, the BLS has operated many suburban services in Bern, and runs regional services towards Neuchâtel, Luzern and Brig using SBB lines
BLS was part of the consortium Cisalpino, together with SBB-CFF-FFS and Trenitalia. Later BLS left Cislapino, and in December 2009 Cisalpino ceased operations
Rail freight transportation via the BLS Cargo subsidiary (in 2002 870 million ton-kilometres of freight were conveyed)
Rail transportation of accompanied cars through the Lötschberg tunnel
Rail transportation of trucks between Switzerland and Italy via RAlpin SA (a BLS subsidiary), the SBB, and Hupac (a Swiss road-rail transporter company)
Lake transport ferries on Lakes Thun and Brienz.

References

Florian Inäbnit, Jürg Aeschlimann: Bern–Neuenburg-Bahn. Die Linie Bern–Neuenburg der BLS. Prellbock Druck & Verlag, Leissigen 2001. ISBN 3-907579-18-6
Ulf Degener: Neue Wege im Alpentransit. Umorientierung bei der BLS Lötschbergbahn. In: Lok Magazin. GeraNova, München 41/2002,255, S. 25–26. ISSN 0458-1822
W. Brügger: Das Frutigbuch. Heimatkunde für die Landschaft Frutigen. Kapitel "Die Bahnen". Paul Haupt, Bern 1977, pp. 419–437.

External links

BLS AG