Montreux–Oberland Bernois railway

History and route

The main line of the MOB was opened in stages, the first, from Montreux to Les Avants (10.9 km or 6.8 mi) on 17 December 1901, followed by the Les Avants to Montbovon (11.2 km or 7.0 mi) section on 1 October 1903. The next stages from Montbovon to Château-d'Œx (10.6 km or 6.6 mi) and then Gstaad (13.1 km or 8.1 mi) followed on 19 August 1904 and 20 December 1904 respectively, the final 16.6 km (10.3 mi) of the line reaching Zweisimmen on 6 July 1905. The spur line to Lenk was opened in 1912.

From the very start, the MOB had the character of a mainline railway and, at an early stage, through trains with dining and saloon coaches were introduced. The creation of the Golden Mountain Pullman Express in 1931 was unfortunately at a time of world economic crisis and this accounted for its lack of success. The saloon coaches 103–106 built for this train by Compagnie Internationale des Wagons-Lits (CIWL) were sold to the Rhaetian Railway in 1939, where they are still in use (As 1141–44). Two of the original (1913–14 built) coaches have been restored by the MOB and are used for "Chocolate train" services in the summer months, but still regularly find work on the main line "Classic train" services on Sundays throughout the year. The modern successor of this luxury train is the Golden Pass Panoramic Express, which for the past few years has aroused growing enthusiasm.

The MOB begins its journey in Montreux, departing trains normally making use of platform 5 and arrivals platform 6, between the Swiss Federal Railway platforms and those of the rack and pinion railway to the Rochers de Naye. Winding its way up through the vineyards above Lake Geneva via Chamby, as far as Les Avants, the line passes through the crown tunnel under the Col de Jaman to reach the Saane Valley. In Montbovon there is a connection to the Transports Publics Fribourgeois (TPF; previously GFM) network. Following the Saane upstream, passing the famous hot-air ballooning centre of Château-d'Oex, it leaves the French-speaking canton of Vaud near Rougemont and enters the German-speaking canton of Berne. After Saanen the planners would have liked a direct ascent of the Sannenmöser Pass but without the aid of a rack and pinion system this was impossible and the line was diverted to loop around the village of Gstaad, adding greatly to the development and prosperity of the community. Beyond Gstaad railway station it begins the climb to the head of Saanenmöser Pass, the highest point on the line at 1270 m (3937 ft). On the other side it descends the Simmen Valley to Zweisimmen, where there is a connection to the standard gauge line of the BLS to Spiez.

Over the years, while passenger traffic boomed, freight traffic diminished with 2006 seeing the end of cement transport between Montreux and Saanen and the transport of standard gauge wagons on transporter bogies between Zweisimmen and stations to Rougemont and Lenk. By the end of the year the MOB was a passenger only operation, however in Spring 2007 the company purchased nine gravel (hopper) wagons and two surplus locomotives from the TPF. The MOB now operates this transport from Grandvillard (on the TPF line) to Saanen.

The Lenk branch retraces this route for a very short distance before continuing on its own trackbed. Because of its poor state of repair, this line was closed on 14 June 1975, however, it was fully modernized between 1977 and 1979, having new tracks and overhead lines, reopening on 27 September 1979. New rolling stock was purchased (* in the list below) to operate this line together with the weekdays school service between Zweisimmen and Saanen. Since reopening it has been included in the regular operating schedule of the MOB with timetabled connections to the main line services. To celebrate the centenary of the opening of the Lenk line (June 2012), the MOB arranged a week of festivities with a dinner, special fares and operation and display of rolling stock usually to be found on museum lines, particularly that at Blonay-Chamby.

Modernisation program

In Spring 2008 the MOB announced a four-year plan to modernise the railway infrastructure and rebuild stations to bring them all into the 21st century. This programme began with the demolition of little used facilities; the goods shed in Gstaad and the shed in Château-d'Œx, this latter structure being replaced by a free-standing shelter, for example. During 2008 much work took place on the overhead line equipment with replacement supports being positioned along the line although not brought into use they stand ready for the new wiring. It is expected that this work will continue, up to 4 nights per week through to December 2009, subject to weather conditions. New deeper ballasting has taken place along many sections of the line and this will be continued until the line has all been done.

The work at Gstaad consisted of a complete rebuilding of the platforms to full height and simplification of the track layout. After almost 100 years the station got platform canopies and passenger operated lifts linked by a pedestrian underpass. During this rebuilding the station was reduced to a single line. The canopy is of wooden construction supported on metal uprights. The new layout gives the original platform as No.1 with the new island platform being Nos. 2 and 3. This work was officially opened, if not fully finished, on 13 June 2009.

At Saanenmöser station a straightforward relaying and alignment took place through late 2008 / early 2009 which maintained the passing and siding facility at that location.

During the early part of 2010, by the end of May, the stations underwent a rebranding along with those of other lines which come under the "Golden Pass" banner. All were fitted with signs bearing the new "Golden Pass" logo and name alongside the station nameboards, which were retained in their original colours.

One of the smallest stations / halts, Les Combes, between Château-d'Œx and Rougemont, was given a new, raised platform during Autumn 2011 leaving only the waiting shelter as original, quite a lot of money spent for so few passengers.

Work commenced on the rebuilding of Château-d'Œx station in mid - September 2013 and plans were published in the local newspaper with details of the work which is carried out in three phases and completed by the end of 2014. Throughout the work the passing loop facility was maintained and raised platforms constructed reached by subways from the station front. Construction work was delayed and the station officially reopened on 28 November 2015.

Timetables and train formations

From the beginning of 2011 timetable there are two Golden Pass Panoramic services, with VIP seating (domed end cars), departing Montreux at 09h45 (Train 3118) and 15h45,(Train Nos 2128), the Lenk branch ceases to be served, the "through" working only lasting one year (2010). It is normally made up in the following formation and operate in the "push–pull" mode :

In the reverse direction the Golden Pass trains with VIP (domed observation cars) seating are the 12h26 (Train 2119) and 18h20 from Zweisimmen (Train 2131).

There are other Golden Pass trains without VIP seating (dome end cars) and these depart Montreux at 07h45, 11h49, 14h47 and 17h45 (Trains 2112, 2124, 2228 and 2134) and from Zweisimmen at 08h26, 10h26, 14h26 and 17h05 (Trains 2111, 3115, 3123 and 2229). These trains are locomotive hauled and use stock not required for the trains with VIP seating. The formation, which is flexible, is usually as follows :

This leaves a surplus of one domed observation car (two in use on the Golden Pass panorama and one on the "Chocolate Train")

Golden Pass Classic trains operate daily departing Montreux at 08h47 and 13h45 (Trains 2216 and 3126), returning from Zweisimmen at 11h09 and 16h26 (Trains 2217 and 2127) and are made up in the following formation :

The Golden Pass "Chocolate Train" operates in June, September and October every Monday, Wednesday and Friday and in July and August Monday to Friday, departing Montreux at 09h12 (Train 2118) but no return working is shown in the timetable. Until the end of the 2008 season it was made up in the following formation which ran throughout between Montreux and Broc Fabrique:

In the 2009 timetable the formation was changed and only operated between Montreux and Gruyere only with a coach connection to Broc (Due to operating problems), as follows:

Other trains Montreux–Zweisimmen may be pulled by a Ge 4/4, GDe 4/4 or an ABDe 8/8 and they can have up to five coaches.

Local services operate connecting Montreux to Fontanivent (Mon – Fri ), Chernex, Sonzier and Les Avants, operated by Be 2/6 7001–7004 and from Château-d'Oex, Saanen or Gstaad to Zweisimmen. The branch-line from Zweisimmen to Lenk offers a regular service timetabled to connect into and out of the MOB main line services. These trains are operated by Be 4/4 5001–5004.

Locomotives and motor coaches

For decades the traffic on the MOB was handled by electric motor coaches available in four-, six- and eight-axle designs. In 1983, four locomotives of the type GDe 4/4 were bought, to be followed in 1994 by four newer and more powerful Ge 4/4 locomotives from the same manufacturer. These are similar to the ones purchased by the RhB and BAM. Any of these locomotives can be seen working the principal trains.

In December 2006, the TPF relinquished its freight operations to the SBB Cargo, and its two GDe 4/4 locomotives became surplus to requirements. In April 2007, these were purchased by the MOB and have since been allocated numbers following on from those of their new owners.

The MOB is run with 900 V DC overhead contact and has gradients of up to 7.3% (1 in 13.5).

Withdrawn and Preserved Items

Note 1: Class Be 4/4 after rebuild operate as the centre-car (non driving motor) of a three-car set made up as Bt – BDe4/4 – ABt. The Bt vehicles are numbered 241 – 244 and the ABt vehicles 341 – 344. Bt242 carries R+J Builders plate 70671 – 2005.

Note 2: Class Be 2/6, No's 7001 to 7004, are listed under the stock owned by the Chemins de fer électriques Veveysans (CEV) but they also work short journeys over the MOB from Montreux to Fontanivent, Sonzier and Les Avents.

Abbreviations

Livery

In 2009 a decision was made to change the livery on all rolling stock except for the Golden Pass Panorama and Golden Pass Classic trains. This was to include the various railways and funiculars marketed under the "Golden Pass" banner and the buses operated by the company. The colour scheme is to be a gold (lower portion) and white (upper portion) with all stock being rebranded "Golden Pass". The new colours will be applied to the stock as it passes through works, although the "Golden Pass" logo will be applied as soon as practicable. The first vehicle to be reliveried, First / Second Composite Coach AB307, appeared in traffic on 27 August 2010 (1).

Passenger rolling stock

The passenger carrying rolling stock can be divided into the categories: "Classic", "Panoramic", "Ordinary" and "Saanenland".

Classic stock

"Classic" stock are six Pullman type coaches, two from 1914 and four rebuilt in 2004–06 on structures from 1964. Details are as follows:

Panoramic stock

"Panoramic" stock is that used on the Golden Pass Panoramic services and includes the observation vehicles used at each end of train when the locomotive is centrally situated. Most "panoramic" coaching stock has been built by the former Biel-based coach work builder Ramseier+Jenzer. All coaches are air conditioned. These include:

Note (a). BDs No.220 was outshopped from Chernex in late June 2010, following a press demonstration the previous month, as the first vehicle to be fitted on axle-less, dual gauge bogies to be tested in readyness for the through running to Interlaken.

Ordinary stock

The "Ordinary" stock is used on all services not operated by the Panoramic and Classic coaches. These are painted in a light blue and cream livery and can be hauled by locomotives or railcars. They also include driving trailers (Voiture pilote). These are

Saanenland stock

"Saanenland" stock is specially liveried for work over the Zweissimmen to Lenk line and local services between Zweissimmen and Saanen. The stock works in conjunction with motor vehicles of type Be 4/4, Nos. 5001–4 and these sets are usually worked as fixed formations of Bt-Be 4/4-ABt, the first being ready for traffic in 2004 was 243-5003-343. 244-5004-344 followed in 2006 and 242-5002-342 left Chernex works for traffic on 20 August 2008. The final unit, No. 241 – 5001 – 341 left Chernex on 7 July 2009 and was seen in Zweissimann two days later having worked a service from Montreux. The driving trailers that replaced ABt 5301-04 are:

x43 and x44 were built by Ramseier+Jenzer and fitted with SIG-type bogies, x41 and x42 are built by Raility, the successor company of R+J, and will receive Alstom Centro 1000 bogies with air suspension on delivery.

New stock on order

On 22 June 2007 the MOB gave details to the press that it had placed orders with Raility of Biel for eight new air-conditioned coaches with large panoramic windows and low-floor access and seating. The coaches will have standard-level seating at the vestibule ends, with a central section of low-floor seating containing the access doors which will assist those with restricted mobility. They will also contain handicapped-accessible toilets. The coaches will be fitted with a new type of bogie "Centro 1000" incorporating air suspension, produced by Alstom. The first of these, number Bs230, was delivered from Chernex works into traffic during mid-May 2010. The livery is all over white with the lettering in gold showing the new "golden pass" symbol and lettered Transgoldenpass. The blue lettering "bls" is also featured. the second of the coaches is expected to be ready for traffic in June 2010. Four of the new coaches will be put between the two halves of ABDe 8/8 4001–4004, forming three-car-EMUs.

The first of these to enter full revenue – earning service did so in mid-December 2010 when 231 and 232 were formed as a regular part of the "Golden Pass Panorama" trains 3118/2119/2128/2131

Source : MOB/Raility press release together with personal observation.

Variable gauge bogies

On 18 May 2010, MOB invited press and officials to demonstrate the first Panoramic coach (BDs 220) fitted with variable gauge bogies to allow through running across the 1,000 mm (3 ft 3 ³⁄₈ in) / 1,435 mm (4 ft 8 ¹⁄₂ in) break-of-gauge. The axle-less bogie was developed by MOB and engineered by Prose of Winterthur. Some components were designed for the Centro 1000 bogie and built by Alstom. Apart from changing the gauge, the bogies also adjust the height of the coaches to suit the different platform heights on the two gauges. MOB announced commercial service with variable gauge trains for 2015.