Olten railway station

• Jura foot line ( Gäubahn ) ( 410)
• Hauenstein line: Base Tunnel (500)
• Hauenstein line: summit tunnel ( 503)
• Railway Olten- Aarau- Zurich (650)

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The Olten train station is a major hub stations in Switzerland. For this reason, the local municipality Olten is considered Railroadman city, but also because of the opened here by the Swiss Central Railway Central Workshop, from which the present-day charge of the entire passenger car stock of the Swiss Federal Railways Olten works emerged. The station is one of his days with frequency of more than 80,000 passengers among the 20 largest in Switzerland. However, if the number of trains used for comparison, he follows the Zurich train station on 2nd place

In Olten railway buffet, which is a popular meeting place because of its central location in Switzerland, a number of important associations and companies were founded.

History

The station was opened along with the railway line Aarau -Luzern on June 9, 1856 by the Swiss Central Railway ( SCB). He was already on March 16, 1857 indirectly to node station as the track Aarburg - Oftringen - Herzogenbuchsee was opened on this day. However, the trains used this route the depot in Olten, were so from the beginning by bound between Herzogenbuchsee and Olten. Was opened with the 2495 meter long tunnel Hauenstein On May 1, 1858 first mountain range of Switzerland, the Hauenstein line. On December 4, 1876 Gäubahn was added in the direction of Solothurn and on 8 January 1916, the 8134 -meter-long Hauenstein base tunnel was opened with its more direct route via Gelterkinden.

He was still the last line came on April 2, 1981 added the 5.5 km long Born line, the logical extension is opened in 2004 Mattstetten - Rothrist. Thus lead on both sides of the station away three railway lines, which were at least major arteries in her opening. The station building is located in an island between two track groups. On the old Hauenstein line some time back was built the original double track after the opening of the base tunnel, since December 6, 1938, the route is considered to be a single lane; electrification took place only on December 4, 1953. those days was planned to stop passenger. But the track itself is not stilllegbar, as these can be used as an alternate route during construction work in Hauenstein base tunnel.

The municipal assembly of the city of Olten decided on June 19, 1853, the SCB to provide hundreds of acres of land free of charge, so that the station and the railway lines could be built. Also the terrain for the workshops received the SCB in this way, the area of ​​the modern IW Tannwald was acquired early on. In addition, the SCB was allowed to grub up free of charge in the community forest and the ground where practical, remove sand and blocks. The railway company thus received every encouragement from the community. The provided area was located on the right bank of the Aare River opposite the old town. For the construction of the workshop, large parts of the Geissfluh vantage point had to be blasted away. First machinist 's workshop was Niklaus Riggenbach, who later became a pioneer gear.

Building and track system

On a wide island platform is the main building, which is framed by the south and north of the post office building office building. Their platform roofs are built as one unit to the building. East of the building spans the mighty station roof in two sheets per two tracks, while a fifth track is still protected. These five tracks (now track 7-11) on the east side existed for the conversion 1898 /99. The sixth eastern track (then A6, now track 12) was taken on the occasion of the station redevelopment on 1 October 1978 in operation. On the west side there were five earlier tracks, which, however, were not protected by any joint railway station roof. Only the current track 4 (formerly Track 5) possessed a longer platform roof. The four westernmost tracks possessed no real platform, two of them after all, a platform edge, which was only accessible by crossing tracks. It was closest to the city for a long time the ramp track of the goods shed. On the occasion of the station redevelopment for train 2000 from 1996 to 2002, the average track was removed and in its place built a central platform. The westernmost track ( track 1 today ) received an outside platform.

Today, all 10 station tracks have their own platform edge and in the central region also has a weather protection. In order from west ( away from the Aare River ); Outside platform, track 1 2 middle platform, track 3 4, island platform with the buildings, Track 7 8, central platform under hall roof, track 9 10, central platform under hall roof, track 11 12 outer platform.

In the north-east front a goods station, whose hump but was leveled in 1927 was born. In 2008 freight station Zugzerlegung will be held until the end. The marshalling yard Olten is converted into a team train station at the end of 2008. He is thus passed from SBB Infrastructure at SBB Cargo. Already in 1977 a Schnellgutbahnhof was opened ( Cargo - only hall and package mail - hall ) between Däniken and Dulliken. Since both halls are now used not only in the original sense, the marshalling yard Däniken will completely take over the tasks of the marshalling yard Olten as a hub for the Cargo Express trains by 2009. This task was previously distributed on both stations.

In the 1970s, even a new building of the marshalling yard was planned, which would come to lie in the area of ​​nuclear power plant Gösgen on the territory of the municipalities Däniken and Gretzenbach. Planned homes manufactured was 1978-1989, after the economic crisis 1972/73, the project was postponed, but purchased the land as far as possible. For an actual construction, it never came, the land was released and sold after 2000.

The increase on the day prescribed for the Swiss standard gauge network platform height of 55 cm above top of rail ( P55 ) was gradually and was completed on the occasion of the renovation in 2008/ 09. In this case, the sale premises have been improved on the island platform with the station building, as it will, " Mehr Bahnhof " implement in their new concept, the SBB.

Workshop and depot

Through the willingness of the town of Olten, to provide generously large surface areas available, the SCB decided to set up in Olten not only a locomotive depot, but also to build a workshop, which was responsible for the heavy maintenance of rolling stock. The workshop was put into operation in 1855 and came north of the passenger railway station, on the left bank of the Aare to lie on the western side of the line tracks and the freight depot. The depot itself was shifted even further to the north and is located opposite the actual freight station.

The first workshop manager Niklaus Riggenbach formed the workshop to a real industrial plant which not only waited locomotives, but also could establish itself. Also, freight and passenger cars were constructed - not only for the SCB, but also for other railway companies. In addition, bridges, sliding platforms and other technical railway equipment were built. The workshop has been expanded in several stages. From this workshop the main workshop Olten, which specialized more and more on the large-scale maintenance of passenger cars was created after the takeover by the SBB. Today Olten works is the only industrial plant of the SBB, which is responsible for the large-scale maintenance of passenger cars.

This old workshop corresponded in the 1970s no longer the requirements of modern maintenance system, which is why the SBB decided in Tannwald, the logical continuation of the north-eastern area, to build a new expedient main workshop. They made ​​sure that sufficient land reserves for a possible further expansion were available. On May 18, 1978, the Aufrichtefeier took place at today's cars South Hall. Dedicated to the hall in the summer of 1979. The system is accessed via a track curve along the exit of the old Hauenstein line.

In the late 1990s decided the SBB Board of Directors, based on the existing land reserves to relocate the entire passenger car heavy maintenance to Olten and the HW to close Zurich. After tendering and construction of the Wagenhalle North and in May 2004 the new central building could end of December 2003 will be inaugurated. This new building allows all workshop parts that still south of the industrial street in the old workshop area were to relocate. The SBB decided to release the site of the "old" SCB workshop a change of use. Since including some buildings are from the founding period to resistance to tampering with tearing of the site suggested. This resistance has been successful, it is still under discussion on a possible use of the land.

Just north of Industrial Road there was the former staff restaurant " steam hammer " For the historically valuable building a redeployment was present as event hall, which is why it was closed in mid-2008 and was rebuilt. However, the building was on September 7, 2008, a victim of an arsonist and burned to the foundation walls. Whether and in what form it is rebuilt, is currently unclear.

North-east of the passenger station, a locomotive depot was built. During the steam era locomotive exchange took place usually in Olten. For the trains over the old Hauenstein bias locomotives were usually necessary, which was home. The construction of the Hauenstein base tunnel had no major impact on the depot, the electrification of the routes Olten- Lucerne (23 February 1924), Olten, Basel (May 18, 1924), Olten, Zurich (21 January 1925), Olten -Bern (25 November 1925) and Olten -Yverdon (23 December 1927), however, already: an electric locomotive must not be supplied regularly with water and coal and can be a much longer distance to cover in front of a train before it in a deposit account must. Since Olten actually was rare terminus of a long-distance train and otherwise there was no operational need for a change of engines, locomotive changes were rather rare in the sequence. Therefore, the depot was primarily a site for the mobile worker.

Since the 1990s, the depot, was reduced substantially. So the depot lost all long-distance passenger services and is today only a branch office for staff on regional trains. The same thing happened in freight transport, where last only LCN ( Local delivery Lokfüherer ) were stationed, with the closure of the marshalling yard and the closure of the cargo depots has been decided. Therefore, the future of the depot is uncertain, with the accommodation of the historic locomotives at least a receipt of the equipment is possible. The Depot Olten today also hosts a branch of the SBB Historic equipment, some operably rolling stock, especially electric locomotives. These are sent on certain days in the year on track to avoid arrest damages.

Routes

The Gäubahn should be initially introduced in a loop around the city from the north in the Olten train station, which Olten had received a second station in the northwest of the city. The SCB, however, wished the simpler management because of ( the trains from Solothurn towards Aarau and Basel would indeed have to head into the first variation ) a Südeinführung. The SCB was their desire penetrated, but was in turn obliged to create " behind the current station building " a road bridge over the Aare ( the predecessor of today's railway bridge ). The introduction of Gäulinie the previous four-track station system had to be extended. This was done by the construction of additional tracks to the west of the station building, which as received its present insularity.

On 9 May 1926, the electrified from the start line connecting Olten was built northeast of the station. This can drive through the Hauenstein tunnel to Aarau trains from Basel, without having to call in Olten train station. There is therefore a main track triangle since that date to the northeast of the station.

On the occasion of the station redevelopment around 1980 a double track underpass structure was created in the northern end of the station. This Tannwaldtunnel allows the trains to and from Basel to under go the route tracks to Aarau without crossing. Here, however, a mistake was made, which was resolved only with the reconstruction 1996-2000: The alternative route without tunnel crossing leads on a slow Weichenverbindung the old Hauenstein line. The tunnel allowed the trains to Lucerne own carriage road off the main tracks Bern- Zurich. The trains from Basel to Bern Solothurn or had but intersect in the station area or just take the slow way along the freight depot. For this reason, today's track 12 was created, where usually keep the trains to Lucerne. In general, all platform edges were extended 7-11 (7-11 former track A1- A5) at the existing tracks 5. The first track of the underpass building was released on May 4, 1980 for transport, the second on 23 May 1980.

It was also built the central switchboard, which replaced a total of five mechanical interlockings from the years 1905 to 1926. The signal box was taken between 3 and 5 May 1980. But had the night Sa / So be locked 22:20 to 6:15 the north head for all rail traffic and the following night Sun / Mon of the South Head of the station. The new signal box in 1980 was designed as a track plan interlocking with secured shunting in the area of ​​passenger railway station. The signal box was supplied by Integra, and is one of the type Domino. It is located on the station opposite side of the Tannwaldstrasse, stands out in this direction of the station in the form of a rider switchboard. It contributed commissioning 158 main signals (including distant signals ), 94 auxiliary signals ( Bremsprob ^ -, Abfahrbefehl, track numbers and letters signals ), 210 dwarf signals, 145 switches driving and 17 automatic block sections. Without the station renovation in 1980, which was the 37th in the history of the station, the clock schedule could not be introduced in 1982.

With the train station reconstruction in the years 1996-2000, the introduction of Gäulinie was extended double track so that trains can run from and to Oensingen on the west side of the station. This previously was possible, but it stood on this page only potential through underpasses Perron edge available, the former track 5 The two old tracks 4 and 3 possessed only low and narrow platform edges that were accessible through rail crossings. This allowed not, at the same time more than attend to a passenger train on the Aareseite the station. The old track 2 was the access road and transit track the freight trains from Biel in the direction of the train yard and on. The old track 1 was the ramp track of the goods shed; Although this was stopped after 1980, but the track itself was not usable as a real station track. The former tracks 4 and 5 were the new tracks 3 and 4, only at the two ends to the path you took visible adjustments to the position of the tracks. Track 3 was removed and created instead a real center platform. In the tracks 1 and 2, a little displaced towards Aar was also in the central region, there were changes in the two points heads. Track 1 received an outside Perron, who also serves on the track side facing away from the bus stop in the middle part.

The existing southern underpass was renewed and adapted to new circumstances. She also performs under the Bahnhofquai therethrough so that pedestrians can reach the railway bridge without crossing a road. The northern underpass joined before this change only the tracks 7-11. It was extended towards the Aare, so that it can be used as a passage to the old town today. In the northern end of the station, two additional main lines were built. Along the freight depot, a sixth drive-through track was built, as well as between the existing route tracks to the Zurich and Basel. About the Tannwaldtunnel a third drive-through track direction Aarau- Zurich was created. But had a short tunnel gallery are created so the Nagelfluh the Hard forest remains stable.

Operating

The station is a hub and according lively. Of the passenger trains only the non-stop IC Bern- Zurich drive through, keep the rest. The trains Basel- Zurich and Luzern-Bern -Lausanne -Genève drive around Olten station through connecting lines.

• ICN Lausanne / Geneva - Neuchâtel - Biel / Bienne - Solothurn - NBS - Olten - Zurich - St. Gallen
• IR Biel / Bienne - Olten - Zurich - Konstanz
• IR Bern - NBS - Olten - Brugg - Zurich
• IR Bern - Burgdorf - Olten - Zurich ( - Schaffhausen )
• S 3 Olten - Basel - Delémont - Porrentruy
• S 9 Olten - Läufelfingen - Sissach

Bus

The station square is the bus junction of the town of Olten, where the stops of the urban and regional lines of the bus operation Olten Gösgen Gaeu and a post bus line are.

Swell

• Fred of low houses, Reto Danuser: Olten - hub of Switzerland. From the Swiss Central Railway for Rail 2000. Mini rex, Lucerne 1997, ISBN 3-907014-09- X
• For opening data links, etc. rail network Switzerland 1980 edition
• Redevelopment of the station in 1980, SBB News Journal 1/1977
• Expansion of the station 1996-2000, Swiss railway Revue 10/1996 S.438 -439
• History http://www.nzzfolio.ch/www/d80bd71b-b264-4db4-afd0-277884b93470/showarticle/14e26faf-b03c-4533-a9e1-3b68a938576d.aspx