The IC 4 and its predecessors part 3

The IC 4 Zurich – Singen – Stuttgart and its predecessors
Part 3: the era of international express trains until 1998 and specialities

International trains Berlin – Stuttgart – Zurich – Milan have been running on this route since the opening of the Bülach – Schaffhausen railway line in 1897, i.e. back in the days of the NOB. However, usually only individual carriages travelled the entire route. They were attached to regular trains and often joined up with a train from Basel in Arth Goldau.
Before 2009, several international express trains travelled daily, depending on the timetable period, with different terminus stations. In Italy, these included Milan, Genoa, La Spezia, Sestri Levante, Lecce, Ventimiglia and even Naples in recent years. In Germany, they travelled to Stuttgart, Bayreuth, Nuremberg, Frankfurt, Berlin and Hamburg. In most cases, only groups of carriages travelled the entire route and the trains were reinforced with inland carriages.
Not only the destinations changed, but also the number of daily connections between Italy and Germany fluctuated greatly.
In 1960, there were four Stuttgart – Zurich express trains, two of which continued on to Milan.
Between 1970 and 1980, there was a marked increase in the number of train connections, most of them with FS rolling stock.
For example, in 1973 there were six trains in each direction, two of which carried sleeping cars. Only one of the connections ended in Zurich, the other trains continued their journey to Italy.
In 1980 there were seven trains, two of which had sleeping cars. Two connections terminated in Zurich, five continued on to Italy. The IC Barbarossa was one of the first trains on the SBB network to have air-conditioned carriages and was the only one to offer this comfort on this route.
In 1987, the EC (Eurocity) trains were introduced. There were three of them on our route. One only ran Zurich – Stuttgart, one Chiasso – Stuttgart (as if Chiasso were a European city…) and one (Barbarossa) Milan – Stuttgart. There were also six international ICs (intercity trains) and express trains. Terminals were Nuremberg, Stuttgart, Schaffhausen, Chiasso, Milan, Lecce and Ventimiglia. Other trains only travelled on the Swiss section Schaffhausen – Locarno or Chiasso. In total, this resulted in an hourly service between 7am and 11pm.
In 1989, the Schaffhausen – Singen line was electrified to Swiss standards (contact pressure / zigzag) but with German contact line material. This allowed the SBB locomotives to continue to Singen, where there is a hairpin bend anyway. Since then, bilateral agreements have also allowed the use of national transport rolling stock as far as Singen. Singen instead of Schaffhausen thus became the terminus for many trains that did not continue to Stuttgart.
In 1990 there were no more EC trains. The trains were classified as IC or express trains. Some train names (Rossini, Barbarossa) were still listed. There were still nine trains with through coaches. Only one terminated in Chiasso, the rest continued on to Italy. Only one train still carried sleeping cars.
With the introduction of the Cisalpino and ICE multiple units (part 2 of our story), most trains terminated in Stuttgart or Zurich from 1998 onwards. The trend began to split the Germany – Italy connection in Zurich into a Stuttgart – Zurich section and a Zurich – Milan section.
In 2007 there was only one direct connection from Schaffhausen to Italy. There is more information and photos on this in Part 2.

Photographs of international express trains are only available in the archives of Werner Hardmeier and myself from the mid-1970s onwards. The photographic documentation therefore concentrates on the last 20 years or so (1975 to 1998). We still saw Ae 6/6, Re 4/4 II and Re 6/6 at the head of these trains. As a supplement, we have borrowed a few freely accessible photos from the Internet.
Unfortunately, we did not note the train numbers at the time, so that all the train numbers mentioned below were reconstructed with a great deal of effort (position of the sun and train composition).

This three-part story concludes with a few specialities from all eras.

In June 1990, IC 357 (or possibly train 381) Schaffhausen – Milan passed through Jestetten station. The train was pulled by Re 4/4 II 11108 in Swiss Express colours, followed by a domestic package (three EW I standard coaches, three EW IV, the colour-matched D EW II and a further EW I) and the package with international coaches running through. The railway stations Jestetten, Lottstetten and, until the end of 2010, Altenburg are on German soil and are nowadays well frequented by German border crossers and Swiss shopping tourists. June 1990 Photo: Werner Hardmeier, Rümlang
The prototype locomotive Re 4/4 II 11106 is immediately recognisable because the buffer beam was not extended in preparation for the automatic coupling, but a special construction was hung in front of it.
It is less clear what kind of train this is. From the position of the sun, it should be the Eurocity EC 82 ‘Hermann Hesse’ Milan – Stuttgart. The train consisted of three blue and white DB second class coaches, the orange RIC-capable SBB dining car, two red and white DB first class coaches and a further blue and white DB B, which does not match the train composition plan at all (two Bpm 61 + one Am 61+ two B EW IV + one A EW IV + inland WR + further domestic coaches). Interestingly, a photo of the opposite train with the same trailer load exists. Anyone who knows more details is welcome to get in touch! The photo was taken in September 1989 near Höri. Photo: Werner Hardmeier, Rümlang
Even in August 1988, Ae 6/6s could still be seen heading international parade express trains. The Ae 6/6 11435 pulled the international express train 381 Stuttgart – Milan up towards Glattfelden. The train has just passed the two road bridges. The rear arch bridge was constructed when the railway line was built, so it is older and was demolished a few years after this photo was taken. The concrete bridge is under monument protection and has recently undergone extensive repairs. August 1988 Photo: Edi Meier, Bülach
In March 1988, Re 4/4 II 11228 pulled this colourful international express train, almost certainly train 381 Stuttgart – Milan, passing Höri in the direction of Zurich. The SBB ABm and the DB B are followed by FS coaches in three different liveries. At the rear is another set of domestic coaches. Interesting in comparison to the previous photo is the Saturday reinforcement car, which is also provided in the train formation plan, which runs in 2nd place and is provided by DB. March 1988 Photo: Edi Meier, Bülach
A green Re 4/4 II poses in front of an international express train, presumably the IC 388 Lecce – Stuttgart, on the Eglisau viaduct in July 1987. The non-air-conditioned green SBB Am RIC at the head of the train was only added in Chiasso, and increases the number of 1st class seats. The blue and white DB B after the standard package consisting of two B and an A in Eurofima livery could be a reinforcement coach. At the rear of the train are green/cream standard coaches IV (two B and one A) including a matching dining car. The rest of the train disappears into the curve. July 1987 Photo: Edi Meier, Bülach
The Re 4/4 II 11389 from the last delivery series left Oerlikon station on 11 July 1987 with the international express train 384 Napoli – Stuttgart and branched off in the direction of Schaffhausen. The set of FS coaches consisted of three coaches in the old livery and three more in the new design. Then followed the sleeping cars. In the foreground the double track towards Zurich Airport – Eastern Switzerland. 11 July 1987 Photo: Edi Meier, Bülach
Hardly any international express trains had air-conditioned coaches in 1987. The very first prototype Re 4/4 II 11101 hauled an international express train from the viaduct to Eglisau station in July 1987. The green B(c)m, Am, and ABm side passage coaches were actually already outdated when they were built due to their lack of air conditioning and maximum speed of only 160 km/h. The construction of the last series in particular, which was pushed through by politicians to support the rolling stock industry, caused some head-shaking. At the time, nobody thought that some of these coaches (after conversion to large-capacity centre-aisle coaches) would be in service for so long and can still be seen as peak-traffic reinforcements today… July 1987 Photo: Edi Meier, Bülach
Ae 6/6 11451 proudly bore the name ‘Winterthur’, the town where the Swiss locomotive factory SLM built its own mechanical parts and those of all Re 4/4 II and Re 6/6 locomotives. In June 1987, it passed the curved entry of Eglisau station with an international express train, probably the IC 382 ‘Barbarossa’ Sestri Levante – Nuremberg. FS coaches are visible at the front. Photo: Edi Meier, Bülach
Behind the red Re 4/4 II, three SBB coaches in orange Eurofima livery shone in the evening sun. The leading first class coach was a Eurofima type lateral gangway coach. It was followed by a large-capacity coach from a small series of 20 units, which stood out with its high external springs on the bogie and not too great running characteristics. They were the first air-conditioned carriages to leave the SBB roster. Domestic cars followed behind the package of through-running cars. It is not entirely clear which train it is. Both candidates IC 359 and 389 should have featured a dining car… July 1987 Photo: E. Meier, Bülach
On 13 January 1985, Ae 6/6 11490 had a heavy international express train, presumably train 384 with coaches from Naples to Stuttgart on its towing hook. The entire visible part of the train consisted of RIC-capable coaches with DB second-class coaches at the front. FS cars may also have been in the train, and the two units in the orange Eurofima design are difficult to assign to a specific company. This photo was taken on 13 January 1985 during the stop at Bülach. Those were the days when all express trains stopped in Bülach! Photo: Edi Meier, Bülach
On 6 May 1984, Re 4/4 II 11264 hauled most possibly the IC 382 ‘Barbarossa’ Sestri Levante – Stuttgart between Lottstetten and Jestetten, consisting of an AB and B of the DB, another AB and B of the FS, a D, further DB and FS coaches and a package of SBB domestic coaches towards Stuttgart. The dining car at the end of the train according to the timetable disappears in the curve, or was missing… 06 May 1984 Photo: Edi Meier, Bülach
On 2 July 1983 the green Re 4/4 II 11227 hauled the international express train 384 Naples – Stuttgart northwards above Eglisau. Behind the locomotive is an FS carriage in the then new red/silver livery, followed by other FS carriages. Also interesting is the single lattice mast supporting the catenary for double track on one side only. Photo: Edi Meier, Bülach
An Re 4/4 II (11295?) stood at the head of an international express train near Höri on 8 June 1982. Judging by the position of the sun, IC 381 Stuttgart – Milan would fit, but the composition of the coaches would rather speak for train 389 Stuttgart – Ventimiglia. In first place a RIC-capable SBB side corridor Bcm in Eurofima orange, followed by an inland dining car and FS coaches. There was a Höri station at this exact spot for two days during the celebrations for the opening of the continuous double track Oerlikon – Bülach on 11/12 May 1985. In view of Höri’s population size, this could have been introduced permanently… Because the double track was built in stages and Bülach – Niederglatt was already completed in 1980, this photo from 8 June 1982 shows both tracks three years before the inauguration of the double track. Photo: Edi Meier, Bülach
Re 4/4 II 11267 lay down in the S-curve between Eglisau and Glattfelden in August 1980. Behind the locomotive followed the international express train 383 ‘Barbarossa’ Stuttgart – Sestri Levante, a standard coach I and an inland dining car, then three international coaches in Eurofima orange. This was presumably followed by FS coaches, a coach in Eurofima Orange and a DB A in red/white. The armoured barrier (popularly known as ‘Toblerone’) from the 2nd World War is clearly visible on the slope above. Photo: Werner Hardmeier, Rümlang
Re 4/4 II 11281 was hauling the heavy international express train 381 Stuttgart – Milan with FS coaches at the front, an AB, two B and a D uphill towards the south above Eglisau. After four FS coaches, a blue and white DB coach, three more FS coaches, again two DB coaches, the SBB domestic dining car and an SBB inland coach package followed. August 1980 Photo: Werner Hardmeier, Rümlang
An Re 4/4 II crossed the Rhine viaduct at Eglisau in April 1980 with an international express train, possibly train 481 Stuttgart – Zurich. Directly behind the locomotive was a special vehicle which we cannot clearly identify (a reinforcement unit?) followed by a set of green SBB cars (one Acm and four Bcm) with side gangway and a set of inland coaches. April 1980. Photo: Werner Hardmeier, Rümlang
In March 1979, the prototype Re 6/6 11602 with articulated body hauled the international express train 380 ‘Barbarossa’ Sestri Levante – Genoa – Milan – Zurich – Stuttgart with mixed rolling stock (the first three coaches in Eurofima livery) northwards near Höri. At that time, air-conditioned carriages were a rarity and the train was marked in the timetable with two stars and the note ‘Air-conditioned carriages’. March 1979 Photo: Edi Meier, Bülach
n such a long report, a picture of the atmosphere is allowed. The picture shows an unknown Re 6/6 with an international express train on 15 January 1979 in the evening backlight near Höri.
Time for an anecdote: In the Glattbrugg exit curve there was a location with a stretch of misaligned track, which made itself felt with a heavy sideways bump. A locomotive driver friend of mine reported this spot several times without success; therefore he always passed it at reduced speed. Once, when he was allowed to drive the IC Barbarosso with a dining car behind the locomotive to Zurich in a brand new Re 6/6, he decided to pass that particular location at maximum speed. After all, he could hold on to the chair…
After arrival at Zurich, he could hear cursing from the dining car from afar. A pan full of soup was flung from the cooker and a stack of plates fell out of the cupboard. The dining car crew greeted him with: ‘You’re to blame; we will file a complaint!’ To the chefs’ astonishment, he supported this intention and asked them to actually file a report. He never heard anything more about this incident, but the track section was repaired a few days later… 15 January 1979 Photo: Edi Meier, Bülach
This international express train, probably 384 Naples – Stuttgart, was formed in June 1976 with an Re 4/4 II of the first construction series with green SBB RIC side gangway coaches, a sleeping car, three FS coaches, an SBB domestic dining car and other domestic coaches. The photo was taken in June 1976 between Niederglatt and Höri. Photo: Werner Hardmeier, Rümlang
An Ae 3/6 I with an international express train on the Rhine viaduct at Eglisau, which was partially scaffolded at the time. An inland dining car is visible behind the locomotive, followed by two heavy coaches for international traffic. This is followed by a short car that is difficult to identify and the domestic package, which also includes units with open platforms. The photo was taken around July 1960 Photo: SBB Historic
An Ae 3/6 I crosses the Rhine viaduct with an international express train. The domestic package includes an intermediate-entrance light steel carriage, various heavy coaches, but also a brand new standard coach II A. The last two coaches, which also stand out due to their length, certainly belong to the international package. We cannot say whether the aged SBB side corridor B in third-last place also achieved international honours. Photo: SBB historics

Specialities

Finally, a few specialities:

On 26 May 1984, Ae 6/6 11436 hauled four green RIC-capable SBB side-corridor coaches towards Schaffhausen. The train composition was unusual, as DB and FS coaches were missing. It could therefore be a replacement composition instead of a delayed train from Italy. The photo was taken on 26 May 1984 between Niederglatt and Höri. Photo: Edi Meier, Bülach
On 3 February 2012, an IC commuter train of Deutsche Bahn DB strayed onto our line as IR 2582 Chur – Zurich – Schaffhausen. Of course, the multiple control does not work with the SBB Re 4/4 II 11149, which is why it was running ahead of the driving trailer as a not multiple controlled locomotive. The photo was taken near Höri. 3 February 2012 Photo: Edi Meier, Bülach
Test runs with the ETR 610 107 during a break at Bülach. The now demolished wooden goods sheds are visible above the train. One of them was the original NOB station building, which was moved across the tracks after the construction of the new concrete station building of Bülach. 17 November 2011 Photo: Edi Meier, Bülach
On 25 June 1975, the international express train 383 Stuttgart – Milan – Genoa – Sestri Levante got stuck somewhere. A replacement composition consisting of the Ae 3/6 I 10617, a heavyweight riveted inland B and a heavyweight AB RIC therefore ran departing from Bülach. At this time, no. 10617 still featured its old lamps, the mesh grille over the oil cooling coils and the external torsion bar for speed measurement. 25 June 1975 Photo: Edi Meier, Bülach
More than 25 years after the disappearance of the last sleeping cars on this line, there was a brief revival. Due to a construction site near Rastatt, the sleeper trains NJ 471 Hamburg – Zurich and NJ 408 Berlin – Zurich were diverted via Stuttgart for three weeks. The last green Re 4/4 II 11161, a former TEE locomotive, hauled NJ 471 Hamburg – Zurich on 23 August 2024. I would have liked to have photographed this green locomotive in front of an IC4. But I never was able to observe it in this service. The photo was taken near Altenburg at the same place as the first photo of the first story in the series, however in the morning and on the other side of the track. Which brings us full circle… 23 August 2024 Photo: Edi Meier, Bülach

For comments and additions to this railway history, please contact our Vice President Edi Meier. Thank you for your help.

 

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