ZHESM
The Company
On 4 January 1900 the NV Zuid-Hollandsche Electrische Spoorwegmaatschappij (ZHESM) was founded. Its purpose: building and operating a local railway from Rotterdam Hofplein to Den Haag and Scheveningen. In 1901 the Hollandsche IJzeren Spoorweg Maatschappij (HS, HSM or HIJSM) got a controlling interest in the company; they bought all the shares and the line was converted to a main railway line. Like HS the abbreviations ZHES or just ZHE were used. 1st January 1923 meant the end of the ZHESM as the company became HIJSM, but this was just a formality since the HIJSM and SS became NS.
The wording ZHE or ZHES remained a household word well into the sixties as opposed to the “main line” Den Haag – Rotterdam via Delft. Also the rolling stock belonged to an exclusive group within NS, our museum motor coach formed part of this exclusive group. Another expression was the “Hofpleintreintje”, this diminutive form was not only affectionate, but it also expressed the homely atmosphere, ambience and cosiness.
On the other hand the Hofpleinlijn was a line of superlatives; it was the first electric railway line in the Netherlands; the construction of the line took 9 years and was the most expensive, 30 kilometres cost 16 million guilders. The so-called “Miljoenenlijn” cost less. Rotterdam Wilgenplas was the lowest railway station (below sea level that is); although this might now be Schiphol I’m not sure.
The Construction
The line was built analogue to the Stadt- und Vorortbahn Blankenese – Ohldorf near Hamburg. Siemens was involved. One of the first things was the building of a power station. The power station generated 10.000 volts AC, and the first electric trains in the Netherlands were therefore AC!! Typically for this line the overhead wires were attached to Τ- shaped standards (rather then the usual Π- shaped portals), a few of the original standards can still be seen.
When the Hofpleinlijn became connected with the in the meantime electrified main line, the line was converted to 1500 V DC. The power station remained in service for 18 years, the turbines stopped on 1st April 1926. Nowadays the place of the former power station has been taken over by the Werkplaats Leidschendam=Voorburg. The conversion from AC to DC started in 1926 and the changeover was carried out during the night of 1st April 1926. Blokkendoos-trains took over the operation during the conversion of the original ZHES-trains.
Rolling Stock
All rolling stock was purpose built for this line, i.e. 23 motor coaches, 27 trailer coaches and 2 luggage vans (with 3 axles). All coaches had two bogies. All motorcoaches were built by Beijnes, who also built most of the trailers; only 8 by were built by Werkspoor.
Although the line was constructed to a German example, the coaches were built to an American example typical for the period (see also the NCS coach 119 in the museum). The exterior was painted in green and cream to prove that there was no dirty smoke. The exterior had beautiful linings in Jugendstil. The interior was extremely luxurious and beautiful (again like the NCS 119); all in all one could say that the ZHESM trains were very distinguished.
The pantographs were of a distinguished design (to me they look similar to tramway ‘bow’ collectors but very much shorter – Ed). In 1926 all motor coaches were converted to DC and received pantographs of the usual type. From March 1927 the first converted ZHES-trains came back into service, still painted in green/cream, however without the Jugendstil-linings. From 1928 all coaches were painted in the well-known green only with red and light yellow bands at the fronts, like the “Blokkendozen”.
During the conversion from AC to DC all motor coaches were transported by steam to Scheveningen to be stored awaiting their conversion.
The Line
The line(s) run from Rotterdam Hofplein to Den Haag HS (since HS was the owner of the ZHESM). Just north of Laan van Nieuw Oost Indië was a triangle. From Den Haag HS there was also a connection to Scheveningen Kurhaus; some trains ran directly from Rotterdam Hofplein to Scheveningen.
Rotterdam Hofplein originally had four tracks. The station was situated directly behind a viaduct on the Rotterdam – Dordrecht line (originally an SS line). A distinguished restaurant was built just in front of Rotterdam Hofplein station known as the restaurant of Loos. The entrance to the station was integrated into the Loos restaurant on both sides. The stations on the line were all built to a specific type; some of them can still be seen on the, in the meantime deserted line to Scheveningen. The line to Scheveningen Kurhaus (named after a famous hotel, still in situ and with the same name) was opened on 1st May 1907. In October 1908 the line was electrified but for some ten years steam trains could be seen on this connection.
Further History
In May 1940 the Loos restaurant was destroyed during the heavy bombardment of Rotterdam. During the occupation the line to Scheveningen Kurhaus fell within the restricted area near the North Sea coast and was partly lifted.
After 1945 Rotterdam Hofplein was rebuilt, however only with sort of an empty hall giving access to the platforms. The tracks were reduced to two and Shell later built an office just in front of the station “hall” hiding it completely. Consequently the new building was demolished. Nowadays you have a problem in finding the platforms or should I say the platform as only one track is still in service. The whole “station” is just a miserable appearance. From Rotterdam Kleiweg the trains run single line, although the double track is still in situ.
On 1st January 1946 the line to Scheveningen was partly reopened from Leidschendam=Voorburg via Den Haag HS to Renbaan=Achterweg (from 26th August 1946 renamed: Renbaan Buurtweg). This service was operated by “our museum coach” BC 9911(!!!) with trailer Ces 8043. From 15th June 1947 the line to Scheveningen was reopened as a single track only; from 1950 double again. The rather sad story of the Scheveningen branch had not ended yet. It was decided to end the service completely and this came into effect on 3rd October 1953. The whole line was lifted apart from some station buildings and Scheveningen Kurhaus station was demolished. Nowadays the Bilderberg Europa Hotel can be found on the former station area.
The Hofpleinlijn always remained a sort of a secondary line. On 30th May 1965 Berkel station was closed and combined with Rodenrijs, hence the double name now i.e. Berkel en Rodenrijs. From 1968 one in three trains ran to Rotterdam CS via the Schiebroek junction but this ended in 1975.
From 28th September 1975 the terminus of the Hofplein trains became Den Haag Centraal; consequently the ZHESM platforms in the Den Haag HS station were demolished. Den Haag HS had sort of an annex added to the HS station. During the last years the last trains of the day ended in Rotterdam CS using the Schiebroek junction. This was ended recently and the connections at the Schiebroek junction have been lifted.
Train Operating
Apart from the real ZHESM trains, other trains also ran on the Hofpleinlijn. In the first place there were the odd steam trains as well as steam operated freight trains. During the conversion of the rolling stock to DC, Blokkendoos trains took over. Also the first streamline EMU’s saw service as well as the Mat’46 EMU’s after WW2. In 1977 Sprinters took over the service and continue up to today. For the near future the idea is to convert the whole line to a light rail operated system, probably with trams.
The Museum Motor Coach
And now finally to the museum coach!! It was part of the first batch of 11 motorcoaches.
Built in 1908 by Beijnes ZHESM number BC 6
Renumbered 1921 NS BC 9014
Rebuilt and renumbered 1923 NS B 9014
Converted to DC on trial by Siemens Schuckert 1926 NS BC 9032
Rebuilt with Heemaf equipment 1927 NS BC 9011
Renumbered 1930 NS BC 9911
Motorcoach for service trains 1949 NS 147991
Out of service 1957
The official NS designation in 1923 was MB 9014; from March 1925 it was mB 9014 (m = motorised). After 1945 many ZHESM-coaches remained in Germany and Poland, 4 motorcoaches and 1 trailer remain missing (they most probably remained in the Soviet Zone or Poland). BC 6/BC 9911 came back to the NS via Nijmegen on 30th September 1945 and as already mentioned BC 9911 together with trailer Ces 8043 took up service again as a 2-coach EMU on part of the former ZHESM-line.
In July 1946 it became “trekkracht voor konvooiwagens” or “motordienstwagen” mainly between the werkplaatsen Haarlem and Leidschendam=Voorburg for so-called konvooiwagens (convoy wagons), short trains with spare parts i.e. bogies, pantographs, buffers, etc, in fact a sort of a delivery service, hence the nickname “loopjongen” (errand- or messenger boy). In 1949 it was officially taken out of passenger service and the official NS number became 147991.
With his letter of 29/7/1950 the then president-director of NS determined that the coach should eventually go to the Netherlands Railway Museum. After the last revision term the coach was set aside and stored in Arnhem in 1956. In 1957 after 49 years of service, the coach was officially taken out of service.
On 1st October 1958 BC 9911 formed part of an exhibition in Rotterdam Hofplein station to celebrate the golden jubilee of the ZHESM- line, after that the coach was restored to its old glory in original colours and finally went to the museum. The only non-original parts of the in the meantime renumbered BC 6 are the bogies and the pantographs.
Most of the information for this article has been taken from the publication “Rotterdam Hofplein – Den Haag – Scheveningen Kurhaus” by J. F. Smit (subtitle: “Hoe het spoor elektrisch werd”/How the railway became electric) published in 1989; ISBN 90-71082-09-1.
Other references used: -
”50 Jaar elektrische Spoorwegen in Nederland” published by N.V. Nederlandsche Spoorwegen in 1958.
“Op de Rails” magazine of the N.V.B.S., the Nederlandse Vereniging van Belangstellenden in het Spoor- en tramwegwezen (several publications).
And of course my own observations.
