This shipping company was originally founded as Schweizerische Schleppschiffahrtsgenossenschaft (SSG), Basel on 12.02.1919 in the town hall of Bern, meaning "Swiss Towing Co-Operative Society". As corporate members and investors joined the cantons of Basel-Stadt and Basel-Land, as well as 14 other cantons, the Schweizerischen Bundesbahnen (Swiss federal railways) and about 75 private enterprises from trade and industry. Especially the association of the Swiss gas works needs to be mentioned, not only subscribing a large participation, but placing also important transport orders with the young venture. The first president was Dr. Paul Speiser, a lawyer, politician and federal parliamentarian. First the company was only engaged in river shipping, the first deep sea vessel was taken-over only in 1935.

On 01.07.1919 the first office with 9 employees was opened at the Blumenrain 16, Basel (downriver of the hotel "Drei Könige" (Trois Rois) on the left border of the Rhein). At the beginning shipping was conducted with chartered vessels and until the end of 1919, about 250'000 tonnes of cargo was moved, mainly coal and grain. The first CEO was Louis Groschupf *) and Jules Ott **), a naval engineer was the first technical manager. His task was to find suitable tug boats and cargo barges, which presumably was a fairly difficult.

The government councillor Dr. R. Miescher, director of the gas works of Basel, who was member of the audit commitee of the SSG, was of the opinion, that qualified staff had to be found for the young enterprise and he brought in 1922 Dr. Nicolas Jaquet (1898 - 1986), an economist into the company. Already in 1925 he was a director of the company and he remained in the leadership of the shipping company until his retirement in 1966. Dr. Jaquet was also colonel in the army and sat on behalf of Basel-Stadt in the federal parliament in Bern. The "doctor" as some people used to call him, has achieved many great things for the shipping company, but he was also a very controversial person.

In 1938 the SSG (in colloquial language also called "Schleppi") was converted to a joint.stock company and the name was changed to Schweizerische Reederei AG, Basel (SRAG), in English Swiss Shipping Company Ltd.

   About 1989 new flag>>>    

In 1975 the Schweizerische Reederei AG merged with the Neptun Reederei AG and became the Schweizerische Reederei und Neptun AG (SRN).

In February 2000 the MGB, Migros-Genossenschaftsbund (the largest retailer in Switzerland), the last major share holder sold his partnership in the now Schweizerische Reederei & Neptun AG (SRN) and the company was taken-over by the German Rhenus-Group.

1. Rhine Shipping

In the starting years shipping was largely conducted with chartered barges and tugs, however already in the foundation year a new stern-wheeler tug could be purchased from the shipyard Cäsar Wollheim in Breslau-Cosel on the River Oder (in Silesia, at the time part of the German Empire, today Poland). The tug was named SCHWEIZ and was transferred through rivers and canals to the Rhine in Duisburg. The SCHWEIZ was the first ship flying the Swiss flag on the Rhine. The first barge was bought from the Netherlands and named AARE.

  The stern-wheeler tug SCHWEIZ, purchsed in 1919, was the first ship of the new
shipping company and the first tugboat on the Rhine, flying the Swiss flag (Photo Sammlung U. Vogelbacher)

After the war the Swiss industry also suffered from lack of work and in 1920 orders were placed with the company Buss AG, Pratteln (close to Basel) to construct 8 barges. These barges were built on a building site in Augst, about 10 km upriver from Basel. In collaboration with Escher Wyss AG, Zürich a side paddle tug was constructed on the same site. The tug was powered by a steam turbine, system Zoelly.

Other tug boats and barges were added in the following years, but these were purchased from abroad. After the German shipping companies refused in 1922 to give further towing services to the SSG, two side paddle tugs, the BERN and LUZERN were ordered. The BERN was built by Machinefabriek en Scheepswerf P. Smit Jr., Rotterdam and was delivered in spring 1923. She was with 1480 iHP the strongest unit. The LUZERN was also delivered in 1923. She was constructed on the river Elbe by Gebrüder Sachsenberg AG, Rosslau (Sachsenberg Brothers Ltd) and had 1200 iHP.

When studying the fleet of SSG, you may observe, that comparatively many spits (in French: péniche, French for canal barge) are listed. This has a special reason. In the twenties the upper Rhine was not yet channelled and shipping frequently had to be suspended due to low water. An especially insidious and dangerous obstacle were the rapids, called the Isteiner Schwellen, approximately 10 km below Basel, which often could be navigated with only a minimal draft and required high engine power. After the bad experiences on the Rhine during the early years, the old French Rhine-Rhone Canal to Hüningen (opposite the port of Basel on the French side) was considered as an alternative in 1923 and shipping was transferred party to this canal. In the years to come, 12 spits of about 300 tonnes were acquired. In the beginning these were towed by mules and the trip from Strasbourg to Basel took about 8 days. Later the French administration installed rails along the canal and the barges were now towed by electrical locomotives, reducing travel time to Basel by about half. The SSG even had its own stock of mules.

At the end of the twenties the diesel engine appeared in river shipping and fast motor vessels commenced to transport general cargo. In this context a small forwarding company was founded in 1934 in Buchs SG (at the border to Liechtenstein, where the main railway line to Austria leaves Switzerland).

When consumption of liquid fuel increased considerably in Switzerland, the SSG founded in 1935 the Tankreederei AG, which for liability reasons operated as an independent company. First two Rhine barges were converted to tank barges, but also canal tank barges were taken into service.

When the locks of Kembs opened in Mai 1932, allowing to circumnavigate the rapids of the Isteiner Schwellen, as well as the improvements made to the river above Strasbourg, these had a favourable effect on the business of the SSG, for the first time a dividend could be paid in 1935 to the share holders. Despite this, the Canal of Hüningen was still used and in 1935 more then one million tonnes of goods were shipped to Basel.

The Isteiner Schwelle in 1927 with the cargo vessel HELVETIA of J. H. Koenigsfeld, Rotterdam (Photo Archiv SwissShips)

The rapids of the Isteiner Schwelle on 26.12.2012 during high water. The locks of Kembs are behind the forest on the opposite bank (Photo Archiv SwissShips)

The Isteiner Schwelle on 08.09.2011 during low water. Today the largest part of  the water flows through the lateral Rhein Canal, but some portion of water, especially during high water is led at the barrage of Märkt into the original river bed. The Isteiner Schwelle has a drop of approximately 2 m (Photo Archiv SwissShips)

In 1937 the SSG commenced to convert the old barges, constructed in Augst, into motor ships, installing Diesel engines from Sulzer Brothers, Winterthur. A year later the large, 1300 tonnes barges RHONE and TICINO were equipped each with two diesel engines and two propellers.

In the same time the steam paddle wheel tug ZURICH was converted to diesel power, using drawings from the famous Swiss naval architect Dr. Adolf J. Ryniker. The power output was more then doubled, other tug boats followed. After these favourable experiences with diesel power, three large diesel tugs were ordered from the Belgian shipyard of Jos. Boel et Fils, Tamise. The construction plans were again provided by A. Ryniker. In the beginning the project was launched under the name "Super-Congo" to keep the competitors calm. These tugs were the URI, delivered in summer 1939, shortly before the outbreak of the war. The SCHWYZ and the UNTERWALDEN were completed and delivered only after the war, 1948 and 1949 respectively. These so-called "long-haul tugs" were the strongest tug boats on the Rhine, the ultimate achievement in river towing.

At the outbreak of the WW II shipping on the upper part of the Rhine was suspended until March 1941. Fortunately most ships were ordered downriver already in August 1939 and were able to trade from the sea ports until Mannheim. From spring 1941 until autumn 1944 the river fleet of the SRAG contributed considerably to the supply of coal to Switzerland. The Germans demanded from Switzerland to make their own means of transport available for these deliveries. The capacity of the railways was seriously reduced due to effects of the war, therefore the more valuable became river shipping. On the voyage downstream the barges carried iron ore from the Gonzen (a mountain in the East of Switzerland) and from the Fricktal (near Basel) to the "Ruhrpott", the industrial area around Duisburg.

Again, in October 1944 all shipping came to an end as a result of the war actions and whenever possible the ships were ordered back to Basel. The now redundant barge crews, especially the deck boys, serving their apprenticeships, were now employed on two SRAG owned farms in Langenbruck (in the hills South of Basel) until shipping was resumed end of April 1946. After the end of the war in Mai 1945 the shipping channels had first to be cleared from destroyed bridges and sunken vessels, a arduous and time consuming task. The serie of 14 Rhine barges just built before the war, were equipped each with 2 Sulzer diesel engines, already ordered during the war. Some of the barges were fitted with towing winches.

After the war coal was slowly replaced by liquid fuels, further car traffic increased dramatically, increasing the demand for tank barges. The fleet of Tankreederei was enlarged. First 8 bunker barges of the former German Wehrmacht were purchased from the Royal Navy and renamed CISALPINA 1 to CISALPINA 8. The tanker fleet was complemented with 12 modern, Belgium built twin screw tank motor vessels. The tank motor ships usually towed one tank barge.

In 1956 a large fleet building program was initiated, for this the share capital had to be increased from 6 to 16 million Swiss francs. Ten large cargo motor ships of the "Strom" Klasse (River class) of 1650 tonnes capacity and with 2 x 600 HP diesel engines and 6 smaller cargo ships of 720 tonnes for general cargo were ordered, plus some other units. The first "Strom"-ship was put into service in 1957 and with its two towing winches it could tow also two barges. As from 1963 these large ships were fitted with pusher horns on the bow, enabling them to push a new type of lighter, called SSL (for Schleppschubleichter or tow/push lighter). A series of 12 SSL were ordered and gave valuable service Each had a capacity of 1000 tonnes and only one helmsmann was on board. With the "Schottel-Navigator" the lighters could shift independently in a harbour. However the SRAG never acquired any pusher tugs, the draw backs in the upper Rhine were considered as too heavy. In this time the first experiments with radar and radio communications started and soon this new equipment became indispensable.

In 1961 another experiment was undertaken with so-called articulated ships. First the EDELWEISS 10, then the EDELWEISS 15 were cut in the middle, both parts elongated, then joined together as a motorship and a lighter. According to the unlucky love couples of history they were named TRISTAN and ISOLDE, the second one ROMEO and JULIA. This idea proved to be an unsuitable solution and was abandoned.

In February 1956 the first two cargo motor vessels, the AUSTRIA 1 and the AUSTRIA 2 under Austrian flag were taken into service on the Rhine. Both vessels belonged to the SRAG subsidiary company Rohner, Gehrig & Cie A.G. Vienna. Later another six vessels were added. Further, Austrian deck boys were trained in Basel. At the time there were still hopes to make the river Rhine navigable up to Lake Constance, hence also to Austria.

The company could also convince some of the Swiss barge skippers to purchase their motor ships and become "ship owner", but working for the shipping company (on the Rhine the system was called "Partikulier-Schiffer"). In clear language, the skipper took all the risks, while the shipping company could reduce its own. An engine break down, an accident, no cargo, all on account of the skipper. It was said, that some of these skippers went bankrupt (the same system is used today in road hauling companies).

2. Passenger shipping on the Rhine

Passenger shipping dates back to the thirties, when the company allowed customers to sail on their tug boats to get an impression on inland shipping. The new diesel tug URI was furnished with passenger cabins.

After the war the aft part of the cargo motor ship BOSCO, destroyed by bombs, was refurbished and provided with cabins for 16 passengers. This vessel was a great success.

In 1955 the SRAG decided to convert the now elderly steam tug boat BERN into a combined passenger cargo motor ship, renaming her BASILEA. With her strong diesel engines the BASILEA could be used as an auxiliary tug during winter season.

Due to the large demand a cooperation was commenced with the Köln-Düsseldorfer Rheinfahrt Gesellschaft. The travel agency of Hans Im Obersteg was responsible for the marketing in Switzerland for both companies. The SRAG purchased in 1964 the German passenger vessel SCHWABENLAND, which was renamed URSULA, the patron saint of shipping.

3. Deep sea shipping

Seafaring commenced with the acquisition of the coasters BERNINA in 1935 and the ALBULA in 1936, both flew the Dutch flag and belonged to the Dutch subsidiary company Schellen Scheepvaart & Befrachting N.V. (Alpina Rotterdam). In 1936 the BERNINA made for the first time a voyage from London directly to Basel with a cargo of sugar. Schellen Scheepvaart & Befrachting N.V. operated also other coasters, especially after the WW II, the last one the TELL was sold in 1977.

After the start of WW II transportation capacity for coal became scarce and on demand of the Swiss gas industry the two deep sea freighters CALANDA and MALOJA were purchased in 1940 and initially registered under the flag of Panama. After the Swiss maritime navigation law was enacted in spring 1941, the two steamers were registered under the same names as the first and second ship in the Swiss registry. In February 1942 the steamer ALBULA was purchased and taken-over in Barcelona.

After the Swiss maritime law was created in 1941, the CALANDA was the first ship entered on 02.04.1941 in the Swiss deep sea ship's registry (Photo Archiv SwissShips)

Further the three freighters of the International Red Cross, the CARITAS I, the CARITAS II and the HENRY DUNANT, as well as the LUGANO of Nautilus AG, Glarus were managed during the war period.

During the WW II all Swiss flag vessels had to be at the disposal of the KTA (Kriegs Transport Amt = War Transport Office) Bern, who organized and coordinated all voyage dispositions. The CALANDA carried now mostly grain from the USA to Genoa or to Lisbon. With the associated forwarding companies the SRAG was well positioned to carry vital goods with the ALBULA and the MALOJA from Lisbon to Italy and France, from where they were transported over land to Switzerland. Lisbon, to use a modern word, was the "hub" for the war transports and for this reason the SRAG opened an office, the Companhia Suissa de Navegacao Ltda, located at the Avenida 24 do Julho, just opposite of the ferry terminal and railway station Cais do Sodre. This office was led by Jacques Plüss.

At this point we like to mention, that the Swiss seamen and barge men on the Rhine, together with their foreign comrades, were the only Swiss exposed to the real dangers of war and a few even lost their lives.

After the war the company purchased first the steamer EIGER from the KTA / Swiss government and renamed her CRISTALLINA, but she was sold already in January 1949. Then orders were placed in England for two new buildings, the CARONA and the CRISTALLINA. The next new building was the BASILEA, this time ordered from West Germany and taken-over by subsidiary company Alpina Reederei, Basel. All future vessels were owned by this company, except the RIGI and REGINA. These two vessels were owned by Aquila Reederei AG, Basel and the Regina Schiffahrt AG, Basel respectively, both belonging to the Swiss industrialists Bührle and Göhner. From 1948 the ANUNCIADA and from 1952 the ALLOBROGIA were managed by Alpina Transports et Affrètments S.A. in Antwerp until the management agreements were terminated on 31.12.1952.

In 1947 the subsidiary company Alpina Transport & Affrètements S.A., Antwerp was founded with their office at Ankerrui 9, between the old city and the Willemdok in the old port. This company owned also the deep sea vessel ALPINA, which sailed from 1948 until 1952 under the Belgian flag. The management of the deep sea vessels was now executed by this office. Jacques Plüss was the first director, unfortunately he was killed in a car accident in 1952. He was followed by a Mr. Oberer as chief of the maritime department (Abteilung See), but apparently not the right man, soon he was followed by J. Zuberbühler, who was relieved around 1964 by Rolf Wohlrab. The technical department TAS (Technische Abteilung See) was headed for a long time by Gustav Keller (he was also responsible for technical matters of Rhine shipping), then he was followed by Erwin Biland. In the seventies the activities of Alpina Antwerp were slowly relocated to the offices in Basel.

The N.V. Alpina Scheepvaart Mij. Rotterdam (Photo SRAG)                   Alpina Transports et Affrètements S.A.  Antwerp (Photo SRAG)

In 1962 Ernst Göhner and Dieter Bührle acquired 25% of the Alpina Reederei each and until 1971 they had increased their shares to 49¼ % each. In these favouable times the company owned up to ten deep sea vessels, all sailing under Swiss flag. From the time just after the WW II until into the seventies the major part of the seamen were Swiss nationals, afterwards their numbers decreased rapidly.

In the beginning of 1987 the Alpina Reederei, who owned and managed the ships of Schweizerische Reederei AG was dissolved. The share capital belonged in equal parts to the foundation Ernst Göhner and to the Bührle Group, Zürich, therefore it was obvious to give the two remaing ships under Swiss flag, the two small reefers BASILEA and TURICIA to Air Sea Broker AG / Panalpina for management (Panalpina at the time was 100% owned by the Göhner foundation). This change was effected in February 1987. Without change of name the ships were put under Cyprus flag. In the beginning the commercial and technical management was done by Panalpina. In 1990 it was changed to Harmstorf Shipping Co. Ltd., Limassol and in 1996 these two last ships were sold abroad.

4. Training of ship's personnel

Until the WW II commenced, most of the ship's crews were from Germany, the Netherlands and from Belgium. However with the war preparations foreign crew became scarce and the company was forced to engage and train ship's staff from Switzerland.

The training ship LEVENTINA in the port of Kleinhüningen (Photo SRAG)

A canal barge was converted to the training and accommodation vessel LEVENTINA to educate deck boys. The apprenticeship for a sailor lasted 3 years, of which the basic course on the training vessel took 4 months, afterwards the young man was transferred as a deck boy ("Schmelzer") onto a river vessel for practical training. The courses on the LEVENTINA were organized in a military fashion and strong discipline was maintained. Theoretical education and practical training, gymnastics, swimming and sculling, language courses in Dutch and French, as well as cooking lessons were offered. The boys had to wear a uniform and leisure time was passed to a large part on board. Later the drill was eased and the training adopted to the new, modern times.

From 1939 until the suspension of the training in 1994 approximately 100 courses were conducted. The chief trainers were Paul Scheidegger, Peter Rösler and Jakob Schmid respectively.

5. Port facilities, offices, subsidiary companies and agencies

Early, port handling facilities and warehouses were built in the ports of Basel. To mark presence along the river, subsidiary companies were founded and agency agreements concluded with partner companies. With these measures the co-operative society had representatives in Strasbourg, Kehl, Mannheim, Duisburg, Rotterdam and Antwerp within the first five years. Agencies were in Dordrecht, Lobith, Emmerich and St. Goar (see also detailed report from the "Rheinquellen", 1924).

The following foreign subsidiary companies owned also shipping tonnage:

Société Franco-Suisse de Navigation S.A., Strasbourg. Founded on 10.10.1923

An old share of the Sociètè Franco-Suisse de Navigation S.A., Strasbourg

N.V. Nederlandsch-Zwitsersche Scheepvaart Maatschappij, Rotterdam. Founded on  01.07.1924. Post 1953, N. V. ALPINA Scheepvaart Maatschappij, Rotterdam

Les Chargeurs Belgo-Suisses S.A., Antwerpen. Founded on 15.03.1929. Post 1947, Alpina Transports et Affrétements S.A. Antwerpen

Navalsa S.à r.l., Strasbourg. Founded on 14.09.1932

Schellen Scheepvaart & Bevrachting NV, Rotterdam (1934) (Coastal trade)

Badisch-Schweizerisches Schiffahrtskontor G.m.b.H., Kehl. Founded on 14.09.1932 as "Schweizer Rheinschiffahrtsgesellschaft m.b.H., Kehl -1942

Naphta, Société de Transports à.r.l., Strasbourg. Founded on 22.01.1935

Vinotra S.A., Paris. Founded on 29.03.1935 (50% SSG & Citerna S.A., Paris each)

(see our Fleetlist's and "Rheinquellen", 1924)

Rohner & Gehrig Schiffahrts-und Speditions AG, Wien

SRN ALPINA, Dornbirn & Wien

After the construction of the port of Kleinhüningen commenced in 1922, four years later the SSG took into service the largest grain silo of Switzerland with a capacity of 11'000 tonnes. The silo, located at dock No. 1 was called Bernoulli-Silo, after its architect Hans Bernoulli. Further it accommodated all the company offices.

The Bernoulli silo and the covered cargo terminal in the back. Note, this and the next photograph were taken on a Saturday in 2014, all ships have left the port and are under way (Photo Archiv SwissShips)

The 1926 completed Bernoulli grain silo in the back and the 1952 constructed covered cargo terminal at the inner end of dock 1, near the so called "Affenfelsen" ("monkey's rock" the dock end on the far right with the visitors). To the right the exhibition "Verkehrsdrehscheibe Schweiz" meaning "traffic turntable Switzerland" (Photo Archiv SwissShips)

Entrance to the Bernoulli silo from the road side with the memorial plate above the door (Photo: Archiv SwissShips)

The memorial plate still showing the old name "Schweizer Schleppschiffahrtsgenossenschaft" above the entrance (Photo: Archiv SwissShips)

With the advent of smaller and fast motor vessels on the Rhine, suitable for general cargo, a small forwarding company was founded in 1934 in Buchs, rising the wrath of the established Swiss forwarders. Similarly one year later, the take-over of the forwarder Hans Im Obersteg & Cie, Basel was accompanied by the protests of the other forwarders.

In 1943 the Ritterhof in the hearth of the town was purchased and some of the offices, especially the directors were moved to the Rittergasse 20, near the cathedral of Basel.

In the early fifties two grain silos of 16'000 and 20'000 tonnes capacity, as well as the distinctive, covered handling and storage hall at the head of the dock No. 1 were constructed. This handling hall was a novel idea, now ships with sensitive cargoes could be loaded and discharged during rain and snow fall. Also in the ports upriver from Basel, Au and Birsfelden, the port facilities were extended.

Maintenance works for the ships were carried out in a workshop in dock No. 1, but it was demolished in 1952 to make space for new constructions. An old tow barge was converted into the workshop ship SALVE REGINA and moored near the Dreiländerecke (corner of the three countries, the point where the Rhine leaves Switzerland). In 1963 a workshop building was constructed at the same place and the workshop ship now served mainly for storage purposes. With the large gantry crane complete engines could be lifted from the vessels and brought to the workshop. New engine staff for the deep sea vessels or seamen on stand-by were engaged in the workshop temporarily.

In 1954 Alpina Internationale Transporte AG, Basel was founded as a holding company and all the forwarding companies of SRAG were grouped under this umbrella. At the same time Ernst Göhner was elected to the board of the SRAG. From the Alpina Internationale Transporte AG emerged later the Panalpina Welttransport, Basel, today one of the largest, global forwarding companies (see Panalpina).

In the early seventies a new office building was constructed and taken into service at the Wiesendamm 4 in the port of Kleinhüningen. The Ritterhof in the city was sold off.

6. Crew welfare, public and cultural activities

Already in 1926 a health insurance was established for the ship's crews, which was also available to other staff of the SSG. Shortly before the WW II a pension scheme for the shore staff was introduced. Four year later, a foundation in favour of the navigating personnel, purchased the mansion "Clavel-Gut", which was converted to a crew hostel and named "Schifferhaus" (sort of a Swiss merchant navy hotel). With its restaurant it was open also to the shore staff and the public. In 1958 a chidren's home for the kids of crew members was added. As the first Rhine shipping company the SRAG introduced in 1953 a pension fund for their navigating staff. In the same year, as a consequence of the extension of the port facilities in Kleinhüningen, two canteens were opened in the port area.

The "Schifferhaus" in the village of Kleinhüningen behind the two docks (Photo SRAG)

In 1944, when shipping on the Rhine was suspended, the company bought two farms in Langenbruck near Basel to keep the cadets and other Swiss ship's personnel employed. Until 1946 comprehensive amelioration works were carried out on these two farms.

Already in the early years the SSG conducted public relations activities, especially as the firm with its public ownership structure was partly dependent on laws passed by the Swiss authorities. Further a great part of the company's business was done abroad and was difficult for the public to understand.

In 1922 a film about Rhine shipping was produced to show the company's activities to their clients and other interested parties. With the participation of the SSG, the international fair of inland shipping was conducted in Basel in 1926, an event, which would be difficult to be repeated today. On this occasion the viewing platform on the top of the grain silo was first opened to the public and was frequently used. The movie "Unser Weg zum Meer" ((our way to the sea), partly already produced during war time, showed 1947 the endeavours of the SRAG in the supply of the country. The company participated at the Basel Fairs, the Landesausstellung 1939 in Zürich (national fair), the Expo Lausanne 1965, even at the World Fair in Brussels.

For the celebrations "50 Years Rhine Shipping to Basel" in 1954 the foundation "Unser Weg zum Meer" (our way to the sea) was founded and a permanent exhibition opened at dock No. 1 in Kleinhüningen. The exhibition still exists today, but is renamed "Verkehrdrehscheibe Schweiz" (traffic turntable Switzerland).

The press, pupils, students and other interested people were always furnished generously with their requested information about shipping. The other Swiss shipping companies left the public relations work to the SRAG. Today the Swiss ship owners are no longer interested to continue this work, which is a short sighted approach. We assume, that 50 year ago the public in Switzerland was much more aware of the shipping industry.

7. The modern epoch and the final chapter

From 1938 until 1962 the SRAG was able to pay each year a dividend of at least 4 % to its share holders, but 1963 the economical difficulties commenced. Although steps were taken to adapt the company to the new economical developments, no lasting improvements of the financial results could be made the following years.

In 1975 the Schweizerische Reederei AG merged with the Neptun-Group, the Neptun Reederei AG, the Neptun Transport- und Schiffahrt AG and the Navi-Fer AG to form the Schweizerische Reederei & Neptun AG, Basel (SRN). At the end of the year the staff totalled about 1150 persons and the combined fleet consisted of 118 units.

From 1980 the Migros-Genossenschaftsbund (MGB) took a participation in the Schweizerischen Reederei & Neptun AG and in 1984 the MGB acquired the majority shares of the SRN. By the end of 1985 the staff was reduced by about half to 600 persons and the fleet shrunk to 49 units.

On 01.03.1986 an agreement between the Reederei Zürich AG (owned by MGB) und the SRN was concluded to jointly operate the two fleets. Despite these measures the company produced high financial losses and only in 1997 the SRN found its way back to profits.

In 1999 the company made a profit of approximately 200 million Swiss francs, but despite this good result the Migros-Genossenschaftsbund sold in February 2000 all its shipping assets. The Schweizerische Reederei & Neptun AG was taken over by the German Rhenus Group, allegedly they required a strong logistic and forwarding partner. Hence, two traditional Swiss shipping companies disappeared and today one cannot find anymore the familiar logos of the SRN or the Reederei Zürich AG in the ports of Basel.

Today only the "Seemannskeller" reminds of the good old times, a pub and club room of the SCS, Seemanns Klub der Schweiz (Seaman's Club of Switzerland), located in the cellar of a grain silo near the entrance to dock 2.

In the foyer of the Seemannskeller a beautiful model of the legendary BASILEA is on display. She came into service in 1952 and sailed for about 26 years under Swiss flag on all the world's oceans (Photo Archiv SwissShips)

Here, people employed in the port, take their lunch and old seamen, river sailors and port workers meet in the evening for a beer. Once a month the members of the Seemanns Klub have their meeting and spin their sailor's yarn.

Sources:

- Die Rheinquellen, Basel

- Strom und See, Basel

- 50 Jahre Schweizerische Reederei AG - Eine Chronik

- Swiss federal archives, Bern

- Various news paper articles

Annotations:

*) Louis Groschupf was also co-founder of the Basler Rheinschiffahrts AG (BRAG) and the founder of the Lloyd AG, Basel in 1928.

**) Jules Ott or Julius Ott was in 1928 also the initiator of the Zürichsee Fährbetriebes (ferry accross Lake of Zurich), the first ferry, the SCHWAN (swan) entered service in 1933. She was built by H. Vogt-Gut Ltd, Arbon (at Lake Constance). She had two diesel engines from SLM, Winterthur and on each end two propellers. Originally she had no rudders, it was believed at the time, that manoeuvring can be effected by the propellers only, which proved to be a wrong conclusion. Afterwards four rudders were installed (see also the book "Die Zürichsee Schifffahrt" by Kurt Hunziker and Robert Knöpfel, published by Neue Zürcher Zeitung).

HPS-SwissShips, December 2014