The behavior of the Zürich railway barons led the Swiss National Railway (Schweizerische Nationalbahn; SNB) to attempt to build a second rail link between Lake Geneva and Lake Constance to compete with the existing railway companies from 1872.
As a defense measure, the NOB and SCB extended their existing networks between 1873 and 1882.
The two companies founded the Aargau Southern Railway (Aargauische Südbahn) and the Bözberg Railway (Bözbergbahn) with equal shareholdings.
The former was built and opened between 1873 and 1882 the Rupperswil–Immensee railway with a branch line from Hendschiken to Brugg, connecting the network of the NOB and the SCB with the Gotthard Railway in 1882.
The Bözberg Railway, operated by the NOB, opened the Brugg–Pratteln railway in 1875, which together with the existing lines of the NOB and the SCB created a direct connection from Zurich to Basel.

In addition, the NOB under the new CEO Friedrich Peyer im Hof, tried to eliminate the competition in advance by an accelerated expansion of its own network.
It secured concessions for various railway lines and entered into commitments with cantons and founding committees for the construction of these unprofitable lines.
This forced the NOB to borrow money, which led to massive indebtedness.
The financial difficulties brought the NOB to the brink of collapse.
The construction of the Lake Zürich right-bank line, which it had begun in 1873, had to be discontinued because of the financial crisis.
The important Lake Zürich left-bank railway to Ziegelbrücke, however, was opened in 1875.
The NOB could not pay dividends for years from 1877.
The price of its shares collapsed from Swiss Francs (CHF) 670 in 1871 to CHF 53 in 1879.
An investigation commissioned by the General Assembly found grave mistakes in corporate governance.

On 2 March 1877, the NOB requested that the Federal Council release it from its obligations to build railways.
On 14 February 1878, the Federal Assembly confirmed an agreement that the construction obligations would be maintained, but would be deferred until the completion of the NOB's financial restructuring.
The construction period for the so-called "moratorium lines" (Thalwil–Zug, Etzwilen–Schaffhausen, Bülach–Schaffhausen, Koblenz–Stein, Dielsdorf–Niederweningen and the Lake Zurich right bank line) was extended.
An agreement with the canton of Glarus set the date for the completion of the Glarus–Linthal line at 1 May 1879.
The payment of dividends was suspended from 1880 to 1883.
On 25 October 1887, the Federal Council instructed the NOB to begin construction of the Lake Zurich right bank line.
The deadlines for the remaining moratorium lines were set on 27 June 1888.

The ruinous competitive project of the National Railway ended in insolvency.
The participating towns and municipalities had to suffer decades of debt.
The NOB took over the network of its rival for a fraction of its construction cost on 1 October 1880.
The Zofingen–Suhr section was resold to the SCB.
The behavior of the Zürich railway barons led the Swiss National Railway (Schweizerische Nationalbahn; SNB) to attempt to build a second rail link between Lake Geneva and Lake Constance to compete with the existing railway companies from 1872. As a defense measure, the NOB and SCB extended their existing networks between 1873 and 1882. The two companies founded the Aargau Southern Railway (Aargauische Südbahn) and the Bözberg Railway (Bözbergbahn) with equal shareholdings. The former was built and opened between 1873 and 1882 the Rupperswil–Immensee railway with a branch line from Hendschiken to Brugg, connecting the network of the NOB and the SCB with the Gotthard Railway in 1882. The Bözberg Railway, operated by the NOB, opened the Brugg–Pratteln railway in 1875, which together with the existing lines of the NOB and the SCB created a direct connection from Zurich to Basel.
In addition, the NOB under the new CEO Friedrich Peyer im Hof, tried to eliminate the competition in advance by an accelerated expansion of its own network. It secured concessions for various railway lines and entered into commitments with cantons and founding committees for the construction of these unprofitable lines. This forced the NOB to borrow money, which led to massive indebtedness. The financial difficulties brought the NOB to the brink of collapse. The construction of the Lake Zürich right-bank line, which it had begun in 1873, had to be discontinued because of the financial crisis. The important Lake Zürich left-bank railway to Ziegelbrücke, however, was opened in 1875. The NOB could not pay dividends for years from 1877. The price of its shares collapsed from Swiss Francs (CHF) 670 in 1871 to CHF 53 in 1879. An investigation commissioned by the General Assembly found grave mistakes in corporate governance.
On 2 March 1877, the NOB requested that the Federal Council release it from its obligations to build railways. On 14 February 1878, the Federal Assembly confirmed an agreement that the construction obligations would be maintained, but would be deferred until the completion of the NOB's financial restructuring. The construction period for the so-called "moratorium lines" (Thalwil–Zug, Etzwilen–Schaffhausen, Bülach–Schaffhausen, Koblenz–Stein, Dielsdorf–Niederweningen and the Lake Zurich right bank line) was extended. An agreement with the canton of Glarus set the date for the completion of the Glarus–Linthal line at 1 May 1879. The payment of dividends was suspended from 1880 to 1883. On 25 October 1887, the Federal Council instructed the NOB to begin construction of the Lake Zurich right bank line. The deadlines for the remaining moratorium lines were set on 27 June 1888.
The ruinous competitive project of the National Railway ended in insolvency. The participating towns and municipalities had to suffer decades of debt. The NOB took over the network of its rival for a fraction of its construction cost on 1 October 1880. The Zofingen–Suhr section was resold to the SCB.
Swiss Northeastern Railway